So, first impressions of the Polestar 5? Plush, fully loaded and stunning inside and out. If you are in the market for a transcontinental express, look no further.
Fancy a Porsche Taycan? Don’t be too hasty.
We were among the select few to try the Polestar 5 before it went on sale. Our test route included the sort of roads which could easily unsettle any other performance car. They were in the Kielder Forest region – a favourite of rally cars for good reason.
Let’s cut to the chase and provide all the important figures.
The entry-level Polestar 5 is referred to as the Dual Motor model, which is a tad confusing because the more expensive Performance model also has two motors. This means you have standard all-wheel drive. Anyway, the entry-level car comes in at £89,500. Power peaks at 737bhp, giving you an impressive 0-60mph time of 3.8 seconds. Predicted range is 421 miles.
The Performance version is a rather more hefty £104,900. Power climbs to a thumping 871bhp, which means your 0-60mph time drops to 3.2 seconds. Range takes a bit of a hammering and comes in at 347 miles. Make full use of the performance and you’ll probably have shredded a set of tyres by the time the battery is exhausted. Seriously, the acceleration is savage. Floor the throttle in either car and the all-wheel drive hurls you to the horizon. Whether your passengers appreciate it is another question. We recommend a light breakfast.
Top speed in both is 155mph. A 10-80% charge on a rapid charger takes a shade over 20 minutes. Impressive – and long enough for a cuppa and a ‘comfort’ break.
Of course, once you’ve impressed your passengers – or frightened the life out of them – most owners will use that slug of performance to overtake something or slip into a gap as they join a motorway, and then revert to some sort of everyday driving. It’s only when you treat the Polestar 5 like that that you really understand the qualities of this car. Yes, it’s staggeringly quick, but it’s also a brilliant driver’s car – and a great long-distance cruiser.
It’s also the sort of car that any keen driver will take for a spin on a sunny Sunday morning just for the hell of it. Find a quiet road with a few twisty bends – like we had near Kielder – and there’s nothing better than timing your moment to unleash the horses and power out of a corner.
Even though the Performance version costs £15,000 more, it’s worth it for one simple reason. OK, the slightly lowered suspension and fatter tyres improve the overall handling, but you now get MagneRide adaptive dampers which transform the ride. This is a car which is plainly set up to be capable of handling immense levels of power, but the MagneRide also ensures an uncannily smooth drive, even on the UK’s most surface-challenged roads. Everything is very controlled, very refined, and of course you whoosh along in near silence apart from a faint whine from the motors. The only other intrusion is a bit of rumble from those chunky tyres.
We should also add that the steering is nicely weighted and the brakes inspire confidence. You can adjust the recuperation levels from gentle to strong, with the option of one-pedal driving – handy in towns.
This is a big car – just over five metres long and two metres wide – but it doesn’t feel big. Don’t be put off by the fact that there’s no rear window. The interior mirror works as a rear-view camera and, although it can initially be tricky trying to judge distances, you’ll soon get used to it. Anyway, truck and van drivers have managed for years without an interior mirror. There are also loads of parking cameras. Overall, visibility is good.
The external dimensions are reflected inside too. This is a roomy car for everyone. Boot space is OK at 365 litres, and there’s a small frunk.
As for the levels of kit, let’s just say that for the sort of prices being charged for the Polestar 5, you’d quite rightly expect to have everything you could possibly need. Thankfully, you do.
The interior is stunning. The glass panoramic roof means everything feels bright and airy. The four seats are extremely comfortable and look good. They’re also sufficiently bolstered to give everyone plenty of lateral support. The central fifth, or +1, seat is really for children.
Our only grumble is the usability of the central touchscreen. Polestar’s techy people love putting as much as possible on the screen, but do we really need to delve into various submenus to adjust the wing mirrors or steering wheel? Yes, everything works well and has a crisp, clear display, but it’s overcomplicated. Ah well. Perhaps it all becomes second nature once you’ve spent more time with the car.
Overall, the Polestar 5 is a great all-rounder. There’s a fluidity to the way it sweeps through corners, yet it’s also a pussycat to drive at slow, urban speeds where – let’s face it – most cars spend the majority of their lives.
The Polestar 5 is electric GT motoring at its finest.
See more at polestar.com
