VW ID.5 and Polestar 2: The beautiful side of reason
Reasonable format, economical drive and chic exterior arouse curiosity. And the prices are reasonable (thanks to E-Bonus). Watt march to an exciting comparison!
They offer: Polestar finer, VW more spacious
The ID.5 stands 14 centimeters higher than the Polestar with otherwise almost the same dimensions. The cool, powerful coupe line of the 2 series is more reminiscent of a jacked up hatchback limo, crossover fits in here quite well.
In the rear, there is a lack of knee room in the Swede, and the roof rail, which is pulled far down, requires more mobility when boarding. Backbenchers travel more relaxed in the VW, also because the seat surface is mounted higher above the vehicle floor and is longer. However, if the driver lowers his seat all the way down, it will pinch his feet at the back.
Visibly and tangibly more attention to detail is in the Polestar. The finer, sustainable materials and less crackling on cobblestones bring it two points more than the VW, which also stands out with moderately accurate gap dimensions.
Inputs via the touch slider are annoying
Surprise also when it comes to operation: the VW system, which was initially heavily criticized, is getting better and better, reacting faster and more reliably. Vehicle functions such as the electric windows can still not be controlled via “Hello ID”, but the temperature can be adjusted as desired or to statements such as “I’m cold/warm”.
Battery capacity (net)
test car tires
Exhaust gas CO2 (local)
Charging power (AC/DC)
Charging time (DC)
trailer load used/unused
Length Width Height
Test car price (is evaluated)
Continental SportContact 6
405-1095 l (+35 l front)
€50,995 (before funding)
v. 235/45 R 21, h. 255/40R21
v. 8.5×21″, h. 9×21″
€48,970 (before funding)
Inputs via the touch slider remain annoying, the sensitive sensor fields on the steering wheel continue to provoke operating errors. The Polestar also impresses on the inside with a cool and clear design that largely does without switches or buttons.
This works excellently, especially the traffic controller works very reliably. In addition to radio and navigation, temperature and seat heating can also be set on “Hey Google”. As with the VW, the windows only obey at the push of a button – although the Polestar unfortunately leaves about ten centimeters of glass at the back.
ID.5 is the first choice for holidays
When it comes to vacation, the VW is the first choice. The split backrest, a hatch in the rear and the double loading floor both offer, but the ID.5 can pack up to 466 liters more. Only a front “frunk” does not exist in the VW, despite rear-wheel drive. The offers the front-wheel drive Polestar (35 l).
Intermediate sprint 60-100 km/h
Weight distribution v./h.
Turning circle left/right
Braking distance from 100 km/h cold
from 100 km/h warm
Interior noise at 50 km/h
at 100 km/h
at 130 km/h
Average of the 155 km test lap (deviation from the WLTP specification)
Range (test consumption)
This is how they drive: Polestar agile, VW balanced
With its chassis, which can be adjusted in 15 (!) stages, and pleasantly precise steering, the ID.5 really comes into its own, appealing both when scraping corners in a hurry and when gliding effortlessly, even on poorly patched back roads. Only very deep craters let the large 21-inch wheels (1030 euros) rumble loudly, and the impacts continue to affect the steering.
The Polestar rolling on 20 inches (1200 euros) always reacts less smoothly to rough on wavy slopes, the chassis is – unlike the fully synthetic steering – very in need of communication. Because of the lower build-up movements, the Swede still conveys a more agile, manageable nature.
The livelier drive also supports this impression. With 231 hp, 27 hp more than the ID.5, the Polestar is emphatically moving forward. The VW is much more restrained, especially tough at the top. The ID.5 is a good second behind when it reaches 100 km/h, and it loses over seven seconds when it reaches a top speed of 160 km/h.
When it comes to consumption, the two do nothing. The weaker, but 123 kilogram heavier VW requires about 22 kWh/100 km including charging losses like the Polestar. Not a bad value, which allows a range of around 400 kilometers thanks to the large batteries. The Swede achieves the higher charging power, sucking up to 155 kW of electricity (VW: 135 kW).
That’s what they cost: Both with a full environmental bonus
Thanks to a clever pricing policy with base prices of just under 48,000 euros (nearly 40,000 euros net), both are fully eligible. The test car price of around 56,000 euros is reduced by 9570 euros (including tax) – you can start the configurator.
The only notable difference in financial matters is made by the insurers, who give the ID.5 a fully comprehensive class of 18, while they push the 25 on Polestar. Something has to be done, then switching to electric cars will work even more often.