Polestar 4 Coupe 400kW 100kWh LR DM Plus Performance 5dr Auto

Ten Second Review

The Polestar 4 claims to be a really creditably dynamic mid-sized EV. Particularly in this top Dual motor Performance form.

Background

For this test, we're going to get a bit beyond all the mild controversy surrounding the lack of a rear window in the Polestar 4. And concentrate on how creditable its dynamic aspirations really are. We didn't feel those too keenly in the Rear motor version we first tried. But the AWD Dual motor variant seems a more promising prospect with its adaptive suspension. And a Dual motor version fitted with the brand's optional Performance Pack ought to be better still ...

Driving Experience

This top Performance version of the Dual motor Polestar 4 doesn't actually come with any more power; but then, with 536bhp and 686Nm of torque already on offer from the standard Dual motor model, it doesn't really need it. what it does get is a package of 'Polestar Engineered chassis tuning', which also includes bigger Brembo brakes. Add this to the chassis, suspension and steering updates visited upon the Polestar 4 as part of a general update in Summer 2026 and what you should have is a much more agile, rewarding kind of Coupe-SUV. Adaptive damoping is standard and there's no doubt that this Polestar hides its prodigious 2,230kg kerb weight exceptionally well on twistier roads at speed. The 62mph sprint time takes just 3.8s, without too much cost to EV range - a class-respectable 367 miles. Maximum speed is limited to a quite un-EV-like 124mph. As for drive impressions, well we'll start with this Polestar's party piece first; you might wonder how you're going to adjust to manoeuvring about a car without a rear window. It actually doesn't take long at all. You won't want to stare at the 8.9-inch digital rear view mirror you get instead for very long, but then you shouldn't be anyway and it works well - with a 121-degree field of view. It can pan left and right when indicating, you can adjust the display's brightness and view to make it look reasonably natural and there's a standard surround view camera system for tight car parks. The brakes feel natural too, which isn't always a given in a segment where rivals often struggle to combine regen force with friction retardation. Two screen-selectable 'One Pedal Drive' brake regen options are offered, 'low' and stronger 'standard', which are all you really need. There are three steering weight options too but Polestar doesn't think you need any fake drivetrain sound effects. Unlike on the rear-driven version, you get drive modes - 'Range' and 'Performance' settings, plus Launch Control too.

Design and Build

This top Performance model sets itself apart with bigger 22-inch forged wheels; and gold accents for the brake calipers and the tyre valve caps. But the real visual talking point of the car is the same as for any Polestar 4 Coupe; the fact that there's no rear window. This is due to a repositioning of the header rail from its usual siting at the back of the roof to a position behind the rear passengers' heads - where the rear window would normally be. A roof-mounted camera that projects in the rear view mirror takes its place. Pressing a button turns that mirror into a regular one if you merely want to look at the back seat. Interestingly, there are conventional door mirrors, suggesting that Polestar's priority with this 4,839mm-long design wasn't to make this '4' class-leading slippery. It isn't: the drag coefficient is 0.269Cd, some way behind a rival Tesla Model 3's 0.208Cd figure. Finishing touches include a low nose, flush glazing, slim lights and retractable door handles. You might fear that the lack of a rear screen would turn interior of this car into a coal hole, but no. A huge standard-fit glass panoramic roof lights up the cabin with spectacular upward views and there's a smart back-lit panel stretching behind the seats. Rear headroom and kneeroom are excellent too. Polestar says a couple of 6-foot 2-inch adults will comfortably fit here and the back seats recline via buttons in the armrest, plus there's a rear seat touchscreen. It feels vastly more spacious than a Polestar 2, even though this '4' is only around 200mm longer. Up-front, where the only 'Performance' model addition lies with gold seat belts, there's a landscape-format centre screen, an Android Automotive 15.4-inch display layout that's supposed to give the cockpit a wider, sportier feel. That's complemented by a 10.2-inch digital driver's instrument display and a 14.7-inch head-up display (which in a typically Swedish touch displays in yellow when it's snowing). The dash is typically minimalist and thoughtful use of textures and lighting gives an up-market feel. There's no under bonnet 'frunk', so luggage must go out back, where there's a 526-litre boot, extendable to 1,536-litres.

Market and Model

You'll need from just over £71,000 for a Polestar 4 Coupe Dual motor Performance model. To give you some price perspective, the standard Polestar 4 Coupe Dual motor variant is priced from around £64,000, but with plusher 'Prime' spec (around which this flagship Performance derivative's equipment tally is based), you'd be paying around £68,000. If you were already going to pay that, then finding another £3,500 to get your Polestar 4 Coupe fitted with the brand's 'Performance' features might seem like money well spent. Mainly what you're paying for with this top variant is sharper-handling courtesy of Polestar Engineered chassis tuning and Brembo brakes, but you also get bigger 22-inch forged wheels; and gold accents for the seat belts, the brake calipers and the tyre valve caps. That 'Prime' equipment package is generous, including a Harmon Kardon sound system, a head-up display, illuminated star knit door cards, a rear control screen, 12-way adjustable seats with easy ingress/egress, reclining and heated rear seats, 3-zone climate control and a PM2.5 particulate filtration system. For the exterior, there's an illuminated Polestar logo, Pixel LED headlights with adaptive high beam and a power-operated tailgate with foot sensor. Standard safety kit includes Advanced Collision Avoidance, along with Forward Collision Warning, with specific Collision avoidance not only for other vehicles but also for cyclists and pedestrians. You also get a Lane Keeping Aid, Lane Departure Warning and Rear Collision Warning and Mitigation. Plus there's Cross-Traffic Alert with brake support, Blind Spot Information with steer assist, Oncoming Lane Mitigation and a Post-impact braking system.

Cost of Ownership

We gave you the EV driving range figure in our 'Driving' section - 360 miles for this top 'Dual motor' variant (compare against 379 miles for the 'Rear motor' version). A heat pump is standard allowing you to maintain range in really cold temperatures. Charging takes place via a fancy motorised charging door. This '4' model can DC charge at up to 200kW, which allows them to top up using rapid public charger from 10 to 80% in half an hour. There's 22kW AC home charging capability, which from empty to full requires 5 and a half hours on a 3-phase 22kW wallbox. If you've a more typical 7.4kW wallbox, you'll need almost twice as long as that. Bi-directional charging is also offered, which will allow you to power other electrical items from the vehicle. Polestar is very hot on assessing the carbon footprint of its cars and the '4' is supposed to have the smallest carbon footprint of any of the brand's models to date. Tested by the company's life cycle assessment process, this Dual motor model is supposed to have a cradle-to-gate carbon footprint of 20.3 tCO2e.

Summary

Polestar is still not quite ready to engage at the sharp end of the performance part of the mid-sized EV market. But if the uptake on this 'Performance' Dual motor model is significant, you can bet this Sino-Swedish maker will start thinking about it. For now though, it has nothing to approach really dynamic class entrants like the Hyundai IONIQ 6 N or the Kia EV6 GT, but if you don't need the ultimate power of contenders like those, this Polestar 4 Dual motor Performance model might be worth a look.