is transportation editor with 10+ years of experience who covers EVs, public transportation, and aviation. His work has appeared in The New York Daily News and City & State.
It’s been five years since Polestar first introduced the Precept, a concept car that the electric automaker described as “a manifesto of things to come; a declaration.” Well, come they have, because today Polestar finally revealed the production car that’s based on this manifesto: the Polestar 5.
And wow, these specs: up to 460 miles of range, 800-volt architecture for ultra-fast charging, 884 horsepower, 0–60mph in an oomph-inducing 3.1 seconds for the Performance trim. It certainly makes those five years feel like worth the wait.
In final form, the Polestar 5 is an absolutely stunning fastback sedan with dramatic proportions that are sized similarly to the Porsche Panamera. The 5 will be built on a bespoke supercar-like bonded aluminum platform that’s was developed at Polestar’s own facility in England. And like the Polestar 4, it lacks a rear window, relying instead on a high-definition rearview camera.
There’s a lot more, so let’s dig into it.
Power
At launch, there will be two versions of the Polestar 5: a Dual Motor trim with 748hp (550kW), 599lb-ft of torque (812 Newton-meters), and a 0–60mph time of 3.8 seconds; and a Performance package with 884hp (650kW), 749lb-ft (1,015Nm) of torque, and 0–60mph acceleration in 3.1 seconds. Both versions are speed-limited to a maximum of 155mph — seemingly in the spirit of former parent company Volvo’s safety maxim of limiting vehicle max speed to 112mph.
The 800-volt architecture is new to Polestar, and should enable 350kW charging when plugged into a suitable charger. That means 10–80 percent charging in “as little” as 22 minutes, the company says. Owners can expect a WLTP estimated range of 670km (416 miles) for the Dual Motor trim and 565km (351 miles) for the Performance one.
The Polestar 5’s battery contains 112kWh of energy, 106kWh of which is usable. The SK One-supplied NMC (nickel cobalt manganese) pack consists of eight modules with 192 cells. And its design forms part of the 5’s steel structure, which Polestar says brings safety benefits.
Design
The Polestar 5 is built on the company’s Polestar Performance Architecture (PPA), which uses a bespoke, hot-cured aluminum structure for improved weight and rigidity. That frame consists of 13 percent recycled aluminum and 83 percent aluminum from smelters (no word on the remaining 4 percent), which helps lower the 5’s carbon footprint when compared to standard sourcing.
(Keep in mind that Polestar has positioned itself as one of the few automotive startups that still gives a shit about climate change. The company’s CEO recently used his keynote at the IAA Mobility conference in Munich, where the Polestar 5 will make its debut, to urge EU leaders to stick to their strict zero-emission goals.)
The Performance variant is slated to have a sport-tuned suspension with semi-active dampers. There are also bespoke Michelin tires, designed specifically for the Polestar 5, ranging from 20 to 22 inches depending on the trim level.
Inside, you’ll find a 14.5-inch portrait display alongside a 9-inch instrument cluster behind the steering wheel. To cut down on distractions, there will be a 9.5-inch heads-up display projected on the windshield. And a driver-monitoring camera makes sure the driver keeps their eyes on the road while the driver assist system is engaged.
The Performance variant is slated to have a sport-tuned suspension with semi-active dampers.
The front fascia features Polestar’s SmartZone, which consists of many of the vehicles’ sensors, like radar and the front parking camera. In total, the Polestar 5 has 11 vision cameras, one driver monitoring camera, one mid-range radar, and 12 ultrasonic sensors. (Unlike the Polestar 3 and 4, the 5 won’t feature a lidar sensor.) The vehicle also uses interior radars to detect the number, position, and type of occupants to “deploy the correct safety measures in the event of an accident.”
There’s a lot of high-end brand names scattered throughout this announcement: Brembo for braking, Bowers & Wilkins for a premium audio system, and Bridge of Weir nappa leather as an optional interior. The driver-assist system is powered by Mobileye, while the infotainment system runs on Google’s embedded Android software.
While designed as a four-seater, the rear arm rest can be lifted to accommodate a fifth passenger. Polestar cut out a space in the battery, known as the foot garage, behind the front seats to give occupants an extra foot of space for a more natural seating position.
Availability
Polestar didn’t reveal an exact launch date — customer deliveries are planned for the first half of 2026 — or starting price for the 5, only to say they are coming soon. Suffice it to say it won’t be cheap. The Performance version of the grand tourer is expected to start somewhere north of $100,000 in North America.
The company has had a strong sales year so far, thanks to some deep discounts, including one geared toward converting former Tesla owners. The company makes the Polestar 2 electric fastback, the Polestar 3 electric SUV, and the Polestar 4 electric SUV coupe.
Tariffs are sure to take a toll on the Geely-owned, Swedish-designed company’s future. Polestar manufactures in the US and China, and plans to make the Polestar 4 in South Korea in the second half of 2025. It hasn’t said where the 5 will be built, so that will be one to watch.
But despite these challenges, Polestar is charging ahead. First shown last spring as the O2 concept, the Polestar 6 will be the brand’s next flagship model, taking the form of a two-door sports car with a convertible roof. And when the 6 goes on sale (presumably in 2026), it will use the same architecture and powertrains as the Polestar 5.
