Polestar 5 available to order from €119,900
Even at its world premiere at the IAA Mobility in Munich, the series-production version of the Polestar 5 feels familiar. That comes as no surprise, as the four-door model stems from the Polestar Precept concept, which debuted in 2020 as a “statement of intent for the brand’s future design, technology, and sustainability vision.” Even the later prototypes stuck closely to the original look – the Precept already provided a remarkably accurate preview of the production car five years ago. Polestar says its design team developed “the conceptual Precept into production with minimal changes.”
The result is a five-metre grand tourer with a low-slung silhouette. At the rear, the Polestar 5 features a specially developed, aerodynamically efficient light strip with ventilation elements and an integrated diffuser to optimise airflow. Polestar specifies a drag coefficient of 0.24.
Over the years, Polestar has highlighted various aspects of the Polestar 5’s technology. At its core sits the Polestar Performance Architecture (PPA). Unlike other models, the Polestar 5 does not use a Geely Group platform but a bespoke development from Polestar’s UK technology centre. The PPA relies on a mix of high-strength aluminium extrusions, pressings and castings, hot-bonded together. This makes the structure both lighter and stiffer – with torsional rigidity reportedly surpassing that of some supercars. The aluminium contains 13 per cent recycled content, and 83 per cent comes from smelters powered by renewable energy.
The 112 kWh battery (106 kWh usable) is integrated into the aluminium architecture. The cells come from SK On. It is Polestar’s first 800-volt battery, allowing DC charging at up to 350 kW. A charge from ten to 80 per cent takes 22 minutes. A neat touch: the C-pillar houses an external charging indicator.
As a high-performance grand tourer, the Polestar 5 also stands out with powerful drivetrains and dynamic handling. Both launch variants use a newly developed rear electric motor producing 450 kW and 660 Nm on its own. An additional front motor brings system output to 550 kW in the Polestar 5 Dual Motor and 650 kW in the Polestar 5 Performance. The dual-motor version accelerates from 0 to 100 kph in 3.9 seconds, the Performance in 3.2 seconds. Both are electronically limited to 250 kph.
| Polestar 5 Dual Motor | Polestar 5 Performance | |
|---|---|---|
| Drive | AWD | AWD |
| Power | 550 kW | 650 kW |
| Torque | 812 Nm | 1,015 Nm |
| Acceleration | 3.9 s | 3.2 s |
| Top speed | 250 kph | 250 kph |
| WLTP range | 670 km | 565 |
| Battery | 112 kWh | 112 kWh |
| Charging capacity DC | 350 kW | 350 kW |
| Charging time DC 10-80% | 22 min | 22 min |
| Price | 119,900 euros | 142,900 euros |
The in-house rear motor is a source of pride at Polestar and plays a major role in the car’s performance figures. However, it does not run permanently. Instead, the rear motor can be decoupled for greater efficiency. As a result, the 550 kW version achieves up to 670 kilometres WLTP range, while the Performance model manages up to 565 kilometres.
“Our R&D teams worked tirelessly to develop the Polestar Performance Architecture from the ground up, and it’s paid dividends in how this performance focused GT drives,” says Lutz Stiegler, CTO at Polestar. “Alongside the in-house developed rear motor, 800 V electrical architecture, and innovative engineering decisions, it makes Polestar 5 an incredible all-round Grand Tourer.”
The suspension is designed to ensure comfort on long journeys. The Polestar 5 Dual Motor uses advanced passive BWI dampers with internal rebound springs, while the Polestar 5 Performance is fitted with adaptive BWI MagneRide dampers. These measure the road up to 1,000 times per second and, thanks to magnetorheological fluid, can react in as little as three milliseconds – allowing the system to control body movements.
The front seats, co-designed with Recaro, aim to combine comfort with strong lateral support. The Polestar 5 is configured as a 4+1-seater. The rear has two sculpted seats, matching the front Recaro design. Folding up the centre armrest creates a fifth seat, slightly offset to provide more shoulder room. However, for longer trips, the car is best used as a four-seater. Like in the Porsche Taycan, the battery features “foot garages” – recesses that give rear passengers more legroom.
Polestar also appears to have taken inspiration from Porsche in terms of pricing. The Polestar 5 comes with a six-figure price tag, whichever the variant. The Dual Motor version starts at €119,900, the Performance at €142,900. Orders are open now, but Polestar has not yet confirmed a delivery timeline.
After the Polestar 5, the Swedes may move away from their chronological naming system. According to a report by Autocar, the two-seater Polestar 6 has been put on hold by new CEO Michael Lohscheller’s management team. Instead, focus will shift to a smaller electric SUV – the Polestar 7 – and the second generation of the Polestar 2 saloon.
This article was first published by Sebastian Schaal for electrive’s German edition.
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