Polestar has quickly leapfrogged from having just one car in its showrooms, to now a whole line-up of new models in local dealerships.
The latest one to arrive on local shores is the Polestar 4 – a new mid-sized SUV that competes against cars such as the Tesla Model Y and Kia EV5 in terms of size, but is unmistakably premium in its presentation.
Polestar's design team has been deliberately avant-garde in its styling and packaging, moving the brand further away from its Volvo upbringing. This is a coupe-style SUV with a difference.
Even before attending the national media launch in Adelaide, we're very keen to put this newbie up against a Tesla Model Y and let the two of these titans battle it out.
However, without getting ahead of ourselves, this is the first drive of the Polestar 4 in Long Range Dual Motor guise.
The Polestar 4 launch is an important one for the brand – an electric SUV that hits the sweet spot between affordability and luxuriousness.
It comes to Australia in a simple two-strong range – buyers get a choice of a single-motor, rear-wheel-drive variant, or a dual-motor all-wheel-drive alternative. The former can travel up to 620km, while the latter gets a 590km driving range based on European WLTP testing.
Both models come equipped with a 100kWh battery, of which 94kWh is usable. The battery can accept charge rates of 200kW from a DC fast charger and up to 22kW on an AC connection; However, that latter figure is only applicable for cars with the optional $8000 Plus pack.
While we're talking about optional extras, the Polestar 4 comes with some pricey added extras available for buyers to pick and choose.
However, the main point is that both variants in the range – the single- and dual-motor – are effectively identically equipped in terms of equipment. The main differences between the two concern their powertrains underneath.
Price-wise, the Polestar 4 begins at $78,500 for the long-range single-motor variant and rises to $88,350 for the dual-motor AWD version, both before on-road costs.
Polestar lopped between $3000 and $4700 off the price between the initial pricing announcement and this launch, meaning even the most expensive variant falls below the luxury car tax threshold for electric vehicles.
The Polestar 4 launch is an important one for the brand – an electric SUV that hits the sweet spot between affordability and luxuriousness.
It comes to Australia in a simple two-strong range – buyers get a choice of a single-motor, rear-wheel-drive variant, or a dual-motor all-wheel-drive alternative. The former can travel up to 620km, while the latter gets a 590km driving range based on European WLTP testing.
Both models come equipped with a 100kWh battery, of which 94kWh is usable. The battery can accept charge rates of 200kW from a DC fast charger and up to 22kW on an AC connection; However, that latter figure is only applicable for cars with the optional $8000 Plus pack.
While we're talking about optional extras, the Polestar 4 comes with some pricey added extras available for buyers to pick and choose.
However, the main point is that both variants in the range – the single- and dual-motor – are effectively identically equipped in terms of equipment. The main differences between the two concern their powertrains underneath.
Price-wise, the Polestar 4 begins at $78,500 for the long-range single-motor variant and rises to $88,350 for the dual-motor AWD version, both before on-road costs.
Polestar lopped between $3000 and $4700 off the price between the initial pricing announcement and this launch, meaning even the most expensive variant falls below the luxury car tax threshold for electric vehicles.
The Polestar 4 launch is an important one for the brand – an electric SUV that hits the sweet spot between affordability and luxuriousness.
It comes to Australia in a simple two-strong range – buyers get a choice of a single-motor, rear-wheel-drive variant, or a dual-motor all-wheel-drive alternative. The former can travel up to 620km, while the latter gets a 590km driving range based on European WLTP testing.
Both models come equipped with a 100kWh battery, of which 94kWh is usable. The battery can accept charge rates of 200kW from a DC fast charger and up to 22kW on an AC connection; However, that latter figure is only applicable for cars with the optional $8000 Plus pack.
While we're talking about optional extras, the Polestar 4 comes with some pricey added extras available for buyers to pick and choose.
However, the main point is that both variants in the range – the single- and dual-motor – are effectively identically equipped in terms of equipment. The main differences between the two concern their powertrains underneath.
Price-wise, the Polestar 4 begins at $78,500 for the long-range single-motor variant and rises to $88,350 for the dual-motor AWD version, both before on-road costs.
Polestar lopped between $3000 and $4700 off the price between the initial pricing announcement and this launch, meaning even the most expensive variant falls below the luxury car tax threshold for electric vehicles.
There are very few wild design details, minimal contrasting inlays, and a simplistic overall presentation. On the other hand, all the basics are done just right.
With soft-touch materials aplenty and a comfortable interior ambience, the Polestar 4's interior is a highlight in terms of presentation.
Overall, it's unfussy, and I'm here for it.
All the materials are high-end and everything the driver feels premium in hand. The seats themselves are comfortable and offer good support under-thigh and around your sides, while the adjustability for the driving position is brilliant.
The steering wheel moves electrically too – however, the full seats and steering wheel adjustment package is part of the $8000 Plus Pack. Unfortunately, most of the controls to change the side mirrors, the steering wheel, and even the air-conditioning vents are placed within the infotainment screen.
This is simply too fussy to be functional. I understand the position memory aspect of the car will be able to remember where a driver sits, but, still, these adjustments should be through physical controls.
Storage space is covered off thanks to a pair of cupholders in the center console and a decent-sized lidded compartment that houses a pair of USB-C ports. There's a volume adjustment knob near the big screen and a wireless phone charger slot too.
On initial inspection, you might think it lacks stowage space, but underneath the flyover center console arrangement is more tray space for wallets, phones, and even a handbag.
The second row of the interior is spacious. I wasn't sure what to expect from the whacky styling, but this is certainly a mid-sized SUV in terms of space. I had good head room above me, my knees had plenty of space behind my own driving position, and the seats were very comfortable.
But it's not all good news in the back row – at least for me and my 194cm height.
Unfortunately, a high floor means that your knees sit awkwardly mid-air and sway about as the car moves laterally. There is also no space to slide your feet under the seat in front.
A fold-down center armrest comes down to reveal a pair of cupholders and no real extra storage, although there are controls for the reclining backrest that tucks itself underneath the space where a rear window would go.
Amenities-wise, there are air vents and a digital control panel for adjustments, a pair of map pockets, bottle slots in the door panels, and twin USB-C ports. There are no grab handles above your head. Again though that full suite of rear seat recline, rear touchscreen, and three-zone climate control are all part of the Plus Pack.
The boot opens electrically in every Polestar 4 specification to reveal a 526-liter space. This is slightly down on similar mid-size SUVs, though not altogether unusable. Keep in mind, there is a small pocket underneath the bonnet to put extra charge cables, for example.
There's handy space underneath the floor to put the charge cables and the rear seats fold down in a 60:40 format.
2025 Polestar 4
Seats Five
Boot volume 526L seats up
1536L seats folded
15L under bonnet
Length 4840mm
Width 2008mm
Height 1534mm
Wheelbase 2999mm
The 15.4-inch infotainment display is one of Polestar's most interesting attributes. I love the script and iconography Polestar uses – the text looks great and is very readable on the big screen, while its functionality is easy to come to terms with.
Moving from a portrait display in Polestar's other models to a landscape orientation in this car is a big positive. It feels like you can see more information on the screen simultaneously in this format.
There's a map display hard-coded to the right-hand side, while the left-hand side is configurable with different tiles.
Annoyingly, some important controls like air conditioning and seat heating are placed within the screen, but at least shortcuts are found along the bottom so you can see it no matter what menu or display you're viewing.
The Google built-in system is very impressive and I love having that technology inserted into a car's native software. It means I barely have to connect my Apple CarPlay smartphone mirroring because the underlying functionality is so good already.
The driver has a 10.2-inch digital cluster that shows a map display, speed information, and a live safety display of cars surrounding the Polestar.
The Polestar 4 comes with an array of active safety measures as standard. These include systems such as adaptive cruise control, lane-departure warning and assistance, driver attention monitoring, and rear cross-traffic alert and braking.
It's great to see that Polestar includes the Pilot pack as standard too. This includes lane-change assist and lane-centring for the adaptive cruise control.
Although the Polestar 4 includes warnings for straying over the speed limit (that can be wrong, at times), at least the audible alert is quiet – and it can easily be turned off.
Autonomous Emergency Braking (AEB) Yes Includes cyclist, junction, night-time awareness
Adaptive Cruise Control Yes Includes traffic jam assist
Blind Spot Alert Yes Alert and assist functions
Rear Cross-Traffic Alert Yes Alert and assist functions
Lane Assistance Yes Lane-departure warning, lane-keep assist, lane-centring assist
Road Sign Recognition Yes Includes speed limit assist
Driver Attention Warning Yes Driver monitoring camera
Cameras & Sensors Yes Front and rear sensors, 360-degree camera
How much does the Polestar 4 cost to run?
Polestar cars come with a free service plan for the first five years of ownership or 100,000km – whichever occurs first.
This is matched by a five-year warranty on manufacturing defects, as well as an eight-year warranty on the high-voltage battery itself.
On top of all that, Polestar provides five years of roadside assistance from the day the car is delivered.
Insurance was quoted at $2066 per year for comprehensive cover based on a 35-year-old male living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
Those same details returned a lower $1803 quote for a 2023 Hyundai Ioniq 5 Epiq or higher $2166 quote for a Tesla Model Y RWD.
Energy efficiency 2025 Polestar 4 Long Range Dual Motor
Energy cons. (claimed) 18.7–21.7kWh/100km
Energy cons. (on test) 19.1kWh/100km
Battery size 100kWh
Driving range claim (WLTP) 590km
Charge time (11kW) 11h (estimated)
Charge time (50kW) 2h 15min (estimated)
Charge time (200kW max rate) 30min (claimed 10–80%)
What is the range of a Polestar 4?
Polestar quotes a maximum driving range of 590km for the dual-motor variant. We didn't get a chance to see how it charges, so stay tuned until we get the car through one of our Drive garages for the detailed charge test.
Polestar also quotes an efficiency between 18.7 and 21.7 kilowatt-hours per 100 kilometers. In my time with the car, my energy use was closer to the former figure. After a country-road blast, my time with the car ended up with a 19.1kWh/100km consumption figure.
This isn't too bad for an electric vehicle of its size, although it lags behind the 15.6kWh/100km rating we've seen from a Tesla Model Y previously. However, the Polestar 4 is a performance-oriented SUV.
