BMW X5 vs Zeekr 7X

What's the difference?

This is a luxurious prestige five-seater brimming with BMW’s latest design and technology that’s not only practical for weekly family duties but can also embrace spirited driving with the push of a button. A great all-rounder for families that like a sporty edge. 

Not the most comprehensive of tests, I'm afraid. But early signs are good for the Zeekr 7X, which ticks plenty of on-paper boxes, looks sleek and fresh and feels sorted from behind the wheel.

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

The latest front-end design features subtle revisions to BMW’s signature 'kidney' grille theme, highlighted by slimmer matrix LED headlights with chevron-shaped DRLs that incorporate the turn indicators.

There’s also an ‘iconic glow’ function, which illuminates the twin-grilles at night in-sync with the external courtesy lights when approaching and departing the vehicle. Lower front air-intake and tail-light treatments have also been revised.

The dash features a new curved instrument panel. Based on BMW’s latest generation 'iDrive' operating system, it consists of a 12.3-inch driver’s info display and 14.9-inch control display presented across the same seamless glass surface.

The control display’s touchscreen functionality has allowed dash buttons and switches to be minimised.

This new design dash has a blend of synthetic leather trim and dark brown/high-gloss woodgrain surfaces, along with new LED ambient lighting and gear-selector design.

The rear seat is sumptuous and spacious, even for someone my height (186cm). There’s ample knee and headroom and it can seat three kids in comfort, but for adult passengers wanting that 'business class' feel it would be ideal for two.

My only criticism of the new instrument display is that with more than 30 applications displayed on the expansive control screen, it can be distracting at times trying to visually locate and operate these functions while driving.

And, depending on sun angle, there were also complaints from different front seat passengers on different days about blinding glare caused by the dash’s high-gloss woodgrain inserts. Fortunately, the driver is unaffected by these reflections.

It’s a sleek-looking SUV, the 7X, and is nowhere near as boundary-pushing as its stablemate sibling, the Polestar 4, which rides on the same platform. For one, the Zeekr has a rear windscreen.

Zeekr calls it 'hidden energy' design language, which I take to mean, at least partly, that you can’t immediately tell what’s powering it. It could pass as an internal-combustion car, a hybrid, PHEV or EV; at least until you look closely.

There are light bars front and back, but sadly we miss out on what the brand calls its 'Light Curtain' - a pixel-filled bar of light that spans the entire front end. Apparently it fell victim to the ANCAP crash-test requirements and has been replaced by a black cover.

Even without it, I dig the 7X’s athletic stance. It looks good in the metal, especially finished in deep green paint.

Inside, it’s a pretty plush-feeling cabin, without being revolutionary, and the big central screen and digital dash are bright and clear. The addition of a camera to monitor back seat passengers without having to turn around is a clever touch, too.

With its 2165kg kerb weight and maximum allowable weight of 2885kg, our test vehicle can legally carry up to 720kg.

That should be ample for five adults (even better for kids) and their luggage, of which up to 100kg can be carried on the roof rails using a rack or roof box (both in BMW's accessory range).

Powered upper and lower tailgates provide good access to the luggage area, which is carpeted and equipped with a roll-out privacy screen, load securing hooks, a 12-volt accessory outlet and a first-aid kit stored behind a removable side panel.

The space-saver spare and tools are stored below the hinged load floor, so all luggage must be removed to access them.

Internal luggage space with the rear seat upright is 650 litres (0.65 cubic metres) which expands to 1870 litres (1.87 cubic metres) with the rear seat folded flat.

A useful load-carrying feature when the rear seat’s backrest is upright is a hinged centre section that folds forward and flat to carry long and narrow items.

These can stretch all the way from the tailgate to the dash if need be, which could be handy for carting anything from skis to home hardware purchases (firmly secured, of course).

It’s also rated to tow up to an impressive 3500kg of braked trailer, which matches the class benchmark for one-tonne utes.

However, given that tow-ball download (TBD) is usually around 10 per cent of trailer weight, the X5’s maximum TBD rating of only 140kg could be a challenge if 3500kg towing is required.

Front of cabin storage includes a big bottle-holder and bin in each front door, a glove box and on the right-hand side of the dash a pull-out driver’s bin, both of which are felt-lined.

The centre console, in addition to its wireless phone-charging pad, USB-A port and 12-volt outlet, has two small-bottle/cupholders up front and a large box at the rear, housing a USB-C port and topped by a padded dual 'brochure fold' lid that double as an elbow-rest for driver and front passenger.

Rear seat storage includes a large-bottle holder and bin in each door and pockets on each front seat backrest. The rear of the centre console has two storage nooks for small items in addition to its air-vents, two USB-C ports and a 12-volt outlet. There’s also a handy tablet-mount and USB-C port on each front seat backrest, which is great for long trips.

Folding down the rear seat’s centre armrest reveals two pop-out small-bottle/cupholders. And under its hinged lid is a hidden felt-lined compartment that’s ideal for storing slim screened devices away from prying eyes.

The 7X stretches 4787mm in length, 1930mm in width, 1650mm in height and rides on a 2900mm wheelbase.

As is pretty typical of electric SUVs, interior space is great, especially for backseat riders. I'm 175cm and have heaps of knee and headroom behind the driver's seat set to my position.

Storage space is good, too, with a deep bin between the front seats, a pull-down divider in the back row and pull-out draws beneath the back seat which mean you can hide laptops or valuables when you lock the car.

One key quirk, though, is the location of the USB charge ports in the back, which are accessed through the pulldown seat divider. It means that, should there be three passengers in the back, you won't be charging any devices.

The boot is 539 litres of flat, wide space – though that number grows when you drop the 60/40 split-folding back row. Rear-drive models also get a 62-litre 'frunk'.

There are three ways into the 7X, with two rear-drive models and one AWD Performance completing the trilogy.

That story begins with the 7X Rear-Drive, which gets the smallest battery and lists at $57,900, before on-road costs. Next is the Long-Range at $63,900, which is also a rear-drive model but nabs a bigger battery and a longer driving range.

Finally, the Performance is $72,900, and is the only twin-motor model. It scores the same 100kWh battery as the Long Range, but significantly ups the performance, which in turn dramatically lowers the zero to 100km/h time.

Standard kit is pretty impressive across the board, with the entry-level model scoring 19-inch alloys, LED lighting all around, a powered tailgate, a glass roof (with powered shade) and ambient interior lighting.

Tech is handled buy a 16-inch central touchscreen with Apple CarPlay and Android Auto and there are two 50W wireless charge pads. You also get a digital dash, tri-zone climate and a 10-speaker stereo.

The Long Range model adds a better 21-speaker stereo and a head-up display, while the flagship Performance gets trick auto-opening and closing doors (you just push a button in the pillar to open and step on the brake to close), as well as genuine Nappa leather trim, 21-inch alloys and very good adaptive air suspension.

The X5 xDrive40i is powered by BMW’s legendary 3.0-litre DOHC 24-valve in-line six with state-of-the-art technology.

This includes twin-scroll turbocharging, variable valve/camshaft timing and 48-volt mild hybrid technology (delivering up to 9.0kW and 200Nm) using an electric motor integrated with the transmission.

The combined effect is optimised power and throttle response (0-100km/h in 5.4 secs) with minimal fuel consumption and Euro 6d emissions.

It produces 280kW between 5200-6250rpm and 520Nm of torque (this can reach 540Nm with hybrid input) across a remarkably wide and flat peak torque band between 1850-5000rpm, which showcases its flexibility. There’s also auto start-stop and selectable drive modes.

This is paired with BMW’s smooth and sharp-shifting eight-speed torque converter automatic, which combines the best characteristics of a dual-clutch and traditional torque converter transmission.

There’s overdrive on the seventh and eighth gears to optimise fuel economy and the choice of rapid manual-shifting using the steering wheel paddles.

Power reaches its wide tyres through the xDrive intelligent all-wheel drive system, which actively varies the engine’s torque distribution between the front and rear wheels to optimise traction at all times.

BMW’s ‘Efficient Dynamics’ also includes brake energy regeneration with recuperation display and many other standard features to enhance driving safety and efficiency.

The two rear-drive ZX models share the same rear motor producing 310kW and 440Nm. Not stratospheric numbers but the powertrain delivers plenty of useable, real-world grunt, with both variants reporting a zero to 100km/h time of 6.0 seconds.

The AWD Performance model really ups the grunt, though, adding a second electric motor at the front axle lifting total outputs to 475kW and 710Nm and dropping the 0-100km/h run to a crazy-brisk 3.8 seconds. It’s also the only model to ride on the very good adaptive air suspension as standard.

BMW claims combined average (WLTP) fuel consumption of 9.9-8.5L/100km. Our 415km test comprised a mix of suburban and highway driving and when we stopped to refuel the dash display was showing 10.2L/100km which was line-ball with our own 10.6L/100km figure, calculated from fuel bowser and tripmeter readings.

So, based on our figures, you could expect a realistic driving range of around 780km from its 83-litre tank using standard 91-octane petrol.

The cheapest 7X variant scores a 75kWh LFP battery, while the Long Range and Performance nab a 100kWh NCM unit. All have an 800V electronic architecture, allowing for mega charging speeds of up to 450kW DC charging (actually 420kW on the 100kW battery).

Now, I don’t think we have chargers capable of pushing that much juice in Australia, but even using our 350kW chargers Zeekr promises you’ll go from 10 to 80 percent charged in 16 minutes or less. AC charging is up to 22kW, too.

In terms of driving range, you can expect 480km in the rear-drive, 615km in the Long Range and 543km in the Performance, all on the WLTP cycle.

It’s supremely comfortable, with front bucket seats that offer powered-adjustment of height, reach and backrest angle along with side bolsters that can tighten their grip of your upper torso.

There’s also two-way lumbar support, that adjusts not only how far it pushes your spine forward but also allows that pressure point to be raised or lowered.

Combined with its power-adjustable leather-rimmed steering wheel, it would be hard not to find a comfortable driving position.

Eyelines to all mirrors are good and over-shoulder blind-spots are minimal. Front and rear occupants can talk without raised voices thanks to low engine, wind and tyre noise at highway speeds.

As you’d expect, it has high build quality and a tangibly solid feel as though it was machined from a single block of steel, from the satisfying thuds of its closing doors to the absence of shudders or rattles on a variety of roads.

It also has two personalities, which can be switched in an instant. In 'Comfort' mode it will happily cruise around city and suburbs as a mild-mannered family car, fulfilling daily duties like work commutes, school drop-offs and pick-ups, supermarket shopping and the like.

However, flick the drive mode to 'Sport Plus' and you awaken, well, if not ‘the ultimate driving machine’ then something close.

Its optimised drivetrain and handling settings feel more like a sports sedan than a family car, which can turn any winding mountain road into an engaging experience.

It has impressive reserves of cornering grip and braking force, combined with sparkling engine response and fast sequential manual-shifting at your fingertips.

It feels impressively agile, with all-round response that belies its 2.0-tonne-plus kerb weight, backed by a symphony of sounds from its sublime in-line six.

The 7X is very much the vehicle Zeekr has been waiting for in Australia, so expectation weighs heavy on its metallic shoulders. Happily, and not to spoil the ending, it largely lives up to those expectations with our taste test revealing an electric SUV that shines in most areas.

Our drive experience took place at one of Australia’s longest and fastest race circuits, The Bend outside Adelaide. And not in the AWD Performance version, but in the less-powerful Long Range model. Not exactly the natural environment of a circa 2.5-tonne electric SUV, then.

And while the rear-drive Zeekr is no out-and-out performance car, the 310kW and 440Nm served up from that rear-axle motor is plenty to get the 7X up and moving, with the power arriving in a steady and unbroken stream that saw us pretty easily push to 200km/h on one of the track’s lengthier straights.

I’d argue that’s more than enough grunt to satisfy most, if not all, Zeekr owners without them having to dig deep for the Performance model. But there’s no escaping the fact this is a heavy vehicle, and one inspired by efficiency, not the red mist of racing.

So, things start to drop away a bit when the lesser 7X is really pushed, with an off-putting kind of buffeting movement at speed and sometimes spongey-feeling dynamics a reminder that this is a vehicle more at home on public roads.

The AWD Performance, however, sharpens things up considerably, helped by its adaptive air suspension and all-paw grip. It feels far tighter, grippier and more composed through corners. Sadly, by the time I jumped in, my lead-footed colleagues had drained the battery to the point where I could only accelerate at 50 per cent capacity, which made the AWD slower on the straights than then RWD model, but it made up plenty of lost ground in the way it corners.

All of this is, of course, is likely to be of little relevance to any 7X customers, who are more likely to find themselves on the moon than they are the main straight of a race track, and so my opinion hasn’t changed — the AWD is faster and more technically advanced, but when you boil it down to the actual life a mid-size electric SUV will live, I think the smart money is on the Long Range AWD model.

Side note: We also did some pretty serious off-roading (again, something no owner is likely to do) in the AWD model, and I can report that the softest suspension, steering and accelerator settings add a cosseting comfort to the drive experience on rough roads, and that there is some genuine of-road capability on board.

How it drives on actual roads? For that, you’ll have to wait just a little longer. But early signs are good for Zeekr’s most important model.

The 7X wears a maximum five-star Euro NCAP assessment and I want to point out a pretty wild feature. Standard across all trims is a high-def camera in the B-pillar aimed at the rear seats. You can cover it, if you’d like, but the idea is that anyone up front can hit a button near the central screen that will pull up a high-def feed of what’s happening in the back seat. So, no more having to turn around to see what the kids are up to in the back seat.

Happily, all 7X models get the same safety suite, which includes a 360-degree camera, autonomous parking and 15 ADAS functions.

BMW covers the X5 with a five year/unlimited km warranty and offers several service plans to suit different budgets and requirements.

For example, the 'Service Inclusive Basic' package covers all scheduled services over five years/80,000km for a total of $3450, or an average of $690 per year.

The Zeekr 7X is covered by a five-year, unlimited-kilometre warranty, while the battery is covered for eight years or 160,000km. There’s five years' roadside assistance thrown in, too.

Servicing is recommended every two years or 40,000km, with what the brand describes as optional health checks in years one, three and five (the first one's on the house).

Go for all the services, including the optional ones, and you’re looking at $2415 over the first five years. Skip the optional ones, and it’s more like $1755.