Daily dynamic evaluation of the fastest SUV under one million in Zhejiang Racing
Volvo is the first automobile brand I have ever known in my life. Back then, I was still young, and there were not many cars on the streets. When I first saw the Volvo emblem, I just thought it was very aesthetically pleasing, round with a little horn, and I don't have any impression of the car model because I was too young. At that time, I didn't know the meaning of the logo, and I later forgot where I found out that this logo has implications of masculinity and steel.
All along, I have had a good impression of Volvo because I appreciate Volvo's philosophy towards the field of safety. The most frequently mentioned word when it comes to Volvo is "safety". Safety seems to be a "proprietary" noun for Volvo, always inescapable. Just as when you mention Rolls-Royce, you think of luxury; when you mention Lexus, you think of reliability; when you mention Volkswagen, you think of "premium".
Although Polestar is a joint venture between Volvo and Geely, it is mainly led by Volvo. The Polestar 4 is built on Geely's Haohan platform, officially defined as a pure electric high-performance "SUV". From my understanding, it is more like a crossover vehicle, it's not quite right to say it's a sedan, and it doesn't quite look like an SUV either.
But it doesn't matter, no matter what kind of car it is, as long as it's easy to drive and meets one's own needs, it's a good car.The interior of this car is probably already familiar to many people. I don't have any objections to Volvo's "minimalist" interior style and have no issues with a simple and clean design. My first impression of the Polestar 4's interior is that the materials feel quite comfortable, and you can sense the "sturdiness" in the materials used. Almost every touchable surface is made of soft materials, which gives a better touch sensation, and there is no unpleasant odor inside the car.
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I opted for Nappa leather seats for my test drive, not the MicroTech bio-based recycled materials promoted by Polestar. The texture of the leather seats is better than that of the eco-friendly materials, but it is said that the MicroTech materials are also very durable.
In the interior, I personally like the "fabric"-like decoration on the lower part of the dashboard and the door panels, which can add a sense of depth to the interior and adjust the visual experience.
The touch of the Nappa seats is on the firmer side, and the seat foam filling provides good support. The initial feeling might be a bit hard, but the actual experience, while not as comfortable as the large sofa in the back of a Crown, is not uncomfortable either.The front row seats are equipped with leg rests, capable of accommodating the needs of people with different body types. In terms of seat functions, the front row seats come with ventilation, heating, and massage features.
The backrest angle of the rear seats can also be electrically adjusted, either through the rear console or the electric adjustment buttons on the side of the middle row seats. Compared to the front seats, the rear seats lack ventilation and massage functions, offering only heating, but in reality, the ventilation function is more practical in the southern regions.
Regarding the air conditioning, there is one aspect that I personally find less appealing: the air vents can only be adjusted by sliding on the central control screen, which can be quite troublesome when trying to find the right position. Moreover, combined with the panoramic sunroof, the air conditioning's effectiveness is indeed affected when the temperature is high.The Polestar 4 features a closed rear window similar to the AITO 12, utilizing a rear camera in conjunction with a streaming rearview mirror to observe the rear view. However, I find there are some issues with the calibration of the rear view in the Polestar 4. The rear view in the streaming rearview mirror does not accurately judge the distance behind. When it appears as if something is "right in your face" in the mirror, in reality, the object behind is still a considerable distance from the vehicle.
The view from the exterior side mirrors already has distortion issues that make it difficult to accurately judge distances, and with this calibration, even the interior rearview mirror fails to accurately gauge distances. To get a more precise determination of distance, one still has to rely on the 360-degree panoramic imaging.
Additionally, there is an issue with the Polestar 4's hidden door handles. Every time the vehicle is started and driven, the hidden door handles make a "thud" sound when retracting, which is somewhat loud. It's not like the quieter or more "humming" sound that some hidden door handles make—the tone is akin to the vehicle being scraped, which feels a bit jarring.
However, these minor flaws do not detract from the overall quality. I believe the Polestar 4 does a better job at creating a comfortable interior ambiance compared to the BMW i5 I test-drove previously. The craftsmanship also aligns more with the "luxury" positioning. Moreover, the vehicle's noise insulation, road noise, and wind noise control are quite good, providing a pleasant riding and driving experience.Since the official positioning of the Polestar 4 is as a high-performance SUV, it certainly cannot be just for show and not for driving. Moreover, given the high praise for the driving experience of the previous Polestar 2, it is hard not to compare the Polestar 4. Below is a detailed evaluation of the Polestar 4's dynamic performance from several aspects.
01
Power Performance + Driving Smoothness
In terms of power configuration, the Polestar 4 comes with both single and dual motor versions. The single motor version has a maximum power output of 200kW and a peak torque of 343Nm, with a 0-100km/h acceleration time of 7.1 seconds.
The dual motor version, on the other hand, has a maximum power output of 400kW and a peak torque of 686Nm, achieving a 0-100km/h acceleration time of just 3.8 seconds. In terms of power performance, the single motor provides sufficient power output, while the dual motor delivers a powerful performance.
The test drive vehicle was the dual motor version. From a subjective experience perspective, when switching to standard mode with single motor output, the vehicle's initial acceleration is quite good, offering a noticeable sense of acceleration. Whether driving in the city or at high speeds, the vehicle maintains excellent acceleration performance at different throttle openings, more than capable of meeting the power demands in various road conditions, although the sense of acceleration may be slightly weaker at high speeds.When the "high-performance" mode is engaged, the vehicle's power output is significantly enhanced. When accelerating with full throttle, the sensation of acceleration is strong, with a high G-force experienced instantaneously, to the point where a slight sense of dizziness can be felt.
During overtaking maneuvers at high speeds, when the accelerator pedal is pressed deeply, the power output remains vigorous, allowing for easy completion of overtaking actions. Moreover, the power delivery is quite linear, without the "lurching" sensation that can be felt when pressing the accelerator deeply in a BMW i5, resulting in a smoother physical sensation.
In terms of driving smoothness, electric vehicles generally do not pose significant issues. Overall, whether during stable driving or deceleration, the vehicle's motion is smooth, with no noticeable speed fluctuations or jerking phenomena. In standard mode, there are no apparent delays, impacts, or jolts when tip in/tip out at low or high speeds.
It is only in high-performance mode, due to the more aggressive power output, that there is a very slight jerk when tip in/tip out, but it does not have the pronounced impact phenomenon observed in a BMW i5.Braking
This is the part of the Polestar 4 that I like the most, and that is the feeling of braking. This is because the car is equipped with Brembo brakes, which offer a great experience both visually and in actual use.
From a subjective experience standpoint, the braking gives a sense of being very controllable and responsive to the foot.
When applying light braking, the preload force of the pedal is just right, providing a good foot feel, and also making it easier for the driver to manipulate. The free travel of the brake pedal is relatively small, so a slight press on the brake can be felt to increase the braking force. The response to braking is very good, but because the increase in braking force is very linear, it does not feel abrupt. Moreover, the adjustability of the braking during light braking is very good, making it easy to control with precision.During moderate and heavy braking, there are no significant issues with the response, adjustability, braking force, or effectiveness. When the ABS is activated, the braking performance is excellent, allowing the vehicle to come to a stop quickly, providing a strong sense of braking confidence. However, during the ABS intervention, the vehicle can feel slightly noticeable adjustments, with minor lateral oscillations.
Throughout the entire braking process, the vehicle's pitch suppression is good, with minimal nosedive, resulting in a comfortable braking experience.
Picking a minor issue in the braking aspect, during light braking, when the vehicle is about to come to a stop or when releasing the brake pedal after starting, there is a "squeaking" noise from the brake, slightly affecting the braking quality—however, overall, the braking experience is quite good, as a friend mentioned, more expensive brakes do indeed offer a better experience.
03
SteeringThe steering system offers three modes—Comfort, Standard, and Firm, with a total steering angle of approximately 480 degrees, providing good maneuverability. The overall steering feel leans towards a sporty style, with relatively heavy hand force in all three modes. The progression between the modes is such that at low speeds, the steering is lighter, and as the vehicle speed increases, the change in torque is noticeable.
Regarding on-center steering, the steering window (angle deadband) and torque dead zone (steering force deadband) are relatively small, making the establishment of torque quite apparent. When steering, there is a clear sensation of torque build-up, and the linearity of the steering force establishment is quite good. The on-center steering is also well-directed, effectively reflecting the driver's intentions.
At the center position, the steering response is very responsive; a slight turn of the steering wheel results in a noticeable yaw response. The official claim is that this is the most sensitive steering response to date for Polestar, and indeed, the actual experience is quite sensitive, giving a certain sporty feel. However, the sensitive steering exacerbates an issue when lane-keeping assist is activated, as it makes minor adjustments to the steering, causing a noticeable sensation of the vehicle adjusting left and right (a slight yaw feeling), which is also evident from the motion of the adaptive headlights.
Additionally, at the center position, there is a slight frictional feel to the steering, and a slight sense of hesitation can be felt at the midpoint (not severe, generally imperceptible to most users). Moreover, the self-centering at low speeds and large angles is not very good, with a slower return speed. When returning to center, the right side has a slightly larger residual angle than the left by about 1 to 2 degrees, and at the extreme positions, the steering slightly catches, affecting the self-centering and requiring manual intervention to properly center.
During high-speed driving, the steering force at the center position sometimes feels abrupt changes, with occasional torque feedback to the hand either to the right or left (more to the right), necessitating constant minor adjustments to maintain the driving line.For non-center steering, the self-centering at high speeds is significantly better than at low speeds, with a faster return speed and excellent convergence, almost no overshoot in steering, and the steering wheel can quickly return to the middle position without oscillation. There is no noticeable delay in response to steering input, which allows for good control over steering operations, and the steering is quite precise.
Regarding steering disturbance and erroneous states, when turning quickly at low speeds or in place, there is a slight catch-up (lack of assistance) phenomenon, and the effort required to turn becomes heavier. Additionally, the vehicle slightly drifts to the right, and the steering wheel tends to automatically deviate to the right by 2~3 degrees (it is uncertain whether this is due to the test drive vehicle or a design issue).
04
Handling StabilityThe Polestar 4 tested in this session is equipped with a high-performance package, featuring ZF's CDC dampers on the suspension, Pirelli 265/40R22 tires, forged wheels, and front and rear track widths of 1703mm and 1716mm, respectively. The tire and track width data indicate a design bias towards stability and handling. The wider rear track enhances the stability of the rear axle and improves the leverage ratio of the rear dampers. The suspension system utilizes a double-wishbone front and multi-link rear configuration, which, on paper, boasts high specifications for stability and handling performance, suggesting a solid foundation for these attributes.
In terms of straight-line driving stability, tests were conducted in soft, medium, and hard suspension modes. The soft mode exhibited a slightly larger pitch angle compared to the other two modes, but in all three modes, the vehicle's pitch during acceleration and deceleration was minimal, demonstrating good pitch control.
During rapid acceleration, the tires exhibited excellent grip with no significant slipping. I repeatedly tested for torque steer and found it to be non-existent. However, as previously mentioned, the vehicle's tendency to veer to the right gives the impression of being affected by torque steer during straight-line driving.
Regarding cornering stability, the steady-state feel leans towards neutral steering. When turning, the vehicle's initial roll control is commendable, with minimal roll and moderate roll speed, and the rear axle follows well. Changing the vehicle's motion state, such as during acceleration or deceleration in corners, the stability is good, and there is no significant sense of losing control.
When accelerating in corners, the vehicle has a slight understeer tendency, which is easy to manage. Braking in corners results in slightly less stability compared to acceleration, with a minor yaw of the vehicle, but it is relatively easy to control. During cornering, the tires maintain excellent grip, making it difficult to lose control through skidding. Moreover, there is no significant difference in cornering stability control among the three suspension modes. The roll is minimal in corners, the suspension provides ample support, and overall, the confidence in handling is strong.For emergency lane change maneuvers, the vehicle exhibits a relatively quick yaw response, with well-controlled roll magnitude and rapid convergence. However, there is a slight sensation that the roll recovery is a bit too quick, which may feel somewhat abrupt. This could be related to the use of stiffer rebound springs in the Polestar 4.
As the vehicle approaches its limits, there is a two-stage feeling in the lateral support, indicating a secondary reinforcement of the suspension when the limit is sensed. This could be due to changes in spring stiffness at the end or the response of the Continuous Damping Control (CDC) system.
Overall, the Polestar 4's handling stability is at a good level. The subjective feeling of stability during mountain road cornering is slightly inferior to that of the BMW i5, but the roll control during lane changes is slightly better than the i5, making it a draw (the comparison with the i5 is made because, in the current evaluation system, the i5 is the only vehicle that can be benchmarked, although they are not the same type of vehicle).
Many friends have said that the Polestar 4 is not as "aggressive" as the Polestar 2. I speculate that this is probably because the Polestar 4's curb weight is about 300kg heavier than the Polestar 2, which indeed makes it feel slightly "clumsy" and affects the handling sensation.Chassis Smoothness
Polestar 4's chassis smoothness is not particularly impressive but adequate for most road conditions, with some minor issues that do not significantly detract from the overall comfort performance.
In terms of primary smoothness, the vehicle exhibits varying behavior due to the three available suspension modes. In the softer mode, when navigating continuous rough or undulating surfaces, the vehicle experiences slight pitch, which is minor in magnitude. On poorly maintained roads, there is also a slight lateral inclination, with a small amplitude but a relatively high frequency, resulting in noticeable minor lateral oscillations of the body.
When encountering large undulations or bumps, the rear axle's damping is slightly slower compared to the front axle, leading to a minor sensation of secondary bounce. Overall, the vehicle does a good job of filtering out small road imperfections, but there is a slight lack of control under larger impacts.
Regarding secondary smoothness, in the softer mode, the suspension vibrations caused by the road surface are minimal, providing a smooth rolling sensation during driving. On smooth surfaces, there is hardly any jolting sensation. However, high-frequency vibrations are more noticeable on the steering wheel and brake pedal, particularly the latter. The steering wheel's vibrations are relatively minor, and the floor and accelerator pedal are well-isolated from secondary vibrations, with no significant shaking.For single impacts, such as seams and speed bumps, in the softer mode, the touch feels slightly harder, and the impact noise is louder, but the filtering of the impact is good, without a strong lifting sensation, and the convergence of the suspension after the impact is not a problem.
When the suspension mode is adjusted to a harder setting, the primary smoothness of the body control improves, with enhanced pitch and roll control, but there are still minor movements, and the frequency of these movements is higher than in the softer mode. Moreover, when driving over damaged roads or some continuously excited surfaces, the longitudinal jerking motion of the vehicle becomes noticeable, and the head may pat on the headrest, affecting comfort. For the bouncing condition, the control of the rear axle is better, and the convergence is more effective.
In terms of secondary smoothness, compared to the softer mode, the bumpiness on smooth roads is enhanced, and the vehicle makes more small bouncing movements. Fortunately, the suspension balance is good, and it does not feel like the rear axle is bouncing alone. Additionally, the vibrations of the steering wheel and brake pedal are slightly intensified. Under impact conditions, the touch is further strengthened, appearing more rigid, with no other significant issues.
Among the three suspension modes, each has its pros and cons. For general road surfaces, such as urban paved roads, I would choose the softer mode to handle them. Although the convergence of the rear axle bouncing is not very fast, it is much better than many current vehicles that feel like large ships, providing sufficient response and better comfort.
For general rural cement road surfaces, I would likely choose the harder or medium mode to strengthen the body control to prevent excessive movement inside the vehicle.06
Summary by Jia Shi
Since its launch, the Polestar 4 has been selling between 200 to 300 units per month in the domestic market.
From my perspective, I believe that the Polestar 4, in terms of product strength, should not be limited to monthly sales of just 200 to 300 units. The driving experience of this car is definitely superior to most models available on the market. I analyze that aside from the pricing factor, the preferences of domestic consumers also play a role. Focusing on performance inevitably leads to being labeled as a niche product.My inner desire is for companies that make fun car models to thrive and survive. In the current situation where homogenization is severe, I don't want every car to start feeling the same in the future.
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