I’ve spent quite a bit of time with the new Polestar 4, having driven them both on an ice circuit in Quebec and on home turf, and I’m quite fond of them. But, neither of them had the extra-fetching piquante package, and on both occasions, this stunning matte gold 2026 Polestar 4 Performance loomed in the background, taunting me. Now, I finally get to see how it stacks up.

I've already written a thorough review of the new 2026 Polestar 4 this year, and I'd enocurage you to check it out if you'd like to know about more the car and/or it's surprisingly sensible rationale for not having a rear window. This is more meant to focus on the changes to the Polestar 4 with the optional Performance package, and it gave me an excuse to shoot this gorgeous gold tester.

4 Performance

This one doesn’t go as far as previous Performance package Polestars have in the past, as there are no changes to the motors or battery; 544 horsepower from the existing dual-motor arrangement is plenty. 

All of the changes are on the chassis side, and most are visually obvious, serving vanity as much as they serve speed. The first change is the 22-inch laser-etched forged wheels, being both lighter and stronger to reduce unsprung mass. Those proudly display the second change, being the large Brembo brakes, with 392mm discs in the front, bound by lightweight aluminum 4-piston calipers, proudly painted in Swedish gold.

Behind that functional bling are stiffer springs, larger anti-roll bars, along with firmer versions of the ZF active dampers, all dialled to match the fancier rolling stock and stickier summer shoes. The cabin also gets very pretty gold seatbelts for extra visual pop.

A note about range

The Polestar 4 Performance carries an official estimated range of 411 kilometers; a moderate hit from the standard dual-motor’s range of 451 kilometers. There is some added rolling resistance that can partially explain that, but most of the difference can be chalked up to something a little sillier.

EPA testing demands the vehicle be evaluated in its default drive mode from start-up. The standard Polestar 4 starts in “Range” mode, which leaves the front motor disconnected unless demanded. The Polestar 4 Performance starts in -ding ding!- performance mode, which keeps both motors engaged all the time. This is where the hit comes from, and in my real-world use, usually switching it back to Range mode, I observed an average energy use of 21.2 kWh/100km, which is right in line with the standard car (20.4 kWh/100km).

Driving impressions

Maybe I’d need to drive them back to back, but I didn’t pick up on any noticeable penalty to ride quality. Despite having less sidewall and less give in the suspenders to absorb breaks in the pavement, the careful calibration of everything and the reduced unsprung mass seem to counteract any potential detriment, and only offer benefit.

The base car rides exceptionally well, generally being on the firm side but is compliant, with excellent body control, and this car feels pretty much the same; perhaps a hair sharper, maybe. If I had to nitpick, I'd say there's a fair bit less noticeable differentiation between it's three suspension settings than on the base car.

The tweaks to this Performance car really make themselves known when you start “Active Driving” as Polestar calls it. Turn-in is more eager, what little body roll there was on the standard car almost eliminated, and it feels better balanced, with less inclination towards safe understeer and a lot more mid-corner grip; you can really push it hard and it will not come off its rails.

The stability control still cannot be defeated, although I have seen it does give quite a bit of leeway, and to be frank, on this rolling stock, on warm, dry pavement, you’d have to be nuts to get it to intervene.

With strong regenerative braking from the 544 horsepower motors, you might not be needing the fancy Brembo brakes often, but if you are really trying to explore what this car can do, you’ll be happy to have them, and they work beautifully, with good bite and a linear, progressive feel - all very reassuring given how very quick this car can be.

One of the minor dynamic weaknesses of the standard car was fairly numb steering; good, well-calibrated and fairly natural feeling, but lacking the last word in fine tactility. It's already a sound platform that transmutes motions well, and the tighter chassis of this car feels marginally more communicative, with the thinner sidewalls translating a smidgen more road feel and giving you a more crisp sense of what’s happening through your fingertips, if only slightly so.

Overall, it takes a car that was already a competent performer, and gives it the tools to be exceptionally adept, allowing access to the most this platform has to offer.

Value & wrap it up

The 2026 Polestar 4 Performance carries a $5,800 premium over a standard car, which I’d call a reasonable ask for bespoke springs, shocks, sways, brakes, wheels, and tires, but whether or not it’s worthwhile depends on you. If you don’t drive the car hard, you will probably never notice the fancy brakes, as the regenerative braking from the motors is enough for 99% of normal driving. Ditto goes for the suspension, as it feels more or less the same under normal circumstances. But, if you enjoy driving, and want to enjoy it more, and/or you just want the added visual swagger (valid!), it’s a solid upgrade, and one I wouldn’t hesitate to pick.