Polestar is done playing defense. The Geely-owned Swedish EV maker just laid out an aggressive product roadmap that includes four new vehicles over the next three years, headlined by a new SUV variant of the Polestar 4 that could arrive before the end of 2026.
The move comes at a rough moment. Polestar sold just under 61,000 cars globally last year, with Europe accounting for a whopping 78 percent of that volume. CEO Michael Lohscheller, who took the helm in late 2024, wants to push that number past 100,000 by decade’s end. The U.S. market is central to that plan.
“People forget that the U.S. is a big EV market, especially on the east and west coasts,” Lohscheller said. “And it will stay a big market.”
The new Polestar 4 SUV ditches the current model’s polarizing windowless rear design in favor of something more conventional — described by insiders as a mashup between an SUV and a wagon. Polestar itself dropped a hint, noting that “Sweden is famous for its estate cars.” The existing Polestar 4 will live on alongside it, rebranded as the Polestar 4 Coupe.
Powertrain options mirror the current car: a rear-drive single-motor setup making 272 horsepower, and a dual-motor all-wheel-drive configuration pumping out 544 horses with a 3.7-second sprint to 60 mph. Both use a 100-kWh battery on 400-volt architecture, with estimated EPA ranges of roughly 310 and 280 miles respectively. Pricing hasn’t been announced, but with the current Polestar 4 discounted to $46,400 for the base model, the SUV variant could land in a similar neighborhood.
Lohscheller expects it to become Polestar’s best-selling model in America. The Polestar 4 sidesteps tariff headaches because it’s built at a Renault plant in Busan, South Korea — not China.
Behind the SUV, three more models are lined up. The Polestar 5, an 884-horsepower four-door GT flagship, launches globally this summer but faces an uncertain U.S. timeline since it’s built in China. A next-generation Polestar 2 sedan arrives in early 2027, also initially China-built, which likely keeps it off American lots for now.
The Polestar 7, a compact SUV riding on Geely’s new 800-volt SPA3 platform with up to 670 horsepower, targets a 2028-2029 arrival and could be Polestar’s strongest long-term play for the States. Together, Polestar says these vehicles will cover segments representing 60 percent of global EV sales.
Meanwhile, the glamorous Polestar 6 convertible has been pushed back to 2029 as the company prioritizes volume and profitability over halo products. A recent $700 million cash injection is fueling the offensive.
Lohscheller was blunt about one thing: Polestar will not build hybrids or gasoline cars. “We believe in the science. Climate change is real,” he said. We are not even thinking about doing internal combustion engines.”
He pointed to Polestar’s customer base — averaging 45 years old, a full decade younger than competing European luxury brands — as evidence that the bet will pay off. Whether it does depends largely on how the Polestar 4 SUV lands with American buyers.
The brand’s teething phase, plagued by Polestar 3 software issues and Polestar 4 delays, appears to be over. Now comes the harder part: proving it can sell cars at scale.
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