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2025 Polestar 4 Long Range Dual Motor review
Polestar 4 Pros Polestar 4 Cons Can we stop talking about that missing rear window now, please? The Polestar 4 made headlines when it launched back in 2023 without a rear window, replaced by a roof-mounted camera built into the sloping coupe tailgate. It sparked conversations about safety and styling alike, but the world has moved on to crazier things since, leaving the 4 starved of attention in Australia. And it's a model that's worthy of discussion, as the mid-size electric SUV is currently Polestar's best-seller Down Under. To the end of May, Polestar delivered 502 examples of the 4, while the 2 and 3 have combined for just 332 sales. Somewhat surprisingly, the 4 is also out-selling many segment rivals, including the Skoda Enyaq, Kia EV6, Audi Q4 e-Tron, and Ford Mustang Mach-E. Although it's not quite doing Tesla Model Y numbers… So, what's got new car buyers lining up for a Polestar 4? We tested a fully-optioned, top-spec dual-motor variant to find out. Priced from $78,500 plus on-road costs, the Polestar 4 is available in single-motor and more expensive dual-motor guises, the latter of which starts from $88,350 plus on-road costs. Our tester was heavily optioned, featuring extras including the Plus Pack ($8000), Nappa upgrade ($7000), and electrochromic panoramic glass roof ($2200). All up, you can expect to pay just over $118,000 drive-away for a similar example. To see how the Polestar 4 stacks up against the competition, check out our comparison tool Polestar has built its brand on premium minimalism, and that's exactly what you get in the 4. Some will bemoan the lack of wow factor, and many will riot against the absence of physical controls, but this top-spec example proved easy to live with and properly luxurious. The cabin is absolutely decked out in soft-touch and high-end materials, including often neglected areas like the lower door cards and headliner, eliminating any sense of cheapness. There's some variety too – leather, cloth, mesh, and suede all feature, yet the space feels cohesive in its design. And it's easy to get settled, as the optional white Nappa leather seats ('Animal welfare-secured', of course) are supremely comfortable and fully-featured. In addition to full electric adjustment, both front pews feature three-stage heating and ventilation, as well as a comprehensive suite of massage functions. Massaging car seats often disappoint, but I could've mistaken those in the Polestar for a professional masseuse. The Plus Pack steering wheel is likewise finished in plush leather, heated, and electrically adjustable. It sits beautifully in the hands, and looks the part thanks to a silver metal centre marker. Pleasing materials and comfy seats form part of the Polestar 4 experience, but the rest is dominated by technology. There's no way around it, this is a tech-heavy vehicle, and those searching for an analogue SUV should look elsewhere. You get two interior screens – a small rectangular driver's display that looks like an iPhone in landscape orientation, and a large centre infotainment screen measuring 15.4 inches in diameter. The $8000 Plus Pack fitted to our tester adds a 14.7-inch head-up display. Most vehicle functions are embedded within the infotainment screen, which is based on the Android Automotive operating system with Google built-in – meaning access to a range of internet-based features and services like the intelligent Google Assistant, Google Maps, and apps from the Google Play Store. It's one of the best systems going around, and very user-friendly in this application. You can configure all the layouts and shortcuts to your liking, prioritising access to features like Apple CarPlay, vehicle settings, or favourite apps. While wireless smartphone mirroring is available, it's not a necessity here. Provided you take some time to tinker with the settings, audio streaming, satellite navigation and phone controls are easily accessible through the native infotainment interface. That gives your phone a chance to cool down and replenish via either a central wireless charging pad or one of two USB-C outlets in the centre console. Hold off hard acceleration when taking advantage of the former, as it will send your phone flying across the cabin. In addition to all the essentials, the infotainment system houses some quirky extras like planetarium-themed ambient lighting – hardly a selling point, but the colour schemes are cool, I guess? While bright lights are unlikely to generate sales in the showroom, the speakers found in our tester might. Developed by Harmon Kardon, the optional 12-speaker sound system features headrest speakers that create an immersive audio experience I'd liken to wearing your favourite headphones. It's a worthwhile upgrade that goes some way towards justifying the Plus Pack. Thankfully, you don't need to tick any option boxes to enjoy the full storage potential of the Polestar 4. All variants offer expansive door bins, a wide tray under the central tunnel, and a wide glovebox. The only problem? That glovebox is power-operated, with no manual opening mechanism – great for security, not so much for practicality. Indeed, I experienced a glovebox failure while testing the Polestar 3, which meant I was unable to utilise the space. Space is also a key sticking point in the second row, given the Polestar 4 is aimed at buyers with growing families. So, how does it fare? Well, in short. There's enough leg- and headroom back there for a pair of taller adults, and the seats don't lack for cushioning. What's more, examples with the Plus Pack gain heated electric reclining rear seats… yet another reason to splash the cash. On top of premium seating, the second row of the Polestar 4 offers map pockets, tight door bins, a rear entertainment screen with climate control, and dual USB-C outlets. No centre armrest though, which is a curious omission. While the sleek design of the 4 limits outward visibility, a panoramic glass roof bathes the entire cabin in light, preventing claustrophobia. The boot area leaves a bit to be desired. You get 526 litres of cargo capacity, a middling figure for the segment, and the opening aperture is on the smaller side. The rear bench folds completely flat if you need more space, increasing the maximum capacity to 1536L. Notable features include cargo netting and a 12V power outlet, and the LED boot lighting shines bright. A hands-free power tailgate was fitted to our tester, but it's not on the standard equipment list. As is the case with a number of EVs on the market, there's no spare wheel in the Polestar 4 regardless of the wheel and tyre package chosen. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is offered with a choice of two powertrains – a single, rear-mounted electric motor, or dual front- and rear-mounted electric motors. Polestar quotes outputs of 200kW and 343Nm for the Single Motor variant, while the Dual Motor on test here boasts up to 400kW and 686Nm. To see how the Polestar 4 stacks up against the competition, check out our comparison tool Like other models in the Polestar range, the 4 offers a mostly premium, very European driving experience without wearing a German badge. There's no start button – rather, setting off requires a flick of the right-hand steering wheel stalk, which is becoming an increasingly common startup procedure. As you settle into low-speed urban driving, the Swedish roots of this China-built Polestar quickly become apparent. There's a satisfying connectedness to the steering, and both pedals are progressive in their delivery of forward thrust and stopping power. Like your favourite European luxury models, the Polestar 4 also feels glued to the road, with the ability to transmit as much feedback to the driver as they desire. However, it doesn't boast the ability to shield occupants from the road surface, even in this top level of specification. Unlike single-motor versions of the 4, the dual-motor is fitted with semi-active dampers that adjust damping force in real-time. In theory, that should make for a smoother ride, but the adaptive suspension in our tester is actually engineered to be firmer than single-motor models. As a result, the ride is quite busy over imperfect tarmac – undulations and vibrations are felt in the cabin, especially at lower speeds. While not a fully active system, the semi-active dampers offer a level of adjustability via the customisable drive modes – just don't expect the 4 to ever feel soft like some luxury barges. The upshot of a stiffer setup is that this flagship variant handles exceptionally well for a 2.4-tonne SUV, both in town and on a winding country road. It's the sweet combination of all-wheel drive grip and sporty chassis tuning that makes the dual-motor 4 an engaging vehicle to drive, and that's before you consider the powertrain. Under the skin lies a pair of electric motors that generate 400kW of power and 686Nm of torque – more than most modern sports cars. The 4 puts them to good use, with a claimed 0-100km/h sprint of 3.8 seconds, and it feels every bit that quick from behind the wheel. Few rivals can match the Polestar in this regard – it's blisteringly quick, especially from a standstill. You'll win just about every traffic light Grand Prix, but be careful when exercising your right foot on a quiet stretch of road, as it's equally easy to put your licence in jeopardy. When driven sensibly, the 4 gets up to speed smoothly despite its almost excessive grunt, and it never feels intimidating to pilot around town. That brings us to the elephant in the room – the rear window, or lack thereof. Obviously it takes some getting used to, but the digital rear-view mirror never failed me and I found it to provide a superior range of visibility. Having said that, visibility over each shoulder is limited, and it's difficult to judge distances in the side mirrors when changing lanes. That's annoying in town, but even more so on the highway. To make up for the lack of sight lines, the Polestar 4 is generously appointed when it comes to safety tech. Sensors and cameras cover just about every inch of the vehicle – great for parking, and high-speed cruising. The Polestar 'Pilot' semi-autonomous driving system combines adaptive cruise control with active lane centring for a relaxed road trip experience… sometimes. During our test I found that the Pilot system sometimes deactivated when certain unspecified conditions weren't met, and I didn't trust the automated steering inputs to keep me away from lane boundaries. But the cruise control element worked well, maintaining both safe following distances and consistent speeds. If the latest and greatest self-driving tech isn't up your alley, the Polestar 4 performs best when actively driven, regardless of how monotonous the route may be. We particularly enjoyed the single-pedal driving capability of the 4, as it enables smooth coasting and deceleration. Other driver assists include attention monitoring, traffic sign recognition, and forward collision warning, just to name a few. Most are agreeable in their execution – none of the bing-bong ridiculousness you get in some modern cars. And, worst case, it's easy enough to switch off certain systems in the infotainment menus. Personally, I elected to disable the overspeed warning feature before every drive. The last point to touch on is efficiency. We saw a combined average energy consumption of 21.2kWh/100km over one week of testing, which is a disappointing figure when you consider the frugality of rivals such as the Tesla Model Y and Skoda Enyaq. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is available in two variants in Australia. 2025 Polestar 4 Long range Single motor equipment highlights: Polestar 4 Long range Dual motor adds: To see how the Polestar 4 stacks up against the competition, check out our comparison tool A number of packages and standalone options are available for the Polestar 4. Pro Pack: $2500 Plus Pack: $8000 Performance Pack: $7200 (Dual motor with Plus Pack) Nappa upgrade: $7000 (requires Plus Pack) Single item options: To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is yet to receive a safety rating from ANCAP or Euro NCAP. Standard safety features include: To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is sold in Australia with a five-year, unlimited-kilometre warranty. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is a recommendable option in the premium electric SUV space, just not in this specification. The Dual Motor is silly fast, comfortable and thoroughly modern, but there's no escaping that the cost of desirable options adds up quickly. From a base price of $88k before on-roads, Polestar managed to spec our test car up to $118,000 drive-away, and I'd argue that some the upgrades belong in the standard car. For example, the top version of an upmarket model like this should come with a head-up display, heated steering wheel, and hands-free power tailgate straight out of the box. Other inclusions like the premium sound system and electric reclining rear seats elevate the Polestar 4 above rivals, but both come at a hefty cost. The question of spec leaves the 4 in an awkward spot, as the standard Dual Motor feels a little bare bones for the price, while our tester was rich in features yet too dear. And even when fully kitted out, the Polestar 4 remains a little inefficient and light on boot space. However, those nitpicks can be forgiven when the car is specced to maximise value. What does that look like? A Long range Single motor with the Plus Pack, in my opinion. For sub-$100k, it straddles the mainstream and premium electric SUV segments better than most. That said, if a European badge, personal status and sustainability aren't high on your radar, the Model Y is an affordable and well-sorted alternative. Interested in buying a Polestar 4? Let CarExpert find you the best deal hereMORE: Explore the Polestar 4 showroom Content originally sourced from: 4 Pros Polestar 4 Cons Can we stop talking about that missing rear window now, please? The Polestar 4 made headlines when it launched back in 2023 without a rear window, replaced by a roof-mounted camera built into the sloping coupe tailgate. It sparked conversations about safety and styling alike, but the world has moved on to crazier things since, leaving the 4 starved of attention in Australia. And it's a model that's worthy of discussion, as the mid-size electric SUV is currently Polestar's best-seller Down Under. To the end of May, Polestar delivered 502 examples of the 4, while the 2 and 3 have combined for just 332 sales. Somewhat surprisingly, the 4 is also out-selling many segment rivals, including the Skoda Enyaq, Kia EV6, Audi Q4 e-Tron, and Ford Mustang Mach-E. Although it's not quite doing Tesla Model Y numbers… So, what's got new car buyers lining up for a Polestar 4? We tested a fully-optioned, top-spec dual-motor variant to find out. Priced from $78,500 plus on-road costs, the Polestar 4 is available in single-motor and more expensive dual-motor guises, the latter of which starts from $88,350 plus on-road costs. Our tester was heavily optioned, featuring extras including the Plus Pack ($8000), Nappa upgrade ($7000), and electrochromic panoramic glass roof ($2200). All up, you can expect to pay just over $118,000 drive-away for a similar example. To see how the Polestar 4 stacks up against the competition, check out our comparison tool Polestar has built its brand on premium minimalism, and that's exactly what you get in the 4. Some will bemoan the lack of wow factor, and many will riot against the absence of physical controls, but this top-spec example proved easy to live with and properly luxurious. The cabin is absolutely decked out in soft-touch and high-end materials, including often neglected areas like the lower door cards and headliner, eliminating any sense of cheapness. There's some variety too – leather, cloth, mesh, and suede all feature, yet the space feels cohesive in its design. And it's easy to get settled, as the optional white Nappa leather seats ('Animal welfare-secured', of course) are supremely comfortable and fully-featured. In addition to full electric adjustment, both front pews feature three-stage heating and ventilation, as well as a comprehensive suite of massage functions. Massaging car seats often disappoint, but I could've mistaken those in the Polestar for a professional masseuse. The Plus Pack steering wheel is likewise finished in plush leather, heated, and electrically adjustable. It sits beautifully in the hands, and looks the part thanks to a silver metal centre marker. Pleasing materials and comfy seats form part of the Polestar 4 experience, but the rest is dominated by technology. There's no way around it, this is a tech-heavy vehicle, and those searching for an analogue SUV should look elsewhere. You get two interior screens – a small rectangular driver's display that looks like an iPhone in landscape orientation, and a large centre infotainment screen measuring 15.4 inches in diameter. The $8000 Plus Pack fitted to our tester adds a 14.7-inch head-up display. Most vehicle functions are embedded within the infotainment screen, which is based on the Android Automotive operating system with Google built-in – meaning access to a range of internet-based features and services like the intelligent Google Assistant, Google Maps, and apps from the Google Play Store. It's one of the best systems going around, and very user-friendly in this application. You can configure all the layouts and shortcuts to your liking, prioritising access to features like Apple CarPlay, vehicle settings, or favourite apps. While wireless smartphone mirroring is available, it's not a necessity here. Provided you take some time to tinker with the settings, audio streaming, satellite navigation and phone controls are easily accessible through the native infotainment interface. That gives your phone a chance to cool down and replenish via either a central wireless charging pad or one of two USB-C outlets in the centre console. Hold off hard acceleration when taking advantage of the former, as it will send your phone flying across the cabin. In addition to all the essentials, the infotainment system houses some quirky extras like planetarium-themed ambient lighting – hardly a selling point, but the colour schemes are cool, I guess? While bright lights are unlikely to generate sales in the showroom, the speakers found in our tester might. Developed by Harmon Kardon, the optional 12-speaker sound system features headrest speakers that create an immersive audio experience I'd liken to wearing your favourite headphones. It's a worthwhile upgrade that goes some way towards justifying the Plus Pack. Thankfully, you don't need to tick any option boxes to enjoy the full storage potential of the Polestar 4. All variants offer expansive door bins, a wide tray under the central tunnel, and a wide glovebox. The only problem? That glovebox is power-operated, with no manual opening mechanism – great for security, not so much for practicality. Indeed, I experienced a glovebox failure while testing the Polestar 3, which meant I was unable to utilise the space. Space is also a key sticking point in the second row, given the Polestar 4 is aimed at buyers with growing families. So, how does it fare? Well, in short. There's enough leg- and headroom back there for a pair of taller adults, and the seats don't lack for cushioning. What's more, examples with the Plus Pack gain heated electric reclining rear seats… yet another reason to splash the cash. On top of premium seating, the second row of the Polestar 4 offers map pockets, tight door bins, a rear entertainment screen with climate control, and dual USB-C outlets. No centre armrest though, which is a curious omission. While the sleek design of the 4 limits outward visibility, a panoramic glass roof bathes the entire cabin in light, preventing claustrophobia. The boot area leaves a bit to be desired. You get 526 litres of cargo capacity, a middling figure for the segment, and the opening aperture is on the smaller side. The rear bench folds completely flat if you need more space, increasing the maximum capacity to 1536L. Notable features include cargo netting and a 12V power outlet, and the LED boot lighting shines bright. A hands-free power tailgate was fitted to our tester, but it's not on the standard equipment list. As is the case with a number of EVs on the market, there's no spare wheel in the Polestar 4 regardless of the wheel and tyre package chosen. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is offered with a choice of two powertrains – a single, rear-mounted electric motor, or dual front- and rear-mounted electric motors. Polestar quotes outputs of 200kW and 343Nm for the Single Motor variant, while the Dual Motor on test here boasts up to 400kW and 686Nm. To see how the Polestar 4 stacks up against the competition, check out our comparison tool Like other models in the Polestar range, the 4 offers a mostly premium, very European driving experience without wearing a German badge. There's no start button – rather, setting off requires a flick of the right-hand steering wheel stalk, which is becoming an increasingly common startup procedure. As you settle into low-speed urban driving, the Swedish roots of this China-built Polestar quickly become apparent. There's a satisfying connectedness to the steering, and both pedals are progressive in their delivery of forward thrust and stopping power. Like your favourite European luxury models, the Polestar 4 also feels glued to the road, with the ability to transmit as much feedback to the driver as they desire. However, it doesn't boast the ability to shield occupants from the road surface, even in this top level of specification. Unlike single-motor versions of the 4, the dual-motor is fitted with semi-active dampers that adjust damping force in real-time. In theory, that should make for a smoother ride, but the adaptive suspension in our tester is actually engineered to be firmer than single-motor models. As a result, the ride is quite busy over imperfect tarmac – undulations and vibrations are felt in the cabin, especially at lower speeds. While not a fully active system, the semi-active dampers offer a level of adjustability via the customisable drive modes – just don't expect the 4 to ever feel soft like some luxury barges. The upshot of a stiffer setup is that this flagship variant handles exceptionally well for a 2.4-tonne SUV, both in town and on a winding country road. It's the sweet combination of all-wheel drive grip and sporty chassis tuning that makes the dual-motor 4 an engaging vehicle to drive, and that's before you consider the powertrain. Under the skin lies a pair of electric motors that generate 400kW of power and 686Nm of torque – more than most modern sports cars. The 4 puts them to good use, with a claimed 0-100km/h sprint of 3.8 seconds, and it feels every bit that quick from behind the wheel. Few rivals can match the Polestar in this regard – it's blisteringly quick, especially from a standstill. You'll win just about every traffic light Grand Prix, but be careful when exercising your right foot on a quiet stretch of road, as it's equally easy to put your licence in jeopardy. When driven sensibly, the 4 gets up to speed smoothly despite its almost excessive grunt, and it never feels intimidating to pilot around town. That brings us to the elephant in the room – the rear window, or lack thereof. Obviously it takes some getting used to, but the digital rear-view mirror never failed me and I found it to provide a superior range of visibility. Having said that, visibility over each shoulder is limited, and it's difficult to judge distances in the side mirrors when changing lanes. That's annoying in town, but even more so on the highway. To make up for the lack of sight lines, the Polestar 4 is generously appointed when it comes to safety tech. Sensors and cameras cover just about every inch of the vehicle – great for parking, and high-speed cruising. The Polestar 'Pilot' semi-autonomous driving system combines adaptive cruise control with active lane centring for a relaxed road trip experience… sometimes. During our test I found that the Pilot system sometimes deactivated when certain unspecified conditions weren't met, and I didn't trust the automated steering inputs to keep me away from lane boundaries. But the cruise control element worked well, maintaining both safe following distances and consistent speeds. If the latest and greatest self-driving tech isn't up your alley, the Polestar 4 performs best when actively driven, regardless of how monotonous the route may be. We particularly enjoyed the single-pedal driving capability of the 4, as it enables smooth coasting and deceleration. Other driver assists include attention monitoring, traffic sign recognition, and forward collision warning, just to name a few. Most are agreeable in their execution – none of the bing-bong ridiculousness you get in some modern cars. And, worst case, it's easy enough to switch off certain systems in the infotainment menus. Personally, I elected to disable the overspeed warning feature before every drive. The last point to touch on is efficiency. We saw a combined average energy consumption of 21.2kWh/100km over one week of testing, which is a disappointing figure when you consider the frugality of rivals such as the Tesla Model Y and Skoda Enyaq. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is available in two variants in Australia. 2025 Polestar 4 Long range Single motor equipment highlights: Polestar 4 Long range Dual motor adds: To see how the Polestar 4 stacks up against the competition, check out our comparison tool A number of packages and standalone options are available for the Polestar 4. Pro Pack: $2500 Plus Pack: $8000 Performance Pack: $7200 (Dual motor with Plus Pack) Nappa upgrade: $7000 (requires Plus Pack) Single item options: To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is yet to receive a safety rating from ANCAP or Euro NCAP. Standard safety features include: To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is sold in Australia with a five-year, unlimited-kilometre warranty. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is a recommendable option in the premium electric SUV space, just not in this specification. The Dual Motor is silly fast, comfortable and thoroughly modern, but there's no escaping that the cost of desirable options adds up quickly. From a base price of $88k before on-roads, Polestar managed to spec our test car up to $118,000 drive-away, and I'd argue that some the upgrades belong in the standard car. For example, the top version of an upmarket model like this should come with a head-up display, heated steering wheel, and hands-free power tailgate straight out of the box. Other inclusions like the premium sound system and electric reclining rear seats elevate the Polestar 4 above rivals, but both come at a hefty cost. The question of spec leaves the 4 in an awkward spot, as the standard Dual Motor feels a little bare bones for the price, while our tester was rich in features yet too dear. And even when fully kitted out, the Polestar 4 remains a little inefficient and light on boot space. However, those nitpicks can be forgiven when the car is specced to maximise value. What does that look like? A Long range Single motor with the Plus Pack, in my opinion. For sub-$100k, it straddles the mainstream and premium electric SUV segments better than most. That said, if a European badge, personal status and sustainability aren't high on your radar, the Model Y is an affordable and well-sorted alternative. Interested in buying a Polestar 4? Let CarExpert find you the best deal hereMORE: Explore the Polestar 4 showroom Content originally sourced from: 4 Pros Polestar 4 Cons Can we stop talking about that missing rear window now, please? The Polestar 4 made headlines when it launched back in 2023 without a rear window, replaced by a roof-mounted camera built into the sloping coupe tailgate. It sparked conversations about safety and styling alike, but the world has moved on to crazier things since, leaving the 4 starved of attention in Australia. And it's a model that's worthy of discussion, as the mid-size electric SUV is currently Polestar's best-seller Down Under. To the end of May, Polestar delivered 502 examples of the 4, while the 2 and 3 have combined for just 332 sales. Somewhat surprisingly, the 4 is also out-selling many segment rivals, including the Skoda Enyaq, Kia EV6, Audi Q4 e-Tron, and Ford Mustang Mach-E. Although it's not quite doing Tesla Model Y numbers… So, what's got new car buyers lining up for a Polestar 4? We tested a fully-optioned, top-spec dual-motor variant to find out. Priced from $78,500 plus on-road costs, the Polestar 4 is available in single-motor and more expensive dual-motor guises, the latter of which starts from $88,350 plus on-road costs. Our tester was heavily optioned, featuring extras including the Plus Pack ($8000), Nappa upgrade ($7000), and electrochromic panoramic glass roof ($2200). All up, you can expect to pay just over $118,000 drive-away for a similar example. To see how the Polestar 4 stacks up against the competition, check out our comparison tool Polestar has built its brand on premium minimalism, and that's exactly what you get in the 4. Some will bemoan the lack of wow factor, and many will riot against the absence of physical controls, but this top-spec example proved easy to live with and properly luxurious. The cabin is absolutely decked out in soft-touch and high-end materials, including often neglected areas like the lower door cards and headliner, eliminating any sense of cheapness. There's some variety too – leather, cloth, mesh, and suede all feature, yet the space feels cohesive in its design. And it's easy to get settled, as the optional white Nappa leather seats ('Animal welfare-secured', of course) are supremely comfortable and fully-featured. In addition to full electric adjustment, both front pews feature three-stage heating and ventilation, as well as a comprehensive suite of massage functions. Massaging car seats often disappoint, but I could've mistaken those in the Polestar for a professional masseuse. The Plus Pack steering wheel is likewise finished in plush leather, heated, and electrically adjustable. It sits beautifully in the hands, and looks the part thanks to a silver metal centre marker. Pleasing materials and comfy seats form part of the Polestar 4 experience, but the rest is dominated by technology. There's no way around it, this is a tech-heavy vehicle, and those searching for an analogue SUV should look elsewhere. You get two interior screens – a small rectangular driver's display that looks like an iPhone in landscape orientation, and a large centre infotainment screen measuring 15.4 inches in diameter. The $8000 Plus Pack fitted to our tester adds a 14.7-inch head-up display. Most vehicle functions are embedded within the infotainment screen, which is based on the Android Automotive operating system with Google built-in – meaning access to a range of internet-based features and services like the intelligent Google Assistant, Google Maps, and apps from the Google Play Store. It's one of the best systems going around, and very user-friendly in this application. You can configure all the layouts and shortcuts to your liking, prioritising access to features like Apple CarPlay, vehicle settings, or favourite apps. While wireless smartphone mirroring is available, it's not a necessity here. Provided you take some time to tinker with the settings, audio streaming, satellite navigation and phone controls are easily accessible through the native infotainment interface. That gives your phone a chance to cool down and replenish via either a central wireless charging pad or one of two USB-C outlets in the centre console. Hold off hard acceleration when taking advantage of the former, as it will send your phone flying across the cabin. In addition to all the essentials, the infotainment system houses some quirky extras like planetarium-themed ambient lighting – hardly a selling point, but the colour schemes are cool, I guess? While bright lights are unlikely to generate sales in the showroom, the speakers found in our tester might. Developed by Harmon Kardon, the optional 12-speaker sound system features headrest speakers that create an immersive audio experience I'd liken to wearing your favourite headphones. It's a worthwhile upgrade that goes some way towards justifying the Plus Pack. Thankfully, you don't need to tick any option boxes to enjoy the full storage potential of the Polestar 4. All variants offer expansive door bins, a wide tray under the central tunnel, and a wide glovebox. The only problem? That glovebox is power-operated, with no manual opening mechanism – great for security, not so much for practicality. Indeed, I experienced a glovebox failure while testing the Polestar 3, which meant I was unable to utilise the space. Space is also a key sticking point in the second row, given the Polestar 4 is aimed at buyers with growing families. So, how does it fare? Well, in short. There's enough leg- and headroom back there for a pair of taller adults, and the seats don't lack for cushioning. What's more, examples with the Plus Pack gain heated electric reclining rear seats… yet another reason to splash the cash. On top of premium seating, the second row of the Polestar 4 offers map pockets, tight door bins, a rear entertainment screen with climate control, and dual USB-C outlets. No centre armrest though, which is a curious omission. While the sleek design of the 4 limits outward visibility, a panoramic glass roof bathes the entire cabin in light, preventing claustrophobia. The boot area leaves a bit to be desired. You get 526 litres of cargo capacity, a middling figure for the segment, and the opening aperture is on the smaller side. The rear bench folds completely flat if you need more space, increasing the maximum capacity to 1536L. Notable features include cargo netting and a 12V power outlet, and the LED boot lighting shines bright. A hands-free power tailgate was fitted to our tester, but it's not on the standard equipment list. As is the case with a number of EVs on the market, there's no spare wheel in the Polestar 4 regardless of the wheel and tyre package chosen. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is offered with a choice of two powertrains – a single, rear-mounted electric motor, or dual front- and rear-mounted electric motors. Polestar quotes outputs of 200kW and 343Nm for the Single Motor variant, while the Dual Motor on test here boasts up to 400kW and 686Nm. To see how the Polestar 4 stacks up against the competition, check out our comparison tool Like other models in the Polestar range, the 4 offers a mostly premium, very European driving experience without wearing a German badge. There's no start button – rather, setting off requires a flick of the right-hand steering wheel stalk, which is becoming an increasingly common startup procedure. As you settle into low-speed urban driving, the Swedish roots of this China-built Polestar quickly become apparent. There's a satisfying connectedness to the steering, and both pedals are progressive in their delivery of forward thrust and stopping power. Like your favourite European luxury models, the Polestar 4 also feels glued to the road, with the ability to transmit as much feedback to the driver as they desire. However, it doesn't boast the ability to shield occupants from the road surface, even in this top level of specification. Unlike single-motor versions of the 4, the dual-motor is fitted with semi-active dampers that adjust damping force in real-time. In theory, that should make for a smoother ride, but the adaptive suspension in our tester is actually engineered to be firmer than single-motor models. As a result, the ride is quite busy over imperfect tarmac – undulations and vibrations are felt in the cabin, especially at lower speeds. While not a fully active system, the semi-active dampers offer a level of adjustability via the customisable drive modes – just don't expect the 4 to ever feel soft like some luxury barges. The upshot of a stiffer setup is that this flagship variant handles exceptionally well for a 2.4-tonne SUV, both in town and on a winding country road. It's the sweet combination of all-wheel drive grip and sporty chassis tuning that makes the dual-motor 4 an engaging vehicle to drive, and that's before you consider the powertrain. Under the skin lies a pair of electric motors that generate 400kW of power and 686Nm of torque – more than most modern sports cars. The 4 puts them to good use, with a claimed 0-100km/h sprint of 3.8 seconds, and it feels every bit that quick from behind the wheel. Few rivals can match the Polestar in this regard – it's blisteringly quick, especially from a standstill. You'll win just about every traffic light Grand Prix, but be careful when exercising your right foot on a quiet stretch of road, as it's equally easy to put your licence in jeopardy. When driven sensibly, the 4 gets up to speed smoothly despite its almost excessive grunt, and it never feels intimidating to pilot around town. That brings us to the elephant in the room – the rear window, or lack thereof. Obviously it takes some getting used to, but the digital rear-view mirror never failed me and I found it to provide a superior range of visibility. Having said that, visibility over each shoulder is limited, and it's difficult to judge distances in the side mirrors when changing lanes. That's annoying in town, but even more so on the highway. To make up for the lack of sight lines, the Polestar 4 is generously appointed when it comes to safety tech. Sensors and cameras cover just about every inch of the vehicle – great for parking, and high-speed cruising. The Polestar 'Pilot' semi-autonomous driving system combines adaptive cruise control with active lane centring for a relaxed road trip experience… sometimes. During our test I found that the Pilot system sometimes deactivated when certain unspecified conditions weren't met, and I didn't trust the automated steering inputs to keep me away from lane boundaries. But the cruise control element worked well, maintaining both safe following distances and consistent speeds. If the latest and greatest self-driving tech isn't up your alley, the Polestar 4 performs best when actively driven, regardless of how monotonous the route may be. We particularly enjoyed the single-pedal driving capability of the 4, as it enables smooth coasting and deceleration. Other driver assists include attention monitoring, traffic sign recognition, and forward collision warning, just to name a few. Most are agreeable in their execution – none of the bing-bong ridiculousness you get in some modern cars. And, worst case, it's easy enough to switch off certain systems in the infotainment menus. Personally, I elected to disable the overspeed warning feature before every drive. The last point to touch on is efficiency. We saw a combined average energy consumption of 21.2kWh/100km over one week of testing, which is a disappointing figure when you consider the frugality of rivals such as the Tesla Model Y and Skoda Enyaq. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is available in two variants in Australia. 2025 Polestar 4 Long range Single motor equipment highlights: Polestar 4 Long range Dual motor adds: To see how the Polestar 4 stacks up against the competition, check out our comparison tool A number of packages and standalone options are available for the Polestar 4. Pro Pack: $2500 Plus Pack: $8000 Performance Pack: $7200 (Dual motor with Plus Pack) Nappa upgrade: $7000 (requires Plus Pack) Single item options: To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is yet to receive a safety rating from ANCAP or Euro NCAP. Standard safety features include: To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is sold in Australia with a five-year, unlimited-kilometre warranty. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is a recommendable option in the premium electric SUV space, just not in this specification. The Dual Motor is silly fast, comfortable and thoroughly modern, but there's no escaping that the cost of desirable options adds up quickly. From a base price of $88k before on-roads, Polestar managed to spec our test car up to $118,000 drive-away, and I'd argue that some the upgrades belong in the standard car. For example, the top version of an upmarket model like this should come with a head-up display, heated steering wheel, and hands-free power tailgate straight out of the box. Other inclusions like the premium sound system and electric reclining rear seats elevate the Polestar 4 above rivals, but both come at a hefty cost. The question of spec leaves the 4 in an awkward spot, as the standard Dual Motor feels a little bare bones for the price, while our tester was rich in features yet too dear. And even when fully kitted out, the Polestar 4 remains a little inefficient and light on boot space. However, those nitpicks can be forgiven when the car is specced to maximise value. What does that look like? A Long range Single motor with the Plus Pack, in my opinion. For sub-$100k, it straddles the mainstream and premium electric SUV segments better than most. That said, if a European badge, personal status and sustainability aren't high on your radar, the Model Y is an affordable and well-sorted alternative. Interested in buying a Polestar 4? Let CarExpert find you the best deal hereMORE: Explore the Polestar 4 showroom Content originally sourced from: 4 Pros Polestar 4 Cons Can we stop talking about that missing rear window now, please? The Polestar 4 made headlines when it launched back in 2023 without a rear window, replaced by a roof-mounted camera built into the sloping coupe tailgate. It sparked conversations about safety and styling alike, but the world has moved on to crazier things since, leaving the 4 starved of attention in Australia. And it's a model that's worthy of discussion, as the mid-size electric SUV is currently Polestar's best-seller Down Under. To the end of May, Polestar delivered 502 examples of the 4, while the 2 and 3 have combined for just 332 sales. Somewhat surprisingly, the 4 is also out-selling many segment rivals, including the Skoda Enyaq, Kia EV6, Audi Q4 e-Tron, and Ford Mustang Mach-E. Although it's not quite doing Tesla Model Y numbers… So, what's got new car buyers lining up for a Polestar 4? We tested a fully-optioned, top-spec dual-motor variant to find out. Priced from $78,500 plus on-road costs, the Polestar 4 is available in single-motor and more expensive dual-motor guises, the latter of which starts from $88,350 plus on-road costs. Our tester was heavily optioned, featuring extras including the Plus Pack ($8000), Nappa upgrade ($7000), and electrochromic panoramic glass roof ($2200). All up, you can expect to pay just over $118,000 drive-away for a similar example. To see how the Polestar 4 stacks up against the competition, check out our comparison tool Polestar has built its brand on premium minimalism, and that's exactly what you get in the 4. Some will bemoan the lack of wow factor, and many will riot against the absence of physical controls, but this top-spec example proved easy to live with and properly luxurious. The cabin is absolutely decked out in soft-touch and high-end materials, including often neglected areas like the lower door cards and headliner, eliminating any sense of cheapness. There's some variety too – leather, cloth, mesh, and suede all feature, yet the space feels cohesive in its design. And it's easy to get settled, as the optional white Nappa leather seats ('Animal welfare-secured', of course) are supremely comfortable and fully-featured. In addition to full electric adjustment, both front pews feature three-stage heating and ventilation, as well as a comprehensive suite of massage functions. Massaging car seats often disappoint, but I could've mistaken those in the Polestar for a professional masseuse. The Plus Pack steering wheel is likewise finished in plush leather, heated, and electrically adjustable. It sits beautifully in the hands, and looks the part thanks to a silver metal centre marker. Pleasing materials and comfy seats form part of the Polestar 4 experience, but the rest is dominated by technology. There's no way around it, this is a tech-heavy vehicle, and those searching for an analogue SUV should look elsewhere. You get two interior screens – a small rectangular driver's display that looks like an iPhone in landscape orientation, and a large centre infotainment screen measuring 15.4 inches in diameter. The $8000 Plus Pack fitted to our tester adds a 14.7-inch head-up display. Most vehicle functions are embedded within the infotainment screen, which is based on the Android Automotive operating system with Google built-in – meaning access to a range of internet-based features and services like the intelligent Google Assistant, Google Maps, and apps from the Google Play Store. It's one of the best systems going around, and very user-friendly in this application. You can configure all the layouts and shortcuts to your liking, prioritising access to features like Apple CarPlay, vehicle settings, or favourite apps. While wireless smartphone mirroring is available, it's not a necessity here. Provided you take some time to tinker with the settings, audio streaming, satellite navigation and phone controls are easily accessible through the native infotainment interface. That gives your phone a chance to cool down and replenish via either a central wireless charging pad or one of two USB-C outlets in the centre console. Hold off hard acceleration when taking advantage of the former, as it will send your phone flying across the cabin. In addition to all the essentials, the infotainment system houses some quirky extras like planetarium-themed ambient lighting – hardly a selling point, but the colour schemes are cool, I guess? While bright lights are unlikely to generate sales in the showroom, the speakers found in our tester might. Developed by Harmon Kardon, the optional 12-speaker sound system features headrest speakers that create an immersive audio experience I'd liken to wearing your favourite headphones. It's a worthwhile upgrade that goes some way towards justifying the Plus Pack. Thankfully, you don't need to tick any option boxes to enjoy the full storage potential of the Polestar 4. All variants offer expansive door bins, a wide tray under the central tunnel, and a wide glovebox. The only problem? That glovebox is power-operated, with no manual opening mechanism – great for security, not so much for practicality. Indeed, I experienced a glovebox failure while testing the Polestar 3, which meant I was unable to utilise the space. Space is also a key sticking point in the second row, given the Polestar 4 is aimed at buyers with growing families. So, how does it fare? Well, in short. There's enough leg- and headroom back there for a pair of taller adults, and the seats don't lack for cushioning. What's more, examples with the Plus Pack gain heated electric reclining rear seats… yet another reason to splash the cash. On top of premium seating, the second row of the Polestar 4 offers map pockets, tight door bins, a rear entertainment screen with climate control, and dual USB-C outlets. No centre armrest though, which is a curious omission. While the sleek design of the 4 limits outward visibility, a panoramic glass roof bathes the entire cabin in light, preventing claustrophobia. The boot area leaves a bit to be desired. You get 526 litres of cargo capacity, a middling figure for the segment, and the opening aperture is on the smaller side. The rear bench folds completely flat if you need more space, increasing the maximum capacity to 1536L. Notable features include cargo netting and a 12V power outlet, and the LED boot lighting shines bright. A hands-free power tailgate was fitted to our tester, but it's not on the standard equipment list. As is the case with a number of EVs on the market, there's no spare wheel in the Polestar 4 regardless of the wheel and tyre package chosen. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is offered with a choice of two powertrains – a single, rear-mounted electric motor, or dual front- and rear-mounted electric motors. Polestar quotes outputs of 200kW and 343Nm for the Single Motor variant, while the Dual Motor on test here boasts up to 400kW and 686Nm. To see how the Polestar 4 stacks up against the competition, check out our comparison tool Like other models in the Polestar range, the 4 offers a mostly premium, very European driving experience without wearing a German badge. There's no start button – rather, setting off requires a flick of the right-hand steering wheel stalk, which is becoming an increasingly common startup procedure. As you settle into low-speed urban driving, the Swedish roots of this China-built Polestar quickly become apparent. There's a satisfying connectedness to the steering, and both pedals are progressive in their delivery of forward thrust and stopping power. Like your favourite European luxury models, the Polestar 4 also feels glued to the road, with the ability to transmit as much feedback to the driver as they desire. However, it doesn't boast the ability to shield occupants from the road surface, even in this top level of specification. Unlike single-motor versions of the 4, the dual-motor is fitted with semi-active dampers that adjust damping force in real-time. In theory, that should make for a smoother ride, but the adaptive suspension in our tester is actually engineered to be firmer than single-motor models. As a result, the ride is quite busy over imperfect tarmac – undulations and vibrations are felt in the cabin, especially at lower speeds. While not a fully active system, the semi-active dampers offer a level of adjustability via the customisable drive modes – just don't expect the 4 to ever feel soft like some luxury barges. The upshot of a stiffer setup is that this flagship variant handles exceptionally well for a 2.4-tonne SUV, both in town and on a winding country road. It's the sweet combination of all-wheel drive grip and sporty chassis tuning that makes the dual-motor 4 an engaging vehicle to drive, and that's before you consider the powertrain. Under the skin lies a pair of electric motors that generate 400kW of power and 686Nm of torque – more than most modern sports cars. The 4 puts them to good use, with a claimed 0-100km/h sprint of 3.8 seconds, and it feels every bit that quick from behind the wheel. Few rivals can match the Polestar in this regard – it's blisteringly quick, especially from a standstill. You'll win just about every traffic light Grand Prix, but be careful when exercising your right foot on a quiet stretch of road, as it's equally easy to put your licence in jeopardy. When driven sensibly, the 4 gets up to speed smoothly despite its almost excessive grunt, and it never feels intimidating to pilot around town. That brings us to the elephant in the room – the rear window, or lack thereof. Obviously it takes some getting used to, but the digital rear-view mirror never failed me and I found it to provide a superior range of visibility. Having said that, visibility over each shoulder is limited, and it's difficult to judge distances in the side mirrors when changing lanes. That's annoying in town, but even more so on the highway. To make up for the lack of sight lines, the Polestar 4 is generously appointed when it comes to safety tech. Sensors and cameras cover just about every inch of the vehicle – great for parking, and high-speed cruising. The Polestar 'Pilot' semi-autonomous driving system combines adaptive cruise control with active lane centring for a relaxed road trip experience… sometimes. During our test I found that the Pilot system sometimes deactivated when certain unspecified conditions weren't met, and I didn't trust the automated steering inputs to keep me away from lane boundaries. But the cruise control element worked well, maintaining both safe following distances and consistent speeds. If the latest and greatest self-driving tech isn't up your alley, the Polestar 4 performs best when actively driven, regardless of how monotonous the route may be. We particularly enjoyed the single-pedal driving capability of the 4, as it enables smooth coasting and deceleration. Other driver assists include attention monitoring, traffic sign recognition, and forward collision warning, just to name a few. Most are agreeable in their execution – none of the bing-bong ridiculousness you get in some modern cars. And, worst case, it's easy enough to switch off certain systems in the infotainment menus. Personally, I elected to disable the overspeed warning feature before every drive. The last point to touch on is efficiency. We saw a combined average energy consumption of 21.2kWh/100km over one week of testing, which is a disappointing figure when you consider the frugality of rivals such as the Tesla Model Y and Skoda Enyaq. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is available in two variants in Australia. 2025 Polestar 4 Long range Single motor equipment highlights: Polestar 4 Long range Dual motor adds: To see how the Polestar 4 stacks up against the competition, check out our comparison tool A number of packages and standalone options are available for the Polestar 4. Pro Pack: $2500 Plus Pack: $8000 Performance Pack: $7200 (Dual motor with Plus Pack) Nappa upgrade: $7000 (requires Plus Pack) Single item options: To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is yet to receive a safety rating from ANCAP or Euro NCAP. Standard safety features include: To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is sold in Australia with a five-year, unlimited-kilometre warranty. To see how the Polestar 4 stacks up against the competition, check out our comparison tool The Polestar 4 is a recommendable option in the premium electric SUV space, just not in this specification. The Dual Motor is silly fast, comfortable and thoroughly modern, but there's no escaping that the cost of desirable options adds up quickly. From a base price of $88k before on-roads, Polestar managed to spec our test car up to $118,000 drive-away, and I'd argue that some the upgrades belong in the standard car. For example, the top version of an upmarket model like this should come with a head-up display, heated steering wheel, and hands-free power tailgate straight out of the box. Other inclusions like the premium sound system and electric reclining rear seats elevate the Polestar 4 above rivals, but both come at a hefty cost. The question of spec leaves the 4 in an awkward spot, as the standard Dual Motor feels a little bare bones for the price, while our tester was rich in features yet too dear. And even when fully kitted out, the Polestar 4 remains a little inefficient and light on boot space. However, those nitpicks can be forgiven when the car is specced to maximise value. What does that look like? A Long range Single motor with the Plus Pack, in my opinion. For sub-$100k, it straddles the mainstream and premium electric SUV segments better than most. That said, if a European badge, personal status and sustainability aren't high on your radar, the Model Y is an affordable and well-sorted alternative. Interested in buying a Polestar 4? Let CarExpert find you the best deal hereMORE: Explore the Polestar 4 showroom Content originally sourced from:
7NEWS
a day ago
- Automotive
- 7NEWS
2025 Polestar 4 Long Range Dual Motor review
Can we stop talking about that missing rear window now, please? The Polestar 4 made headlines when it launched back in 2023 without a rear window, replaced by a roof-mounted camera built into the sloping coupe tailgate. It sparked conversations about safety and styling alike, but the world has moved on to crazier things since, leaving the 4 starved of attention in Australia. And it's a model that's worthy of discussion, as the mid-size electric SUV is currently Polestar's best-seller Down Under. To the end of May, Polestar delivered 502 examples of the 4, while the 2 and 3 have combined for just 332 sales. Somewhat surprisingly, the 4 is also out-selling many segment rivals, including the Skoda Enyaq, Kia EV6, Audi Q4 e-Tron, and Ford Mustang Mach-E. Although it's not quite doing Tesla Model Y numbers… So, what's got new car buyers lining up for a Polestar 4? We tested a fully-optioned, top-spec dual-motor variant to find out. How much does the Polestar 4 cost? Priced from $78,500 plus on-road costs, the Polestar 4 is available in single-motor and more expensive dual-motor guises, the latter of which starts from $88,350 plus on-road costs. Our tester was heavily optioned, featuring extras including the Plus Pack ($8000), Nappa upgrade ($7000), and electrochromic panoramic glass roof ($2200). All up, you can expect to pay just over $118,000 drive-away for a similar example. To see how the Polestar 4 stacks up against the competition, check out our comparison tool What is the Polestar 4 like on the inside? Polestar has built its brand on premium minimalism, and that's exactly what you get in the 4. Some will bemoan the lack of wow factor, and many will riot against the absence of physical controls, but this top-spec example proved easy to live with and properly luxurious. The cabin is absolutely decked out in soft-touch and high-end materials, including often neglected areas like the lower door cards and headliner, eliminating any sense of cheapness. There's some variety too – leather, cloth, mesh, and suede all feature, yet the space feels cohesive in its design. And it's easy to get settled, as the optional white Nappa leather seats ('Animal welfare-secured', of course) are supremely comfortable and fully-featured. In addition to full electric adjustment, both front pews feature three-stage heating and ventilation, as well as a comprehensive suite of massage functions. Massaging car seats often disappoint, but I could've mistaken those in the Polestar for a professional masseuse. The Plus Pack steering wheel is likewise finished in plush leather, heated, and electrically adjustable. It sits beautifully in the hands, and looks the part thanks to a silver metal centre marker. Pleasing materials and comfy seats form part of the Polestar 4 experience, but the rest is dominated by technology. There's no way around it, this is a tech-heavy vehicle, and those searching for an analogue SUV should look elsewhere. You get two interior screens – a small rectangular driver's display that looks like an iPhone in landscape orientation, and a large centre infotainment screen measuring 15.4 inches in diameter. The $8000 Plus Pack fitted to our tester adds a 14.7-inch head-up display. Most vehicle functions are embedded within the infotainment screen, which is based on the Android Automotive operating system with Google built-in – meaning access to a range of internet-based features and services like the intelligent Google Assistant, Google Maps, and apps from the Google Play Store. It's one of the best systems going around, and very user-friendly in this application. You can configure all the layouts and shortcuts to your liking, prioritising access to features like Apple CarPlay, vehicle settings, or favourite apps. While wireless smartphone mirroring is available, it's not a necessity here. Provided you take some time to tinker with the settings, audio streaming, satellite navigation and phone controls are easily accessible through the native infotainment interface. That gives your phone a chance to cool down and replenish via either a central wireless charging pad or one of two USB-C outlets in the centre console. Hold off hard acceleration when taking advantage of the former, as it will send your phone flying across the cabin. In addition to all the essentials, the infotainment system houses some quirky extras like planetarium-themed ambient lighting – hardly a selling point, but the colour schemes are cool, I guess? While bright lights are unlikely to generate sales in the showroom, the speakers found in our tester might. Developed by Harmon Kardon, the optional 12-speaker sound system features headrest speakers that create an immersive audio experience I'd liken to wearing your favourite headphones. It's a worthwhile upgrade that goes some way towards justifying the Plus Pack. Thankfully, you don't need to tick any option boxes to enjoy the full storage potential of the Polestar 4. All variants offer expansive door bins, a wide tray under the central tunnel, and a wide glovebox. The only problem? That glovebox is power-operated, with no manual opening mechanism – great for security, not so much for practicality. Indeed, I experienced a glovebox failure while testing the Polestar 3, which meant I was unable to utilise the space. Space is also a key sticking point in the second row, given the Polestar 4 is aimed at buyers with growing families. So, how does it fare? Well, in short. There's enough leg- and headroom back there for a pair of taller adults, and the seats don't lack for cushioning. What's more, examples with the Plus Pack gain heated electric reclining rear seats… yet another reason to splash the cash. On top of premium seating, the second row of the Polestar 4 offers map pockets, tight door bins, a rear entertainment screen with climate control, and dual USB-C outlets. No centre armrest though, which is a curious omission. While the sleek design of the 4 limits outward visibility, a panoramic glass roof bathes the entire cabin in light, preventing claustrophobia. The boot area leaves a bit to be desired. You get 526 litres of cargo capacity, a middling figure for the segment, and the opening aperture is on the smaller side. The rear bench folds completely flat if you need more space, increasing the maximum capacity to 1536L. Notable features include cargo netting and a 12V power outlet, and the LED boot lighting shines bright. A hands-free power tailgate was fitted to our tester, but it's not on the standard equipment list. As is the case with a number of EVs on the market, there's no spare wheel in the Polestar 4 regardless of the wheel and tyre package chosen. To see how the Polestar 4 stacks up against the competition, check out our comparison tool What's under the bonnet? The Polestar 4 is offered with a choice of two powertrains – a single, rear-mounted electric motor, or dual front- and rear-mounted electric motors. Polestar quotes outputs of 200kW and 343Nm for the Single Motor variant, while the Dual Motor on test here boasts up to 400kW and 686Nm. To see how the Polestar 4 stacks up against the competition, check out our comparison tool How does the Polestar 4 drive? Like other models in the Polestar range, the 4 offers a mostly premium, very European driving experience without wearing a German badge. There's no start button – rather, setting off requires a flick of the right-hand steering wheel stalk, which is becoming an increasingly common startup procedure. As you settle into low-speed urban driving, the Swedish roots of this China-built Polestar quickly become apparent. There's a satisfying connectedness to the steering, and both pedals are progressive in their delivery of forward thrust and stopping power. Like your favourite European luxury models, the Polestar 4 also feels glued to the road, with the ability to transmit as much feedback to the driver as they desire. However, it doesn't boast the ability to shield occupants from the road surface, even in this top level of specification. Unlike single-motor versions of the 4, the dual-motor is fitted with semi-active dampers that adjust damping force in real-time. In theory, that should make for a smoother ride, but the adaptive suspension in our tester is actually engineered to be firmer than single-motor models. As a result, the ride is quite busy over imperfect tarmac – undulations and vibrations are felt in the cabin, especially at lower speeds. While not a fully active system, the semi-active dampers offer a level of adjustability via the customisable drive modes – just don't expect the 4 to ever feel soft like some luxury barges. The upshot of a stiffer setup is that this flagship variant handles exceptionally well for a 2.4-tonne SUV, both in town and on a winding country road. It's the sweet combination of all-wheel drive grip and sporty chassis tuning that makes the dual-motor 4 an engaging vehicle to drive, and that's before you consider the powertrain. Under the skin lies a pair of electric motors that generate 400kW of power and 686Nm of torque – more than most modern sports cars. The 4 puts them to good use, with a claimed 0-100km/h sprint of 3.8 seconds, and it feels every bit that quick from behind the wheel. Few rivals can match the Polestar in this regard – it's blisteringly quick, especially from a standstill. You'll win just about every traffic light Grand Prix, but be careful when exercising your right foot on a quiet stretch of road, as it's equally easy to put your licence in jeopardy. When driven sensibly, the 4 gets up to speed smoothly despite its almost excessive grunt, and it never feels intimidating to pilot around town. That brings us to the elephant in the room – the rear window, or lack thereof. Obviously it takes some getting used to, but the digital rear-view mirror never failed me and I found it to provide a superior range of visibility. Having said that, visibility over each shoulder is limited, and it's difficult to judge distances in the side mirrors when changing lanes. That's annoying in town, but even more so on the highway. To make up for the lack of sight lines, the Polestar 4 is generously appointed when it comes to safety tech. Sensors and cameras cover just about every inch of the vehicle – great for parking, and high-speed cruising. The Polestar 'Pilot' semi-autonomous driving system combines adaptive cruise control with active lane centring for a relaxed road trip experience… sometimes. During our test I found that the Pilot system sometimes deactivated when certain unspecified conditions weren't met, and I didn't trust the automated steering inputs to keep me away from lane boundaries. But the cruise control element worked well, maintaining both safe following distances and consistent speeds. If the latest and greatest self-driving tech isn't up your alley, the Polestar 4 performs best when actively driven, regardless of how monotonous the route may be. We particularly enjoyed the single-pedal driving capability of the 4, as it enables smooth coasting and deceleration. Other driver assists include attention monitoring, traffic sign recognition, and forward collision warning, just to name a few. Most are agreeable in their execution – none of the bing-bong ridiculousness you get in some modern cars. And, worst case, it's easy enough to switch off certain systems in the infotainment menus. Personally, I elected to disable the overspeed warning feature before every drive. The last point to touch on is efficiency. We saw a combined average energy consumption of 21.2kWh/100km over one week of testing, which is a disappointing figure when you consider the frugality of rivals such as the Tesla Model Y and Skoda Enyaq. To see how the Polestar 4 stacks up against the competition, check out our comparison tool What do you get? The Polestar 4 is available in two variants in Australia. 2025 Polestar 4 Long range Single motor equipment highlights: 20-inch 'Aero' wheels with Pirelli P Zero tyres LED headlights with active high-beam LED daytime running lights LED rear light bar Illuminated Polestar grille logo Heated and frameless exterior mirrors Retractable door handles Puddle lights 11kW onboard AC charger Rain-sensing wipers Power-adjustable heated front seats Driver memory function Charcoal-coloured headlining Recycled plastic floor mats Dual-zone climate control Heat pump 10.2-inch digital instrument cluster 15.4-inch infotainment system Google built-in functionality Wireless Apple CarPlay Bluetooth DAB+ digital radio Wireless phone charger 8-speaker sound system Integrated 5G e-SIM 3yr Google service connectivity Over-the-air updates Polestar Connect Integrated dashcam 4x USB-C outlets (two front, two rear) 12-volt power outlet (located in the boot) Soft-closing electric tailgate Tyre repair kit First aid kit Digital key, ultra-wideband remote frequency key and NFC key card Polestar 4 Long range Dual motor adds: Semi-active dampers Range and Performance driving modes Launch mode To see how the Polestar 4 stacks up against the competition, check out our comparison tool Options A number of packages and standalone options are available for the Polestar 4. Pro Pack: $2500 21-inch Pro wheels Michelin Pilot Sport 4 EV tyres Black seatbelts with Swedish Gold stripe Swedish Gold valve caps Plus Pack: $8000 14.7-inch head-up display 12-speaker Harman Kardon premium sound system Pixel LED headlights with adaptive high-beam 22kW onboard charger Automatic dimming side mirrors Charcoal 'MicroTech' or Mist 'Tailored Knit' upholstery Power-adjustable steering column with memory 'Extended' front seat electric adjustment Heated steering wheel Tri-zone climate control with air quality monitoring Heated electric reclining rear seats Rear entertainment screen Hands-free power tailgate Performance Pack: $7200 (Dual motor with Plus Pack) Polestar Engineered chassis tuning 22-inch Performance forged alloy wheels Pirelli P Zero tyres Brembo brakes incl. Swedish Gold calipers Swedish Gold valve caps, seatbelts Nappa upgrade: $7000 (requires Plus Pack) 'Animal welfare-secured' perforated Bridge of Weir Nappa leather (zinc or charcoal) Ventilated front seats with massage function Additional Harman Kardon headrest speakers Rear comfort headrests Brushed textile headliner Single item options: 21-inch sport alloy wheels: $2500 Privacy rear glass: $700 Body-coloured lower cladding: $1400 (requires Plus Pack) Electrochromic panoramic glass roof: $2200 Electric folding tow bar: $3310 AC charging cable: $360 Load carrier: $690 Mud flaps: $370 Luggage compartment mat: $370 Rubber floor mats: $250 Sunshade for panoramic glass roof: $350 Waste bin: $140 Tissue holder: $120 Bottle holder: $100 To see how the Polestar 4 stacks up against the competition, check out our comparison tool Is the Polestar 4 safe? The Polestar 4 is yet to receive a safety rating from ANCAP or Euro NCAP. Standard safety features include: 7 airbags 11 exterior cameras 12 ultrasonic sensors Autonomous Emergency Braking (AEB) Adaptive cruise control Blind-spot assist Driver monitoring system Forward collision warning Intelligent speed limit assist Interior motion sensor Lane change assist Lane keep assist Pilot Assist Road sign recognition Tyre pressure monitoring Whiplash protection – front To see how the Polestar 4 stacks up against the competition, check out our comparison tool How much does the Polestar 4 cost to run? The Polestar 4 is sold in Australia with a five-year, unlimited-kilometre warranty. To see how the Polestar 4 stacks up against the competition, check out our comparison tool CarExpert's Take on the Polestar 4 The Polestar 4 is a recommendable option in the premium electric SUV space, just not in this specification. The Dual Motor is silly fast, comfortable and thoroughly modern, but there's no escaping that the cost of desirable options adds up quickly. From a base price of $88k before on-roads, Polestar managed to spec our test car up to $118,000 drive-away, and I'd argue that some the upgrades belong in the standard car. For example, the top version of an upmarket model like this should come with a head-up display, heated steering wheel, and hands-free power tailgate straight out of the box. Other inclusions like the premium sound system and electric reclining rear seats elevate the Polestar 4 above rivals, but both come at a hefty cost. The question of spec leaves the 4 in an awkward spot, as the standard Dual Motor feels a little bare bones for the price, while our tester was rich in features yet too dear. And even when fully kitted out, the Polestar 4 remains a little inefficient and light on boot space. However, those nitpicks can be forgiven when the car is specced to maximise value. What does that look like? A Long range Single motor with the Plus Pack, in my opinion. For sub-$100k, it straddles the mainstream and premium electric SUV segments better than most. That said, if a European badge, personal status and sustainability aren't high on your radar, the Model Y is an affordable and well-sorted alternative. Interested in buying a Polestar 4? Let CarExpert find you the best deal here Pros Blistering performance User-friendly tech Striking looks Cons Expensive with options Less efficient than rivals Some options should be standard Top Line Specs Power: 400kW Fuel Type: Electric Economy: 0.0L/100km CO2 Emissions: 0g/km
Yahoo
03-03-2025
- Automotive
- Yahoo
Kia recalling more than 137,000 vehicles. Check car recalls here
Kia is recalling more than 137,000 vehicles, according to the National Highway Traffic Safety Administration. For a complete list of recalled vehicles or to see if your car needs repairs, check the NHTSA website. Kia is recalling 137,256 2021-2023 Seltos and Soul vehicles. The piston oil rings may have been manufactured incorrectly, which can result in engine damage. The engine damage can cause a vehicle stall or fire, increasing the crash risk or injury. Dealers will inspect and replace the engine as necessary, free of charge, and install piston-ring noise-sensing system software. Owner notification letters are expected to be mailed on April 4. Owners may contact Kia customer service at 800-333-4542. Kia's number for this recall is SC336. Here are the Kia dealerships in Delaware: Kia of Wilmington, 1603 Pennsylvania Ave., Wilmington. Phone: 302-656-3100 Martin Kia, 289 E. Cleveland Ave., Newark. Phone: 302-738-5200 Felton Holly Kia, 13173 S. Dupont Highway, Felton. Phone: 302-527-2700 Volkswagen is recalling 60,490 2021-2023 ID.4, 2022-2023 Audi Q4 e-Tron, and Q4 e-Tron Sportback vehicles. The instrument panel may not correctly display the transmission gear lever indicator. Dealers will update the brake control unit software, free of charge. Owner notification letters are expected to be mailed on April 25. Owners may contact Volkswagen customer service at 1-800-893-5298 or Audi customer service at 1-800-253-2834. Volkswagen's number for this recall is 97H3. Audi's number for this recall is 454R. VW is also recalling 8,237 2022-2024 Golf GTI vehicles. A software error may delay or deactivate the rearview camera image, resulting in it not displaying as intended. Dealers will update the camera control unit software, free of charge. Owner notification letters are expected to be mailed on April 11. Owners may contact Volkswagen customer service at 1-800-893-5298. Volkswagen's number for this recall is 91SB. There are two VW dealerships in Delaware. Winner Volkswagen of Dover, 1387 N Dupont Highway, Dover. Phone: 302-734-4772 Smith Volkswagen, 4304 Kirkwood Highway, Wilmington. Phone: 302-995-2500 BMW is recalling 40,736 2022-2024 X3 sDrive30i and X3 xDrive30i vehicles. The second-row seat side door locking modules may not function properly and allow the doors to be unlocked with a single motion. Dealers will replace the second-row seat side door locking modules, free of charge. Owner notification letters are expected to be mailed on April 14. Owners may contact BMW customer service at 800-525-7417. There are two BMW dealerships in Delaware: Union Park BMW, 1900 Pennsylvania Ave., Wilmington. Phone: 302-658-7245. i.g. Burton BMW of Milford, 509 Bay Road., Milford. Phone: 302-424-3042 Hyundai is recalling 32,594 Genesis 2023-2024 G80, GV80, 2025 GV70 and 2023-2025 GV70 "Electrified" vehicles. Due to a software error, the instrument panel display may fail. An instrument panel display that fails to show critical safety information, such as the speedometer or warning lights, increases the crash risk. Dealers will update the instrument panel display software, free of charge. Owner notification letters are expected to be mailed on April 20. Owners may contact Genesis customer service at 844-340-9741. Hyundai's number for this recall is 026G. There are three Hyundai dealerships in Delaware: Winner Hyundai, 591 S. Dupont Highway, Dover. Phone: 302-401-4004 Porter Hyundai, 393 E. Cleveland Ave., Newark. Phone: 302-565-2221 Hertrich Hyundai, 120 S. Dupont Highway, New Castle. Phone: 302-613-4888 Mercedes-Benz USA, LLC (MBUSA) is recalling 20,339 vehicles because the front brake hoses may rupture and leak brake fluid. The vehicles included are: 2021-2022 S 500 2021-2022 Maybach S 580 4MATIC 2021-2023 S 580 4MATIC, 2022 S 680 4MATIC 2023 S 580e 4MATIC Dealers will replace the front brake hoses, free of charge. Owner notification letters are expected to be mailed on April 25. Owners may contact MBUSA customer service at 1-800-367-6372. There are two Mercedes-Benz dealerships in Delaware. Mercedes-Benz of Wilmington, 3801 Lancaster Pike, Wilmington. Phone: 302-995-2211. I.G. Burton & Co., Inc., 509 Bay Rd.., Milford. Phone: 302-424-1500 This article originally appeared on Delaware News Journal: NHTSA: Kia, Volkswagen, BMW Mercedes-Benz, Hyundai recall vehicles
USA Today
02-03-2025
- Automotive
- USA Today
Over 60,000 Volkswagen, Audi vehicles recalled over gear issue: See affected vehicles
Over 60,000 Volkswagen, Audi vehicles recalled over gear issue: See affected vehicles The recall stems from an issue where the correct gear is not properly displayed. Show Caption Hide Caption Car recalls: Why they happen and what buyers should know Why do car recalls happen? Here's what to know if your car has an open recall. Volkswagen Group of America is recalling nearly 60,500 2021 to 2023 Audi and Volkswagen vehicles because of a failure to display the gear position, which could result in the car rolling away if the parking brake is not engaged, according to a recall notice. Vehicles from seven different makes, models and years are affected by the recall, according to a statement from the National Highway Traffic Safety Administration. Nearly 60,490 vehicles could be affected by the malfunctioning instrument panel, where "N" gear might not be shown where it should be displayed in the instrument cluster. The recall stems from an issue where the car may not correctly display the gear the vehicle is in. "As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 102, 'Transmission Shift Lever Sequence, Starter Interlock, and Transmission Braking Effect,'" according to the NHTSA's recall notice. To prevent the car from rolling away and causing an accident, owners should engage the parking brake before leaving their cars. Double-check that the parking brake's red indicator light on the instrument cluster is on. Looking for more recalled vehicles? Check out USA TODAY's recall database Which vehicles are part of the recall? The following vehicles are being recalled because "the instrument panel may not properly display the transmission gear lever indicator," according to the NHTSA: 2021 to 2023 Volkswagen ID.4 2022 to 2023 Audi Q4 e-Tron 2022 to 2023 Audi Q4 e-Tron Sportback How to fix the issue Owners of the recalled vehicles will be able to take their cars to the dealerships, and dealers will update the brake control software for free, according to NHTSA. Letters notifying owners of the malfunction are expected to be mailed on April 25, 2025. Who to contact regarding the recalls Owners may contact the following phone numbers: Volkswagen customer service- 1-800-893-5298 1-800-893-5298 Audi customer service- 1-800-253-2834. The numbers for the recalls are: Volkswagen - 97H3 - 97H3 Audi- 454R. Julia is a trending reporter for USA TODAY. You can connect with her on LinkedIn, follow her on X, formerly known as Twitter, Instagram and TikTok: @juliamariegz, or email her at jgomez@
Yahoo
02-03-2025
- Automotive
- Yahoo
Over 60,000 Volkswagen, Audi vehicles recalled over gear issue: See affected vehicles
Volkswagen Group of America is recalling nearly 60,500 2021 to 2023 Audi and Volkswagen vehicles because of a failure to display the gear position, which could result in the car rolling away if the parking brake is not engaged, according to a recall notice. Vehicles from seven different makes, models and years are affected by the recall, according to a statement from the National Highway Traffic Safety Administration. Nearly 60,490 vehicles could be affected by the malfunctioning instrument panel, where "N" gear might not be shown where it should be displayed in the instrument cluster. The recall stems from an issue where the car may not correctly display the gear the vehicle is in. "As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 102, 'Transmission Shift Lever Sequence, Starter Interlock, and Transmission Braking Effect,'" according to the NHTSA's recall notice. To prevent the car from rolling away and causing an accident, owners should engage the parking brake before leaving their cars. Double-check that the parking brake's red indicator light on the instrument cluster is on. Looking for more recalled vehicles? Check out USA TODAY's recall database The following vehicles are being recalled because "the instrument panel may not properly display the transmission gear lever indicator," according to the NHTSA: 2021 to 2023 Volkswagen ID.4 2022 to 2023 Audi Q4 e-Tron 2022 to 2023 Audi Q4 e-Tron Sportback Owners of the recalled vehicles will be able to take their cars to the dealerships, and dealers will update the brake control software for free, according to NHTSA. Letters notifying owners of the malfunction are expected to be mailed on April 25, 2025. Owners may contact the following phone numbers: Volkswagen customer service- 1-800-893-5298 Audi customer service- 1-800-253-2834. The numbers for the recalls are: Volkswagen- 97H3 Audi- 454R. Julia is a trending reporter for USA TODAY. You can connect with her on LinkedIn, follow her on X, formerly known as Twitter, Instagram and TikTok: @juliamariegz, or email her at jgomez@ This article originally appeared on USA TODAY: Over 60,000 Volkswagen, Audi vehicles recalled: See list
