Polestar 4 2024 Review

The latest model in Polestar’s growing line-up has touched down in Australia and the 2024 Polestar 4 enters as the brand’s fastest production vehicle yet, thanks to a claimed 3.8 second sprint to 100km/h in dual-motor form.

Examples of the P4 are well and truly here, with customer deliveries set to kick off this weekend (23 November).

It’s priced between the smaller Polestar 2 and more conventionally shaped Polestar 3 SUV and is only available in ‘Long range’ guise, priced at $78,500 (plus ORCs) for the rear-wheel drive single motor, and $88,350 (plus ORCs) for the all-wheel drive dual-motor.

But you could very quickly blow out those prices to six figures if you start to tick some option boxes (hint: you will).

Every version of the P4 comes with a 100kWh lithium-ion battery (with 200kW DC charging) and although the 400kW/686Nm dual-motor is the pick for those after a performance-focused SUV, the single motor (200kW/343Nm) will have sufficient pace for most (7.1sec).

Polestar says you’ll get a driving range of 620km or 590km (WLTP), for the single- and dual-motor variants, respectively.

As for standard equipment, it gets quite complex depending on which (if any) option packs you tick. At a minimum, expect 20-inch Aero wheels, LED headlights, a panoramic glass roof (electrochromic option coming in 2025), a 360-degree camera system, huge 15.4-inch landscape-oriented centre touch-screen with an Android Automotive Google operating system, as well as over-the-air (OTA) updates, digital radio, and wireless Apple CarPlay.

Meanwhile, the dual-motor tested here gets adaptive dampers, while the single-motor gets a passive suspension set-up.

Oh, and there’s no rear window – it’s a camera-based system linked to a rear-view monitor/mirror – but I’m sure you know that already because it’s the most controversial part of this coupe-SUV’s design.

As for paint options, Gold and Snow command a $2300 premium, while Electron, Storm and Space are an extra $1500. Magnesium is the only no-cost hue.

Polestar covers the 4 with a five-year/unlimited-kilometre warranty, while the battery is covered for eight-years/unlimited-kms.

The 2024 Polestar 4 makes a very good first impression, even if there’s a bit to wrap your head around when you first jump into the driver’s seat.

Almost everything is done via the central touch-screen; the little things like climate control and audio functions, to the more obscure: side mirror adjustments and steering wheel tilt/reach adjust.

The child lock function for the rear door’s is even built into a sub-menu on the touch-screen, while a new ‘pet mode’ allows you to lock your furry kids in the car (while the air-con continues running) and the infotainment screen alerts passers-by that the
“owner will be back soon”.

Yep, there appears to be some inspiration taken from Tesla, which isn’t necessarily a bad thing; it just takes time getting used to all the fancy tech.

Polestar is very proud of its sustainably sourced materials and the 4’s cabin and is yet again, a great example of (environmentally friendly) luxury meets functionality.

A variety of materials and surfaces on the dash and touchpoints keep it interesting and the choice between the tailored knit or (welfare-secured) Nappa leather (+$7000 for the Nappa pack) upholstery could be a tough one because both are equally lovely.

Sleek, backlit buttons on the steering wheel add another layer of opulence, even if, again, the buttons aren’t overly intuitive at first.

But none of that takes away from the driving experience, which for the most part, is fantastic.

On launch, we spent most of our time in the Long range dual-motor and its blend of comfort and performance makes it the pick of the bunch in our eyes.

It’s very quiet (more on that in a sec) on well-surfaced tarmac and while acceleration is rapid, the P4 doesn’t feel erratic. It builds speed progressively – thanks in part to the 2.3-tonne mass you’re carting around – but still feels proper fast when you pin the throttle.

Take a corner with a bit more zest and the 4 delivers, feeling much nimbler and tied-down than its hefty mass suggests it should be.

You can toggle between suspension settings, brake regeneration intensity, and steering feel, to find your preferred set-up, each adjustment bringing a noticeable change in the P4’s demeanour.

It’s circa-600km driving range also feels achievable – something you can’t say about every EV – and after a spirited drive on country roads, our tester’s average energy consumption of 21.6kWh per 100km saw it about bang on Polestar’s claim of 18.7-21.7kWh/100km.

For those sequestered to the second row, it’s good news, too.

Coupe-style SUVs often forgo a bit of rear passenger comfort and amenity but the lack of rear window has, according to Polestar, made it a more cavernous space.

It’s true. There’s enough head and legroom for this average-sized adult reviewer but taller folk should find it roomy enough and the fact you can ELECTRICALLY recline the backrests; well that feels rather special.

Oh, and there’s a 15 litre front trunk (frunk), which might just be big enough for your charging cable.

It’s difficult to see the window-less rear end of the 2024 Polestar 4 as anything other than a gimmick, even though Swedish designers are adamant it was a thoughtful decision made to aid headroom and boot space while retaining a swoopy, coupey – and admittedly, rather sexy – silhouette.

Speaking to Australian media at its launch via video link, Polestar executives from Sweden said the P4 was always designed with an enclosed rear end – inspired by the Precept –which begs the question: what’s with the suspiciously-rear-window-shaped panel when the rear window would normally be?

At the very least, it’s an admirable attempt to set this vehicle apart from others and some (including me) would even call the use of the camera-based rear-view monitor, a bold, brave move.

There’s no doubt it works – although we’re keen to try it in dark conditions – but it feels unnatural and takes time to get used to. As realistic and clear as it looks, and as responsive as the video feed is, your eyes still need to adjust to the screen with every glance.

The other trouble is, that painted panel that slopes down the back portion of the car (in place of glass) can be reflective if the sun hits it just right and you’ve chosen a certain colour Polestar 4… namely the (otherwise lovely) light blue ‘Electron’ hue.

It was particularly noticeable sitting behind an Electron P4 during the local launch but if you’re buying one of these EVs, you needn’t worry because it’ll be the problem of the poor sod behind you.

Meanwhile, it might sound preposterous to complain about a quiet ride, but we were at odds with is just how quiet the dual-motor Polestar 4 is on the move, which, in many ways, will be a major drawcard and we agree, at least when it comes to highway cruising and the like.

But weaving through the tight and twisty tarmac that takes you (the most enjoyable way) from Adelaide CBD to the scenic Barossa Valley, the lack of noise (there’s no synthesized ‘engine’ noise let alone much more than a whisper of road noise) can be sickening. That’s spoken from someone that doesn’t get car sick, even as a passenger that’s reading or texting.

We’ll also preface that by saying most people will be enjoying some tunes, rather than basking in silence. Alas, those are the joys of listening to and learning about a new car.

It’s on those same narrow-laned city-outskirt roads that you begin to feel its size.

It feels like a very big car, more so in its (2139mm) width than any other dimension and to put it in perspective, it’s slightly wider than a 300 Series Toyota LandCruiser, which you wouldn’t expect given its otherwise mid-size SUV proportions.

Remaining vigilant of its width should do the trick.

The 2024 Polestar 4 makes a compelling case against traditional premium coupe SUVs from the likes of Audi, Porsche, and BMW; it matches Tesla for quirk-factor, too.

In terms of equipment, tech, driving range, and performance, it feels like you’re getting a lot of car for your money but we wish some of the option packs were a little more affordable (or standard) and likely so will buyers.

Either way, the Polestar 4 is a unique proposition and it’s worth a test-drive for those in the market for an electric SUV with style and substance.

2024 Polestar 4 Long Range dual motor at a glance:?
Price: $88,350 (plus on-road costs)
Available: Now
Powertrain: Dual 400V permanent magnet synchronous motors
Output: 400kW/686Nm
Transmission: Single-speed reduction gear
Battery: 100kWh lithium-ion
Range: 590km (WLTP)?
Energy consumption: 18.7-21.7 kWh/100km
Safety rating: Not tested

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