“We’re 80 percent finished, but there’s still more to accomplish,” remarked Chris Baguley from Polestar as he maneuvered a development prototype of the Polestar 5 through a series of cones at increasing speeds. Baguley, who is the chief engineer for vehicle dynamics, dedicates a significant amount of time each week putting prototypes of the electric performance sedan through rigorous testing on various tracks. The objective is to tune the suspension in a way that distinguishes a sought-after premium performance vehicle from a standard mass-market model.
From the spacious rear seat, even with the car’s unfinished interior, it was challenging to identify the aspects that make up that remaining 20 percent. Baguley mentioned that the 2026 Polestar 5 has a slight tendency to understeer as drivers push its limits, a characteristic that is now expected in modern cars. From the backseat, I wasn’t able to perceive the understeer he sensed via the steering wheel. Instead, I noticed the rear tires beginning to squeal as the trajectory around the cones grew tighter.
As a front seat passenger, I could feel the understeer a bit more. Its compact front suspension provides the 5 with a sports-car aura, as we later discovered, while the higher rear suspension aids in rear-seat comfort. Overall, during our brief 20 minutes on the course, the vehicle showed potential to compete with high-priced EV performance sedans. Whether it can match the incredible acceleration of a Lucid Air Sapphire or the exceptional, intuitive handling of a Porsche Taycan will become clearer once production models are available next year.
Upcoming Plans for Polestar
With the 2025 Polestar 3 SUV now entering initial production at a shared Volvo-Polestar factory in Ridgeville, South Carolina, and the 2025 Polestar 4 fastback coupe-crossover soon to follow (initial production originating from China and transitioning to South Korea next year), the Swedish startup owned by China’s Geely is finally able to discuss its future initiatives.
The Polestar 2, which introduced the brand to American consumers, has been its only high-volume model since 2021. Continuous improvements have made it increasingly competitive and appealing—this year featuring a shift from front- to rear-wheel drive for its single-motor versions—allowing the compact utility EV to surpass the platform it shares with two small Volvos, which include both battery-electric and gas-powered variants.
The new 2025 Polestar 3 SUV has been delayed in its market launch, attributed to software issues also affecting its platform counterpart, the 2025 Volvo EX90 electric three-row crossover. With the Polestar 3 now set for release and the Polestar 4 soon following, the brand seized the opportunity to showcase its R&D capabilities to a select group of automotive journalists.
This is how we found ourselves experiencing the next Polestar on a handling course arranged in a large parking lot outside Coventry, in the West Midlands, England—the heart of what remains of the nation’s automotive industry. The company aimed to highlight the strength of its UK development team, showcase its current and expanded R&D facilities, and provide a sneak peek into the development of the Polestar 5, which utilizes Polestar’s first dedicated architecture. The Polestar 2, 3, and 4 share platforms with various Volvo and Geely models, but the Polestar 5’s bonded-aluminium structure will be specific to that model upon its release.
When asked if this architecture would remain exclusive to the Polestar 5 or if other Volvo or Geely products might adopt it, CEO Thomas Ingenlath artfully avoided providing a direct answer. “We are happy to make other people in the [Geely] group happy,” he stated. “It would be selfish to keep it for ourselves.” This implies that we are likely to see this architecture utilized in future models from Volvo and potentially other Geely brands as well.
Polestar 5: Bonded Body Constructed from Aluminum
A select group of journalists dedicated two days to exploring Polestar’s R&D facilities in the U.K.. The first location was MIRA, an automotive development center that has been operational since 1946. The following day, we toured a newly expanded site, which significantly increases their operational space and enables staff to manage the logistics of development vehicles more efficiently.
The tour was led by Steve Swift, the vehicle engineering director, alongside Pete Allen, the deputy CTO and head of R&D in the U.K. Both have extensive experience across a range of vehicles, from Formula 1 cars to luxury brands, and unique projects like the plug-in hybrid London taxi. Swift revealed that he had been part of the Lotus team that fine-tuned the suspension of my 1991 Isuzu Impulse, a model not widely recognized in the auto industry. The Polestar team comprises versatile engineers capable of transforming a vehicle from concept to reality, irrespective of its origins.
During our visit, Swift, Allen, and vehicle dynamics engineer Baguley were straightforward in addressing numerous inquiries from our group. However, the images featured in this article were all supplied by the company, as our personal devices were restricted to prevent unauthorized photography.
Polestar’s newly acquired facility boasts an impressive oven capable of accommodating an entire vehicle, which is utilized to cure the bonded-aluminum structure of the Polestar 5 prototypes for maximum strength. Our hosts refrained from discussing the specifics of the epoxy adhesive or the curing temperatures, citing significant intellectual property concerns.
Polestar 5: From Precept to Production
The existing and newly built prototype facilities are designed solely to evolve what was presented in April 2020 as the Polestar Precept concept into a market-ready vehicle, ensuring that it aligns with its design specifications and performance expectations before entering production at a specialized factory in Chongqing, China.
The development team takes particular pride in maintaining the low nose and cowl height of the Precept concept, which necessitated a front suspension design that is compact vertically, offering a mere 160 mm (6.3 inches) of wheel travel from full extension to bump stop. This lower profile not only minimizes aerodynamic drag but also contributes to the Polestar 5’s unique sport-sedan appearance, aligning it with intended rivals like the Porsche Panamera, Taycan, and the Tesla Model S.
The Chongqing facility will also manufacture the 2026 Polestar 6, a two-seat open sports car, yet details about this model remain scarce. One piece of information that surfaced is that by removing the “foot garage” from the 5’s battery pack, which allows rear passengers to sit more comfortably without their knees elevated, the same battery capacity can be incorporated into the shorter wheelbase of the 6. As the foundational structure of the 5 is validated, future models should require considerably less development time.
Polestar kept tight-lipped regarding the specifics of the batteries utilized in the 5, including their composition, cell types, and other related specifications. They did confirm that the capacity is approximately “111-ish kilowatt-hours” and that it would support 800 volts charging, but otherwise, they remained noncommittal about sharing more details.
One phrase that resonated throughout the discussions was “pure progressive performance.” While the Porsche Panamera may not be heralded as a progressive design—especially with its combustion engine—it occupies a central position in the market that Polestar aims to penetrate with the 5.
Polestar 5: Comparison to the Tesla Model S, and perhaps Lucid Air?
CEO Ingenlath repeatedly emphasized that Polestar is fundamentally a Swedish brand developing European cars in the U.K. for global markets. He noted that the handling of the 2026 Polestar 5 will be more refined, controlled, and precise—“more European”—than, for instance, the Lucid Air, which tends towards a “quite American” suspension behavior and roadholding.
Nonetheless, it is important to note that Polestar is mainly governed by the Chinese manufacturer Geely, which also oversees Volvo. While the Polestar 2 and 4 are produced in China, the export models of the latter will be transitioned to a South Korean plant next year, as part of an initiative to diversify its production networks amid escalating trade tensions between China and the European Union and the U.S.
To many American car buyers, Polestar remains a relatively unknown entity, even among electric vehicle enthusiasts. This perception is likely to change with the introduction of the 3 SUV, which targets the premium segment of the U.S. SUV market. The 4’s appeal will be tested, particularly among tech-savvy EV users, given it features no rear window—just rear-view cameras.
The 2026 Polestar 5 follows a similar design principle. Its bodies in white incorporate a significant structural crossmember occupying the space usually devoted to a rear window. This design decision aims to achieve a sleek fastback silhouette, with the glass roof extending to the trunk lid.
Ultimately, like the brand and the future of Sino-Scandinavian electric vehicles in North America, market acceptance will determine the success of these innovations. Meanwhile, the U.K. R&D facilities are gearing up for what is expected to be a series of new Polestar models, and we eagerly anticipate experiencing them in real-world conditions.
Image Source: The Global Guy / Shutterstock
