The Polestar 4 comes in either a single or dual motor configuration with either 272 or 544 horsepower.Doug Firby/The Globe and Mail
There are a lot of good things to say about the fourth model in upstart Polestar’s luxury performance lineup: the all-electric Polestar 4 is quick, good looking and elegantly understated. But perhaps the best thing is that it’s finally about to arrive in Canada.
A made-in-China version of the Chinese/Swedish performance “SUV coupe”, as the company likes to describe it (isn’t that a non sequitur?), has been available in international markets for about a year. But its arrival in the United States and Canada was delayed until Sweden-based Polestar got its production facility rolling in Busan, South Korea.
It opened the Busan facility to avoid the 100-per-cent tariffs the U.S. and Canada had imposed on China-sourced vehicles. U.S. President Donald Trump announced on Oct. 28 an immediate lowering of tariffs on Korea-made vehicles to 15 per cent from 25. Canada previously phased out tariffs on Korea-built cars.
Polestar 4’s late arrival to North America is not entirely a bad thing for consumers. There were a lot of initial complaints on social media threads about annoying bugs in the user technology in early models – issues engineers say have been largely worked out. Polestar is all-in on high technology in safety, entertainment, navigation and user experience. When it works properly, as it did in the vehicles we drove, it is an absolute wonder.
The front seats and dash, which have few physical buttons.Doug Firby/The Globe and Mail
The Polestar 4’s UI (user interface) is one of the most logical and intuitively organized systems on the market. It’s won a couple of awards for its user-friendly experience.
Which is good because Polestar refuses to follow the back-to-buttons path for driver controls that some manufacturers have chosen. No, in the Polestar 4, if you want to – wait for it – open the glovebox, for example, you have to dive into the screen and find the release (drivers can create shortcuts on the home screen). Same with virtually every other function, such as adjusting the rear-view mirrors and even the direction and flow of air vents.
It takes some getting used to. As does the absence of a rear window, a design feature company reps say allows for a much roomier rear seat, lots of headroom and even an optional opportunity to have reclining rear seats. And it’s true, not only is there surprisingly generous room in the rear for even leggy six-footers but there is also generous cargo space of 526 litres in the rear trunk and 1,536 litres with seats folded.
The Polestar 4 doesn't have a rear window.Doug Firby/The Globe and Mail
The rear seats on the Polestar 4. No rear window allows for roomier rear seat, says the carmaker.Doug Firby/The Globe and Mail
But, you ask, with no window how do I see what’s behind me? The rear-view “mirror” is a screen that transmits an image from a camera mounted on the rear of the roof. With a slightly concave lens, it provides a sweeping image of traffic behind you with no blind spots. Polestar says a cold-weather tested shield over the camera protects it from rain, ice and snow.
With no rear window, this camera mounted on the rear of the roof provides a sweeping image of what's behind the car and shows it on the 'mirror'.Doug Firby/The Globe and Mail
After growing accustomed to the digital image, I didn’t miss the window at all, especially because there is a cabin-length fixed moonroof that allows in plenty of light. The roof is UV filtered and, in its optional electrochromic form, its opacity can be adjusted through – where else? – the main UI screen.
Polestar is a luxury performance brand produced by Sweden’s Volvo and its Chinese partner/majority shareholder Geely Motors. It’s aimed directly at the sport luxury market dominated by the likes of Audi, BMW and Mercedes.
I drove three iterations of the vehicle on twisty roads surrounding Austin and discovered a vehicle that feels surprisingly agile in spite of its EV battery bulk, which pushes the car’s weight up to roughly 2.5 tonnes. The Performance model is the quickest, with its 544 horsepower, 507 lb-ft of torque dual-motor configuration. It comes with tuned, active ZF dampers, coil spring suspension and stiffer external coil springs and anti-roll bars. Paired with sticky Pirelli tires on optional 22-inch alloy wheels, it tracked confidently through sharp corners and then burst into the straights with the instant torque that is a trademark of performance EVs.
Drivers can choose from three modes which progressively make the suspension stiffer and steering wheel input tighter.
The exterior style is, to my mind, one of the most appealing on the market – aggressive but with an elegant European flavour. Christian Samson, Polestar 4’s products attributes head, said that while the vehicle has good air flow, designers chose not to optimize aerodynamics where it would detract from the desired look.
The styling, he said, is “the kind of sexy a humanoid would appreciate. It’s like a robot that looks on a bright, positive future.”
There are numerous styling unicorns, such as the hood logo with an underlay that lights up and air dams in the corners of the front bumper. The dual-blade style headlamps add to the techno-sleek feel.
The Polestar 4 has 526 litres in the rear trunk and 1,536 litres with seats folded.Doug Firby/The Globe and Mail
As one should expect in a pricey performance car, the cabin is quiet, with none of the bogus fake engine “growl” some automakers have added for theatrical effect. It’s also minimalist and elegant. The 10.2-inch digital gauge display is, mercifully, a model of simplicity, showing only the most essential info such as speed and battery range. (A 14.7-inch head-up display is optional.)
Finishing materials are soft touch and give off a quality feel. In particular, I loved the tailored knit upholstery, made entirely from recycled PET (polyethylene bottles). Ventilated leather is optional. The standard eight-speaker audio can be upgraded to Harmon Kardon, with either 12- or 16-speaker arrangements. In keeping with Polestar’s tech obsession, the turn signal sound is a little tick sent through either the left or right tweeter, depending on direction chosen.
Apple CarPlay is standard but Android Auto is not in the initial models. Instead, Polestar has partnered with Google for its in-house navigation. Polestar is also the first manufacturer to use Google Map’s new live lane guidance system, which delivers visual and audio cues that help drivers change lanes in time.
The 15.4-inch infotainment display features Google Assistant and Google Maps. The layers are organized simply, with a left-hand menu that allows drivers to pick from a variety of submenus. One of the cuter touches is pet mode; it keeps the car cool and has a temperature reading and a message on the screen for passersby: “My owner will return soon.”
Similar to a Tesla, the Polestar 4 has pet mode, which keeps the car at a certain temperature and posts an image on the screen of that temperature to let those walking by know that your pet is fine.Doug Firby/The Globe and Mail
The battery pack is rated at a usable 100 kilowatt hours and can be charged at a rate of up to 200 kilowatts on a DC fast charging connection. Polestar estimates it can charge from 10 to 80 per cent in 30 minutes. You’ll want that quick charge because range is estimated at just 499 kilometres in single-motor and 451 kilometres in double-motor configurations.
While the performance pack is the dragon-slayer – with claimed acceleration of 0–62 miles an hour (0–100 kilometres an hour) in 3.8 seconds – I found the single-motor configuration to be surprisingly spirited. It weighs about 150 kilograms less than the dual-config version, has plenty of passing power and better range. My more practical side is drawn to the fact that it won’t eat through tires the way the dual-motor model is likely to and is thousands of dollars cheaper. But then, I don’t think I’m in the target demographic.
If there is a downside to this refined and fun performance coupe, it’s the price. The two-motor model is in the mid-$60,000 range and a fully loaded dual-motor version is well into the $80,000 range. The entry price puts it squarely up against established EVs in 4WD form, such as the Tesla Model Y, Cadillac Optiq and Genesis GV70. It seems Polestar hopes its Swedish heritage justifies the premium.
The Polestar 4 will be sold through select Volvo dealerships in Canada (not all have signed on). Models are expected to arrive in December.
With its fastback shape and price, the Polestar 4 competes directly against the Tesla Model Y.Doug Firby/The Globe and Mail
Tech specs
2026 Polestar 4
- Price range: $64,900 - $82,500, plus destination fees of $2,800
- Motor: Electric, single or dual-motor
- Horsepower / torque (lb-ft): Single motor - 272 / 252; Dual motor - 544 /507
- Transmission / drive: single speed RWD/AWD
- Power consumption (Le per 100 kilometres): 2.4 city, 2.6 highway in single-motor; 2.6 city, 2.9 highway in dual-motor (NRCan)
- Curb weight (kilograms: Single - 2,230; Dual - 2,355
- Alternatives: Audi Q8 e-tron, Tesla Model Y, Porsche Macan EV1, Genesis Electrified GV70, Cadillac Optiq, BMW iX3/X4 and Mercedes-Benz GLC Coupe
The writer was a guest of the automaker. Content was not subject to approval.
Shopping for a new car? Check out the new Globe Drive Build and Price Tool to see the latest discounts, rebates and rates on new cars, trucks and SUVs. Click here to get your price.