The 2026 Polestar 4 is a mixed bag of design and dynamics, with a polarizing exterior and a solid, if not spectacular, interior. The Polestar 4 is more interesting to look at than any Tesla Model 3 or Model Y, with an attractive fastback shape, sharp LED pickaxe headlights, trim sides that appear as if they are tucked in, and a full-width LED taillight that delivers more on the Tron vision than Elon's own designs. However, the rear defines this thing, with a lack of a rear window that is both creative and confusing. The interior is a simple, clean, solidly screwed-together affair that will be a love-it-or-hate-it moment for most. The low-set horizontal dashboard is stark, with a 10.2-inch digital gauge cluster mounted on the steering column and a 15.4-inch touchscreen mounted off the dashboard that controls nearly every vehicle function, except for a large volume knob on the ...
The 2026 Polestar 4 is a mixed bag of design and dynamics, with a polarizing exterior and a solid, if not spectacular, interior. The Polestar 4 is more interesting to look at than any Tesla Model 3 or Model Y, with an attractive fastback shape, sharp LED pickaxe headlights, trim sides that appear as if they are tucked in, and a full-width LED taillight that delivers more on the Tron vision than Elon’s own designs. However, the rear defines this thing, with a lack of a rear window that is both creative and confusing.
The interior is a simple, clean, solidly screwed-together affair that will be a love-it-or-hate-it moment for most. The low-set horizontal dashboard is stark, with a 10.2-inch digital gauge cluster mounted on the steering column and a 15.4-inch touchscreen mounted off the dashboard that controls nearly every vehicle function, except for a large volume knob on the center console. Yes, even the air vents are controlled from the touchscreen.
Driving the 2026 Polestar 4 is believing; the dynamics are where Hembrough’s vision and claims make sense. The perfectly-weighted steering is applause-worthy. Razor sharp, not too quick, and might even be Porsche-worthy. But it’s that rear window, or lack thereof, that is the biggest gamble. The camera swiveling left or right to expand the viewing angle when a turn signal was engaged is a creative solution, but in everyday driving the system is… fine. At night there’s glare. In the snow or wet, it’s blurry. And the worst part is the depth perception in a parking lot.
The Polestar 4 doesn’t have a dedicated Snow Mode, and the systems almost never let a tire slip. Range, charging, and efficiency are all decent, with a 100-kWh battery pack running off a 400-volt electrical architecture. Polestar claims that fast charging from 10-80% will take 30 minutes. Over 353 miles of suburban driving in freezing temperatures, the Polestar 4 averaged 2.5 mi/kWh, which isn’t terribly efficient, but is similar to what you might see in similar weather in a Hyundai Ioniq 5 or Porsche Macan EV.
The base Polestar 4 is a single-motor, rear-wheel drive affair with 272 horsepower, 253 pound-feet of torque, and a 0-60 mph sprint of a humbling 6.9 seconds. Anyone desiring more power or all-wheel drive will opt for the Long Range Dual Motor model with 544 hp, 506 pound-feet of torque, and a 0-60 mph sprint of 3.7 seconds. But the entire package and discussion inevitably come back to the one defining design choice: the lack of a rear window on a mainstream car. Whether it’s for you is something only a test-drive can probably answer.
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