Aiming squarely at the most dynamic cars in the four-door EV genre, the Polestar 5 has some tough competition ahead. The Swedish manufacturer has a habit of diverging from the norm in terms of making high-performance models, and its range-topping four-door GT is no exception; it forgoes tilting suspension, uses a bespoke chassis rather than an existing platform from the Geely family, and a rear electric motor developed in-house rather than being bought in.

Engineered and developed in the UK, the 5 is built around a brand new, hot-cured bonded aluminium structure. The all-new platform promises supercar levels of torsional rigidity, and lower weight than a steel unibody. Aluminium panels form the car’s shape, with 13% of the body sourced from recycled metal.

Within the chassis is a 106kWh usable capacity battery using an 800v electrical architecture. The car can charge at up to 350kW DC, taking 22 minutes for a 10-80% top-up, while a flat-to-full charge at home will take around 15 hours. Maximum WLTP ranges of up to 416, and 351 miles are claimed for the Dual Motor, and Performance models respectively.

A new rear motor codenamed PX2 has been developed in-house by Polestar, and it can disconnect when cruising to aid efficiency. The “entry level” drivetrain produces 737bhp and 599lb-ft (812Nm) of torque, sending the car to 62mph in 3.9 seconds from rest. In range-topping Performance guise, the Polestar 5 makes 871bhp and 749lb-ft (1,015Nm), hitting 62mph in 3.2 seconds, despite a kerb weight of 2,465kg. Both versions can reach a limited top speed of 155mph.

If the car appears familiar at first glance, it’s because it’s been hiding in plain sight for the last five years. The 5 draws heavily from the Precept concept of 2020, reaching production with an almost identical silhouette. Yes, the pillarless coach doors and the nose-mounted air channel have gone, but the car retains a striking stance; keeping the ultra-low nose section necessitated developing a compact double-wishbone suspension system, and placing the steering rack ahead of the front axle.

While most of its rivals opt for active air suspension, the 5 uses coil-over towers at each corner. Passive dampers with internal rebound springs come as standard, with the Performance model using BWI MagneRide adaptive dampers. Originally made famous by the Audi R8 and B7 RS4, they contain magnetic oil which can react to changes in the road surface - or the setting requested by the driver - in three milliseconds. Slowing the 5 is a mixture of regenerative and friction braking, with the front axle using four-piston Brembo brake callipers gripping 400mm discs.

The sleek shape has been aerodynamically optimised, with active air flaps on the grille, air channels within the front and rear lights, flush door handles, and a prominent rear diffuser. As a result, the drag coefficient is recorded at 0.24Cd - less than half that of a flying squirrel.

The split-arrow headlights flank the SmartZone where the car’s driver assistance sensors are housed, with each component labeled in true Polestar fashion. The car has a long bonnet for an EV, cab-back proportions, and the 3,054mm wheelbase is framed by a choice of six wheel designs. These range from 20-22” in diameter, and all wear specially-developed Michelin Pilot Sport tyres from the factory. Both variants feature identical bodywork, with the Performance standing out courtesy of its forged wheels, gold-coloured brake callipers, valve caps and seatbelts, black lower cladding, and door mirrors.

Just like the Polestar 4 coupé-SUV and the Aston Martin Valkyrie, the 5 has no rear window, and visibility comes courtesy of dual HD cameras on the roof, and a digital display in the rear-view mirror. Losing the glass from the tailgate allows the rear strengthening beam to be placed further back, giving rear passengers more headroom, and allowing for a 2x1.25m glass sunroof to be fitted.

The minimalist cabin offers a 4+1 seating layout, with four individual electrically adjustable seats and a fifth perch when the large rear armrest is folded up. Two-piece Recaro seats are found up front, with their BComp flax-fibre construction partly visible from the rear. Ahead of the driver is a 9” instrument cluster that moves with the steering column, and a flat-bottomed steering wheel with a subtle 12 o’clock marker. 

Energy recovery-adjusting paddles remain absent from the wheel, with powertrain settings adjustable on the 14.5” Android-powered infotainment display. A G-force meter, Google Maps navigation, wireless Apple CarPlay and climate control settings are all found on the portrait screen, while the rear occupants get their own air conditioning panel on the armrest. Similar to the platform-sharing Audi e-tron GT and Porsche Taycan, the rear footwells of the Polestar 5 descend into a battery-less section of the floor, allowing for a natural seating position for second-row passengers.

Order books are already open for the new range-topper, with both models offered in ‘Launch Edition’ specification. This includes active cruise control with autonomous lane changing, a colourised head-up display, heated steering wheel, outer rear seats and wiper blades for the Dual Motor variant, while the Performance model gains a Bowers & Wilkins surround-sound system as standard. 

Pricing starts at £89,500 for the Dual Motor, rising to £104,900 for the Performance before options. The first UK deliveries of the brand’s most powerful car to date are expected in Spring 2026, and we expect a longer range single-motor drivetrain to be announced in the near-future.

Even though five years have passed since we first effectively laid eyes on the car, there can be no arguing the Polestar 5 still looks the part. We’ll have another short wait to see if the decision to invest in a bespoke chassis and powertrain will give it the driving dynamics to match the sharp styling.