Drive Review of the 2026 Polestar 4 -- An SUV Coupe With Big Power and Loads of Tech

All wheel drive comes courtesy of two electric motors, one mounted on each axle. Each identical in power and torque, delivering 268 horsepower and 253 lb.-ft of torque. If you get the Long Range Single Motor, that’s your peak output and it goes to the rear wheels. Dual motors, logically enough, double the figures to 536 horsepower and 506 lb.-ft of torque. By the way, if you see 544 horsepower advertised, that’s metric horsepower, which is 1.4% different from U.S. SAE power figures. Regardless of motor count, every Polestar 4 uses a 100 kWh, lithium-ion battery pack, good for 310 miles of range for the single motor, 280 for the dual motor. 

Most striking about the 4, however, is its lack of a rear windshield. A strip of black plastic paneling, followed by more body color paneling replaces it. Polestar says forgoing the need to install glass in the back improves space and comfort for second row passengers. To replace the glass, Polestar mounted a total of nine cameras around the car to give a board, robust, high-definition look around the entire car. Of course the rearview mirror, doubles as a screen, but the real view comes via the 15.4-in center display, which made me forget about the lack of rear windshield after mere seconds. Ironically enough, the entire roof is made from glass. 

Of course, having over 500 horsepower to play with helps as well. Polestar claims the dual motor version of the 4 reaches 60 mph from rest in 3.7 seconds. And based on a few stabs of the pedal, I have no reason to doubt. The 4 is responsive and quick. You’ll reach triple digits speeds in a jiffy, smiling ear-to-ear. Base price for the single motor starts at $57,800, going dual motor adds $6500 to the cost, starting at $64,300.

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For those who would rather read words than watch video, a transcript, cleaned up by AI and edited by a staffer, is below.

[Image: Robin Warner/YouTube screenshot]

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Transcript:

This is the 2026 Polestar 4, a new crossover SUV coupe from Polestar. It has two rows, two motors, and no rear windshield. Regular viewers will notice right away that I’m not on my usual route or even in my usual state. I’m a guest of Polestar outside Austin, Texas, getting some time behind the wheel of the new Polestar 4. So far, it’s been pretty interesting.

There are two powertrain options: a single rear-motor version and a dual-motor all-wheel-drive version. I’m driving the dual-motor model, which means I get that immediate electric motor response—and plenty of it. But beyond the powertrain, is the Polestar 4 compelling as a vehicle? Let’s find out.

I review all kinds of cars, and I have fun doing it every time. Please subscribe and join me. I’ll put the base price of the single-motor Polestar 4 on the screen now. It’s less expensive than the Polestar 3. It’s also a newer vehicle, though it doesn’t sit above the Polestar 3 in the lineup. I’ll also put the price of the dual-motor Polestar 4 on the screen.

Now let’s pull over and take a look around the outside and inside of this new Polestar.

Walkaround

At the front, the Polestar 4 is visually wide, and it’s actually wide as well. There are plenty of sensors up front, but the overall look is clean. I like the size and placement of the Polestar logo. So many vehicles are ending up with oversized, overwrought logos on the grille. Here, it’s just clean body color, a front camera, and a sensor positioned low where it doesn’t stand out.

Polestar went with a bifurcated headlight design, and it works well. The upper panel houses the daytime running lights and turn signals, while the main beams are tucked lower. There’s also a small but functional vent that channels air around the front wheel to reduce pressure in the wheel well.

This is an electric car, so yes, it has a frunk—but it’s not very large.

Under the Hood

There’s a lot of space under the hood, but only a small storage compartment, slightly offset from center. It’s maybe a cubic foot or two—useful, but limited.

Walkaround Continued

In profile, the Polestar 4 looks more like a sedan than an SUV, though it’s just tall enough that I’ll let Polestar call it a crossover SUV coupe. The sloping roofline runs all the way to the rear.

You’ll find front, side, and rear cameras integrated into the body. The car clearly advertises its 100 kWh battery pack and 400 kW of power. Charging is handled through a CCS-style port, not NACS, though an adapter will be available. There’s also a clear charging status indicator.

I’ll put the dimensions on screen, and there’s more detail in the description. The standard wheel size is 20 inches. This car has optional 21-inch wheels, and you can go up to 22 inches.

At the rear, things get especially interesting. There is no rear windshield. Instead, there’s a light bar, a full glass roof extending over the cabin, and multiple cameras—but no rear glass. That means you rely entirely on cameras to see what’s behind you. It sounds odd, but the system actually works quite well. Polestar says removing the rear glass allowed them to increase second-row space, which we’ll look at shortly.

Cargo Space

Opening the rear hatch reveals a healthy amount of cargo space. There’s a 12-volt power outlet, a small net, and additional storage under the floor. That lower space is currently occupied by the charging cable. The rear seats have a 60/40 split and can fold down for extra room. A small opening between the seats provides visibility into the cabin, which is an interesting touch.

Now let’s check out the second row.

Second Row Comfort and Features

The rear door panels feature a cloth-like material, and the sound system is noticeable back here as well. Space is generous. I’m 5 feet 11 inches tall, and I have decent knee room. Toe room is a bit tight, though raising the front seats should help. The seat bottoms aren’t as high as I’d prefer, but they’re tilted slightly, which improves comfort. Overall, my knees are at roughly a 90-degree angle.

Headroom is excellent. Rear passengers also get a 5.7-inch screen for climate and media controls, a padded center armrest, and a pair of USB-C ports.

Now let’s move to the front.

Front Seat Comfort and Features

The door controls are familiar, with space for a water bottle. The seats offer plenty of adjustment, including seat height, thigh support, and lumbar control.

Up front, there’s a digital instrument cluster measuring just over 10 inches, along with a 15.4-inch landscape-oriented center display. Like other Polestar models, it runs Android Automotive OS, and it works well.

Because there’s no rear windshield, the rearview mirror display shows a camera feed. Turn it off, and you’re left with a conventional mirror view—mostly rear seats and headliner. On its own, that’s underwhelming. But when you shift into reverse, you get a high-resolution 360-degree view of the car’s surroundings, along with a clear backup camera image. Shift back into drive, and a forward-facing camera view appears.

What the Polestar 4 lacks in glass, it more than makes up for with camera coverage, and it’s genuinely impressive.

Inside, you’ll also find a wireless charging pad, a physical volume knob, cupholders, lower center-console storage, and additional USB-C ports. The touchscreen offers extensive customization, including shortcuts, vehicle settings, driver assistance features, and climate controls. There’s also an optional head-up display.

But let’s get back to driving.

Drive Review – Powertrain

I’m driving the dual-motor Polestar 4, which produces 400 kW, or about 544 horsepower. Torque is split between the front and rear motors. The single-motor version is rear-wheel drive with half the power, but it uses the same 100 kWh battery pack. That allows for over 300 miles of range in the single-motor version, while the dual-motor model is estimated in the high 200-mile range.

Rather than traditional drive modes, the Polestar lets you adjust individual parameters like throttle response, steering weight, suspension feel, stability control, and one-pedal driving. I like this approach. It lets you tailor specific aspects of the driving experience without affecting everything else.

There is a sport mode for stability control, which allows for a bit more wheel slip. Power delivery can also be adjusted. In range mode, acceleration is smooth and progressive. Switch to performance mode, and you get immediate, forceful acceleration. The response is excellent, making passing effortless and, frankly, a little entertaining.

Acceleration Test

From a complete stop, flooring the accelerator delivers strong, immediate acceleration, with even a hint of wheel spin. Polestar defaults to rear-wheel drive bias, even in the all-wheel-drive version. Polestar claims a 0–60 mph time of 3.7 seconds, and that feels believable.

One-Pedal Driving

The Polestar 4 offers three levels of regenerative braking: off, low, and standard. Off feels like coasting in a gasoline car. Low adds mild deceleration. Standard enables true one-pedal driving, bringing the car to a complete stop if you lift off entirely. The pedal modulation is well done, allowing fine control over deceleration.

Ride and Comfort

The adaptive suspension offers three settings: standard, nimble, and firm. Nimble strikes a good balance for everyday driving. Firm noticeably reduces body roll and sharpens responses, while standard softens everything for a calmer ride. Steering weight is also adjustable, and the heaviest setting provides precise, confident feedback.

Despite its size and battery weight, the Polestar 4 feels composed, with a low center of gravity helping maintain balance. It’s more responsive than you might expect for a crossover-style vehicle.

Highway Driving and Noise

At highway speeds, wind noise is very well controlled, with only a bit noticeable around the mirrors. There’s no whistling or buffeting, and the cabin remains quiet. Road noise is average for an EV, but overall refinement is excellent. The suspension remains comfortable over rough pavement, and the seats and controls make it an easy long-distance cruiser. Battery consumption has also been reasonable during extended driving.

Conclusion

So what do I think of the Polestar 4? There’s a lot to like. The lack of a rear windshield is initially unsettling, but the camera systems work extremely well, and I quickly became comfortable with them. Styling is strong, continuing the design language established by the Polestar 3. Performance is there, ride comfort is there, and interior space—especially in the second row—is impressive.

Polestar made some unconventional choices here, but many of them work. The Polestar 4 is comfortable, quick, visually striking, and practical, though it does take some time to learn all the available settings. Overall, it’s a compelling and thoughtfully designed vehicle.

I’m Robin Warner. Thanks very much for watching.