2026 Zeekr X AWD Review  

Pricing for the updated 2026 Zeekr X hasn’t been announced at the time of publish, but it’s expected to start under $50,000 drive-away for the RWD, and under $60,000 for the AWD we’re testing here – loosely in line with the previous model, which starts at $49,900 plus on-road costs.

For context, the base ‘RWD’ variant was discounted by $7000 from $56,900 in April 2025, just as the larger 7X ($57,990) arrived as a more natural step up.

So what do you actually get for you money?

Both variants pick up a solid boost in standard equipment, along with a refreshed exterior featuring frameless doors, updated lighting with a welcome function, and new wheel designs.

Inside, the cabin has been redesigned with new materials, cross-pattern stitching and a revised armrest design. Storage has been increased, with an open and deep centre console.

Comfort has been improved as well, with heated and ventilated front seats, a heated steering wheel and heated outer rear seats now standard across the range. Boot space also has grown by 42 litres to 404 litres.

Technology upgrades include a 13-speaker Yamaha sound system, ambient interior lighting and a 50W wireless charging pad. Both variants also retain a panoramic sunroof and a large 14.6-inch landscape infotainment display.

The AWD variant adds automatic opening and closing front doors, massaging front seats with power lumbar adjustment, an augmented reality head-up display and an onboard fridge.

Many of these features were previously bundled into a $4000 ‘Convenience Pack’ but are now standard. If pricing stays the same, that’s a free win.

Both variants also receive upgraded electric motors, with outputs increased by 50kW/30Nm: the RWD now produces 250kW/373Nm, while the AWD version delivers 365kW/573Nm, making it good for 0-100km/h in a claimed 3.7 seconds.

The RWD also adopts a 61kWh lithium iron phosphate battery with a WLTP range of up to 405km, while the all-wheel-drive variant uses a 66kWh unit with a slightly healthier 415km range.

While the AWD supports up to 22kW AC charging, most Australian homes won’t be able to take full advantage of it, with 11kW being the more realistic ceiling in alignment with RWD.

If you’re wondering how Zeekr has added more kit without pushing up the price, here’s the catch: on paper, range has taken hit. The outgoing model claimed up to 540km (RWD) and 470km (AWD), compared to 405km and 415km now.

That said, part of this difference comes down to a switch from ADR to the stricter WLTP testing standard, so it’s not a straight loss in real-world range.

DC fast charging is rated at up to 230kW for the RWD (10-80% in approx 18min), while the AWD supports up to 150kW (10-80% in approx 30min).

A five-star ANCAP safety rating from 2024 is set to carry over. Standard safety equipment includes adaptive cruise control, autonomous emergency braking, lane keeping assist, blind-spot monitoring, and a 360-degree camera supported by front and rear parking sensors.

One of the biggest question marks with any new-to-Australia brand is longevity. Not every new player will be able to stick it out, which makes Zeekr’s early momentum reassuring.

The brand has already found some success locally with its larger 7X, and strong feedback from media and buyers alike suggests it’s not just another flash in the pan. Backing from Geely only adds to that sense of security.

In terms of features that have stuck around and actually feel useful, a small digital display near the front window greets you with a smiley face or “hi” when you approach, but more importantly, it shows charging status and battery percentage. It’ll save you from jumping inside just to check the basics.

Inside, the 2026 Zeekr X punches above its perceived size. Central storage is impressively deep (big enough to swallow a 1.25L bottle), helping offset the lack of a traditional glovebox, while overall space feels more generous than expected.

If you’re cross-shopping with something like a Tesla Model 3, you’ll also appreciate the use of a physical gear stalk, which is a small win for usability.

Soft-touch finishes and premium-feeling fabrics are used generously, with very little of the scratchy plastic you might expect at this price point.

In AWD guise, it leans properly into its luxury brief too, with features like genuinely comfortable massaging seats, a high-quality sound system and a wide panoramic glass roof.

And it’s not just about comfort; performance is a strong suit. There’s plenty of torque on tap, especially once you’re moving, making overtakes effortless and adding a bit of fun when you want it. Subtle sporty touches, like red seatbelts, round out the experience.

Put it all together, and the Zeekr X AWD makes a strong case for itself, especially when you consider you’re getting more performance and equipment without a jump in price (even if range takes a bit of a hit).

While the 7X leans into a smoother, more cohesive design, the X goes in a more angular direction, and it can come across a little quirky. It doesn’t quite have the same premium presence, and some elements look more awkward than intentional.

Then there’s the gimmick factor, which I’ve become somewhat of a Grinch about. The more time you spend with features like the light shows, the more you question their real value.

They’re fun the first few times – especially showing friends – but after that, you’re left wondering if you’d rather just save the money. In a market where buyers are watching every dollar, that stuff starts to matter.

Another consideration is where it sits in the market. There’s growing competition at the more affordable end, like the Geely EX5, offering more range for less money, even if they don’t lean as heavily into outright luxury.

Then you’ve got similarly sized rivals like the Volvo EX30, Smart #1 and BYD Atto 3, not to mention larger options like the Tesla Model Y and Kia EV5 sitting within reach.

And as much as I’m surprised to say it – something I didn’t notice in the 7X – the safety tech can feel overbearing. On just a single drive home, I was hit with warnings for fatigue, distraction, speeding, not moving off quickly enough at the lights, and even how I exited a lane.

It’s like having a backseat driver that won’t quit. Some systems can be turned off, while others can at least be toned down.

From a driving perspective, while the power is genuinely fun, there are a few niggles that stop you from fully leaning into it.

Push on through corners, and it can feel a little unsettled, and efficiency takes a noticeable hit when you do. Over my time with the car, energy consumption sat at 20.7kWh/100km – fairly high for something of this size.

And then there are the automatic front doors. In theory, they’re a cool concept. In reality, they’re just frustrating.

They don’t open or close quickly enough, can require awkward force if you try to override them, and in something as common as a surprise Melbourne downpour, you’re left standing there waiting to get in, and you’re unable to quickly slam the door shut.

Add in overly cautious sensors that stop the door short, and you’ll often end up pushing it open anyway, which kind of defeats the point.

Zeekr launched in Australia with the X in late 2024, but the arrival of the larger 7X not long after has made things… complicated.

It’s a car that’s immediately likeable – more polished to drive, better looking and more practical – and if the price gap is around $7000, it’s the one many buyers will, and already have, stretched to with minimal hesitation. 

That’s what makes the X harder to justify. On its own, it does plenty right: it’s quick, well-equipped, and feels more premium than many small EVs.

It’s also built on the same platform as the Volvo EX30, a car that’s been well received, even if it hasn’t exactly set the sales charts on fire – and the same can be said for the X.

But these updates will shift things. By folding in what was previously locked behind the Convenience Pack, the X finally makes more sense as a standalone offering.

The value equation is stronger now, and it feels more complete, rather than a car that quietly pushes you towards the 7X. That said, the reduction in driving range isn’t ideal, and will be something buyers need to weigh up.

Importantly, the design still won’t be for everyone. It’s a bit quirky, and that alone narrows the audience in a segment where broad appeal matters.

And it remains stuck in a slightly awkward middle ground: more premium than mainstream Chinese rivals, but not quite a clear-cut luxury alternative either.

Still, it’s undeniably a better car now, and an easier one to put forward to shoppers. It stands out, it feels unique, and it’s not nearly as cramped as its exterior might suggest.

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