Latest news with #SkodaEnyaq
Auto Car
3 days ago
- Automotive
- Auto Car
New Tesla Model Y squares up to Skoda Enyaq in family EV showdown!
Open gallery Model Y or Enyaq - which takes the family EV crown? Quick steering and a more rear-biased drive set-up make the Tesla seem agile Minimalist Tesla interior feels solidly built overall and provides good space Skoda's front end will tend to run wide of the apex if you push hard Skoda's cabin creates a slightly more upmarket ambience and is roomy Close Tesla's in a spot of bother. Its sales across Europe have dropped and profits have taken an even more vertiginous slump. Adding to its woes was the recent news that it was forced to issue its eighth (yes, you read that right) recall of its cubist Cybertruck, this time to remedy its propensity for shedding stainless steel bodywork. So what's going on? If you look at many of the headlines, the finger points directly at the company's controversialist CEO, Elon Musk. His appetite for attracting attention of the wrong kind certainly hasn't helped lure customers into showrooms – although it has created a cottage industry in 'not in my name' bumper stickers – but as ever the answer is, well, more complicated than that. For starters, there's the current tariff situation. Then there's the fact that Tesla is actually more of a tech company than a car firm, which brings its own challenges. Like a smartphone manufacturer, it's all about the software, and in this respect it's one of the best in the business, streets ahead of the legacy brands (and that also includes its understanding of battery chemistry). Yet this means it doesn't follow some of the tried and tested methods of the established practitioners, such as model cycles that include visually appealing mid-life refreshes designed to persuade people to part with their cash for cars that might otherwise be getting close to their sell-by date. By contrast, Tesla's line-up comes across visually as a bit old hat, as if the company has been peddling the same, unchanged product from day one. The recent Model 3 'Highland' is a case in point. It's a thoroughly overhauled car, but to the casual observer it could just as easily be the 2017 original. The same can be said of the Model S and Model X, which have both benefited from top to bottom technical titivation but are indistinguishable from their decade-old progenitors. However, the stakes are higher for the Model Y, which is the brand's best-seller and until very recently topped the sales charts across Europe. As a result, Tesla has taken a leaf out of rivals' books and delivered a facelift that will leave buyers in no doubt this is a box-fresh proposition. Speaking of which, the Tesla isn't the only family-sized all-electric EV to have gone under the knife. The Skoda Enyaq Coupé (and its more sensible SUV sibling) has always been one of our favourite protagonists in this corner of the market, and five years on from its debut the Czech machine has been treated to the industry-standard nip and tuck. Looks are clearly subjective but, to our eyes, Tesla's tweaks are more eye-catching. You can see the DNA of the original car between the A- and C-pillars, but at the front there's a Cybertruck-inspired nose complete with a pencil-thin LED light bar, while the rear features a neat-looking, indirectly lit, full-width tail-light. By contrast, Skoda has grafted its bold new 'Tech-Deck' nose onto the Enyaq, but the rest of the car's appearance has been left largely untouched. It's a similar story inside, where the Skoda looks and feels very much the same as the old car. There's a revised 13in infotainment screen that looks slicker and responds more swiftly but otherwise it's business as usual. This means that, unlike in the Model Y, you do get some handy physical shortcut keys and a separate display ahead of the driver for speed and range information. As ever, the Tesla's dashboard is dominated by its centrally mounted infotainment screen, which literally controls all of the car's major functions (although, unlike in the Model 3, there is an actual column stalk for the indicators. Hallelujah!). Still, the set-up is one of the best around, proving a doddle to navigate and always responding crisply to your demands. It's sufficiently good that you almost don't miss the odd button or two. With its greater mix of rich materials and more complex dashboard and door mouldings, the Skoda's cabin looks a little more upmarket than the Model Y's, but in terms of touchy-feely perceived quality, there's little to separate the two. In fact, it's the uplift in solidity that you notice most in the starkly minimalist cabin of the Tesla. There are still some areas of the car that look a little hand-finished – the cheap LED spotlight in the boot and the thin fabric covering the A-pillar-mounted tweeters – but overall the Model Y is full of appealing materials and exhibits a tight fit and finish. The Tesla also scores strongly for space and versatility, which is surely one of the biggest considerations with cars like these. There's a large load area with plenty of underfloor storage compartments, plus the trademark 117-litre frunk. (The Skoda's bonnet lifts to reveal various EV ancillaries but no space for luggage overspill from its 570-litre boot.)Rear occupants in the Model Y also have plenty of head and leg room, while a powered reclining backrest and completely flat floor add to the feeling of comfort. What's more, the addition of a small touchscreen now allows occupants to adjust the temperature and switch on their heated seats without having to issue orders to the driver. Up front, the sense of space is enhanced by the low scuttle and large windscreen, which helps deliver a more panoramic view of the road than in the Skoda. However, this Sportline-trim Enyaq hits back with heavily bolstered front seats that offer greater support. Grab the tape measure and you'll find the Enyaq pretty much matches the Model Y for accommodation. Where the Skoda edges ahead is in those thoughtful details that have become a calling card for the Czech brand, such as the umbrellas secreted in the front doors and the multitude of handy boot dividers, hooks and nets. That said, you're unlikely to run out of room for odds and ends in the Model Y, with its large, carpeted door bins, cupholders galore and a lidded cubby between the front seats that's so deep you'll need to send Lassie for help if you ever fall in. So it's even-stevens for practicality, but what about performance and poise? Once again, our two dual-motor contenders are separated by the width of a Tesla key card, but they go about their business in slightly different ways. If outright urge is your thing, though, the Model Y is a slam-dunk choice. With 375bhp and a lower, 1997kg kerb weight, the Tesla is seriously rapid and feels especially so in Sport mode, when its throttle response is even sharper. The 282bhp Enyaq, with a claimed 0-62mph of 6.7sec, is no slouch but it's left gasping in its rival's wake on a straight road. Throw some corners into the mix and there's less clear air between the two. With its quick, albeit lifeless, steering, the Tesla feels more agile – an impression exaggerated by a rear-biased power delivery that allows you to tighten your cornering line with a dose of throttle. Special mention also has to go to the new brake-by-wire set-up, which offers a firm pedal and plenty of progression. With its slower but better-weighted steering, the Skoda feels a little lazier in its reactions, its narrower-section front tyres gently squealing into safe understeer at the limit. Yet despite its heftier kerb weight, the Enyaq feels better tied down over bumpier stretches of Tarmac, containing body movements more effectively than the Tesla, which can hop and corkscrew a little when pressing on. Traction isn't a problem for either all-wheel-drive vehicle. The Skoda maintains a narrow advantage when it comes to cruising comfort. Both have firm low-speed rides – although the newly softened Tesla is much better here than its predecessor – that calm down at speed, and while each delivers decent refinement, the Enyaq does a marginally better job of isolating you from road and wind noise. You can also tailor the regen brake assistance in each – a first for Tesla – although the Model Y has a more effective one-pedal calibration. As you would expect, both cars have driver aids galore – and you'll be either fine or frustrated with that depending on your point of view. On the plus side, turning off the lane keeping assistance is a doddle in either car and the other systems are as unobtrusive as they get these days. Mind you, because the Model Y uses plenty of cameras (the Enyaq favours radar), its various warnings become increasingly inconsistent as each lens becomes coated with road grime. So we have established that each of these cars is practical, delivers all the performance you're ever likely to need and, while you're unlikely to pick either for a dawn raid on your favourite roads, they both steer and stop with admirable accuracy and agility. Tesla Model Y vs Skoda Enyaq Coupe: Verdict Ultimately, then, it comes down to the numbers – and again the margins are tight, although the more cost-effective contender probably isn't the one you would expect. When it comes to claimed range, the Model Y totes a figure of 364 miles as standard, reduced to 353 miles with the optional wheels of our test car, while the Skoda stretches to 334 miles. Thanks to Tesla's mastery of battery chemistry, motor efficiency and (relatively) lightweight construction methods, the Model Y gets closer to its WLTP numbers in real-world use. Over the course of our test, it delivered an impressive efficiency return of 3.8mpkWh, whereas the Enyaq could manage only 3.4mpkWh. Then there's the thorny issue of cash. In Long Range AWD form, the Tesla's sticker price is £51,990, a scant £1330 more than the Enyaq. Yet nobody turns up to a dealer with a suitcase full of banknotes for cars like these: they plonk down a deposit and finance the rest. Put your pen to a PCP deal and over four years you'll shell out £499 a month for the Model Y and £527 for the Skoda. Again, not that much in it, but there's something significant about Tesla getting one over on a brand famed for delivering value for money. Are these cost savings enough to swing the result in favour of the Model Y? By the tightest of margins, we would say yes. Sure, Tesla has some PR issues bubbling away in the background, but as a spacious, sensible and swift family wagon that packs genuinely innovative engineering, the new Model Y makes a compelling choice. Maybe that will give Elon something to smile about. 1st. Tesla Model Y The revised Tesla Model Y fixes most of its predecessor's flaws yet retains its efficiency, performance and impressive practicality. 2nd. Skoda Enyaq Coupe It's a close-run thing for the Skoda Enyaq, which in facelifted form remains a refined, thoughtfully designed and thoroughly likeable car. Join our WhatsApp community and be the first to read about the latest news and reviews wowing the car world. 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Auto Express
16-07-2025
- Automotive
- Auto Express
New Skoda Enyaq vRS 2025 review: Czech-mated by its own sibling
The surface-level nature of the updates to the Skoda Enyaq only highlight what a brilliant package it already was – and that certainly goes for the top-end vRS model, too. Its posh interior feels befitting of its price tag, while the vRS edition brings plenty of performance. Those looking for outright excitement will be left disenchanted – standard non-vRS models will be sufficient for most buyers – yet the biggest issue isn't necessarily the Enyaq itself, but the existence of the Elroq. Smaller, cheaper and offering similar passenger space to the Enyaq, the newer car makes Skoda's flagship feel somewhat superfluous in most cases, which is an odd thing to say about such a multi-talented vehicle. Advertisement - Article continues below It's incredible to think that the first few examples of the Skoda Enyaq arrived on UK roads over four years ago, yet in that time it's managed to hold firm against newer electric family car competitors such as the Renault Scenic, Hyundai Ioniq 5 and Vauxhall Grandland. More recently, the Enyaq's reign has come under fire from within the Skoda camp itself, particularly courtesy of the smaller Skoda Elroq; this provides almost everything its bigger brother does, but in a cheaper, more attractive package. The same is true of the range-topping vRS model, with the Elroq getting the same performance and visual upgrades as the more expensive Enyaq. Skip advert Advertisement - Article continues below View Enyaq View Enyaq View Enyaq View Enyaq To help keep it competitive for 2025, the Enyaq has now received what is perhaps the automotive industry's most literal example of a facelift; Skoda's flagship now bears a revised 'Tech Deck' front grille design taken straight from the Elroq. This does a good job of spicing up the exterior of the Enyaq, which was never a bad-looking car in the first place. On the vRS, this faux grille design is also illuminated and while it is difficult to see in the daytime, does look pretty slick in the dark. Advertisement - Article continues below While in the human world facelifts usually come with an eye-watering price tag, the updated Skoda Enyaq vRS actually costs marginally less than the outgoing car, now starting from £51,660 – a saving of roughly £1,500 over the previous model. The sleeker-looking Coupe model is also available for an extra £1,900. Other than this, however, the facelifted Enyaq is much the same as before. The vRS model gets two electric motors – one on each axle – to provide four-wheel drive and a generous 335bhp. Switch the hot Enyaq into its Sport setting and 0-62mph is disposed of in a brisk, if not entirely gut-wrenching, 5.4 seconds; in reality, this is only just over a second quicker than the cheaper 85x model. Yet despite its extra power, the vRS trumps the 85x in terms of range, too. With a net capacity of 79kWh, Skoda says the Enyaq vRS is capable of up to 344 miles in mixed urban and motorway driving – 12 miles more than the 85x with its 77kWh battery. During our spirited drive through the Cumbrian countryside, we were able to return around 3.4 miles per kilowatt-hour, which translates to a real-world range of some 270 miles; drivers with a lighter right foot will inevitably eke out more miles. Advertisement - Article continues below Skip advert Advertisement - Article continues below However, we found ourselves wishing we were in the smaller Elroq; the Elroq is actually slightly wider than its supposed larger sibling, but paradoxically feels more compact. This being the case, the Enyaq's bulk gave us little confidence to throw it into tight bends. That's not to say the Enyaq vRS isn't well balanced; its steering is nicely weighted, although as is the case with most cars in this segment, it offers very little feedback. The standard-fit adaptive suspension never gets all that bone-shaking, either. Despite being 10mm lower than the regular Enyaq and us almost constantly having the car in its raciest mode, we found it to be more than compliant enough for all but the most delicate of posteriors. The Enyaq's four-wheel drive also ensured the traction was virtually unfaltering, even on slippery surfaces and those scattered with mud or gravel. Elsewhere, there is little fun to be had. Skoda has hinted that it plans to emulate sound and gearshifts in future vRS models, but here no such features exist, making the supposed pinnacle of Skoda's performance line-up feel a little prosaic. With no drift modes or even performance pages buried within the infotainment system, the most compelling reasons to upgrade from regular Enyaq models are more visual than dynamic. Advertisement - Article continues below Skip advert Advertisement - Article continues below The Enyaq vRS' racier sport seats, for example, are supremely comfortable and supportive, with a luxurious massage function, which certainly feels more at home in more premium offerings from Volkswagen Group. We personally are fans of the Acid Green stitching that's available, but if this is a tad too much for you, full leather in black is available for no extra charge. Material quality remains one of the Enyaq's strong points, with plenty of squidgy and posh-feeling materials almost everywhere you look. We like the felt-lined door bins and leatherette where you place your hand to operate the snappy 15-inch infotainment screen, but are surprised how cheap the door pull feels. This is constructed out of cheap plastic and given that it's something you touch all the time, it's a strange oversight. If bang for your buck means a lot to you, the Enyaq vRS also comes almost fully loaded with things like heated seats, a Canton sound system, a 360-degree parking camera and a powered bootlid. However, we do think Skoda is a bit stingy not including a heat pump at this price point. Less miserly is the boot space which, at 585 litres, is one of the biggest in its class and, crucially, 115 litres more than the Elroq. Rear passenger room is also plentiful, with sufficient leg and headroom, even in sleeker Coupe models. Sunblinds on the back windows, plus easy-to-access Isofix child seat-mounting points show that Skoda is clearly acknowledging its customer base of family buyers. Model: Skoda Enyaq vRS Price: £51,660 On sale: Now Powertrain: 79kWh battery, 2x e-motors Power/torque: 335bhp/545Nm Transmission: Single-speed auto, four-wheel drive 0-62mph: 5.4 seconds Top speed: 111mph Range: 344 miles Max charging: 185kW (10-80% in 26 mins) Dimensions (L/W/H): 4,660/1,879/1,618mm Enthusiastic about owning an Enyaq? Take a look at our latest deals on a new Skoda Enyaq , or find top prices on a used Skoda Enyaq . New Xiaomi YU7 2025 review: a world-beating new EV to worry the establishment New Xiaomi YU7 2025 review: a world-beating new EV to worry the establishment BMW or Mercedes would do anything to keep the new Xiaomi YU7 from sale in the UK and Europe, and this is why The Electric Car Grant is here: Government's new £3,750 EV discount in detail The Electric Car Grant is here: Government's new £3,750 EV discount in detail The government has set out its plan to help reduce the cost of affordable EVs by introducing a new £3,750 Electric Car Grant for new EVs sold under £3… New MG IM5 has the Tesla Model 3 beaten on price and range New MG IM5 has the Tesla Model 3 beaten on price and range The all-electric IM5 brings new technology and design to the MG line-up
ITV News
02-07-2025
- ITV News
Families pay tribute to two teenagers killed in 'heart-breaking' crash in Everton
Tributes have been paid to two teenagers who "lit up every room" after their deaths in a road crash which also left three others with serious injuries. Archie Ray, 19, and Ash Fisk, 18, died at the scene in the village of Everton, Bedfordshire, on Saturday afternoon. Three other people suffered serious injuries and are currently being treated in hospital. Police are continuing to appeal for witnesses to the incident involving a white Volvo C30 and blue Skoda which happened at around 2.40pm. Archie's family said: 'It is with overwhelming sadness that we share the passing of our much-loved son and deeply adored big brother, Archie Ray. 'Archie was a true 'Ray' of sunshine; he lit up every room with his smile and laughter. His energy was magnetic, his kindness endless, and his presence unforgettable. 'Archie brought people together with his caring heart and generous spirit. He was loved by all who had the privilege of knowing him. 'Our hearts are shattered. He will be forever missed, endlessly loved, and always remembered for the light he brought into our lives.' Meanwhile, Ash's family said: 'It is with unimaginable sadness that we share the passing of our beloved son, Ash, who tragically lost his life in a car collision aged just 18. 'Ash was full of life, laughter, and kindness. He brought light into every room with his warm smile and cheeky humour. 'He was surrounded by many friends from all walks of life — from school, rugby, work and his social circles — all of whom were drawn to his generous spirit and infectious energy. Ash loved deeply and was deeply loved in return. 'He will be forever missed by his family, his partner, and the many friends who were lucky enough to know him. Our hearts are broken, but we hold tight to the memories of the joy he brought to all our lives." The families of the four people injured in the Volvo car ended their tributes saying: 'Coming together as four families, united in grief and love, we are so grateful for the strength and compassion of those around us. Your support means more than words can express.' Det Sgt Craig Wheeler said: 'This was a heart-breaking collision which has devastated the friends and families of Archie and Ash as well as the families of their two very close friends who suffered serious injuries from this collision." The driver of the Skoda suffered serious injuries which are not life-threatening. Police asked for anyone who saw either a white Volvo C30 or a blue Skoda Enyaq before the collision to contact them on 101.
The Advertiser
01-07-2025
- Automotive
- The Advertiser
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
01-07-2025
- 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
