Polestar 4 vs Volkswagen Polo

What's the difference?

Polestar may be a Tesla rival but the Polestar 4 looks and feels much more premium than the Model Y. The brand has taken its time to get the cabin just right and the sustainable materials don’t feel cheap in any way. In fact, this car feels special.

I may not be a fan of some of the tech - the digital rear-view mirror, for example - but many people will be drawn to the car because of these features.

On the road, the Polestar 4 is a cracking EV, with excellent driving range and a fun factor that can’t be denied. That aftersales offer is just the cherry on the cake.

This is Polestar’s best chance yet of being accepted by the masses.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The Polo GTI faces tough competition in the form of Hyundai’s recently arrived, very good, and well-equipped i20 N, as well as Ford’s sleek and super-capable Fiesta ST. But as mentioned at the start, VW occupies the hot-hatch high ground with the GTI badge, and this upgraded Polo is loaded with features, dynamically outstanding and on the leading edge in terms of safety. Time will tell if the higher price, higher spec strategy is the right one, but there’s no doubting this updated Polo GTI is a compelling package.  

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

Polestar pitches itself as a design-led brand and so far that checks out. The Polestar 2 is a striking sedan, the 3 is a bold, boxy, big SUV and now the 4 is the latest sexy addition to the range.

As mentioned, it is technically a medium SUV but it has a distinct fastback look. Polestar calls it a coupe-SUV. Whatever it is, it looks smashing in the metal.

The sleek silhouette pairs nicely with the split LED headlights and low-set front end. While there is an elevated ride height, it manages to sit low enough to the ground to look sporty.

The most interesting angle of the Polestar 4 is the rear. This car does not have a rear windscreen. The tailgate is made up of aluminium panels instead of glass, but the massive panoramic roof stretches back to the top of the tailgate.

The squared-off rear sits up high and houses gorgeous tail-lights that span the width of the car. Even though the rear is controversial given the lack of window, it’s probably the Polestar’s best angle. It’s unique and striking.

The Polestar 4’s interior design is best described as stylish minimalism. It is much more interesting than Tesla’s appliance-like cabin design, and it’s clear a lot of thought has gone into the interior. There are virtually no buttons which helps the look, but that can impact practicality. 

The integrated air vents look stunning as does the flat-bottom steering wheel.

A mix of whites, and light and dark grey materials are broken up by pops of colour like gold seatbelts. 

Recycled material is found throughout including the floor mats, dash toppers and seat upholstery, some of which is inspired by the fashion and sportswear industries. But being Polestar, it’s with a sustainable twist.

Not exactly a massive change to the exterior of the Polo GTI with this mid-life refresh, but sharp-eyed car spotters will notice a new front bumper treatment including a revised lower grille, defined by a body-coloured border and flanked by LED driving lights.

The headlights have also been reshaped to mark the arrival of standard matrix LED beams, with the signature horizontal red keyline moves from the centre to the bottom edge of the upper grille. A continuous LED strip across the nose stands the car apart after dark.

Previously part of the GTI’s ‘Luxury Pack’, the ‘Faro’ design 18-inch alloys fill the wheel arches nicely, and overall the car’s compact, tightly wrapped body and finely chiselled lines are familiar.

At the back, the LED tail-light clusters have been extended laterally into the hatch door, but the car’s fundamental shape is unchanged. 

Inside the dash layout is the same, although the centre of the sports steering wheel has been massaged into a more organic shape with the airbag/horn now an oval rather than a circle.

The rest of the interior is relatively understated in typical VW fashion, the neatly sculpted sports seats trimmed with traditional ‘Clark’ tartan cloth on the cushion and backrest centres. And ‘Kings Red’ inlays in the dash, centre console and front door trims, are a reminder of the car’s heritage and sporty intent.

Sliding into the driver’s seat, the first thing I notice is how high the centre console sits. This is clearly a Polestar thing because it’s similar to the 2. This adds to the sporty feel of the cabin, but I don’t know if it needs to be that high.

It does however liberate a massive amount of storage space under the console. You could fit a handbag, shoes or other items there, and Polestar offers accessories like bicycle-esque bottle holders. 

There’s more storage in the smallish central bin which also houses two USB-C ports, a half-hidden phone charging pad, and door bins that will fit a larger bottle, but only lying down.

The seats are comfortable and the cloth-like sustainable material in the Singe Motor grade looks great, but it can grip on to clothes a little. The perforated Zinc-coloured ‘animal welfare’ Nappa leather in the Dual Motor is stunning and probably what I would opt for. Which is rare given I am no leather fan. But whatever the material, there’s a decent amount of support on offer. 

If you opt for the Nappa upgrade ($7000) you get Harman Kardon speakers embedded in the front headrests. It’s an interesting addition but it sounds quite cool when you realise where the sound is coming from.

Aside from the ‘play’ dial on the console, there are very few visible buttons. Meaning every function is housed in the central 15.4-inch landscape digital display.

I recently spent some time in another new Geely Group product - the Volvo EX30 - which has a similar set-up.

Thankfully, the menu is easy to navigate and the main screen is split between nav (running Google Maps of course) and up to four other functions, including apps like Spotify, a quick link to often-used controls and whatever else you want to customise.

Aside from the visually appealing graphics and colours, the display is crisp and easy to get your head around. The air con is easy to access and you use the screen to change the direction of the vents, which oscillate on the passenger side. 

The ambient lighting which is solar system themed is pretty cool, too. You pick the colour by planet. And the ‘Hey Google’ command appears to work well.

However, functions like opening the glove box should still be a physical button. There is no reason it needs to be housed in the screen. Also, adjusting the exterior mirrors and steering wheel required a lesson from the Polestar team. You can do it via the screen, or by using the smart controls on the steering wheel that change depending on what function you need. 

Again, this is very clever tech, but is it that necessary? Just because Tesla does something, doesn’t mean every other EV brand on the planet needs to follow suit. 

Then we get to the digital interior rearview mirror. While the lack of a rear windscreen does not impact the look of the car negatively, it’s another element that feels like tech for tech’s sake. Is there really enough of a benefit to interior space to justify this radical change to the car?

The display is clear but when you look at it then the exterior mirrors, the object in the display seems closer than the mirrors. There’s also no washer for the camera, with Polestar suggesting the angle means it doesn’t need one. The question remains, what happens if it malfunctions? 

I realise you can’t see out the back of plenty of vehicles, like trucks and, often, delivery vans. It’s also something you have to navigate when you pack your car full of gear for holiday and can’t see past all the luggage. And I appreciate many more people will be drawn in by the tech of it all. But for me it remains the answer to a question no one asked.

Moving to the rear, the slightly bucketed seats are plush and supportive and there is acres of legroom thanks to the Polestar 4’s 4.8-metre wheelbase. It is a spacious cabin no doubt, but the placement of the battery pack under the floor means your knees sit up higher than they would in an ICE car. It’s a similar phenomenon in Tesla models. There’s also no toe room under the front seats. 

You can, however, recline the rear seats slightly, making for a more relaxed vibe back there. There are amenities like rear digital climate controls, more USB-C ports, chest and knee-level air vents, and a fold-down arm-rest with cupholders, but big bottles won’t fit in the doors.

The boot appears shallow but there is under-floor storage where you can house the charging cable as well as flatter items. All up you get up to 526 litres of cargo space (that includes 31L under-floor), increasing to 1536L with the 60/40 split rear seats folded, while a front cargo space swallows 15L.

Polestar only offers a tyre repair kit for the 4, so no temporary spare. 

At just under 4.1 metres long the Polo GTI is a decidedly compact hot hatch, but thanks in no small part to a relatively lengthy (2.6m) wheelbase, interior space is impressive.

The driver and front passenger have plenty of breathing room, and the rear is remarkable. At 183cm, sitting behind the driver’s seat set to my position, I enjoyed ample legroom, and more than enough headroom.

Width is another story, because while two adults will be fine in the back, there isn’t enough space for three to sit in comfort for any length of time. 

Storage options in the front include a small lidded box between the seats (which doubles as an adjustable armrest), two cupholders and various oddments spaces in the centre console, as well as the wireless charging bay in front of the gearshift. 

There are also pockets in the doors with room for (medium) bottles, a decent glove box, a shallow drawer under the passenger seat, and an overhead drop-down tray for glasses.

Map pockets on the front seat backrests, and small bins in the doors add extra practicality, but there’s no fold-down centre armrest or individual ventilation control for rear seaters. 

For connectivity and power, there are two USB-C ports in the front, plus another two in the rear, as well as a 12-volt socket in the front centre console.

Boot space is a healthy 305 litres (VDA) with the 60/40 split-folding rear seats upright, that number growing to 1079L with them folded down. 

Tie down anchors are handy for strapping loose loads, while shopping bag hooks help keep smaller bundles under control. And be aware, the spare is a space-saver.

Headline news is the Polo GTI’s before on-road costs price has gone up by close to 18 per cent, from $32,890 to $38,750. 

Why? More standard equipment; some new things and other previously optional features now included in the base price.

The aim is to bring the car into line with the specification the majority of customers are ordering, because Volkswagen believes the days of a ‘price leader’ Polo GTI are behind it. That is, pique a buyer’s interest with a keenly priced but relatively sparse base model, and they invariably add options once engaged in the process.

So, the Polo GTI has put a price gap on its two key competitors, the Ford Fiesta ST ($32,290) and Hyundai i20N ($32,990), but it’s now loaded with a whole lot of fruit for the money.

The new bits are ‘Matrix’ LED headlights, a centre airbag, and 18-inch alloy rims (up from 17s), while the elements moved from the options list to the standard equipment column are assistance features bundled under the ‘IQ.Drive’ umbrella including, blind-spot monitoring, rear cross-traffic alert, front parking sensors (joining those in the rear), ‘Park Assist’, adaptive cruise control, and auto-folding exterior mirrors.

Also included in the GTI’s base price are the ‘IQ.Light’ matrix LED headlights, ‘Dynamic Light Assist’ (auto low to main beam switch with light profile adjusted to avoid dazzling cars ahead or oncoming), ‘Premium’ LED tail-lights (with dynamic indicators), metallic paint ($600 on the Polo Life and Style), LED driving lights, dual-zone climate-control, front and rear carpet mats, ‘Digital Cockpit Pro’ (incorporating nav and phone functions), ambient interior lighting, wireless device charging, and sports front seats.

Then you can add ‘Discover’ nav in the 8.0-inch media touchscreen set-up, auto headlights, rain-sensing wipers, ‘Manoeuvre Braking’ (low-speed rear AEB), an auto-dimming rearview mirror, leather trim on the sports steering wheel, gearshift and handbrake lever, and six-speaker audio.

A ‘Sound & Tech Package’ is available for the GTI ($1500) incorporating a 9.2-inch multimedia screen, and a Beats branded premium audio system (digital eight-channel amp, 300 watts).

A Panoramic glass sunroof ($1500) is also offered, and premium metallic paint adds $300.

The battery electric Polestar 4 comes with two powertrain options. 

As its name suggests, the Long Range Single Motor has one motor driving the rear wheels only, and it pumps out 200kW of power and 343Nm of torque. That’s enough to help propel the SUV from zero to 100km/h in 7.1 seconds, on the way to a 200km/h top speed. 

The Long Range Dual Motor has a second motor on the front axle for all-wheel-drive grip, and the power and torque is bumped to 400kW and 686Nm, respectively. You’ll get to 100km/h a lot quicker at 3.8 seconds, too.

The Polo GTI is powered by a version of Volkswagen’s 2.0-litre (EA888) four-cylinder turbo-petrol engine, driving the front wheels through a six-speed dual-clutch auto transmission.

The iron block/alloy head unit uses direct- and port-injection, variable valve lift on the intake side, and variable valve timing on the intake and exhaust sides to produce maximum torque of 320Nm from 1450 to 4390rpm, at which point peak power of 147kW takes over from 4390-6000rpm.

The Polestar 4 uses a 400-volt, 100kWh lithium-ion battery.

The Long Range Single Motor has a healthy EV driving range of up to 620km on the WLTP standard, and energy consumption ranges from 17.8 to 18.1 kilowatt hours per 100 kilometres.

Range in the Dual Motor drops to a still very useful 590km and efficiency sits between 18.7 and 21.7kWh/100km.

We were in and out of different grades at the launch so didn’t capture real-world efficiency but we will when we do a full review soon.

AC charging is at a rate of 11kW, but if you opt for the $8000 Plus Pack that increases to an impressive 22kW which ensures a zero to 100 per cent home charge (32-amp) in just five and a half hours.

DC charging capacity is up to 200kW and Polestar says you should be able to get from 10 to 80 per cent full in about 30 minutes. 

These add up to solid figures for the price and segment. 

It comes with a type 2 and CCS2 charge port and a home charging cable.

VW’s official fuel economy figure for the Polo GTI on the combined (ADR 81/02 - urban, extra-urban) cycle is 6.5L/100km, the 2.0-litre turbo four emitting 150g/km of CO2 in the process. Not bad for hot-hatch with this kind of performance. 

Minimum fuel requirement is 95 RON premium unleaded and you’ll need 40 litres of it to fill the tank. Using the official consumption figure that translates to a range of 615km.

Some EVs tend to blend into one another when it comes to the drive experience. Thankfully, that’s not the case with the Polestar 4, which is the fastest Polestar model to date.

I drove the Single Motor and Dual Motor with the Performance Pack back to back, and both hold appeal for different reasons. 

The Single Motor is the everyday Polestar 4 and it is the one I would choose. There is ample power and torque on offer and that 7.1-second 0-100km/h sprint time is nothing to be sniffed at.

Riding on the standard 20-inch aero wheels with a high sidewall, the Single Motor is composed with a comfortable ride quality. The drive from Adelaide via various winding and pockmarked roads to the Barossa Valley highlighted how well the Single Motor can handle these sorts of surfaces. It’s not as comfy as a Camry, but Polestar has ironed out most of the firmness.

Steering feels light but super sharp in the Single Motor and while there is a hint of body roll, it is still exceptionally capable on the twisty stuff. It also doesn’t feel anywhere near its 2230kg kerb weight.

The Dual Motor is a different beast, especially when paired with the Performance Pack. That pack adds, among other items, Brembo brake callipers and a ‘Polestar Engineered’ chassis tune.

It is brutally quick from a standing start. Like ‘pull your face back’ quick. Zero to 100km/h in 3.8sec to be precise. It’s a hoot, but it is much more than just a straight-line speed machine. 

The Dual Motor carves up corners, again with slight roll, but it has no business being this sharp given its dimensions and weight. We sprinted (safely) through bends better suited to a tiny performance hatch with ease. 

You can adjust the chassis to your preference. Suspension runs from 'Standard' to 'Nimble' and 'Firm', and steering is either Standard or Firm, the latter adding quite a bit of weight to the steering. Power delivery is either 'Range' or 'Performance'. Obviously, the latter is the most fun. 

Even in Standard suspension mode, the ride is much firmer than the Single Motor, which isn’t helped by the massive 22-inch wheels. It is, however, never unbearable. In fact, it’s more than fine on some of the average roads we encountered. 

The Polestar 4 is well insulated, ensuring a hushed cabin. 

The Polo launch drive program covered around 150km of city, suburban and freeway running from inner Sydney, through twisting B-roads to the city’s south, and sprawling semi-rural areas further west, topped off with a closed track session at the Luddenham Raceway.

Weighing in at a fraction over 1.3 tonnes, with 147kW/320Nm sent to the front wheels, the Polo GTI is capable of sprinting from 0-100km/h in 6.8 seconds, which is satisfyingly quick.

And the 2.0-litre, four-cylinder turbo-petrol engine’s dyno sheet must be a thing of beauty with maximum torque available from from 1450 to 4390rpm, and peak power picking things up at precisely the end of that plateau, remaining on tap all the way to 6000rpm.

So, mid-range punch is always there, and the six-speed ‘DSG’ dual-clutch auto delivers rapid, precise shifts, with wheel-mounted paddles dialling up the fun factor when you want to shift ratios yourself.

Combined engine and exhaust noise is agreeably rorty without tipping over the annoyance threshold, although the high-performance 215/40 Continental ContiSportContact rubber transfers a fair amount of rumble on coarser surfaces.  

The base suspension set-up is strut front/torsion beam rear, with the standard ‘Sport Select’ system built around switchable dampers, offering the choice of ‘Normal’ and ‘Sport’ modes. 

Normal is nicely composed with comfy compliance over longer undulations as well as higher frequency bumps and dips. But if the red mist descends and you’re ready for some fun the (noticeably firmer) Sport setting buttons everything down that bit more. 

As well as the damping, throttle response is faster, the DSG picks up the pace as does the steering. Even the exhaust is enhanced, although it’s via the synthetic ‘Sound Actuator.’ Boo!

Balanced and predictable in quick cornering, the Polo GTI’s electro-mechanically assisted steering is precise and beautifully weighted, with great road feel. And the car’s ‘Extended Differential Lock’ uses the traction control and braking systems to minimise wheel spin, maximise traction, and help limit understeer.

On top of all that, the carefully sculpted sports seats deliver secure location without compromising comfort, and the grippy sports wheel feels great.

Braking is by ventilated discs at the front with solid rotors at the rear, and even under the pressure of a flat-out track session (moderated with the help of some admirably patient tame racing drivers) they remained progressive and firm.

In more civilised surroundings the Polo’s size and excellent all-around vision (not to mention a clear reversing camera) make it a cinch to park. The combination of on-screen touch controls, and physical dials for the multimedia system is welcome. And the connection for Apple CarPlay and Android Auto is wired or wireless which is handy for those who prefer the surety of a wired connection or the flexibility of one less cable in their life.

The current Polo scored a maximum five-star ANCAP rating when it launched in 2018, and it must have been tempting for VW to save more than a few euros by side-stepping active and passive safety upgrades in this refresh.

But, bravo, it didn’t, the German giant re-submitting this updated version for assessment against more challenging 2022 criteria.

The GTI is loaded with a raft of crash-avoidance tech under the umbrella of ‘IQ.Drive’, including AEB (with cyclist and pedestrian detection), lane-keeping assist (with lane departure warning), ‘Multi-Collision Brake’ (automatically slows the car after a collision, reducing the chance of a secondary impact), driver fatigue detection, ‘Park Assist’ (perpendicular and parallel), front and rear parking distance sensors, rear AEB (low-speed), a reversing camera (with static and dynamic guidelines), adaptive cruise control (with speed limiter and distance warning display), and tyre pressure monitoring.

If, despite all that, a crash is unavoidable there are seven airbags on-board - driver and front passenger (front and side), front centre, and full-length side curtain.

A front centre airbag is the solution many manufacturers are using to meet ANCAP’s recently introduced, tougher criteria around head clash injuries. 

There are three top tether points across the rear seat for child seats and/or baby capsules, with ISOFIX anchors on the two outer positions.

Covering the Polestar 4 is a five-year, unlimited kilometre new-vehicle warranty, and an eight year, or 160,000km battery warranty. 

Complimentary roadside assist covers you for five years too.

The service schedule is every two years or 30,000km.

But the big news is that Polestar won’t charge you a cent for servicing for the first five years, or 100,000km of ownership, whichever comes first - it’s complementary.

This is an outstanding aftersales offer.

Volkswagen Australia covers the Polo GTI with a five-year/unlimited kilometre warranty, which is now the volume market standard.

The paint is warranted for three years/unlimited kilometres, “Through Corrosion” is covered for 12 years/unlimited kilometres, and 12 months roadside assistance is included.

Servicing is required every 12 months or 15,000km, with prices over the first five years ranging from a low of $455 to a high of $1498, the average per service coming out at $701, which is a pretty solid number.

Capped price servicing is available, however, over five- and three-year plans. Paying up-front for five years results in a $765 saving over pay-as-you-go.

A nice side benefit is the ability to fold servicing costs into the vehicle’s financing at the time of purchase, and the plan is transferable if you decide to sell the car before the five or three years is up.