Polestar 5 vs Mercedes-Benz S450

What's the difference?

The Polestar 5 is utterly gorgeous. It's essentially a concept car come to life.

It perfectly balances sportiness and comfort, like a GT should, though the screen-heavy minimalism might not be everyone’s cup of tea.

If you’re after something faster and with more physical switchgear, there’s the Porsche Taycan, but it’s considerably more expensive.

Note: CarsGuide attended this event as a guest of the manufacturer with travel, accommodation and meals provided.

Mercedes-Benz set out to restore the S-Class' place amongst the greatest sedans in the world.

In the heavily-optioned, near-$250K-plus S450 as well as the extended S450L at $300K as tested (the sweet spot of the range for now), we reckon the Germans have succeeded, pushing safety, comfort and technology boundaries, in a package that is true to the heritage of the series.

Tax-fuelled sky-high prices will certainly keep the S-Class niche in Australia, but the car is more than good enough to dominate its tiny corner of the upper-large luxury car sphere.

The best new car in the world? We reckon it's highly likely. Mission accomplished, Mercedes.

There’s no way around it. The exterior of this car is exquisite. It truly is a concept car that has come to life.

The front end is particularly fascinating as the split LED headlight set-up emphasises just how low-slung and wide this grand-tourer is.

Something surprising about the Polestar 5 is while it’s less than 1.5-metres tall, it’s more than five metres long, which makes it longer than a Toyota LandCruiser, for example.

While the tail-light set-up is stunning and angular, the rear section of the Polestar 5 is its most awkward.

Like the Polestar 4 Coupe, this car doesn’t have a rear window and that means there is a big slab of body coloured panel instead. It makes the overall silhouette rather back-heavy, especially when finished in lighter colours.

Inside, the design is virtually identical to a series of other existing Polestar models. It’s intentionally minimal with a major focus put on the large central touchscreen.

While the interior looks and feels premium, like other Polestars, it doesn’t make this flagship offering feel as special.

It doesn’t help that there are large sections of glossy piano black on the steering wheel, centre console and rear-seat armrest section. These are all areas that get used a lot, meaning fingerprints and grime will show quickly.

Most Mercedes models have followed the Russian Doll-style cookie-cutter styling theme, and the heavy family look continues with the W223.

Still, the flush door handles do add a touch of Tesla-esque modernity, while the elegant silhouette and clean lines are in keeping with the luxury aspirations. Larger in every dimension compared to the old W222, the S450 is some 71mm-longer in wheelbase (3106mm) than before while the LWB's has stretched out by 51mm (3216mm), benefiting proportions as well as interior packaging.

AMG-branded wheels look sporty but – in the S450 at least – they're perhaps a tad too gangster. A set of flush alloys would give it a more-modern and techier appearance, in our opinion.

Overall, however, the S-Class ‘7' possesses the prerequisite richness of design. It isn't as bold and mould-breaking as models like the W116 were back in their day, but the styling is still a success.

By the way, the latest S-Class is the first Mercedes to employ the MRA2 longitudinal platform, which is rich in lightweight steels (50 per cent aluminium), is correspondingly stronger than before but also 60kg lighter.

With a drag co-efficiency rating as low as 0.22Cd on some overseas grades, the W223 is one of the most aerodynamic production vehicles in history.

The Polestar 5’s front seats are supremely comfortable and almost limitlessly adjustable, meaning they’re perfect for long-distance driving. Even if you do get a sore back, there’s a great massage function.

While the steering wheel is a lovely unit to hold and twirl, the buttons on it just aren’t intuitive, unless you’re shown what they do. They are touch-sensitive pads that are blank and don’t have any iconography on them.

Instead, the button's purpose is shown on the digital instrument cluster when you hover on them. There’s a considerable amount that can be adjusted from the steering wheel, but failing this you’re forced to use the touchscreen as physical switchgear is few and far between.

Sure the prominent, portrait-oriented 14.5-inch touchscreen multimedia system runs Google Built-in and has Google Gemini, but clicking through menus, especially while driving, for key functions isn’t intuitive. I’d love more physical buttons.

In terms of storage up front, there isn’t as much as you’d expect. There are two cupholders, a small centre console slot with a wireless charger, as well as a tiny centre armrest storage slot. There’s no glovebox.

As standard the Polestar 5 comes with a 4+1 seating configuration, meaning that while there is a small centre rear seat, the emphasis is put on the two outer seats. They’re almost like separate bucket seats and offer electric adjustment.

At a leggy 182cm tall, there’s adequate legroom for a car that’s more than five metres long. Headroom isn’t bad either, especially given there’s a panoramic glass sunroof and the fact the car is only 1.5-metres tall.

Many of the second-row controls are on the fold-down centre armrest. They’re touch-sensitive and rather finicky to operate.

Despite this car’s length, there’s only 365 litres of boot space, which is tiny for a car of this size. Thankfully there’s a sizeable underfloor section in lieu of a spare wheel.

At the front there’s a 62-litre storage compartment that’s big enough for charging cables among other odds and ends.

For the beginning of our day with the S-Class, we were chauffeured from home to a mansion in Kew, a blue-chip Melbourne suburb. Our heavily-optioned S450L featured most of the aforementioned extras – including the Business Class Package and Rear Entertainment Package – and the experience was predictably, sumptuously memorable.

Reclining individual rear seats with easy-reach tablets, armrests offering access to all multimedia and available climatised and massaging cushions and backrests... we're no longer in our normal ride, Toto.

Yet, all these trinkets and gizmos are mere add-ons, that can turn a stretched Caprice into a flash hen's night carriage if enough money and glitz is thrown at it.

No, the new S-Class must impress in an altogether less tangible and more philosophical manner, involving all the senses, and not just what we see, hear and touch. It must appeal beyond the superficial. Otherwise, it is not a large Mercedes-Benz luxury sedan in the classic manner.

This is a Herculean task for the Stuttgart designers and engineers. By and large, though, the Three-Pointed Star has succeeded in achieving something special.

In its perception of peerless quality and engineering, the W223 is striving to move forward and look back simultaneously to the glory days of the seminal W126 (1980-1991). This is through meshing traditional virtues like solidity and quality materials while dazzling its passengers with technology that is still friendly enough to want to enhance your experience.

You can sink into the soft lounge seats, watch the world pass by silently outside and never be aware of the road underneath or the engine ahead. Double glazing, exquisite and aromatic fabrics and materials and lush tactile surfaces work their magic inside the car, while an airtight and aero body, solid platform, air suspension and a muted yet muscular powertrain all do their thing underneath. The atmosphere is special and rarefied. That's what an S-Class needs to be and that's what is happening in our $299,000 (as tested) S450L.

The same more-or-less applies up front, as the same trim, leather, wood and technology surrounds the driver and passenger. The spectre of the car that is surely The Car of the Last Decade – Tesla's Model S – is evident in the portrait touchscreen and sparse, almost wallflower dashboard design and layout. No big imposing architectures here.

Yet, while the American upstart actually takes stuff away, the S-Class packs the cabin with subtle features that – like when the planes stopped flying last year and the birdsong subsequently returned – only become obvious once the cabin's design simplicity clears all the white noise for you to be in a better frame of mind to enjoy them.   

Take the haptic interface, for example, as it is perhaps the best we've experienced; the sense of well-being garnered from the cumulative effects of profound seat comfort (the massaging function was never switched off), cocooning micro climate environmental control, orchestral levels of audio entertainment and the theatre of light and vision performed by the two available screens; it is an automotive experience like no other. And the eye-tracking 3D-effect navigation set within the electronic instrumentation. No need for cinematic glasses to get the effect. The driving position itself, by the way, is also first class.

Room to stretch and grow for sure, and in every direction. But room for improvement? You betcha.

Your tester had a headache after a little while staring at that woozy 3D map. The central vents – four at the front, two in the rear – look and feel cheap, leaving us mentally redesigning them; they are frightfully out of place here; the carryover column-stalk auto lever should have been binned in 2005. And, even though the digital instruments have a number of options, none are elegant enough for the S-Class. That's an especially subjective criticism, clearly, but one that – in the context of classic Mercedes luxury sedan contenders – is justified given how timeless the Bruno Sacco era of Daimler design was. Look him up, kids.

Still, after a couple of hours behind the wheel, with our senses reset to calm, it is obvious that the S-Class cabin is a unique and wonderful place – as it should be at a cool quarter-of-a-million dollars.

Job done.

PS At 550 litres (20L more than before), the boot is massive and luxurious enough to sleep in.

Right now, only two S-Class models are available – the S450 from $240,700 plus on-road costs and the 110mm extended-wheelbase S450L (LWB) for another $24,900 on top. Most buyers overwhelmingly opt for the latter.

Despite what the numbers may suggest, both are powered by a 3.0-litre in-line six-cylinder turbo petrol engine, delivering 270kW of power and 500Nm of torque to all four wheels via a nine-speed torque-converter automatic. Greater choices are coming later, including an all-electric version known as the EQS.

Almost every conceivable safety item is standard on the S-Class, including world-first rear-seat airbags located behind the front seats in the LWB model, taking the surround-airbag count to 10.

You'll also find route-based Speed Adaptation (adhering to the posted speed limits), Evasive Steering Assist (a sophisticated form of crash mitigation), adaptive cruise control with active stop/go, Active Lane Change Assist that automatically moves the car into the lane you indicate to), Mercedes' PreSafe crash-preparation tech that primes all the safety systems for impact, electronic stability program that encapsulates all the active driver-assist tech, Active Emergency Stop Assist, Autonomous Emergency Braking front and rear (including for cyclists and pedestrians), Traffic Sign Assist, Parking Package with Active Parking Assist and 360-degree camera and tyre pressure monitors.

On the equipment front there is the latest iteration of Mercedes' MBUX multimedia system with (another) world-first 3D display, complementing an OLED central display, powered closing doors, leather upholstery, air suspension, leather upholstery, velour floor mats, a multi-beam LED headlight system with adaptive high beams, heated and folding exterior mirrors, heat and noise-insulating acoustic glass for front side windows, dark privacy glass for rear windows, sunroof, roller sunblinds for rear windows, metallic paint and 20-inch AMG alloy wheels on runflat tyres.

Want cutting-edge multimedia? There's MBUX II's augmented reality for navigation and fingerprint scanner, as well as a more natural-speech Mercedes-Me Connect voice activation with global search.

Plus, predictive navigation with live traffic, parked vehicle locator, vehicle tracking, emergency call, maintenance management and tele-diagnostics, digital radio, Burmester 3D surround-sound system with 15 speakers and 710W amplifier, remote door locking/unlocking, geofencing, speed-fencing, valet parking, head-up display, Smart Phone integration with Apple CarPlay/Android Auto, wireless charging, ambient lighting, two-zone climate control, poplar wood trim, electric adjustment for front seats, steering column with memory function, climatised front seats, keyless entry/go with flush-fitting door handles offering hands-free access (including for the electric boot),

Besides the ‘forward facing' airbag for the rear-seat occupants, the S450L also scores electrically adjustable rear seats with memory and automatic rear climate control.

Key options – and the list is massive – include an $8700 Rear Entertainment Package, that brings rear-multimedia access, rear tablets with wireless headsets and rear-seat wireless smart phone charging, an AMG Line pack with a body kit, different alloys and larger front brakes ($6500), Business Class Package that includes aircraft-style reclining rear seating and tray tables ($14,500), Nappa leather ($5000), augmented-reality HUD ($2900), 21-inch wheels ($2000) and four-wheel steering ($2700). There's also a $14,500 Energising Package with contoured seating, heated-everything and massaging seats.

Please keep in mind our test cars featured many such extras. Tick all the boxes and you can add nearly $100,000 to the price of your S-Class.

So, is the S450 good value? Given some of the breakthrough safety and luxury features it offers, it is unique. Too bad the Federal Government's Luxury Car Tax makes them so much more expensive than they need to be.

All Launch Edition versions of the Polestar 5 come with a dual-motor all-wheel-drive set-up.

The entry-level Dual motor has total system outputs of 550kW and 812Nm, which aren’t small numbers. It’s enough to send this car from 0-100km/h in 3.9 seconds.

However, stepping up to the Performance boosts the total system outputs to an outlandish 650kW and 1015Nm. The 0-100km/h sprint is claimed to take just 3.2 seconds.

If you’re after raw speed though, the Porsche Taycan is quicker again, but it’s considerably pricier.

Where are the V8s?

Right now, the only W223 you can buy is powered by an all-new 2999cc 3.0-litre in-line direct-injection six-cylinder turbo petrol engine dubbed the M256, complete with double overhead cams, an electric compressor intercooler and assistance from a 48-volt mild hybrid system and integrated starter-generator, adding 16kW and 250Nm to the 270kW of power at 6100rpm and 500Nm of torque from 1600-4500rpm.

The 9G-Tronic torque-converter automatic transmission and 4Matic all-wheel drive system combination is a first for the S-Class in Australia.

Top speed is limited to 250km/h, while the 0-100km/h sprint-time takes just 5.1 seconds in both models. Impressive for a two-tonne-plus luxury limo.

Every Polestar 5 Launch Edition comes with a sizeable 112kWh lithium-ion battery pack.

Thanks to this, the Dual motor is claimed to offer up to 670km of WLTP range, whereas the Performance offers up to 565km. Real-world range will likely be much less, especially if you lean into this car's performance potential.

An 800V electrical architecture allows the Polestar 5 to DC fast charge at rates up to 350kW. A 10-80 per cent charge is claimed to take 22 minutes.

AC charging, however, is capped at 11kW, which is surprisingly low given more an more cars are capable of 22kW. A 0-100 per cent charge is claimed to take 11 hours.

With the aid of the mild-hybrid system, the S450 returned a combined average of an impressive 8.2 litres per 100km, which translates to 187 grams of carbon dioxide emissions per kilometre. 95 RON premium unleaded (or higher) is recommended. In the urban run it consumes 11.3L/100km (11.5 for S450L), and just 6.4L/100km (6.5 for S450L) in the extra-urban result.

At 76 litres, the fuel tank will allow a combined average range of about 927km between refills.

During the Australian media launch of the Polestar 5 we only got to experience the flagship Performance grade. We’ll have to wait for another time to sample the entry-level Dual motor.

In terms of electric-motor power, there’s plenty of it. In fact, there’s probably too much. I only went full throttle once while driving and it was enough to terrify my passenger.

The amount of power on offer is the kind you’d tap into every now and then when you have new passengers onboard.

Unlike many EVs, the acceleration in the Polestar 5 Performance is linear and builds, rather than snapping your neck backwards.

There are three regenerative braking modes to select from, including two that are versions of one-pedal driving. My preference is the standard mode as it feels more natural to use both the accelerator and brake pedals in a GT.

The suspension set-up in the Performance trim is unique as there’s MagneRide adaptive dampers. The Dual motor, on the other hand, has a passive damper set-up.

There are a series of modes to select from and in practice the adaptive dampers help keep this 2.5-tonne beast in check. It’s surprising how comfortable this car can feel with the large 21-inch alloy wheels.

Adding to this, the steering wheel, even its firmest setting, is surprisingly easy to twirl. As a result, this makes the Polestar 5 a great balance of sportiness and comfort, just as a GT should.

While many of this car’s driving attributes defy its weight and heft, its turning circle does not. There’s no rear-axle steering and the fact it’s more than five metres long doesn't do it any favours. Prepare for many three-point turns.

In terms of noise, vibration and harshness (NVH), the Polestar 5 is naturally a quiet car given it’s an EV. However, with the Bowers & Wilkins sound system, there’s noise cancelling which makes the car even quieter, especially on the move.

In former times, as the Germans say, a ‘450' on the boot indicated V8 power. In the W116 S-Class era it was one of the world's most evocative badges when ‘SEL' was also attached.

As mentioned earlier, though, it's the M256 3.0-litre turbo-petrol with a 48-volt ‘mild hybrid' electrical system that's doing the driving, to all four wheels. The real V8 W223 will probably surface later this year or in early 2022 with the S580L flagship. Bring it on.

This is not to say that S450 isn't good enough. With that electrified assistance, the blown straight six is smooth and swift off the line and rapid as the auto seamlessly steps up through all nine gears. Because it's so hushed and refined, it doesn't feel 5.1s to 100 clicks quick, but watching the speedo says otherwise – acceleration is assertive and strong right up way past the legal speed limit.

All that's missing is the burbling soundtrack of a classic Benz bent-eight. Oh well. Outstanding economy is a price we're literally willing to pay in lieu.

Even more impressive is the S450's ability to hustle along mountain roads like an overgrown sports sedan.

Now, for Australia, all S-Classes are fitted standard with an adaptive ‘Airmatic' air-suspension set-up, including air springs and self-levelling tech. In Comfort up to 60km/h, the ride height can be raised by 30mm, or lowered by 10mm under the standard 130mm baseline in Sport at any velocity, while in Sport+ it falls another 17mm.

With that in mind, yes, the standard air suspension performs a magnificent job smothering out most surface imperfections around town. Yet its real other party trick is to tighten up the chassis when corners get interesting and Sport mode is selected. Aided by progressively weighted and reassuringly responsive steering, the Mercedes tips into turns with precision and poise, slicing through with virtually no discernible body lean or understeer.

Now, we're not talking a leisurely drive on rural highways here, but Healesville's famous Chum Creek Road, where even a Porsche Cayman would feel like it's had a strenuous dynamic workout. The S-Class can be hurried along with confidence and finesse, displaying outstanding handling and roadholding for a 5.2-metre long limo. And the fact that the ride quality only suffers marginally when the red horns are out is all the more remarkable.

Back in the cut-and-thrust of inner-city peak-hour traffic, the Benz in Comfort mode continued to reveal its driver-orientated yet passenger-focused twin-personalities, zipping in and out of gaps while remaining comfy and composed inside.

Only when parking in tight spots are you truly aware that the W223 is longer than a Mazda CX-9. The optional four-wheel-steering system is claimed to slash the turning circle to A-Class hatchback levels. 10.9 metres is the claim.

The 2021 S-Class never ceases to amaze and delight.

The W223 S-Class has not been crash-tested yet by ANCAP or European affiliate EuroNCAP, so does not have a star rating. However, Mercedes-Benz claims it has striven to create one of the safety vehicles on the planet. Who are we to argue?

Almost every conceivable safety item is standard on the S-Class, including world-first rear-seat airbags located behind the front seats in the LWB model, taking the surround-airbag count to 10.

You'll also find route-based Speed Adaptation (adhering to the posted speed limits), Evasive Steering Assist (a sophisticated form of crash mitigation), adaptive cruise control with active stop/go, Active Lane Change Assist that automatically moves the car into the lane you indicate to), Mercedes' PreSafe crash-preparation tech that primes all the safety systems for impact, electronic stability program that encapsulates all the active driver-assist tech, Active Emergency Stop Assist, Autonomous Emergency Braking front and rear (including for cyclists and pedestrians, at speeds from 7km/h to over 200km/h), Traffic Sign Assist, Parking Package with Active Parking Assist and 360-degree camera and tyre pressure monitors.

The Active Lane Keeping Assist works in a speed range of between 60km/h and 250km/h while Active Steer Assist helps the driver follow the lane at speeds of up to 210km/h.

The Polestar 5 is covered by a five-year, unlimited-kilometre warranty, whereas the high-voltage battery is covered for eight years or 160,00km. This is fairly standard for premium brands.

Every Polestar 5 comes with five years of roadside assistance and logbook servicing is required every 24 months or 30,000km.

At this stage Polestar hasn’t announced service pricing for the Polestar 5.

Unlike many luxury brands that persist with a sub-par three-year warranty, Mercedes-Benz offers a five-year/unlimited kilometre warranty.

Intervals are every year or 25,000km, with a capped price service plan starting at $800 for the first year, $1200 for the second year and $1400 for the third year, totalling $3400. Alternatively, there is a Service Plan starting at $2700 for the first three years (saving $700 from the normal capped-price service plan), $3600 for four years and $5400 for five years.