2026 Polestar 4 Review
A new EV that's fashionable but not all that friendly.
Mark Takahashi
Despite its name, the Polestar 4 fills the narrow gap between the Polestar 2 sedan and the more traditional Polestar 3 SUV. The Polestar 4 is new to the United States for 2026, though it's been on sale in other markets since 2023. When it arrives toward the end of 2025, we'll be getting the first models from the company's new assembly plant in South Korea. Previous models were built in China.
If you're new to EVs, the 2026 Polestar 4 may impress you with its instantaneous and silent acceleration. If you're familiar with EVs, this is expected. But when you start comparing more critical specs with the competition, the Polestar 4 comes up short regarding its all-important driving range, as well as its technology interface and cargo capacity.
Mark Takahashi
About the 2026 Polestar 4
The 2026 Polestar 4 is available in either single- or dual-motor configurations. The single-motor model has a starting manufacturer's suggested retail price near $58,000, including a $1,400 destination charge to transport the vehicle from the factory in Busan, South Korea, to a dealership. The roughly $64,000 dual-motor variant increases power and traction thanks to all-wheel drive, but it sacrifices some range in the process. At the time of publication, federal EV tax incentives are no longer available. However, state or local incentives may still be.
I had the opportunity to drive the Polestar 4 Dual Motor in Canada's Montreal area. It was a Chinese-made example, though Polestar assured me the Korean-built models will be identical. My particular test vehicle was equipped with the optional Plus pack, premium leather seat upholstery, and an electrochromic sunroof. These increased the as-tested price to $76,300, including the destination charge. Polestar provided the vehicle for this review and paid for airfare, lodging, and meals during the evaluation period.
Mark Takahashi
Different Doesn't Mean Better for the Polestar 4's Design
The Polestar 4 resembles a large hatchback more than a compact SUV, with a tapering rear roofline and a lower ride height. It's comparable with the Ford Mustang Mach-E and the Audi Q6 Sportback e-tron.
The most notable feature is the windowless rear hatch. According to Polestar, eliminating the rear glass is intended to increase rear-seat space. I, however, found the seating position in the back to be less than ideal. To compensate for the lack of rearward visibility, a digital rearview mirror provides an unobstructed video feed, but it lacks depth perception and requires heavy reliance on the surround-view camera system when parking.
The Polestar 4's interior is a model of elegant simplicity. A large tablet-like infotainment touchscreen is mounted to the dashboard, with a smaller horizontal instrument panel display for the driver. There's a notable lack of physical controls, with only a single knob on the center console and several buttons on the steering wheel. The absence of switches adds to the cabin's stark minimalism but complicates control.
Instead of the typical plastic with leather-grained surfaces, the dashboard and upper door panels feature a woven textile that makes the interior feel more inviting, aligning with Polestar's Scandinavian roots. Each fabric element is tailored to wrap around each panel, thanks to a novel manufacturing process developed in conjunction with the Swedish School of Textiles.
Mark Takahashi
My test vehicle was equipped with the optional leather seat upholstery, which adds a premium look and feel to the cabin. The front seats further benefit from built-in ventilation and massaging functions plus additional speakers in the headrests, justifying the $3,700 upgrade from the standard synthetic-leather seats.
The front seats offer ample cushioning and support to make longer trips more bearable. Adjusting the driver's seat is easy, but the mirrors and steering wheel require you to use the infotainment touchscreen and unintuitive steering wheel directional pads. Thankfully, most owners will only have to set them once before saving them in the seat memory.
Front-seat passengers have plenty of storage for their personal items, thanks to a large tray under the center console, along with medium-sized cupholders, door pockets, and a center armrest bin. There's also a rubberized wireless charging pad that's designed to keep your phone in place when cornering.
The rear seats have enough headroom to fit my 5-foot-10 frame, but that's because the seat cushions are mounted lower to the floor. This results in an odd quasi-squat position, making me question Polestar's claim of gaining space by eliminating the rear window. The expansive panoramic moonroof enhances the sense of spaciousness, and without it, the rear seats would feel claustrophobic. I suggest adding the $1,500 electrochromic glass roof option because otherwise, the midday sun might overheat the top of your head.
Behind the rear seats, the large hatch makes for easy loading, but the trunk capacity is limited to 18.6 cubic-feet. That's small for a compact SUV, and the sloping roofline won't allow for bulkier items without folding the rear seatbacks down, which expands the cargo volume to 54.2 cu-ft. A frunk under the hood can hold 0.5 cu-ft, which is enough to stow your charge cable.
Mark Takahashi
Tons of Technology in the Polestar 4, but It's Not User Friendly
The 15.4-inch central infotainment touchscreen handles nearly all the controls. With complicated menus and unintuitive pictographs, using the system can be frustrating and distracting. Some of the simpler functions, such as activating the heated seats or dimming the moonroof, require several screen taps instead of the no-look operation that conventional buttons and knobs provide. On the plus side, the Google built-in operating system features sharp and modern graphics, along with quick responses.
As unintuitive as the native infotainment system was, I preferred using Apple CarPlay for basic audio and navigation. It operates wirelessly, just like Android Auto, and pairs well with the wireless charging pad. The best part of using CarPlay is the full-screen layout. It occupies almost the entire display, and the tile buttons are positively huge, making them easier and less distracting to use. If you prefer to use the native Polestar infotainment system, some voice commands can help streamline control, but they take a few seconds to process and activate.
Mark Takahashi
Every Polestar 4 comes with the advanced driver-assistance systems I expect of a modern vehicle. The features list is so comprehensive that the only optional item is a large head-up display, which helps keep your eyes on the road.
During my time with the Polestar 4, all systems functioned flawlessly with no false alarms. The adaptive cruise control kept a consistent gap to vehicles in front, with smooth acceleration and braking in both heavy traffic and on flowing highways.
Mark Takahashi
The Polestar 4 Offers Typical EV Performance but Compromised Comfort
The entry-level Polestar 4 has a single electric motor that drives the rear wheels, producing 272 horsepower and 253 pound-feet of torque. Polestar estimates it will accelerate from zero to 60 mph in 6.9 seconds. I drove the dual-motor all-wheel-drive model. It's rated at 544 horsepower and 506 lb-ft of torque, and it makes the sprint to 60 mph in just 3.7 seconds.
Either model is plenty powerful for the majority of drivers, but I recommend the dual-motor for those who seek more excitement behind the wheel, or who live in regions prone to bad weather.
The dual-motor Polestar 4 accelerated with the same silent immediacy that most other EVs exhibit. It's also easy to drive and manageable when you're in traffic or logging highway miles. One-pedal driving alleviates some driver fatigue and brings the vehicle to a smooth stop without touching the brake pedal. When more urgent deceleration is required, the physical brakes handle the task confidently and controllably.
Mark Takahashi
On a curvy road, the Polestar 4 can corner with more athleticism than most drivers will ever desire. For more performance-focused pilots, the roughly 5,000-pound mass is the limiting factor, but an available Performance pack promises sharper handling and more capable braking.
I'd skip that option, as the standard Polestar 4 already has a stiff ride that transmits every pothole and road flaw into the cabin. Larger bumps result in a noticeable thud that borders on harsh. Adding the Performance pack will further stiffen the ride with its sportier suspension and larger wheels. As much as I enjoy carving up mountain passes, I think the base Polestar 4 would benefit from a softer suspension that would appeal to a broader audience.
Both single- and dual-motor versions are powered by a 100-kilowatt-hour lithium-ion battery pack. The EPA estimated range of the single-motor model is 310 miles on a full charge, with the Dual Motor dropping to 280 miles. DC fast charging tops out at 200 kilowatts, which should replenish the battery from 10% to 80% in 30 minutes.
Mark Takahashi
Is the 2026 Polestar 4 a Good Electric Vehicle?
The Polestar 4 stands out from the crowd with its distinct style, and unfortunately, little else. The Audi Q6 e-tron is more comfortable and easier to live with, especially when considering the infotainment system. Larger and more expensive alternatives such as the BMW iX and Mercedes-Benz EQE SUV may not be as visually appealing, but, from my perspective, are superior to the Polestar in every way. For more modest budgets, I even prefer the Chevrolet Equinox EV or the aging Ford Mustang Mach-E.
Written by humans.
Edited by humans.
Mark TakahashiMark has been in the automotive space for more than two decades and has reviewed thousands of vehicles for outlets that include Edmunds, Car and Driver, Autoblog, CarGurus, Capital One, and J.D. Power. He has a background in advertising, design, and fabrication, as well as open-wheel and motorcycle racing. Mark's video reviews can be seen on YouTube, and he has been featured as an automotive expert on regional and national news broadcasts. He is a North American Car of the Year juror and a third-generation Los Angeles native, where he keeps his classic 1957 Thunderbird and two motorcycles.
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