Polestar 2 vs Volkswagen ID.4

What's the difference?

The Polestar 2 Long range Single motor showcases a beautiful build and design. Not including the features from those optional packs just makes you focus on their individual price and devalues the relative affordability of the car compared to its competitors. The back seat isn't super passenger friendly when it comes to space, either. However, once you get used to its little quirks, it's a great car to get around in and the long driving range eases any range anxiety, which is often a cause for worry with EV ownership! My son loved the sunroof because it made him feel like he was in a spaceship, so it's a hit with the kids, too.

It might have been accidental good fortune that Volkswagen Australia has had to wait so long for the ID.4 because this version is by far the best yet.

It’s familiar but new to drive, tidily styled, with the refinement and finish you expect from such a storied automaker. 

The brand has also done an admirable job of pricing and specifying this electric mid-sizer just right so it should definitely be on your list of considerations, even with such a strong field of competition in 2025.

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

The Polestar 2 has a more conventional design approach than some of its rivals but it maintains a futuristic EV vibe with its origami-like edges in the panelling and cool pixel LED lights at the front and rear.

It is not a large car and sits at 4606mm long, 1985mm wide and a low 1479mm high but that compact design makes it look sporty.

Expect a couple of grunts from the oldies (ahem) when exiting as ground clearance is 151mm at the front and 167mm at the rear.

The interior is pared back in true Scandinavian fashion but it's a nice to see some ethically-friendly design elements, like the vegan knit upholstery on the doors and dash and the Nappa leather is responsibly sourced. All of which makes an otherwise simple interior feel warm and inviting.

There is an overwhelming sense of the Polestar 2 being of a high-quality build. There are no squeaks or rattles, joinery is flush and the doors close with a soft thump.

However, the minor update still sees the dashboard headlined by a portrait-orientated iPad-looking 11.2-inch multimedia system. It seems at odds with the rest of the sleek design.

The panoramic sunroof creates a light-filled cabin and at certain times of the day, this makes it feel airy but underneath a blazing midday sun, you might miss having a sunblind for it.

When it launched the ID.4 was a significant departure from the more angular styling of VWs at the time, particularly the likes of the boxy Tiguan combustion equivalent.

Now with a few years to digest the design and how it compares to its rivals, it seems a little conservative.

This is perhaps a deliberate move from VW as it attempts to avoid some of the more wild and unconventional electric vehicle designs worn by newer players in this space, appealing to both a more traditional VW buyer and others that want to be a little less shouty about their EV.

While it plays the design game more safely than some rivals, I also think it has a resolved nature to it which helps to set it apart. The dance of coloured styling elements with a tri-tone finish of silver and black highlights is nicely executed, as are the white-tinged VW badges which help set it apart from the rest of the brand’s range.

Inside, VW has followed a similar trend to many other vehicles in this space, with a wide-open cabin and a dashboard dominated by a large central touchscreen. Unlike some new-age rivals in this space, VW’s 12.9-inch panel isn’t as all-consuming as some fifteen-plus-inch units, which lends the cabin a slightly more traditional feel for better or worse.

It’s also good to see the brand continue to offer a digital instrument panel perched atop the steering column, although it’s minimalist in terms of what it displays, especially compared to the cluster in this car’s more premium Audi Q4 e-tron relation.

The seats look and feel good, and while the dash is largely made of hard-finish plastics, there's a clever smattering of soft-touch finishes in the doors and atop the dash, in most of the places you’re likely to touch.

The ID.4 feels a bit more like a car rather than a tech product, which I think some buyers will appreciate.

The Polestar 2's cabin is generous up front with plenty of leg- and headroom to enjoy. You don't have to jostle for premium armrest position, either, which is nice given you still feel 'tucked' into the car.

A feeling that is enhanced by the solid, and rather tall, centre console that divides you from your co-pilot.

The electric front seats are delightfully comfortable with their padding and Nappa leather trim. Both feature four-way adjustable lumbar support and extendable under thigh support.

The heat and ventilation functions will ensure comfort, no matter the season but the ventilation system is quite loud.

In the rear, space is tight with my 168cm (5'6") height just fitting behind my driving position. The footwells seem cosy as well due to the limited under-seat space but the seats are fairly comfortable, if narrow.

However, the small door apertures in the rear and the narrow seats make it feel more suited as a four- than a five-seater.

Individual storage options are okay throughout the car with a couple of cupholders in each row, drink bottle holders in the front door storage bins, as well as a middle console and glove box.

There are two skinny shelves on either side of the centre console that would reasonably fit a wallet or phone and the rear also get two map pockets.

Amenities in the rear are enough to satisfy a mature occupant on a longer journey as the outboard seats feature a heat function and there are directional air vents, a fold down armrest and two USB-C ports.

Front occupants enjoy two USB-C ports and a wireless charging pad to charge their devices.

The rest of the technology is a bit awkward to use. The 11.2-inch touchscreen multimedia system is responsive to touch but you can't access a lot of basic information on it and I didn't like how the climate control is embedded in it as you have to touch the screen a few times to even see the controls.

The 12.3-inch digital instrument panel looks nice but isn't all that customisable. It takes a while to get used to how to access all of its functions, too.

It's easy to connect to the wired Apple CarPlay and there is wired Android Auto and in-built google apps, too.

The optioned Harman Kardon sound system with its 13 speakers means you can listen to your music as if you're in a private show performed by your favourite artist!

To round out the practicality of this sedan, the boot is large enough to carry your gear at 405L and the large compartment underneath the floor is super handy to store smaller items.

There is a panel that lifts up to make a cosier storage area, say if you only had a couple of bags of groceries you didn't want rolling around.

And because the Polestar 2 lacks an engine, there is frunk storage of 41L at the front which is perfect for any charging cables.

The compromise for getting all of this space is that you only get a tyre inflator repair kit, which is housed in the frunk storage area.

And lastly, having a powered tailgate is always a bonus but I miss having a good old-fashioned button on the boot lid to open it.

VW has taken the opportunity with the ID.4 and its MEB platform to re-think cabin practicality. In the cockpit this means the standard raised console we usually see in a lot of mid-sizers has been replaced with a more modular floating console with some neat touches.

There's also a wide and spacious feel to the cabin thanks to the removal of structural elements usually reserved in combustion vehicles for things like the transmission or driveline tunnel.

The result is a big and airy cabin, reinforced by the big panoramic roof and more upright seating position.

Because there’s no centre console box, the front chairs also have drop-down armrests, which combine nicely with their generous side bolstering and padding to make for an armchair-like feel for front occupants. Lovely.

The touchscreen looks good and operates largely without any kind of lag, plus the layout is reasonable to work with. The main annoyance is using the convenient shortcut functions across the top of the screen for the settings menu or phone mirroring. These touch elements are quite small, forcing you to take your eyes off the road for a moment to interact with them. The same story goes for the touch-based sliders used for volume and climate controls. It’s simply never as good as physical buttons, and again, distracting to use on the move.

The console has impressive modularity. Up front there’s a tray which can either be fitted with removable dividers for a range of configurations, or you can slot a dual bottle-holder piece in there. This can be swapped into the lower section of the console, which also hides a cut-out for a wireless charger and two USB-C ports, and this lower area also has a sliding cover to keep everything tidy.

Meanwhile the back seat offers a spacious layout. At 182cm tall I have plenty of airspace for my knees behind my own driving position, and the width of the cabin is especially evident, with the centre seat position seemingly capable of accommodating a full-size adult if necessary. 

They’ll also have somewhere to put their feet thanks to the flat floor, with the only limiting dimension being headroom. If you are taller than me you might be touching the roof, which dips down a little in the back to accommodate the rolling blind for the panoramic sunroof. At least it has one of these, unlike many other mid-size EVs.

The soft trims in the doors continue, but perhaps the best thing about the rear seats is the built-in strong contouring which gives the outboard positions a good level of comfort and genuine side bolstering.

While rear passengers benefit from a rare third climate zone, the adjustable vents and touch panel for this is located almost on the floor, making it hard to reach when you’re strapped in. It’s the same story for the dual USB-C charging ports.

For storage there’s large bottle holders in each door, three more in a drop-down armrest, as well as phone-sized pockets and bigger pockets on the backs of the front seats. Behind the drop-down armrest there’s a ski-port. Very Euro.

The boot measures 543 litres which seems about right for this segment. It comes with space under the floor for the storage of charging cables (of which, VW throws in both a wall socket version and a Type 2 to Type 2 cable for public charging) and an elastic net which is an underrated feature for stopping objects moving around while you’re driving. Like many other mid-size electric cars, there’s no spare wheel, just an inflator kit.

The ID.4 has no room left in its design for a frunk, which is an arguably gimmicky feature that many rivals have, although I must say there is the odd occasion where I have found them useful.

The ID.4 initially arrives in a single variant in Australia, and it might surprise you how well it’s priced considering the amount of standard equipment it includes.

While Volkswagen is no stranger to sitting in a semi-premium pricing bracket, the single ID.4 Pro grade arriving at $59,990 before on-road costs is priced within a few thousand dollars of some of the most popular rivals.

For example, it’s just $1090 more expensive than the incoming new Tesla Model Y Rear-Wheel Drive, and while the base Kia EV5 is a few thousand dollars cheaper, the equivalent Long Range Air grade is actually $1180 pricier.

The bigger threat might be from the XPeng G6 which offers a similar driving range with more radical styling for $100 less, although there's also now a whole price bracket below for electric mid-sizers, which includes the Leapmotor C10 (from $43,888), and Geely EX5 (from $40,990).

So, it lacks the circa-$10,000 premium that electric models from ‘legacy automakers’ used to have, but it’s also not vying for the most affordable option in the space.

Still, this ID.4 is the best-equipped version yet, and we get one of the highest-grade versions. Not only does the Pro get the largest battery option on offer, combined with the more efficient rear-wheel-drive motor option, but it also dazzles on the standard equipment front.

On the outside there are 19-inch alloys and Volkswagen’s signature ‘Matrix’ LED headlights, while on the inside the ID.4 features a 12.9-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity alongside a 5.3-inch instrument cluster, panoramic sunroof, ambient interior lighting and electrically adjustable and heated front seats with a message function. 

These are clad in a blend of leather and 'microfleece' and feature a memory function.

Other standout features include tri-zone climate control (a VW Group signature), adaptive dampers with adjustable settings, a sportier ‘progressive’ steering tune as standard, and an electric tailgate.

While it might not have an enormous central screen or headline 800-volt battery specs, it’s hard to argue with the standard inclusions in the ID.4. The options list is short, limited to just premium paint options ($1000) or an exterior styling pack ($900).

Later in the year, this Pro version will be joined by a higher-grade dual-motor GTX, but expect it to be significantly more expensive. The ID.5 coupe spin-off launches solely in GTX guise, but it starts from a less competitive $72,990 before on-roads.

It’s also clear this price point is a deliberate move by VW to keep some of its existing Tiguan buyers who want an EV. After all, the price of this launch version of the ID.4 (which the brand expects to be the most popular grade) is not priced far off its best-selling Tiguan, the 162TSI R-Line at $60,590.

The name of our model says it all, as it has a long range, single motor electric powertrain.

Coupled with a large 82kWh lithium-ion battery, which is a 4.0kWh increase from the previous model, the maximum power output is 220kW and 490Nm of torque, which is also up from the previous model.

The Polestar 2 is now rear-wheel drive, superceding the previous front-wheel drive model.

The regen braking isn't as strong as the previous model and although it is called 'one-pedal' braking on this system, it's not truly a one pedal driving experience.

You can change the strength levels from low to standard and I kept it in low for most of the week.

The version of the ID.4 we’re finally receiving in Australia has major upgrades to its motor and battery. Rather than the lacklustre 125kW/310Nm of the original version, this new one puts out a much more impressive 210kW/540Nm.

The ID.4 Pro is rear-wheel drive for efficiency and packaging reasons, although the dual-motor ID.4 GTX will arrive before the end of 2024 for those looking for the additional power and handling boost this version will offer.

The Polestar 2 Long range Single motor has a great driving range of up to 655km (WLTP). Goodbye range anxiety!

It also has a Type 2 CCS charging port and can accept charging speeds of up to 205kW, which is 50kW more than the previous model, and that means you can hook up to an ultra-fast 350kW charger.

On DC you can expect to see a charge time of 28 minutes to get from 10 to 80 per cent. On an 11kW AC charger, expect to see that time jump to around eight-hours for a zero to 100 per cent charge.

The official energy consumption figure is 14.8kWh (WTLP) but my on-road average was 15.0kWh after a fair bit of open-road driving, which is a great result.

The headline number you’re searching for here is 544km. This is the WLTP driving range for the ID.4 Pro, and it’s plenty for both daily commuting or even intercity trips.

It compares well to many of its rivals, thanks to an upsized 77kWh battery pack, with more sustain (at least on paper) compared to the BYD Sealion 7 and Tesla Model Y RWD and it’s nearly on par, but a few kilometres short, of the Tesla Model Y Long Range and Kia EV5 Air Long Range.

Charging has also been significantly upgraded. On a DC pylon it can charge at a maximum rate of 175kW for a 10 to 80 per cent charge time in 22 minutes, conditions allowing.

Meanwhile an 11kW max speed on an AC charger should see it charge up from 10 per cent to full in around six hours.

While these specs are good, the ID.4 doesn’t currently offer vehicle-to-load technology or vehicle-to-grid capability, which is a bit of a shame now this tech is becoming more common.

The Polestar 2 is a pretty conventional car to drive because an EV newbie will be comfortable behind the wheel… once they start driving it!

You see, there is no 'ignition' switch but so long as you have the key with you, you simply get in and shift into gear to 'start it' or get out and lock the car to 'turn it off'. It's weird and I'm not sure I will ever get used to it!

The motor has a lot of grunt and it's fun to put your foot down whenever you need to get up to speed or overtake. The power output is responsive and well-balanced with the rear-wheel drive delivering a sporty on-road experience.

If you're tackling winding roads or sharper corners, you can customise your steering responsiveness to 'light', 'standard' or 'firm' but remained on standard for most of the week. It's the best mode to handle stop-start running in town and highway cornering.

The Polestar 2 sits quite low to the ground and feels stable when you hit corners or the open-road. Although, the suspension feels on the firm side, which can make a bumpy road very noticeable.

Overall, the parking experience is good but the 360-degree view system is just too wiggy-woo for me to love it.

The images from the four cameras aren't well-stitched together and the angles seem to distort the overall image, too. It just looks confusing. So much so that you might not depend on it all that much.

The ID.4 may be a dedicated electric car, but it still has so many of the characteristics that make VWs great to drive, although it’s a distinct experience from what a Tiguan buyer may be used to.

It starts with the excellent touchpoints, visibility and adjustability for the driver. 

The steering still has the same fine balance of feedback and speed VWs are known for, granting the ID.4 an instantly pleasing handling feel. On top of this, it is distinct from a lot of EVs in this class in that attention has been paid to ride quality.

The Pro sits on EV tyres with a sensible amount of sidewall, which helps to soften the ride, but the suspension itself is also remarkably merciful over the sorts of bumps and imperfections common on Australian roads.

It’s certainly one of the more comfortable EVs I’ve driven, but because of this it also proved to be prone to some boatiness when upset mid-corner, as the weight of the batteries become evident.

Thankfully, this can be tamed by tightening up the suspension response via either the drive modes, or manual override in the settings screen, which is something many rivals don’t have. While the firmest setting can be a little hard, it’s nice you can tailor the experience to the road, not being stuck with a too hard tune (see: Tesla Model Y) or a too soft tune (see: Leapmotor C10), with all ride settings landing somewhere between.

While the ID.4’s power figures and straight-line performance look good on paper, it doesn’t feel as violently rapid as some EVs in this class. Don’t expect the breakneck accelerator response present in the Model Y, even in sport mode, with VW choosing to imbue the ID.4 with a sensible, if a little tame, roll-on for its electric motor.

It makes it difficult to accidentally break traction, and it gives the car an overall more predictable feel, but don’t expect to be able to scare your friends in the same way a Tesla can.

It’s also quite a different experience compared to a Tiguan. While the combustion SUV feels more like a giant hatchback with cat-like reflexes and sharp responsiveness from the front-end, the ID.4 has a more leisurely and luxurious feel, owing to its additional weight and rear-wheel-drive layout.

It might not be a corner carver in the same sense as the Tiguan, but it’s a better country road and freeway tourer. Not necessarily worse, just different.

For what it’s worth, the ID.4 is not a particularly exciting car to drive, but it is refined, well tuned, and flexible to a range of scenarios, which can’t be said for all of its rivals.

The ID.4 Pro comes equipped with a full array of modern active safety equipment, including autobahn-speed auto emergency braking (AEB), lane keep assist, blind spot monitoring with rear cross-traffic alert, rear auto braking, a kerb view function, a 360-degree manoeuvring camera, and adaptive cruise control.

Perhaps the most important thing for those weighing up an ID.4 against a newcomer rival is the calibration of this safety equipment, which is excellent. Unlike some rivals from Korea and China which have overbearing safety systems, the ID.4’s suite didn’t interfere with the driving experience once in my two days of driving.

The ID.4 has a maximum five-star ANCAP safety rating, although this rating only applies to variants sold in New Zealand (where it has been on sale longer). It is equipped with seven airbags including dual front, dual side, dual curtain, and a front centre airbag.

The ongoing costs for the Polestar 2 are fantastic because the servicing costs are complimentary for the first five-years or up to 100,000km, whichever occurs first!

Servicing intervals are reasonable at every two years or 30,000km, which is a usual term to see for an EV.

The normal car components are covered by a five-year/unlimited km warranty but the battery is covered by an eight-year or up to 160,000km warranty.

To tempt electric car skeptics, VW has a range of ownership perks for the ID.4.

What hasn’t changed is the factory warranty which stands at five years and unlimited kilometres, although it does get a separate and industry-standard eight-year and 160,000km warranty for the high-voltage battery pack.

From there though, things are different. The ID.4 only needs to see a workshop once every 24 months or 30,000km, and as usual, servicing can be packaged up to secure the best price at the time of purchase. This is either a six-year/90,000km package ($1785 or $298 per year), an eight-year/120,000km package ($2350 or $294 per year), or a ten-year/150,000km package ($2890 or $289 a year).

VW also points out it has designed its battery pack to be serviceable rather than sealed-for-life or packaged so densely that modules cannot be easily removed, and it guarantees 10 years of battery supply from the end-of-production for the ID.4, with 15 years of repairability to help ease the minds of those convinced modern EV batteries won’t last the distance.

But wait, there’s more, apparently, with VW teaming up with AmpCharge to offer a 7kW home charging unit (which can be themed to match the colour of the car). The first 500 registrations can have one of these installed for free (with a claimed value of $1899).

A five-year warranty will also cover this charging hardware.