I took the Polestar 4 Long Range Dual Motor up the winding, tight curves of Selter , a stretch of Northern Germany’s forested ridges where you either learn the nuances of a car’s chassis quickly or end up revisiting the same turn twice. This was no ordinary drive, and the Polestar 4 is no ordinary electric SUV. In fact, calling it an SUV feels slightly inaccurate , and I’ll get to that. But one thing became clear as I coaxed this ultra, modern Swedish, Chinese coupe through tight ascents, damp mossy shadows, and wide valleys: Polestar has gone all in on design, tech, and straight, line power. Maybe too much on the tech part.
It’s not every day you drive a car without a rear window, without a physical button for mirrors or air vents, and without a traditional glovebox handle. If you’re not fluent in touchscreen, this car can make you feel like you’re learning to drive all over again. And in Selter, where the corners come fast and unannounced, that’s not a feeling I enjoyed.
The Look and Feel: Coupé in Name, Hatch in Behavior
At first glance, the Polestar 4 is stunning. Squatting low, wide, and stretched like a panther ready to pounce, it feels more like a chunky grand tourer than an SUV. Its roofline plunges towards the rear like a sports coupe, and at just 1.53 meters high, it barely rises above many sedans. The 22, inch wheels wrapped in Pirelli P Zeros look fantastic but promise every road imperfection will make its way into the cabin. And trust me, in Selter, there are many imperfections.
Inside, the low seating position caught me off guard. I felt more like I was in a hot hatch than in a crossover. The rear seat comfort isn’t great , the bench is too low and the angle of your knees makes long drives unpleasant for adults. But elbow and knee room? Plenty of it. And the materials? Gorgeous. The moment I ran my fingers along the soft trim below the sight line or tapped the solid metal tie, downs in the boot, it was clear that quality wasn’t spared. It felt like a Scandinavian designer’s fantasy , simple, minimal, and expensive.
The Spec Sheet: Polestar 4 Long Range Dual Motor
To stay accurate and dependable, we obtain our technical info directly from Polestar official source.
| Specification | Details |
| Powertrain | Dual synchronous electric motors |
| Total Power Output | 400 kW (544 hp) |
| Maximum Torque | 686 Nm |
| Drivetrain | All, wheel drive |
| Transmission | Single, speed automatic |
| Top Speed | 200 km/h |
| Acceleration (0, 100 km/h) | 3.8 seconds |
| Battery Capacity (gross/net) | 100 / 94 kWh |
| WLTP Range | 590 km |
| Test Range (mixed conditions) | 344 km |
| Average Test Consumption | 28.9 kWh/100 km |
| AC/DC Charging | 11 (22 kW with Plus)/200 kW |
| Charging Time (10, 80% DC) | 30 minutes |
| Boot Capacity | 526, 1536 liters |
| Curb Weight / Payload | 2366 kg / 444 kg |
| Braking Distance (100, 0 km/h) | 35.5 meters |
| Turning Circle | 12.2 m |
| Wheel Size / Tire Spec | 22” / 265/40 R22 |
| Base Price | €69,900 |
| Test Vehicle Price | €79,900 |
The Drive: Shocking Straight, Line Speed, Tepid in Turns
There’s no denying the numbers. From a standstill, the Polestar 4 launches like it’s been slapped by Thor’s hammer. 0 to 100 in 3.8 seconds on public roads feels absurd , especially when it’s eerily silent, without the usual electric spaceship whine. I remember one moment specifically, a sharp uphill exit from a village where I floored it. The rear end squatted slightly, and suddenly the pine trees beside the road blurred. It was exhilarating, and slightly terrifying given the narrowness of the asphalt ribbon.
But the Polestar 4 isn’t a cornering champion. As soon as I threw it into a sweeping turn, that low but wide stance started to feel reluctant. There’s a noticeable understeer on tighter curves. The steering is soft, almost rubbery, with not much in the way of feedback. It’s planted , no drama, no lift , but it doesn’t communicate with you. You end up guessing what the front tires are doing.
The ride quality is stiff. Not punishing, but you’ll notice every cracked cobblestone and frost heave. Yet, here’s the surprise: the Polestar 4 was incredibly quiet on Selter’s older cobbled paths. Almost eerily so. It soaked up vibration acoustically if not physically. On smooth tarmac, the cabin was hushed, with noise levels barely creeping past 63 dB at 100 km/h. Even the 22, inch wheels didn’t roar the way I expected.
The Rearview Problem: A Camera Isn’t a Window
Let’s talk about the most controversial bit. No rear window. Instead, a camera and a digital mirror setup. It works , sometimes. In fog or twilight, the camera actually picks up more detail than a conventional mirror. But on a bright day with low, angle winter sun? It gets hazy, washed out. And for someone like me who wears glasses, looking at a screen that’s 20 centimeters from my face through progressive lenses made reversing a chore.
I ended up using the side mirrors and turning my head , old, school van style. Not ideal in a car this tech, heavy. In fact, it felt oddly contradictory: cutting, edge equipment that made me want to revert to analog.
The User Interface: Style Over Sense
Here’s the big frustration. The Polestar 4 demands your full attention for even basic tasks. Adjusting the mirrors? That’s a sub, menu. Changing damper modes? Also hidden in the touchscreen. There are very few physical buttons , and even the ones on the steering wheel are touchpads, like a tiny laptop trackpad with no labels.
This meant I was constantly peeking away from the road to tap at the screen. Even opening the glovebox needed a swipe and a tap. And every time I looked down, the attention warning system chirped at me. It was ironic: the very interface that distracted me was also scolding me for being distracted.
CarPlay was another frustration. Repeated consent prompts, sluggish transitions, and even incorrect speed limit alerts. At one point, it showed “8 km/h” in a zone that was clearly 80. It beeped and flashed a warning. I laughed, but it wasn’t funny later when I had to double, check every limit just to be sure.
The Range and Charging Reality
WLTP says 590 kilometers. In Selter’s mix of sport mode launches, elevation gain, and cold weather, I saw a real, world 344 km. Not bad , but a far cry from brochure dreams. Charging is swift though. At a fast charger, 10 to 80 percent took exactly 31 minutes, hitting close to 195 kW peak. If you shell out for the 22 kW onboard charger (extra €200), home AC charging gets sliced in half, making it actually usable for city dwellers with wallboxes.
Conclusion: A Futuristic Brute With Distracting Drawbacks
The Polestar 4 is unlike anything I’ve driven. It’s devastatingly fast, looks like it’s arrived from 2030, and rides with silent authority over rough stone. But the operational experience feels more like trying to navigate a new smartphone with greasy fingers than driving a car. At Selter, where narrow corners, sudden climbs, and low visibility demand clarity and focus, the 4’s lack of tactile controls became a real drawback.
This isn’t a car for those who value simple, intuitive driving. It’s for the gadget, obsessed early adopter who prefers digital mirrors over rear windows, touchscreen vents over rotary knobs. And if that’s you, and you don’t mind carrying a microfiber cloth for the mirror monitor, then you’ll fall for this ultra, modern EV coupé.
Just remember: the future might be fast, but it still needs a better user interface.
Is the Polestar 4 really an SUV?
Not in practice. It’s low, slung, has limited ground clearance, and sits more like a hatchback or grand tourer. Don’t expect to do trails with it.
How is the real, world range of Polestar 4 compared to WLTP?
Expect about 340, 350 km in mixed, spirited driving. That’s about 33% less than claimed WLTP range, especially with big wheels and cold weather.
Is the lack of rear window inPolestar 4 a dealbreaker?
It depends. If you wear glasses, especially progressives, it can be annoying. In low light, it works great. In sunlight? Less so.
