What’s this new car all about then?
Polestar's wackiest model has been repackaged into a big box of normal.
The Polestar 4 was one of the most talked-about cars of 2024, thanks to something it was missing: a back window. The argument went something like this: the rear header of the low roofline could be moved right back, liberating extra space for the rear occupants, while still bathing them in light from the enormous panoramic glass roof. Rearward vision was handled exclusively by a digital "mirror" with high-res camera feed from the back. Blowing people's minds might also have been a factor.
At some stage last year, Polestar quietly started referring to the 4 as a "coupe", and the reason was this: the 4 SUV. The coupe continues, but there's now a more coventional long-roof alternative. It has a back window and everything.
But is it really an SUV? Well, at least as much as the other model is a coupe.
“We've had a lot of feedback about whether this is an SUV," says Polestar New Zealand brand expert Bruce Fowler.
"We see it as the perfect car for NZ. When you look at the appeal of this model, it’s higher off the ground than a traditional sedan, but not as bulky or high as an SUV.”
The SUV is very close to the coupe in major dimensions and specification. It's the same 4840mm length and 2139mm width, just 22mm taller (but the roofline is higher across its entirety, even at the front) and the same 166-186mm ground clearance. In fact, there are just 42 new components required to create the SUV compared to the coupe.
It's as much about style as space, but there's still more of the latter in the SUV of course. It can carry 655 litres in the cargo area to the roof (including an underfloor compartment), compared to 526l for the coupe. There's a further 15l in the frunk in either body style.
You can still have the digital rearvision mirror ($2k) if you're planning to pack the back of your 4 SUV right up to the max. The other main option is a $3400 electrochromatic glass roof, with four sections individually adjustable for opacity.
The SUV is the first Polestar to be launched with vehicle to load (V2L) as standard. It also features camping mode and the roof rails can hold a dynamic 100kg, or 300kg static. So a roof tent is not out of the question.
The specification of the SUV mirrors the coupe. There's a single-motor RWD with 200kW/343Nm and a dual-motor AWD that does what it says on the tin: doubles outputs to 400kW/686Nm.
You can also upgrade the dual-motor to Performance specification, which brings Polestar Engineered chassis tuning with ZF active dampers, 22-inch wheels (2in up on standard models), Brembo brakes and Swedish Gold accents everywhere... as is the Polestar fashion.
The sticker on the front doors tells you a 100kWh battery still feeds the electric motors. The 4 remains on a 400-volt architecture (that's likely to be upgraded next year), but it still charges at a decent-enough peak rate of 200kW. Range is an impressive 630km for the single-motor and 600km for the dual motor, both slightly better than their coupe equivalents.
Fun fact: the Polestar 4 SUV is built in South Korea rather than China. The factory was also assigned left-hand drive coupes for the US market, just about the time America banned the brand for having software tied to China. But that's a whole other story.
The 4 SUV will likely be Polestar NZ's volume seller for the next year or so, until we see a new 2 (the previous model bowed out here after 2000 sales, in late-2025).
Newly appointed Polestar NZ country manager Daile Stephens says the timing is right for the 4 SUV, with a big focus on battery electric (BEV) powertrains in the mid-sized premium market.
"Last year, 49% was fully BEV, the lowest representation of ICE and the highest representation of BEV [in the premium segment]. Year to date, that's shifted again in a huge way: 73% BEV, showing the real opportunity for Polestar 4 SUV."
How much is it?
The prices of the 4 SUV mirror the coupe, too. The entry single-motor opens at $109,900, which is $10k more than the equivalent coupe. But the SUV has the Plus Pack (Harmon Kardon audio, Pixel LED lights, rear-seat touch screen, graphic head-up display) as standard, whereas that's a $10k option on the entry-level coupe. So it's even-Svens, really.
The dual-motor AWD powertrain is the same $119,900 in SUV or coupe, and the Performance option adds $10k in either case.
The different production base means there's a different colour palette for the SUV. The standard finish is Lightning (a silvery kinda thing), with Space (black), Stratus (our main photo car here) and Aurora (a very pale green) all an extra $1000.
Polestar's signature sparkly white Snow finish is $2000. A very pale blue called Ozone is only available on the Performance ($2k again); also exclusive to the flagship SUV are matte-finish versions of Stratus and Ozone, both $5k.
The only two colours directly shared with the Polestar 4 coupe are Space and Snow. Although the coupe colour choices of Magnesium, Electron, Storm are quite similar to certain SUV hues. You'd have to be a bit of a Polestar nerd and/or a colour nerd to really know the difference.
The standard interior upholstery is bio-attributed MicroTech (basically a synthetic trim sans the toxic nasties), but you can also have Tailored Knit in a lighter Mist colour ($2400). For the Performance, there's a no-cost upgrade to Nappa leather from Bridge of Weir in the Scottish lowlands that's all traceable and sustainably produced, as is the Polestar way. Go for that and you also gain front-seat massage, ventilation and head-restraint speakers.
What’s it like to drive?
Sportily superb as ever, and actually better than the 4 coupe... at least for now. Polestar spent 18 months refining the 4 chassis ahead of the SUV launch, and it now has sharper steering calibration, with new dampers, springs and anti-roll bar settings.
Those changes will also be rolled out to the 4 coupe for the 2027 model year.
Motorway comfort is outstanding, and it can certainly tackle tight Kiwi corners, although if you're really moving there's perceptible push-and-pull from the electric motors at each end on the AWD models; that's at maximum aggression though, and a common trait in fast EVs. Lots and lots of torque to manage.
We spent most of our launch-drive time in a dual-motor model, but previous experience with the coupe suggests the RWD might be the sweeter (if substantially slower) drive.
Polestar NZ says the early interest is in the top dual-motor Performance. That's usually the way with premium cars: buyers go from the top down. We'll have a full review of the 4 SUV-with-everything very soon.
What’s the pick of the range?
Given the standard dual-motor is still pretty sporty, with a firm ride, we'd argue you should look at the bookends: either the more sedate RWD (full disclosure, not driven in SUV form yet) or go all-out with the Performance. You do get a lot for your $10k with the latter.
What other cars should I consider?
There's plenty of premium-SUV competition in the EV space. BMW's impressive new iX3 stands out ($125,900), as does the forthcoming new-gen Volvo EX60 ($116,900-$125,990). Polestar importer NordEast probably won't mind if you buy one of those, given Volvo's also part of the Geely family.
There's a fancy new pure-electric Mercedes-Benz GLC 400 on the market ($128,990). Polestar also sees the Lexus RZ ($109,900-$134,990) and Audi Q6/SQ6 e-tron ($119,990-$129,990) as important rivals.
