After half a decade of anticipation, Polestar has unveiled its long-awaited flagship, the Polestar 5, at the IAA Mobility show in Munich. First previewed in 2020 as the Precept concept, the electric performance GT has now entered production form with power figures and technology that put it directly in contention with Porsche’s Taycan and BMW i7. But without a rear windscreen – just like the 4.
The elegant four-door fastback is built on Polestar’s own bonded aluminum platform — known as Polestar Performance Architecture (PPA) — the first vehicle to ride on a bespoke structure developed in-house.
Engineers claim the lightweight frame offers torsional rigidity “beyond that of supercars,” while also integrating sustainability goals with recycled materials.
Powerful and very powerful
At launch, customers will have a choice between two dual-motor variants. The standard version delivers 748 hp and 812 Nm of torque, accelerating from 0 to 100 km/h in 3.8 seconds with an electronically limited top speed of 250 km/h. With its 112 kWh (106 kWh usable) battery, the model is capable of a WLTP-estimated 670 kilometers of driving range.
But in this segment, you’re out of tune without a sports version. The Performance model raises output to 884 hp and 1,015 Nm, cutting the sprint to 3.2 seconds at the expense of range, which drops to 565 kilometers.
Both trims operate on an 800-volt electrical architecture, allowing up to 350 kW charging and a 10–80 percent recharge in 22 minutes. Polestar sources the NMC cells from SK On, and the battery structure itself is integrated into the chassis for improved crash protection.
Pricing reflects the brand’s ambition to move firmly into luxury territory. In Europe, the Dual Motor starts at €121,900, while the Performance carries a base sticker of €145,300. Deliveries are scheduled for the first half of 2026.
Kamm-tail rear
Dimensionally, the Polestar 5 stretches nearly five meters. Its silhouette closely mirrors the Precept concept, highlighted by a low roofline, Kamm-tail rear, and a panoramic glass roof measuring more than two meters in length.
As the 5 dispenses with a traditional rear window, which has been met with mixed emotions on the 4, a high-definition camera projects the view onto the digital mirror.
Inside, Polestar has opted for a minimalist, tech-focused layout. A 14.5-inch portrait display handles infotainment, running Google’s embedded Android software, supported by a 9.0-inch digital cluster and a 9.5-inch head-up display.
A driver-monitoring system works in tandem with eleven external cameras, radar, and ultrasonic sensors to enable advanced driver assistance features. Remarkable: LiDAR, as featured on the 3, is not offered.
Recaro-developed front seats, sustainable interior trims, and an optional 21-speaker Bowers & Wilkins system emphasize both comfort and sustainability. Although primarily configured as a four-seater, the rear bench can accommodate a fifth passenger thanks to a cut-out in the battery floor that provides extra foot space.
Huge loss
For Polestar, the 5 represents a halo car, and the forthcoming roadster, Polestar 6, is slated to share its underpinnings. However, at the time the company decided to greenlight its flagship models, the world was in a different place. Without tariffs, with strong ambitions for the Chinese customer base, and in anticipation of electric drivelines creating new opportunities.
The reality has been much more complicated for Polestar, which has lost most of its value since being spun off from its parent company, Volvo, three years ago.
Last week, the brand posted quarterly results, with losses widening to €888 million, up from €231 million in 2024. Despite higher revenue, tariffs are biting the indebted EV maker, while the SUV 3 hasn’t turned into the success the company hoped for, and it is burdened with a massive write-off.
The 5 and 6 are hardly the models that can reverse this negative spiral, as China has turned its back entirely on the brand, and the US is killing off incentives for EVs this month.
Polestar is becoming increasingly more reliant on the European market, which is already consolidated and heavily dominated by the legacy brands. But if design has the final word, there may be some hope left for Polestar.
