Mazda CX-30 vs Zeekr 7X

What's the difference?

About to enter its fifth year in market the Mazda CX-30 is holding up well and this GT SP FWD grade delivers solid value relative to its key competitors, of which there are many. It’s also space-efficient, practical and performs well with top-shelf safety, decent refinement and good dynamic ability.

Alternately, it’s crying out for a hybrid powertrain to improve fuel efficiency, the interior form and function is starting to date and while it meets the market the ownership promise could be sharper. But this little SUV is still worthy of a spot on your new-car short list.

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.

Mazda continues to follow a disciplined design path with everything from the MX-5 sports car to the BT-50 dual-cab ute sharing key attributes like the brand’s signature trapezoidal grille, simple flowing lines and sleek head- and tail-lights, all wrapped up with a subtle hint of chrome here and there.

Car-spotters with the GT SP on their checklist should look out for 18-inch black metallic rims as well as black exterior trim, including the mirror caps. 

Inside, the CX-30 maintains Mazda’s restrained approach with smooth surfaces integrated across the multi-layer dash and primo leather-trimmed seats.

That said, this car is starting to show its age with the multimedia screen plonked on the top of the dash (in typical Mazda fashion) and a largely conventional instrument cluster.

Yes, the main dial is configurable courtesy of a central 7.0-inch TFT screen, but next to more recent arrivals boasting sleek, often twinned, flat screen displays the CX-30 looks and feels out of touch. 

Functionally, there’s a sensible mix of digital controls and physical buttons (points for audio volume and ventilation dials!), but… the multimedia screen can only be accessed by a rotary controller in the centre console once the car is mobile (it works as a touchscreen when you’re stationary).

Some say touchscreens take your eyes off the road so the controller makes sense, but with a sequential app like Spotify it can take a lot of twirls to get to where you want to go, which upsets concentration and takes your eyes off the road, anyway. I’d prefer the relative ease of a quick press on a screen.

Aside from all that, the materials used are high quality with soft-touch surfaces across key contact points and hard plastics confined to high-wear areas. 

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.

At just under 4.4m long, close to 1.8m wide and little over 1.5m tall (with a 2655mm wheelbase) the CX-30 is in the middle of the pack it competes with in terms of key dimensions.

And space up front is more than adequate, with an impressive feeling of roominess for a relatively small SUV.

For storage, there’s a large lidded box (which doubles as an armrest) between the front seats as well as a pair of cupholders in front of the gear-shifter with a bay for wireless device charging ahead of that.

The glove box is big, there are bins in the doors with room for decent size bottles and a drop-down tray for sunglasses sits overhead.

Move to the rear and the amount of space on offer is surprisingly generous. Sitting behind the driver’s seat, set for my 183cm position, I have plenty of head and legroom, although three full-size adults across the back seat will be an uncomfortable proposition for anything other than short trips. A trio of up to mid-teenage kids will be fine.

Adjustable air vents at the back of the front centre console are a welcome inclusion for back-seaters and storage runs to a map pocket (weirdly, on the back of the front seat only), a pair of cupholders in the fold-down centre armrest and bins in the doors with room for smaller bottles.

In-cabin power and connectivity includes two USB-C outlets and a 12-volt socket in the front centre storage box. No USBs specifically for those in the rear, which is a miss for road trips and no 12V in the boot which can be handy when camping or picnicking.  

Speaking of the boot, cargo volume with the rear seat upright is okay for the class at 317 litres, which expands to a healthy 1479L with the 60/40 split-folding backrest lowered. For comparison the Kia Seltos coughs up 433L with the rear seat upright.

The space is illuminated, there are tie-down anchors to help secure loose loads and there’s a space-saver spare sitting under the floor.

And if you’re keen on towing a tinnie or similar you’re good to go for a 1200kg braked trailer (600kg unbraked).

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 CX-30 GT SP is powered by a 2.5-litre, naturally aspirated, four-cylinder petrol engine producing maximum power of 139kW at 6000rpm and peak torque of 252Nm at 4000rpm.

It’s a proven all-alloy unit featuring direct-injection as well as variable intake and exhaust valve timing with drive going to the front wheels via a six-speed auto transmission. 

The AWD version of the GT SP adds an electromagnetic multi-plate clutch pack (managed by a multitude of sensors) to selectively engage the rear wheels, as well. But its engine and transmission combination is identical to this FWD model’s.

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.

The CX-30 GT SP FWD’s official fuel consumption figure on the combined (urban/extra-urban) cycle is 6.6L/100km, the 2.5-litre atmo four-cylinder engine emitting 154g/km of C02 in the process.

It features fuel-saving stop-start and cylinder deactivation functions as standard and over a combination of city, suburban and some freeway running we saw an average of 8.4L/100km, which is average for an SUV in this class. A comparable hybrid package would easily better this result.

Based on the car’s 51-litre fuel tank theoretical range between refills is 772km, which drops to just over 600km using our real-world test consumption number. But the good news is this CX-30 runs happily on cheaper 91 RON ‘standard’ fuel.

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 rare in 2024 to find a small SUV that doesn’t have at least one turbocharger attached to its engine, the CX-30’s 2.5-litre ‘atmo’ four being one of those increasingly scarce examples.

But Mazda’s been laser-focused on extracting maximum power and efficiency from its non-turbo petrol engines for yonks and this one stands up well.

It doesn’t have the low-down punch a turbo typically delivers but maximum pulling power arrives at a useable 4000rpm and it’s eager enough for easy city and suburban running as well as confident freeway cruising.

Although Mazda doesn’t quote an official number you can expect a sprint from 0-100km/h in around 8.5 seconds, which is quick for the class.

Worth noting engine noise and a raspy exhaust note make their presence felt under acceleration and the throttle isn’t as refined as it could be. Not a huge deal, but a slight jerkiness is evident on initial, especially moderate, acceleration.

The six-speed auto is smooth and fuss-free, the steering wheel paddle shifters on hand if you need to intervene and select a specific ratio. ‘Sport’ mode peps things up, causing the transmission to shift down earlier and up later. But it’s aggressive in that it often holds onto a gear for too long and you find yourself diving back to the default normal setting.

Tipping the scales at just under 1.5 tonnes, the CX-30 is underpinned by a MacPherson strut front, torsion beam rear suspension and ride comfort on typically pock-marked urban surfaces is average for the category. That is, a bit jittery over bumps and corrugations but there’s no bone-jarring going on here.

Steering feel and response is good and the grippy steering wheel helps with a connection to the front tyres. Speaking of which, the standard rubber is high-performance (215/55) Dunlop SP Sport Maxx 050 which is  grippy and commendably quiet. 

Push on into a corner and the CX-30 remains balanced and predictable with body roll well under control. Torque vectoring, by engine and physical braking, is also onboard to reel things in if you overstep the mark.

Braking is by discs all around, vented at the front and solid at the rear, and they wash off speed effectively with a satisfyingly progressive pedal action.

Vision is good, which combined with the CX-30’s compact dimensions and 10.6m turning circle, means parking is easy. Especially when you factor in the hi-res reversing camera and front and rear parking sensors. 

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.

Mazda covers the CX-30 with a five-year/unlimited km warranty which is the norm in the mainstream market, and it’s worth noting a growing number of competitors are now at six, seven or even 10 years, although the latter are typically conditional on authorised dealer servicing. Roadside assistance is provided for the duration of the warranty.

Service is recommended every 12 months or 15,000km and Mazda’s ‘Service Select’ program sets maintenance pricing out to seven years, the lowest over that period being $352 and the highest $626, for an annual average of $459, which is reasonable but not exceptional for the category.

For comparison, a similarly specified Toyota C-HR averages $330 per workshop visit over the same period.

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.