At first glance, this Polestar 4 might look identical to the version I tested last year (here’s the review). And in fact, it is: the design is the same, as is the overall layout.
But beneath the surface, there are a few updates—small on paper but substantial in everyday use. I’m talking about both hardware tweaks and software updates that have refined its on-road behavior. Improvements that mainly address the practical limitations I found in the very first version.
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A look tha doesn’t change
There’s no need to dwell too much on the aesthetics: the Polestar 4 remains identical, except for a new color—an elegant dark grey—and new interior details, especially regarding the design of the seat belts and some trims. Updates that apply to both the Polestar 4 and Polestar 2 (still our favourite, read here why).
What hasn’t changed at all is the absence of a rear window. It’s now a defining feature of the brand, replicated even on the much more expensive Polestar 5. In its place is a protected 3D dual-camera system that projects the image onto the interior rear-view mirror.
The cabin remains superbly finished, true to Polestar tradition: high-quality materials, solid assembly, frameless windows on all doors—overall, the perceived level is very high.
The real change, and one of the most important for me, concerns the steering wheel: physical buttons have arrived. Finally. On last year’s version, the buttons were soft-touch and often froze, making it practically impossible to adjust the digital rear-view mirror, steering wheel, automatic lights, and other key settings. Polestar went straight to the root of the issue: physical buttons—more comfortable, always responsive, and easier to use.
Also because now there are symbols explaining what each button is actually for.
The excellent Android Automotive infotainment system remains, with full Google Maps integration and a horizontal display—something Polestar 4 was the first in the brand to introduce.
And the difference is noticeable: it’s more comfortable to use, more similar to a real tablet, and it allows you to resize apps by giving more space to the one in use. Spotify, for example, can be expanded at will. Key information is also projected onto the instrument cluster behind the wheel, as usual.
Much better to drive, too
In my opinion, all the changes made are positive: Polestar has solved many of the practicality issues I highlighted a year ago.
As mentioned, the physical buttons greatly improve daily use, especially with sweaty hands in summer or frozen ones in winter. The feedback is more immediate and pleasant, and everything is clearer: the button on the left adjusts regenerative braking intensity and also lets you quickly disable the speed-limit alert—extremely convenient.
Adaptive cruise control with stop-&-go is intuitive and solid. And being a Polestar—so, Volvo world—no real explanation is needed: the ADAS systems are among the most advanced on the market. Overall, the Polestar 4 still requires using the central display for several settings, but thanks to the toggle-based logic, everything is more immediate.
Now let’s talk about the driving experience. A disclaimer: this isn’t a perfectly fair comparison, because the version I tested last year was the Performance model, with ZF suspension and a stiffer setup. This one is a Dual Motor Long Range, without the performance pack and thus more comfort-oriented. But even so, the on-road behavior has improved.
The suspension is now softer and more pleasant, the seats remain extremely comfortable, and above all, the steering has been improved via software: more sensitive, more precise, especially in the sportiest setting. Even the understeer—an obvious issue in my previous review—seems to have been mitigated.
The standout feature, as mentioned, remains: there is no rear window. It’s a design choice I’m still neutral about—I don’t find it annoying, but I don’t find it particularly innovative either. You get used to it. The camera is high-definition, but depth perception isn’t perfect, despite the dual-module system.
In winter, however, it becomes especially useful: it doesn’t fog up and stays perfectly clear. At night, visibility improves even further, and the wide-angle view is handy for maneuvering. In some cases, better than a traditional rear window.
Better response
No technical changes: this Dual Motor produces 544 hp, with an excellent 0–100 km/h time. Throttle response has improved tremendously: last year I noticed a slight delay, but now, in Performance mode, acceleration is immediate.
There are two driving modes:
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Performance, prioritizing power
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Range, prioritizing efficiency
Real-world range for this version is around 580 km, a figure that remains believable. Even on the motorway, with temperatures below 10°C, I covered about 350 km on a single charge—excellent for a dual-motor car weighing over two tons. Efficiency remains one of the strong points of the SEA platform on which it’s built—the only Polestar so far not sharing its base with Volvo (Polestar 1, 2, and 3) or having an internally developed one (Polestar 5).
