First Drive: The Polestar 5 Isn’t Just A Porsche Taycan Fighter. It’s Even More Interesting
Polestar’s new 884-horsepower super-sedan isn’t what I expected it to be. Instead, it’s something that truly raises the bar.
Photo by: Patrick George
Who was I to say no? When a top engineer, who’s also a superb wheelman in his own right, wants to show you what his 884-horsepower electric grand tourer could do on a proper track, you shut up and get in the passenger’s seat.
We had another go, and once again, I got tunnel vision from the acceleration the Polestar 5 could put down. And when Baguely completed our lap, he flashed a big grin, as if to say: “Not bad, right?”
Top Videos:
He didn’t have to say anything. Lots of EVs are fast, especially in a straight line. But the point Baguely was trying to make came loud and clear: few fast EVs handle quite like the Polestar 5 does. And this thing has what it takes to challenge—I’m not saying beat, but challenge—the almighty Porsche Taycan. And even the likes of the Lucid Air, while it’s at it.
If it comes to the United States, it’ll make for a fascinating match-up. But that remains a fairly ambiguous if.
(Full Disclosure: Polestar flew me to the United Kingdom last month for a preview drive of the Polestar 5. The brand covered my travel expenses.)
Polestar 5: What Is It?
The Polestar 5 makes its world premiere today at IAA Munich, Europe’s largest auto show. It’s being hailed as a big deal for the sometimes-troubled but aspirational electric luxury brand, which was spun out of Volvo and has deep ties to the rest of China’s Geely Group.
To understand why, it helps to go back to the beginning.
The Polestar 1 was a limited-run plug-in hybrid luxury coupe that packed a lot of power but looked like a two-door Volvo S90, because under the skin, it basically was one. Then came the Polestar 2, a much-beloved electric sport sedan and early Tesla Model 3-fighter, but based on the Geely Group CMA platform that underpinned the Volvo XC40 and other cars.
Next was the Polestar 3, which offers excellent performance and style, but is again a twin to another Volvo. And finally, there’s the Polestar 4: Korean-made but also on another shared Geely Group platform used by various Zeekr and Lynk & Co. models, albeit with its own spin on things.
You get the idea. Polestar may be a newer brand, but under the skin, its cars have borrowed heavily from the rest of the family.
The Polestar 5 is where that starts to change. It’s built on an entirely new architecture exclusive to Polestar, including an all-aluminum platform and body, an 800-volt electrical architecture, an internally developed rear motor and plenty of other touches to make it something truly unique.
“The most Polestar Polestar yet,” is how it was described to me. And that sort of thing is going to be key to making Polestar finally stand out from Volvo and the rest.
Polestar 5: Design And Tech
And it does stand out. It’s a low, sleek sedan, angular in the right ways and perhaps echoing designs like the original Audi A7—hardly a bad thing to my eyes. You may remember the Polestar Precept Concept; this is that, taken to production with almost everything except the rear-hinged doors, which present crash-test challenges.
On the inside, it’s roomier than a Taycan, which admittedly isn’t hard to do because that car can feel more like an electric 911 than Porsche will admit. But the amount of rear headroom inside surprised me. My 5 foot, 11-inch frame never felt cramped in it, which can happen in some EV sedans like the Mercedes-Benz EQs, and I’m not even really that tall.
How much you’ll like the interior depends on how much you like Polestar’s signature Scandinavian minimalism. (The same goes for the fact that, like most Polestar models, this one comes in Gray, Silver, The Other, Second Gray, White, Black, and who knows, down the line—Possibly Another Gray.)
Now, let’s get to the obvious: there’s no rear window. But the whole design and process is more artfully done than the Polestar 4 (and as much as I like the Polestar 4, this feels like the car it’s trying to be) and in my limited drive on the track, I can’t say I minded the camera-based rearview mirror much. It all works functionally just fine, though it’s still an acquired taste.
In terms of software, you get Polestar’s standard Android Automotive operating system with Google built-in. While I didn’t get to play with it much on this drive, I’ve largely been impressed with that system’s speed, flexibility and voice recognition before, but more testing will be needed to render a final verdict.
Polestar 5: EV And Platform Specs
The Polestar 5 Performance—the top version and the one I tested—has a 112-kilowatt-hour battery (106 kWh usable) that powers dual motors and puts down the aforementioned 884 hp and 749 lb-ft of torque. You also get MagneRide adaptive dampers, bespoke Michelin performance tires and higher torsional rigidity from the platform than many gas-powered sports cars, Polestar says.
But people don’t buy EVs for track days, or for performance alone. On the electric front, the Polestar 5 seems very competitive. Range for the base Dual Motor car is rated at 670 kilometers (416 miles) on Europe’s WLTP cycle, while the more powerful Performance version can go 565 km, or 351 miles. In EPA estimates for America, that equates to 330 miles for the base car, and 300 for the Performance. The max charging speed is a very healthy 350 kilowatts, and it can charge from 10% to 80% in 22 minutes.
All in all, it’s an impressive package. And making something that wasn’t just another chip off the Geely block was the whole point.
“There’s no group platform on which you can deliver this car,” Pete Allen, the head of Polestar UK’s R&D arm, told me. Nothing the Geely Group offered could make a car this low, or this stiff, or this light, so Polestar went out and made it alone. And the company won’t be watering it down later. “This is a no-compromise platform,” Allen said. “It’s only there to do sports, GT cars. There’s no plan to make an SUV off this platform.”
Allen is British. So is Baguley, the lead dynamics engineer. So were a bunch of other folks who worked on the Polestar 5. The car drives like it was made by a bunch of people who’ve worked at places like Lotus and McLaren, because it was.
I suppose this makes sense. If you want AI in a car that opens your trunk when you ask it to, call up a Chinese automaker. If you want to make a car that is God’s gift to handling, call some Brits.
Polestar 5: Track Tested
For all those aluminum weight savings, the Polestar 5 still comes in at a beefy 5,518 pounds; a battery that size is heavy, and there’s no way around that. Beefier than a Taycan, for sure. But this platform affords an agility that belies its weight. Out on the Millbrook Proving Ground track—where prototype McLarens and Morgans can be seen alongside British military vehicles, hence why only Polestar was allowed to take photos—the Polestar 5 proved itself to be one of the best-handling EVs I’ve ever driven. Maybe even the best, although it’ll take more data to determine that for real.
The sedan’s steering is tight and direct. Porsche has it beaten on feel, but the 5 feels nimbler and smaller than it is. The ride quality still errs on the side of harsh, which could change if it comes to the U.S., but it’s tight and direct and handles a two-mile high-speed bank with as much confidence as it does a set of winding, off-camber blind curves. Baguley made better work of it than I could, but even a semi-skilled track driver like myself could get a lot out of it, and then some.
It’s not just a handler, either. It’s fast. Crushingly so. I did two hard launches on a straight and managed a zero to 60 mph run in 2.7 seconds, in the wet, which is considerably better than Polestar’s quoted 3.1-second time. And every launch kind of sucked the blood back in my eyes, warping my sense of reality a bit. Even by EV standards, it’s a beast. I managed to get it up to 155 mph on Millbrook’s back straight, tying it with a Cadillac CTS-V at Circuit of the Americas for the fastest I’ve driven any car on any road.
Above all, the Polestar 5’s notable for the analog vibe it has. There are surprisingly few hold-my-hand gizmos for a high-tech EV grand tourer. It doesn’t have active anti-roll-bars, or torque vectoring or an air suspension—all conscious choices, the engineers said, to make something that felt approachable and rewarding to driving enthusiasts.
Polestar 5: Early Verdict
But as much as I liked this thing, even I’ll admit it’s a tricky sell. Polestar could use some wins lately, and what the Polestar 5 is—an expensive halo car—can’t make that happen alone. It’s targeting Porsche with a lot of the performance capability, but almost none of the brand cachet.
The prices reflect its ambition. The base Dual Motor Polestar 5 will start at 119,900 Euro, or about $140,000, while the Polestar 5 Performance I tested is 142,900 Euro, or $167,000 at current exchange rates. That’s not what it would cost stateside—exchange rates, tax differences and tariffs mean you can’t simply convert one price to another—but it won’t be cheap.
Then there’s the fact that I’m left wondering if it can come here at all: It’s made in China, at a new sustainability-focused plant in Chongqing. Engineers said it’s borderline impossible to move the tooling for such a bespoke platform to another location, so if it’s to come to America, it would face an additional 100% tariff.
“As with previous vehicles, we are taking a staggered approach to the launch,” a Polestar official told me. “The initial launch locations for Polestar 5 will include 24 of our 28 active markets and availability for customers in the U.S. will be announced at a later date.”
Gallery: 2026 Polestar 5
75
Source: Polestar
I’ll take that as a maybe. But I hope it does. The Polestar 5 won’t be for everybody, but it’s as genuine an enthusiast car as EVs get—the kind of car where one gearhead sees it and nods to the other gearhead behind the wheel. If you know, you know. And if it previews more interesting adventures yet to come from Polestar, I’m here for it.
The Honda Civic Si Is Still a Hoot: Review
Even with stiffer competition than ever, the affordable and sporty Civic Si is still one of the most darling performance cars out there.
Photo by: Jeff Perez / Motor1
In an era where manuals are fading and sedans are vanishing, the Honda Civic Si endures. It remains one of the longest-running affordable performance cars in the US and is still offered exclusively with a manual transmission—no CVTs here.
For 2026, Honda has given the Civic Si a subtle refresh. It features mildly updated styling, a refined rev-matching system, and a larger touchscreen. Combined with its consistently excellent driving dynamics, these updates make the Civic Si even more appealing for the new model year.
| Quick Specs | 2026 Honda Civic Si |
| Engine | Turbocharged 1.5-Liter Four-Cylinder |
| Output | 200 Horsepower / 192 Pound-Feet |
| Transmission | Six-Speed Manual |
| 0-60 MPH | 6.5 Seconds (est.) |
| Base Price / As Tested | $32,190 / $32,645 |
Top Videos:
Keep Watching
10
AMG’s Electric Hypersedan Concept First Look – 1,340HP And 850kW Charging
Watch More
Honda Civic Si Pros
- Still Fun As Heck
- Still Has A Manual
- Still Affordable
- Still Efficient
What makes the Civic Si so lovable is what’s under the hood: a turbocharged 1.5-liter four-cylinder engine producing 200 horsepower and 192 pound-feet of torque. It’s a punchy and lovable engine for the price, sending its power exclusively to the front wheels.
A limited-slip differential comes standard, along with one of the best manual transmissions in the segment. The Si’s six-speed is quick, precise, and incredibly satisfying to use. Paired with sharp driving dynamics, it’s easy to see why the Civic Si has remained a standout in the affordable performance segment so long.
Equally impressive is how the Si performs when you’re not pushing it hard—which, realistically, is most of the time. The small turbocharged engine is as efficient as it is fun, delivering 27 miles per gallon in the city, 37 on the highway, and 31 combined. That’s better than anything else in its class.
Even better, the Civic Si remains one of the most affordable options in the segment, starting at $32,190 for 2026. Even with extras like premium paint ($455) and upgraded wheels ($1,600), a fully loaded Civic Si still comes in under $35,000 MSRP.
Honda Civic Si Cons
- Slightly Underpowered
- No Adaptive Dampers
- A Bit Loud
As fun as the Civic Si is, it’s hard not to wish for a bit more power—especially when so many affordable performance cars are more powerful than ever these days.
Consider the competition: the latest Volkswagen Jetta GLI delivers 228 horsepower, the Hyundai Elantra N pushes 276, and the Toyota GR Corolla climbs all the way to 300. By comparison, the Civic Si can feel a bit underpowered. An extra 10 to 20 horsepower would make a noticeable difference without stepping on the toes of the more aggressive Type R.
Ride quality is another small drawback. Without adaptive dampers, the suspension feels stiff and occasionally harsh over rough roads. A softer setup would help with daily driving. Cabin noise is also an issue—wind and tire noise are noticeable at highway speeds, making the interior loud at highway speeds.
Honda Civic Si Verdict
Overall, the Civic Si is the punchy performance sedan we’ve come to love over the years. It offers just enough power for daily hooning, a near-perfect manual gearbox, and a well-tuned suspension that delivers excellent handling and road feel.
As long as you’re not overly focused on how much power the competition offers, the Civic Si is still a compelling, well-rounded performance option. You really can’t go wrong here.
Competitors
The Reborn Ram 1500 Hemi Is As Good As Ever: Review
After one year without the 5.7-liter Hemi V-8, Ram decided to slam it back in after faltering sales. And this truck is better for it.
Photo by: Chris Rosales / Motor1
By: Chris Rosales
Sep 3, at 12:01am ET
Share
7
Comments
Nobody at Ram could tell me exactly what the 2026 1500 Hemi’s “Symbol of Protest” badge meant. What are we protesting, I wondered?
Consumer choice was touted as the number one reason for the new badge, but realistically, the Hemi is back merely because emissions regulations are suddenly lax. In fact, the decision to put the Hemi back into the iconic light-duty truck was made in December, just nine months ago, right after a significant national event.
Now with Tim Kuniskis at the head of Ram (appointed at the same time as the decision to revive the V-8, no coincidence), the entire brand is staging a bounce back from weak sales. One Ram representative said that 50 percent of returning customers demanded a V-8–an itch that the Hurricane inline-six couldn’t scratch. And when neither of Ram’s biggest competitors, Chevrolet or Ford, even hinted at killing their V-8 offerings, customers moved elsewhere.
Thus, the V-8 is back, for just $1,200 extra over a standard Hurricane I-6 and for no additional charge over the high-output 540-horsepower version. It returns unchanged, with the exact same horsepower and torque, the same fuel economy, and with a whole lot of slightly dodgy political connotation.
Top Videos:
Lamborghini’s Fastest, Most Powerful Hypercar Ever | Fenomeno First Look
Watch More
| Quick Specs | 2026 Ram 1500 |
| Engine | 5.7-Liter V-8 Mild Hybrid |
| Output | 395 Horsepower / 410 Pound-Feet |
| 0-60 MPH | 6.7 Seconds (est.) |
| Towing | 11,320 Pounds |
| Base Price / As Tested | $42,370 / $82,055 |
Regardless of odd brand iconography, bringing the V-8 back is something worth celebrating. For truck buyers who love simplicity, having the option of an objectively simpler (if lower-performing) V-8 versus a turbocharged six is compelling. In fact, I have a 2021 Ram 1500 Laramie with this exact powertrain in the family, a truck I’ve put tens of thousands of miles on, sans the eTorque mild-hybrid system.
For 2026, the Hemi is mechanically identical to the engine that died in 2024. It now comes standard with the mild-hybrid system and has the same output and fuel economy as before. Yet Ram stressed that it was not a simple drop-in job, and making the V-8 work with the newest generation of Ram’s electronics compared to the pre-2025 models was the primary challenge.
It took seven months of work for Ram to fully validate and complete the V-8’s transplant—only enough time to make it work reliably, not enough to upgrade it. It’s hard to ignore the fact that the V-8’s 395 horsepower and 410 pound-feet of torque are considerably less than the SO I-6’s 420 horsepower and 469 pound-feet, meaning you are paying $1,200 more to get less performance, and paying zero dollars to get substantially less performance than the HO’s 540 horsepower.
But with that engine upgrade, you do get three bonuses: A standard performance exhaust that is actually fairly loud, a 10-year, 100,000-mile powertrain warranty, and the ability to option the Hemi on any trim level.
Pros: Excellent Power, Nice Sound, Similar Fuel Economy To I-6
The V-8’s virtue was never outright performance, nor is it in any other major truck maker’s lineup. The F-150 EcoBoost outperforms the 5.0-liter V-8, yet buyers still prefer the bigger engine. Practically, it’s the proven simplicity and durability of a V-8 that draws people in. Emotionally, V-8s soothe an ancient region in our brain’s parabrachial nucleus.
V-8 good, our subconscious opines, as it grunts away in minimal, thrumming effort.
And the 5.7-liter Hemi is as good as it ever was. It feels as powerful as it did before, even with the feature-laden Laramie I sampled. Even with less power than the Hurricane, I never wanted for more oomph, and found the Hemi more linear and smoother in its power delivery.
The eight-speed ZF shifted smoothly yet directly, with no wrinkles in its calibration. It felt exactly like my family’s 2021 1500, which is actually a great thing.
Cons: Lacks Power Compared To Other Available Powertrains, No Meaningful Upgrades To V-8
That truck is delightful to drive, and the revived Hemi Ram makes it that much more appealing. Compared to the Silverado and F-150, the Ram simply drives better, with lovely, linear steering that has a strong sensation of center, and suspension that is rarely juddery like most body-on-frame trucks.
This is the Ram we knew and loved before the Hurricane, just with more powertrain choices. Put simply: V-8 good.
As far as what Ram is protesting, I’m still not sure.
33
Source: Chris Rosales / Motor1
