The Polestar 4 is the EV with no rear window, and reviewer Gjeebs spends a full road trip deciding whether that gimmick sinks it. It does not. The car swaps the usual mirror for a roof-mounted camera feeding a digital display, rides on a 100 kWh battery, and in this dual-motor form makes 544 horsepower with all-wheel drive. The video pegs the tester at around 65,000 dollars as equipped, with the dual motor starting near 62,000, and notes Polestar is currently advertising 10,000 dollars off both the single and dual motor cars as of June 2026. The surprise, the reviewer says, is not the missing window but the range. A car rated for 280 miles quietly did better than its own dashboard promised.
What stands out here is less the spec sheet than the pricing climate around it. Polestar is owned by Geely, the Chinese group that also sits behind Lynk and Co and Zeekr, and the reviewer is candid that the car feels closely related to the Chinese EVs he has driven, in a good way on software and screens. The real buyer consideration is the charging port. In 2026, with much of the US standardizing on the NACS connector used by Tesla's Supercharger network, the Polestar 4 still ships with a CCS port and relies on an adapter, which the reviewer flags as a genuine annoyance. The broader backdrop is a market where deep EV discounts and direct-sales price cuts have become common rather than exceptional, so a 10,000 dollar incentive says as much about how the segment is selling as it does about this specific car.
On the drive, the video reports the car started the day showing roughly 240 miles in its dynamic estimate but covered about 270 miles on a hilly round trip to Sedona and still had range to spare, which the reviewer reads as real-world numbers closer to 300 miles and a car that underrates itself. Observed efficiency came in around 36.6 kWh per 100 miles against a 40 rating, the video says. Charging was more ordinary. A 10 to 80 percent session took about 33 minutes and added roughly 196 miles, peaking near 168 kW rather than the quoted 200 kW maximum, with a sharp drop after 30 percent. The reviewer praises the ZF adaptive suspension, the drive-mode tuning, and the infotainment, but dislikes burying climate and mirror controls in the touchscreen and the lack of cooled seats on a car he says stickers around 67,000.
A few cabin details round out the picture, all from the video. The reviewer likes the genuinely useful EV touches, a keep-climate setting and an animal mode for pets left in the car, plus a built-in dash cam and an Apple CarPlay feed that can fill the driver display. He is less kind to the touchscreen dependence, singling out swing-mode air vents and percentage-based mirror adjustment as solutions to problems physical controls already solved. He also notes the pilot-assist lane-change feature behaved inconsistently on his drive and that he switched it off, while leaving the rest of the driver aids on. The comfort package, he says, adds the cooled and massaging seats the base car goes without, which only sharpens his complaint about the standard car's price.
Bottom line: This is a more compelling car than its odd back end suggests, and the honest takeaway is that the range and ride do the convincing while the price does the deterring. At full sticker, the missing cooled seats and the adapter-only charging are hard to forgive near 67,000 dollars. With 10,000 off and a direct, no-haggle sales model, it edges into the conversation against a Model Y or a Mustang Mach-E. If you can live without a rear window and want something that does not feel like everything else, it earns a look. Wait for the incentive, not the sticker.
Commentary on a third-party video. Figures and claims are as presented in the source and have not been independently verified. Spotted an error? Tell us and we will correct it.