By Paul Waatti, Director of Industry Analysis
After driving the Polestar 4 in Austin, TX, I came away convinced this is the brand’s most cohesive product yet — distinctive in design, engaging to drive, and more focused than spec sheets suggest. Still, like Polestar itself, the 4 faces a few growing pains. It is an accomplished EV that feels ready for primetime just as the U.S. market moves into a tougher, unsubsidized reality.
The Polestar 4 may be the company’s most striking design to date. Its proportions defy easy classification: lower and sleeker than a crossover, broader and more planted than a sedan. The absence of a rear window remains its boldest visual and functional statement. A roof-mounted camera now handles rear visibility, a decision that at first feels odd but quickly becomes natural. The trade-off yields a cleaner silhouette, improved aerodynamics, and an expansive glass canopy that floods the cabin with light.
Polestar’s “Pure, Progressive, Performance” mantra comes alive here — minimalism with intent. The surfacing, stance, and lighting signatures look every bit the Scandinavian interpretation of performance design. The 4 projects quiet confidence rather than visual aggression, an aesthetic maturity that finally differentiates Polestar from its Volvo roots. Underneath, the 4 rides on Geely’s SEA platform with a 100 kWh CATL cell-to-pack battery and 400-volt architecture — shared with Volvo’s EX30 as well as Zeekr’s 001 and X. This common foundation underscores the flexibility of Geely’s modular EV toolkit, though Polestar’s adaptation appears the most cohesively tuned toward driver engagement within that family.
Two variants define the lineup:
Long Range Single Motor RWD: 272 HP, 253 lb-ft, 0–60 mph in 6.9 seconds, EPA range 310 miles, towing 2,000 pounds.
Long Range Dual Motor AWD: 544 HP, 506 lb-ft, 0–60 mph in 3.7 seconds, EPA range 280 miles, towing 3,500 pounds.
Polestar’s engineers tuned the chassis to emphasize precision over softness. The single-motor model uses coil springs and passive dampers with rebound coils. The dual-motor upgrades to semi-active, continuously controlled dampers, a subtle yet noticeable difference. The dual-motor feels taut and responsive on Austin’s winding backroads, its steering quick and consistent, its body control confident even over mid-corner heaves. There is a genuine sense of balance, with predictable rotation under throttle that never feels shy. Yet in some ways, despite its lower power and more elementary suspension, the single-motor variant was the more engaging companion at moderate speeds — lighter on its feet, easier to place, and more satisfying to drive smoothly.
A few imperfections surface on rougher pavement. The ride can border on firm, especially over sharp expansion joints, and the weight — just over 5,000 pounds — is apparent in quicker transitions. Steering is accurate but could deliver more feedback for enthusiasts, and the brake pedal’s low-speed blending between regenerative and friction braking can feel inconsistent at times. These are refinements, not flaws, and some of those rough edges could potentially be smoothed out through over-the-air software updates. Even so, the 4 still stops short of the effortless composure that defines benchmarks like Porsche’s Macan EV. Still, the 4’s character shines through. It remains composed and communicative whether cruising or being pushed, landing squarely in that rare middle ground between comfort and control that, surprisingly, few EVs achieve. Polestar says it deliberately stayed with a 400-volt system, prioritizing cost and real-world reliability over 800-volt charging bragging rights. The 4 supports up to 200 kW DC fast charging and 11 kW AC. A 10–80 percent refill takes about 30 minutes under ideal conditions.
That choice contrasts sharply with Zeekr’s latest 001, which has already transitioned to an 800-volt setup and even targets 900 volts in future updates for faster charging and higher system efficiency. Volvo, meanwhile, keeps the EX30 on a similar 400-volt SEA2 platform but is preparing to migrate larger models — like the EX90 — to 800 volts. Polestar will follow the same path with the mechanically similar 3, which moves to an 800-volt architecture shared with Volvo’s flagship SUV. In that context, the 4’s 400-volt system reads as deliberate restraint rather than a technical limitation: a focus on proven chemistry, stable thermal management, and broad charging-network compatibility while the brand prepares its next-generation hardware. The numbers are competitive rather than groundbreaking, but Polestar’s emphasis on consistency and practical usability aligns with its “limit energy-chasing” philosophy. I’d argue that given the current state of charging infrastructure and consumer expectations, this was a smart tradeoff, especially for a lean, fast-moving company looking to control costs while still delivering a premium experience. The 4 positions Polestar as a pragmatist within Geely’s EV ecosystem, betting on dependability and balance over sheer specification.
Inside, the Polestar 4 evolves the brand’s minimalist DNA into something warmer and more architectural. The cabin materials — recycled textiles, MicroTech, or Bridge of Weir leather — feel genuinely premium. Fit and finish reflect the brand’s emphasis on perceived quality and NVH solidity, a reflection of its finessed Volvo roots. Technology is neatly integrated. A 15.4-inch center display runs Google’s Android Automotive OS, paired with a 10.2-inch driver cluster and an available 5.7-inch rear screen in the Plus pack. The layout embodies Polestar’s UX principle of “direct access, one click away.” Controls are mostly intuitive, though climate and drive-mode settings still require eyes on the screen and some digging. The rear cabin benefits most from the unconventional design. Without a rear window, seatbacks are more reclined, and headroom improves beneath the vast glass roof. The result is a distinctly cocooned, lounge-like second row. Features such as Animal Mode and Depth on Demand — which subtly layer interface information — demonstrate Polestar’s human-centric approach. Noise levels are impressively low, though coarse asphalt and wind noise sometimes filter through.
Official U.S. pricing starts at $56,400 for the single-motor and $62,900 for the dual-motor, before destination. Fully equipped models can reach the mid-$70K range, placing the 4 between mainstream performance EVs like the Tesla Model Y Performance and luxury entries such as the Audi Q6 e-tron or Porsche Macan EV. The Genesis GV60 and BMW’s forthcoming iX3 successor will compete closely on price.
The federal $7,500 EV tax credit ended in September 2025, leaving all brands to compete without federal assistance. For consumers, the post-incentive landscape strips away artificial price parity, exposing true market positioning. For Polestar, it means competing on product substance alone — design, craftsmanship, and dynamic depth — against some of the most entrenched luxury and performance benchmarks in the business.
Globally, Polestar continues to expand and now operates in 28 markets. The brand recently secured a funding injection to stabilize operations as it transitions from a single-car nameplate to a full portfolio. The Polestar 3 is in South Carolina next year, the 4 launches from Busan this year, and the 5 grand tourer follows in 2026. A smaller Polestar 7 is planned for 2028. The U.S. market, however, remains Polestar’s greatest test. With incentives gone and competition intensifying, success will hinge on differentiation and brand awareness. Tesla still leads on cost and infrastructure, while legacy players offer brand familiarity and scale. Polestar’s advantage lies in restraint: Scandinavian design, refined dynamics, and transparent sustainability.
Not every product will make it here easily. The upcoming Polestar 5 and 6, both built exclusively in China on a bespoke bonded-aluminum architecture, are likely to face major hurdles in reaching the U.S. under current trade and sourcing conditions. Unless future production or supply chains shift, these halo models may remain limited to overseas markets.
From an analyst’s view, the Polestar 4 captures a brand hitting its stride just as the industry enters a more unforgiving phase. It is stylish, refined, and genuinely enjoyable to drive. The few rough edges don’t undermine the whole; they humanize it. Now that Polestar has found its voice, the challenge is less about the product and more about claiming its place in a market that no longer gives anyone a head start. If the company can pair the soul evident in this car with operational discipline and scale, the 4 won’t just mark a turning point — it will define the moment Polestar became a legitimate force in the U.S. market, even with the deck stacked against it.