Rivian R1S vs Zeekr 7X

What's the difference?

While there are some obvious signs that the R1S is Rivian’s first mass-market vehicle, the good news for the company is that its problems are not impossible to overcome. The suspension needs retuning to improve the ride quality and the multimedia system’s software needs upgrading. But even with those issues the R1S left a positive impression.

This is a very stylish SUV with great space and excellent performance, that also happens to be electric, rather than relying on being electric as its primary selling point.

Rivian has put more effort into the design and finishes than many of its EV rivals and the result is a vehicle that can genuinely compete with the established premium players with more credibility.

The only catch is there’s no clear timeframe for when, or even if, this generation of R1S will make it to Australia. The brand has repeatedly spoken of its hopes of entering the market here without locking anything in, but given the current state of the EV sales it may pay off to wait until the conditions are right for a new, premium player to try its luck here.

The first thing that comes to mind in summing up the Zeekr 7X Performance is value. So much standard equipment for the money, stunning acceleration, top-shelf safety and a solid ownership package. It’s also practical, comfortable and the design inside and out is sleek. This electric SUV has thrown down a hefty gauntlet in challenging its existing opposition and there’s no doubt if you’re in this part of the market you should take a close look.

Design is another area where Rivian has carved out a unique position for itself. Whereas other brands, including Tesla, have focused on simplicity and aerodynamic efficiency, Rivian has given the R1T a unique style that looks interesting, different and most definitely not plain.

The oval daytime running lights make every R1S and R1T stand out from a mile away, even on LA’s busy freeways. The overall design is high quality and manages to strike a good balance between aesthetics, aerodynamics and practicality - even if it doesn’t suit everyone’s personal taste.

The cabin is worth highlighting in particular, because rather than go for the ‘minimalist’ look that so many brands are going for these days, with as little switchgear and different trims as possible to keep costs down, Rivian has opted for something more complex and, frankly, more impressive.

There’s a level of craftsmanship, a great mixture of premium materials (including some striking light wood options) that make the R1S feel like a stylish and relaxed environment inside the cabin. Our particular example had a great mixture of colours, textures and patterns that really elevated the cabin experience.

The technology is also nicely integrated into the design, rather than being the focal point, like so many other modern electric vehicles. It still offers the same level of technology - a pair of screens - but doesn’t rely on them to carry the design of the interior.

The 7X was developed at the Zeekr Design and Technology centre in Gothenburg, Sweden and arguably its most distinctive design element is the full-width band across the nose with standard LED headlights and DRL strip below. 

They’d be matrix units if we were in China and the black band would house Zeekr’s ‘Stargate’ panel capable of displaying words and digital animations. But ANCAP crash-test requirements put the kybosh on that for Australia and it’s been replaced by the black cover. But there’s still room to play with animations on the lights that remain, including musical accompaniment through internal and external speakers. 

Other than that, the car’s overall shape and proportions have a touch of Porsche Macan about them with a bulging mid-section and racy 21-inch rims filling the wheel arches.

There’s a slim, tail-light bar across the rear, a concealed wiper and an integrated spoiler on the top of the tailgate contributing to a smooth, clean look. No surprise, drag co-efficient is a slippery 0.25.

Inside, the fuss-free theme continues with a multi-layered dash design dominated by the 16-inch central media screen, compact digital instrument display and split-level centre console. And we’ll get to interacting with it all shortly.

Admirable restraint has been exercised in the simple surfacing and choice of trim materials with enough decoration to add visual interest.

The R1S comes standard as a seven-seat SUV, split across three rows (two in the first row, three in the second row and two in the third row). Space across the three rows is fairly typical for an SUV of this size, which is to say generous up front, good in the second row and a little bit tight in the back.

What is good though, is the length of the cabin allows for quite a spacious boot even with the third row in use, which is definitely not something all seven-seat SUVs can claim. Using a direct conversion from Rivian’s specifications that list cargo capacity in cubic feet, the R1S has a claimed 498 litres with the third row in use and up to 1331L with the third row folded down. There’s also 314L under the bonnet and another 144L underneath the boot floor (although that comes at the expense of a spare tyre).

As mentioned in design, Rivian has nicely integrated the technology into the cabin, with the 12.3-inch digital driver display and 15.6-inch central multimedia touchscreen feeling like a natural part of the car rather than a centrepiece. Rivian has also managed to incorporate eight USB-C charging ports spread around the cabin to keep everyone’s devices charged up.

However, while the technology is nice from an aesthetic design perspective, the same cannot be said about its useability. Like Tesla, Rivian has opted to go it alone with its multimedia system and has developed its own Google-based software that is not compatible with either Android Auto or Apple CarPlay. That would be acceptable, although still disappointing, if the system worked as well as Tesla’s, however the Rivian system is very slow. It repeatedly took several seconds to load between the various functions, which may not sound like long, but when you’re trying to get back to the navigation so you don’t miss your freeway exit a few seconds can make a big difference.

But, honestly, in this day-and-age, systems like this should work quickly and seamlessly, so it’s an area Rivian needs to improve.

On a positive note, Rivian does have some cool accessories for the R1S including what it calls a ‘Camp Speaker’ which is a US$400 option that it integrates into the sound system but is also removable, so you can pull it out of the centre console and listen to your music if you’re around the campfire or having a picnic.

So, before even getting in the car it’s worth talking about this Performance grade’s auto-opening doors.

The physical door handles are still present but inoperative (except in an emergency), so it’s a press of a button on the B-pillar, or a swipe card if you prefer, and open sesame. 

There’s ‘pinch protection’ for the windows on all side doors and impact avoidance which means it will stop short of denting your neighbour at the car park.

After a week of press-button experience I could easily live without this functionality but my significant other loved it. So, personal preference reigns supreme.

At close to 4.8 metres long, a touch over 1.9m wide and around 1.7m tall (with a 2900mm wheelbase) the 7X is a ‘large’ medium SUV and the interior reflects its generous external dimensions. 

There’s plenty of breathing space and a bright open feel thanks in part to the standard panoramic glass roof with power-sliding shade.

In the front, in terms of practicality, there’s a large, deep bin between the seats with a lid that opens from the left and right, another section with two swing-out cupholders and a roll-top lid, plus a big area in the lower console plus generous door bins. And there are handy flip-top boxes in the door armrests.

Worth noting on our test example, opening and closing the sliding cover over the cupholder section generated a groaning noise like oversize nails scraping down a blackboard, which didn’t exactly fit the premium vibe.

The glove box is opened with a button on the dash, which feels overly complicated. But then, in terms of power and connectivity there are twin 50W device charging bays and two USB-C sockets in the lower console.

In a big win for parents loading small kids into car seats, the rear doors open to 90 degrees. Then for storage, you’ve got map pockets on the front seat backs, decent door bins, two cup or bottle holders and a lidded box in the pull-down centre armrest, a small oddments tray at the back of the centre console and a pair of drawers under the seat.

And in the back, in terms of space, sitting behind the driver’s seat set for my 183cm position, I’ve got ample headroom, legroom and more than enough foot room. 

There are power window shades, individual ventilation outlets in the B-pillars to manage the climate control for the rear section as well as one USB-A and a USB-C socket in the armrest box.

And then, there’s the Occupant Monitoring System, a camera view of the rear seat which instantly does away with the awkward 180-degree parental head turn from the front seats. A small camera in the B-pillar is activated by a dash-mounted button for a wide-angle, picture-in-picture video image on the main media screen. 

And don’t worry, if you’re in the back and don’t appreciate the attention, a simple sliding cover over the lens can block the shot. 

With the 60/40 split-folding rear seat upright the 7X boasts 539 litres (VDA) of boot space, which is pretty handy, and that number expands to a hefty 1978L with the back seat down. 

There’s a load-through hatch, tie-down anchors, multiple bag hooks, specific lighting, a 12-volt socket and two storage compartments under the floor. The height of the power tailgate is adjustable but there’s no hands-free function.

Braked trailer towing capacity is 2.0 tonnes (750kg unbraked) and it’s worth noting vehicle-to-load functionality (using a specific discharge cable in the main charge port) is onboard.

But there’s no spare tyre of any description, with a repair/inflator kit your only option, which in this market isn’t good enough.

The Zeekr 7X starts at $57,900, before on-road costs, for the Single motor RWD version, rising to $63,900 for the Long range RWD and $72,900 for this Performance model.

At that money the 7X Performance lines up against a diverse group of primo EV SUVs like the Cupra Tavascan, Hyundai Ioniq 5, Kia EV5, MG IM6, Skoda Enyaq, Subaru Solterra, Tesla Model Y, Toyota bZ4X and VW ID.5. Not to mention its corporate Geely twin under the skin, the Polestar 4.

But cost-of-entry is one thing. The number of included features for the price is another and this car is properly loaded.

Aside from the performance and safety tech we’ll get to shortly the highlights are Nappa leather trim, 14-way power-adjustable front seats (with memory, heating, ventilation and massage functions), a leather-trimmed, heated and power-adjustable steering wheel, heated power-reclining (to 10 degrees) rear seats, a rear seat ‘Occupant Monitoring System’ (more on this later), a 16-inch multimedia display, 36-inch head-up display and digital instrument screen.

There’s also 2160-watt, 21-speaker audio, three-zone climate control, Android Auto and Apple CarPlay connectivity, multi-colour ‘Ripple Effect’ interior ambient lighting, all LED exterior lighting, auto door opening, a panoramic glass roof (with power sunshade), a power tailgate, heated and power-folding exterior mirrors, rear privacy glass (plus power sunshades) and 21-inch forged alloy rims. 

That’s heaps and there’s even more. Enough to put serious pressure on the competitors mentioned above.

As mentioned earlier, there are currently three versions of the R1S available, each with a different powertrain. 

The Dual Standard AWD has, unsurprisingly, dual motors (one at the front and one at the rear) which make a combined 397kW/827Nm. That’s enough for it to launch 0-60mph (0-96km/h) in just 4.5 seconds. The R1S Dual AWD has the same power, torque and acceleration figures, however it gets Rivian’s Large battery, which we’ll detail below.

The Tri-Motor AWD obviously has three motors, one on the front axle and two on the rear, which naturally provide more power, 633kW/1495Nm. With so much power and torque the Tri-motor is wickedly fast, taking just 2.9 seconds to launch 0-60mph.

If, for some reason, the Tri-Motor isn’t fast enough for you, Rivian has released the details on the Quad-Motor. It will have two motors on each axle providing a staggering 764kW (that’s 1025-horsepower!) and 1624Nm, enough to rocket it from 0-60mph in just 2.6 seconds and across the quarter mile in 10.5 seconds.

The Zeekr 7X Performance is powered by dual electric motors, asynchronous magnet on the front axle and permanent magnet at the rear. Combined power is 475kW with peak torque at a grunty 710Nm.

That amount of muscle is up there at the top of the category with the likes of the MG IM6 Performance (572kW/802Nm), Tesla Model Y Performance (461kW/741Nm) and even the track-ready Hyundai Ioniq 5 N (448kW/740Nm).

Rivian offers three different battery types across the three variants, each with a different driving range. The R1S with the Standard battery (92.5kWh) has a claimed 434km driving range, the R1S Dual with Large battery (109.4kWh) extends that to 530km, while the Tri-Motor comes standard with the Max battery (141.5kWh) that has an impressive 597km of range.

It is worth noting, though, that those range claims are based on US EPA estimates, rather than either the WLTP or NEDC methods usually used.

Charging times vary depending on the type of charger used, in the US Tesla has given access to its network to other EV brands and the Rivian is available with a plug adaptor to use a Tesla charger. The R1S is capable of charging up to 220kW, which means it takes approximately 40 minutes to take the battery from 10 to 80 per cent. 

The 7X boasts an 800V electrical architecture which means it has 420kW charging capability and even though the max public charging output currently available here is 350kW, at that level you can expect the 100kW NMC battery to charge from 10 to 80 per cent in around 13 minutes. AC charging is a handy 22kW for 10-100 per cent charging in four hours.

Claimed (WLTP) range is 543km and on test we saw average energy use of 18.8kWh/100km, which is in the middle of Zeekr’s claim of 17.7-19.9kWh/100km for the combined (urban/extra-urban) cycle and more than acceptable for an EV of this size and weight.

The R1S and R1T are Rivian’s first mass-produced cars, and it shows. It’s not all bad news by any stretch, but there are some major issues the brand will need to address in the future if it wants to succeed globally (or even just in the US). 

The biggest issue is the ride, which just doesn’t feel as well resolved as the more established brands that have been designing, developing and building cars for decades. The R1S isn’t bad to drive by any stretch, but the ride is too firm at times and it also lacks control and feels too soft at others. 

All R1S grades come standard with Air Suspension that has multiple levels of firmness and can adjust the ride height. However, in the ‘normal’ setting the ride feels too busy, with the heavy (3096kg) SUV skittering over the imperfections in the road rather than absorbing them. The problem is, if you adjust the suspension to the softer setting it lacks control and has a tendency to bounce over bigger bumps and take a few seconds to settle. This was particularly noticeable on LA’s concrete freeways, but it would be an issue on any road with undulations or joints.

But while the ride needs improvement, the R1S has strengths in other areas - namely performance. The Tri-motor AWD we sampled had immense punch from its three motors and it certainly felt like 633kW and 1495Nm was on tap. We didn’t test its acceleration claim officially, but any take-off could be made into a rapid one with just a squeeze of the accelerator pedal. 

The R1S is also capable of towing up to 3500kg, so it’s a strong and capable SUV too, rather than just a speedy EV.

Another strength is the regenerative braking system. There are multiple settings but we found the lowest regen was the best option, as it still provides powerful regen but is more progressive than the more powerful modes.

So, even at around 2.5 tonnes, with all that power and torque under your right foot, the 7X Performance can rocket from 0-100km/h in a supercar-like 3.8 seconds. It is properly quick.

Suspension is by double wishbones at the front and a five-link set-up at the rear and the hefty body is well-controlled in the main, although you can feel modest lateral movement on quick changes of direction. 

The ‘Continuous Control’ air suspension has three settings - Comfort / Standard / Sport - with a distinct difference between them.

In Comfort, small bumps and ruts still make their presence felt, but overall ride compliance is impressive. Hot tip is to avoid the Sport mode unless you’re determined to press on through your favourite set of corners, or (implausibly) line up for a track day.

The 7X rides on Zeekr’s ‘SEA’ (Sustainable Experience Architecture) platform which features an integrated alloy diecast rear section which seemingly makes a ‘solid’ contribution to overall refinement and noise reduction.

Speaking of which, wind noise is close to imperceptible even at freeway speeds, helped in no small part by the car’s slippery drag coefficient.

The accurate speed-sensitive steering delivers good road feel, which isn’t always the case with larger EVs, and the big 21-inch (265/40) Continental EcoContact 7 tyres are pleasingly quiet while gripping with reassuring determination.

Braking is by ventilated discs all around with chunky four-piston calipers up front. There are two levels of regenerative braking and a ‘single-pedal’ setting, although the latter is best treated as a third regen level because it seems reluctant to bring the car to a full stop quickly enough, even in slow-moving traffic.

Important to mention crash-avoidance safety aids like lane-keeping assist and driver fatigue monitoring don’t intrude unduly. There are subtle occasional vibrations through the steering wheel and only when necessary. 

You’ve also got a 360-degree overhead view and a good quality reversing camera, both of which are super-handy when manoeuvring. Or if you want some real assistance ‘Automatic Park Assist’ will help you slot the car into the space you’re aiming for, as well.

Ergonomically speaking, while there’s a physical control for audio volume something like exterior mirror adjustment for example is via the combination of a screen slider and a steering wheel control which is fussy. That said, progression through screens and functions for media and car settings is logical and quick thanks in part to a grunty Qualcomm Snapdragon chip platform.

Under the heading of miscellaneous observations, an 11.6m turning circle is useful for a car of this size, the mega audio system cranks (with the driver’s headrest speaker a highlight) and the adaptive cruise works well, picking up acceleration rapidly when pulling out to overtake a slower-moving car in front.

While the 7X hasn’t been assessed by ANCAP yet it’s fair to assume a maximum five-star result sooner rather than later, in line with its Euro NCAP score. 

And crash-avoidance safety tech is through the roof. Fifteen key ADAS functions including adaptive cruise, auto emergency braking (AEB), blind-spot monitoring, front and rear cross-traffic alert, lane keeping assist, a parking assist system and more. There are 12 hi-def cameras, 12 ultrasonic radars and a millimeter-wave radar on the job.

The airbag count runs to seven, including a front centre bag, and there are three top tethers for child seats across the second row, with ISOFIX anchors on the two outer positions. And a big tick for ‘Post-Impact Braking’ designed to minimise the chances of subsequent collisions after an initial crash.

Suffice it to say the 7X Performance sits on the top safety shelf.

Rivian offers a four-year/80,000km warranty for the R1S vehicle as a whole, as well as a separate battery pack and drivetrain specifically. The Standard battery is covered for eight years/190,000km while the Large and Max batteries are covered for eight years/240,000km.

As for servicing, Rivian uses an app-based system, which allows owners to schedule a service at any time via the app and then either have a Rivian technician come to your home for a small service or drop it off at a service centre if it’s a bigger job. The app is also connected to the car, so if the car’s own diagnostic system recognises a problem, it can prompt you to book a service proactively.

The 7X Performance is covered by Zeekr’s five-year/unlimited km warranty, with eight-year/160,000km cover for the drive battery, neither of which are exceptional for the category. But there’s also five-year corrosion and paintwork warranty cover, with roadside assist included for the same period.

Recommended maintenance interval is two years/40,000km with optional health checks in between. Stick to the basic schedule and you’re looking at $1755 over the first five years.

Go for the complimentary first year service plus two other optional health checks and the figure is $2385, or an average of $477 per workshop visit over the same five years. Far from over the top for an EV in this part of the market.

The Zeekr dealer footprint currently takes in multiple sites in Brisbane, Melbourne and Sydney with additional locations in Canberra and Perth as well as The Sunshine Coast and Geelong, for a total of 14.

Some are currently ‘pop-ups’ with the intention to transition them to permanent status, with all dealers able to facilitate servicing (on site or at a separate location).