Tesla Model 3 vs Polestar 4

What's the difference?

Tesla has done enough with the introduction of this Premium Long Range RWD variant to keep the Model 3’s head well and truly above water in an increasingly competitive segment. After more than six years it still looks good, with a pleasant cabin environment, plenty of performance and leading energy efficiency. Safety is top-shelf and it stands up well in terms of practicality and driving dynamics. 

That said, the ownership proposition is average, the determination to make so many functions screen-based is frustrating and the optional Full Self-Driving system is unconvincing. With the Model S and Model Y now discontinued globally it will be interesting to see how the Model 3 continues to evolve.

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.

After four years in market, a heavily upgraded version of the Model 3 arrived in Australia in 2023, the biggest visual changes being a reshaped bonnet, aero massaged overall profile and angular slimline headlights.

The boot lid now incorporates a lip spoiler and the tail-lights were remodelled to create a truncated, two-layer effect. And in true Tesla fashion, the standard 18-inch alloy rims are fitted with matt black-finish aero elements filling the gaps between the satin black wheel spokes. Two new body colours - ‘Stealth Grey’ and ‘Ultra Red’ - were recently added to the available palette. For reference, our test car's finish is 'Quicksilver'. 

It’s still clearly recognisable as a Model 3, but these relatively minor design changes have helped the mid-sizer keep up with the slew of sleek newcomers it now faces.

The interior was also given a substantial makeover, the expansive 15.4-inch central display screen backgrounded by an all-new wrap-around dash and revised console treatment, the former featuring a raised insert and the latter a two-device wireless charging station.

Introduction of this Premium Long Range RWD model also brought the small but significant addition of a physical indicator stalk on the left-hand side of the steering column, replacing buttons on the steering wheel. Big ergonomic tick for that.

Customisable ambient lighting lifts the tone, soft materials look and feel good and the doorcards, bins and armrests have been reprofiled into a more sophisticated arrangement.

Our test car’s dark grey and white synthetic leather trim combination lifts the mood as does light from the huge, two-panel glass roof. But beware, while white trim looks dazzling on the showroom floor it takes some extra work to maintain its schmick appearance in the day-to-day grind.

After seven years in market the Model 3 has aged well and still looks sleek and contemporary.

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.

At just over 4.7m long, more than 1.8m wide and a bit over 1.4m tall (with a 2875mm wheelbase) the Tesla Model 3 is a low-slung medium-size sedan. 

There’s plenty of space up front, a feeling enhanced by the standard panoramic glass roof and our test car’s white trim brightening up the cabin.

There are long, wide bins on the front doors with enough room for large bottles, a slim glove box (which opens only via an on-screen button, which is annoying) and a generous lidded storage box between the seats that doubles as a centre armrest.

The console houses two cupholders with another storage cubby ahead of them (both with sliding covers over the top) and the dual device wireless charging bay on the lower part of the dash under the media screen.

Switching to the rear, at 183cm I have a surprising amount of foot, leg and headroom when sitting behind the driver’s seat set to my position. The rear door aperture is surprisingly large which helps entry and egress.

Technically able to accommodate three passengers, the back seat is best for two full-size adults on anything other than a mid-length journey, although the flat rear floor helps ease pressure on the centre occupant.

There's a well-hidden fold-down centre armrest with cupholders, there are useful bins in the doors and hard shell map pockets on the front seatbacks.

The crisp 8.0-inch rear screen is a welcome entertainment option for back-seaters and there are adjustable air vents underneath it.

For power and connectivity there are two USB-C ports and a 12-volt socket in the front compartment, a USB-A in the glove box (mainly for dash cam and ‘Sentry Mode’ data storage) and two USB-C ports in the rear under the vents.

Boot space is a ample at 682 litres (the bootlid is adjustable for opening height) with an 88L ‘frunk’ in the nose. And if you need to tow a relatively light load like a box trailer or Jet Ski (or two) you can hook up a 1.0-tonne braked trailer (750kg unbraked).

While we understand it helps maximise battery space and reduce weight, we’re not on board with Tesla’s policy of providing a repair/inflator kit rather than a physical spare tyre. Even though this is likely to be a primarily urban cruiser, it’s not good enough. 

Then, there’s the Tesla app, an electronic Swiss Army Knife that facilitates everything from remote vehicle access and cabin ‘preconditioning’ to planning your route (complete with charging stops) and monitoring Sentry Mode (checking the vehicle’s surroundings and receiving alerts of potential threats).

The list of functions goes on and on, but suffice it to say the app is hugely handy. For example, ‘Dog Mode’ keeps the air con on with the car locked for the benefit of your four-legged friend and lets passers by know the doggo is safe via a bold message on the central screen. An internal camera, accessible via the app, lets you check-in remotely, too. Nice. 

Given its overall size and despite its conventional sedan configuration, the Tesla Model 3 offers efficient packaging and a heap of thoughtful features to enhance everyday practicality.

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. 

Polestar announced prices at the start of the year but the company lowered pricing by between $3000 and $4700 per grade ahead of the vehicle's arrival on Australian shores. That was enough of a drop to ensure it slides in under the Luxury Car Tax threshold.

Two grades are on offer initially, including the Long Range Single Motor real-wheel drive at $78,500, before on-road costs, and the Long Range Dual Motor all-wheel drive from $88,350.

Tesla’s Model Y starts at around $56,000 and tops out at about $83,000 for the Performance, so pricing for the Polestar 4 is aligned with something more premium. 

Other similarly positioned EVs include the Hyundai Ioniq 5 ($69,800-$91,300), Kia EV6 ($72,590-$99,590), Skoda Enyaq ($69,990-$83,990) and the Subaru Solterra ($69,990-$76,990).

In a smart move, both grades come with an identical standard features list. The key difference is the powertrain.

The healthy standard equipment list includes the Android Automotive operating system, 'Google Built-in', wireless Apple CarPlay, eight-speaker audio, a 15.4-inch multimedia display, solar system-inspired ambient lighting, eight-way power driver’s seat and six-way powered passenger seat, 20-inch aero wheels and the camera-based interior mirror that replaces the rear windscreen - more on that later. 

They also come with rain-sensing wipers, a digital key, keyless entry and drive, wireless device charging, heated front seats, digital radio and a panoramic glass roof.

There are a number of option packs available for both grades that bundle in features. The $8000 'Plus Pack' has the most features including increased AC charging from 11kW to 22kW, heated steering wheel and rear seats and a lot more.

There’s also a 'Pro Pack' ($2500), a Nappa leather upgrade ($7000) and the 'Performance Pack' ($7200) but that’s only available for the Dual Motor. There are also a number of individual options. 

While the 4 comes with a decent level of kit, features like a head-up display are only available in the option packs. This and a few other items should be standard at this price.

The Tesla Model 3 Premium Long Range RWD is powered by a single permanent magnet synchronous electric motor producing a handy 235kW and in excess of 400Nm.

It sends drive to the rear wheels only via a single-speed, direct-drive automatic transmission. 

Kerb weight is 1747kg and Tesla claims 0-100km/h acceleration in a rapid 5.2 seconds.

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.

Tesla claims a WLTP range of up to 750km for the Model 3 Premium Long Range RWD, the official EV term for which is… a lot. 

As mentioned earlier, at the time of the car’s local launch in October last year Tesla claimed it as the longest-range EV in Australia and at the time of writing nothing had arrived to change that.

Unlike the standard Model 3, which is powered by a CATL-sourced LFP battery, the Long Range RWD is fitted with a lighter, more energy dense NMC pack from LG with a total capacity of 82kWh (78kWh usable).

In terms of energy consumption, Tesla claims 12.5kWh/100km on the combined (urban/extra-urban) cycle and on test we experimented with liberal use of the accelerator pedal, higher than average freeway running and keeping the car constantly chilled during extremely hot weather, which resulted in an average of 15.7kWh/100km. 

Aside from that, more typical stop-start urban driving with occasional use of the ‘Chill’ (eco-focused) mode brings the number down to 13.1kWh/100km.

That’s an impressive performance, with even the upper test figure more than acceptable for a 1.75-tonne electric sedan.

Capable of accepting a 250kW fast charge, Tesla says the Model 3 Long Range RWD can take on 311km of range in 15 minutes, at that speed.

On a 150kW pylon we saw capacity go from 15-85 per cent (theoretically, 600km of range) in roughly 50min, although the charger fluctuated below peak output throughout.

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.

So, surprise, surprise, the Tesla Model 3 Premium Long Range RWD is quiet. But it’s quiet, even in the context of other EVs in this part of the market.

That’s thanks in part to acoustic glass in the front, rear and side windows as well as the dual-pane glass roof and the Bridgestone Turanza T005 EV tyres (235/45x18) featuring ‘B-Silent’ technology. Corny, but it works.

A kerb weight under 1.8 tonnes is relatively lightweight for an EV of this size and the Model 3 RWD is quick with 0-100km/h acceleration in a fraction over five seconds. There’s always plenty of pulling power under your right foot. 

Suspension is double wishbone front, multi-link rear and ride comfort is respectable rather than exceptional. Smaller bumps and irregularities find their way into the cabin but never to an alarming degree.

Steering sits in the middle-of-the-road between tactile and wooden, which is par for the EV course, although it's accurate and pleasingly progressive. Body roll, even in enthusiastic cornering, is modest. 

The physical brakes are ventilated discs front and rear although they don’t come into play all that often because the Model 3’s regenerative braking system is so good. Single-pedal operation soon becomes the norm. 

Our test car’s optional ‘Full Self-Driving (Supervised)’ will set you back $10,100 as a one-off payment, or $149 per month and Tesla says when using it, “Under your supervision, your car will be able to drive itself almost anywhere with minimal driver intervention”.

We engaged it for a 30km trip through suburbia, across the Sydney Harbour Bridge and into the city’s inner south. 

A rainbow-coloured magic carpet in front of the car graphic on the nav map tells you the system is engaged and although things went smoothly at first we soon sliced a bit off the inner oncoming lane as we turned right at a T-intersection, which was alarming. 

The system also has a consistent tendency to stick to the far right-hand side of the lane, stay five to 10km/h under the signposted speed limit and it continued to operate without my hands on the wheel, although I kept them there for 99.9 per cent of the drive (which is tiring when you’re not doing the steering).

Having been squeezed to the point where we couldn’t merge safely into a particular arterial road the nav took us on what’s known in the trade as a wild goose chase that had to be nipped in the bud. If I hadn’t known my way around it could have been a huge waste of time and (vehicle) energy. As much a nav issue as an FSD one, but overall, let’s just say, I’m not convinced.

Under the heading of miscellaneous observations, I’m not a fan of the on-screen gear position slider in place of a physical control. It’s needlessly fussy, although its ability to automatically switch between D to R (and back) during slow-speed manoeuvres is helpful. 

The software behind the car’s multitude of functions is exceptionally good, as is the ability to swipe in the vicinity of the temp and audio volume screen sliders, rather than having to hit them bang on and the blind-spot camera view which pops up on the screen when indicating on either side is handy.

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 Polestar 4 is yet to be assessed by ANCAP or Euro NCAP so it’s unrated for now.

But it comes with an extensive list of standard safety gear, including the latest advanced driver assist systems. That’s one of the benefits of sitting under the Geely umbrella next to Volvo.

This includes adaptive cruise control, ‘Collision Avoidance and Mitigation’, ‘Run-off Road Mitigation’, forward collision warning, lane keeping aid, ‘Post Impact Braking’, road sign recognition and ‘Driver Alert Control’.

Other gear includes ‘Blind Spot Information System (BLIS) with steer assist’, a cross-traffic alert with brake support and a rear collision warning and mitigation.

The Polestar 4 is fitted with 11 exterior cameras, 12 ultrasonic sensors and one front radar to help keep you safe.

It also comes standard with the 'Pilot Pack' that includes lane change assist and pilot assist, which is semi autonomous driving.

From January 1, 2026 all new Teslas sold in Australia have been covered by a five-year, unlimited kilometre warranty (including roadside assistance for the duration), up from four years/80,000km, previously.

A big step forward, no doubt, but that just gets Tesla to a base, mainstream market level with a dozen brands now at seven years, several at eight and three at 10 years (conditional).

The drive battery is covered for eight years/192,000km, which is in line with the category norm. And a Body Rust Limited Warranty covers rust perforation for 12 years, unlimited kilometres, which is reassuring.

Tesla servicing is condition-based, so there’s no fixed schedule, with a summary on the car’s touchscreen providing a record of when vehicle maintenance was last carried out and prompts for when they should be performed next.

In the absence of a combustion powertrain the emphasis is on things like wheel rotation, balancing and alignment, brake fluid testing, air-con servicing, camera precision, radiator cleaning and high-voltage battery maintenance.

Theoretically, if a workshop visit is flagged in the car’s system, it could include actions like a ‘Vehicle Health Check’ ($270), ‘General Diagnosis’ (270 per hour), brake fluid flush ($240.80) and replacement of both cabin air filters ($106.60).

Things like air-con desiccant bag replacement ($89.18), tyre rotation ($81.00), a wheels check - if tyre wear is abnormal ($81) and a wheel alignment ($225) are also set inspection and service items. All prices exclusive of GST.

In the States, the brand provides a range of estimated annual service pricing of between US$257 - US$499 ($367-$712), based on data collected by car buying specialist CarEdge. The suggested service range is around 20,000km and the first five annual estimates are at US$300 ($430) or less.

Tesla has 25 stores in Australia, not surprisingly covering mainly urban and larger regional centres, including four each in Melbourne and Sydney, three in Canberra, two each in Adelaide, Brisbane and Perth as well as one in Hobart.

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.