Polestar has unveiled its new flagship model, the Polestar 5, an electric performance four-door that delivers up to 884bhp and introduces 800-volt charging technology to the brand for the first time. The car is the production version of the Precept concept that was first shown more than six years ago, and it arrives as the Swedish-Chinese marque's most powerful and technically advanced road car to date.
In its entry-level Dual Motor form, the Polestar 5 produces 748bhp and 812Nm of torque, enough to accelerate from 0 to 100km/h in under four seconds. The range-topping Performance version driven here distributes 884bhp and 1,015Nm across all four wheels, cutting that sprint to 3.2 seconds. Despite those figures, the car's power delivery is described as remarkably civilised, with throttle response that can be metered delicately and a chassis that masks its considerable weight even in fast corners.
The 5 sits on an entirely new platform made from bonded aluminium, developed exclusively for this model rather than shared with other brands within the Geely group. The rear-axle motor is also an in-house design, contributing 450kW and 660Nm. Magnetic dampers with adaptive suspension are fitted, though the car does without active stabilisation. Steering is direct but short on feel compared with some rival grand tourers.
Charging is where the 800V architecture pays off. The Dual Motor variant, which costs €23,400 less than the Performance, shares the same battery and charging capability while offering a WLTP range of 670km — more than 100km further than the Performance model. Buyers who do not need the extreme output of the top version therefore gain both range and a significant saving.
Practicality is the trade-off. The boot holds just 365 litres, less than many compact family cars, though a 62-litre front compartment adds some extra space. The cabin is primarily a four-seater, with two generous Recaro-developed sports seats in the rear. A wide central armrest can fold flat to create a fifth seat, but the occupant would have limited headroom. Rear passengers sit slightly higher than those in front for a better view, and footwells are carved into the battery pack.
Like the smaller Polestar 4, the 5 has no rear window. This removes the structural beam that normally sits above the glass, freeing up generous headroom despite the coupe-like roofline. It also creates a cabin atmosphere that one tester likened to sitting in a small sports aircraft. The downside is that exiting from the rear in heavy traffic becomes a gamble, with only the interior mirror offering a view of approaching vehicles. A warning system exists but is not especially impressive, making a busy roundabout with cyclists an anxious experience.
Up front, the same Recaro seats provide an excellent low, sporty driving position. The small, thick-rimmed steering wheel is heavily contoured and sits comfortably in the hand, while the primary instrument display is mounted on the steering column and tilts with the wheel. The interior makes extensive use of recycled vegan materials and so-called monomaterials — parts made from a single type of plastic — which Polestar says improves recyclability. The nappa leather is described as animal-friendly, though that claim invites scepticism.
The Polestar 5 enters a rarefied segment of electric grand tourers, where it competes on both raw performance and technological ambition. Its bespoke platform, 800V system and distinctive packaging set it apart from the brand's existing line-up, but the absence of a rear window and modest luggage space underline that this is a car shaped by design priorities rather than family duties. For buyers drawn to its combination of power, range and charging speed, the Dual Motor version may prove the more sensible choice.