Zeekr X (awd) vs Volvo C40

What's the difference?

The Zeekr X all-wheel drive surprised me in a great way. Not only is this the first Zeekr I've driven, it's also one of the best small electric SUVs I've ever driven. There's so much to like - from the good price and quality design to the high level of safety and how easy it is to drive.

The C40 becomes a compelling option in the electrified small SUV space, offering a premium look and feel, great range and tech inclusions at the price, as well as awesome on-road dynamics.

Its main downsides are the rear seat, which is compromised by its platform and design-led roofline, and the overwhelming power and added traction of the dual-motor makes the single motor less attractive on the value front.

Still, regardless of variant chosen, the C40 looks to offer a stand-out balance of price, range, and performance, against its traditional rivals and newcomers alike.

More than interesting, the design of the Zeekr X is intriguing with styling that ranges from 'ooohhhh' when you see it from the front to 'huh?' when you catch it in side profile. 

The nose design, to me anyway, looks exquisite - Porsche-SUV-like in its sporty and luxurious shape and the way the LED running lights are embedded into the bonnet is different and so special it probably makes some prestige brands a bit envious.

That side profile also looks pretty pleasing to me, until I reach that rear quarter where suddenly I feel I’m looking at panel shapes so oddly combined it’s like a puzzle with just five pieces and all of them in the wrong place.

The rear of the X looks good, but more importantly unique compared to the same templated styling many SUVs tend to safely stick to.

Zeekr and Volvo are owned by the massive Chinese car manufacturer Geely and the X is closely related to Volvo’s EX30. Once you know this you’ll see the similarities in the looks, although the less conservatively styled X is more appealing to me.

The X is also 100mm longer and all of that extra length is in the wheelbase which is 2750mm. As for the rest of the key dimensions, the overall length is 4432mm, the height is 1572mm and the width is 1836mm. So, a fairly small car.

The X’s interior is as intriguing as its exterior with the AWD version on test fitted with the no-cost option 'Mulberry & Rose' two-tone upholstery - a colour combination of maroon and off-white which you don’t see often unless it's a bespoke choice in a high-end car.

No, it’s not leather, but I don’t think this upholstery doesn't feel cheap or ‘plasticky’ as some synthetic leather interiors do.   

There are high quality touches throughout, from the dotted city scape of Hangzhou where Zeekr is headquartered that glows through the door trim fabric at night to the embossed Zeekr pull tabs on the seats.

The X’s interior feels luxurious and the styling is outstanding.

Volvo has become a brand with a distinctive and consistent design language which embodies the kind of beautiful minimalism normally associated with Scandinavian brands.

I have always liked how Volvo says more with less design elements, with only gentle touches of chrome or gloss black, and a lack of over-the-top sporty pieces avoiding the temptation to over-sell the sporty potential of the brand’s range.

The C40 takes the small SUV formula, well established by its XC40 relation, and gets a bit weird and experimental. It’s slightly lower and has a more coupe-styled rear, with a strongly raked rear window giving it a sportier and more aggressive look than the rest of Volvo’s SUV range.

The styling is sold by an angular spoiler piece running atop the boot, and the rear light clusters have gone all minimalist, constructed of individual pieces rather than a single transparent housing, and they give a nod to the C30 hatchback which this car is the spiritual successor to, by name and nature.

The interior offers up no surprises, sticking to the formula Volvo has established across all of its current models. An effortlessly premium space with, again, a minimalistic dash dominated by the portrait touchscreen, the C40’s premium nature is confirmed by its finely patterned inlays, simple chrome pieces, and abundance of soft-touch surfaces.

The big upright vent fittings with clever rhomboid patterns on their adjustment dials are always a highlight piece of modern Volvos, and the pattern work is continued on the central volume adjust dial and even on the little rotating pieces of the light and wiper stalks. Clever.

Even the software is paired back on the multimedia suite and digital dashboard, with easy to use shortcuts and simple menus which suit the car.

Volvo might turn off some buyers with the more unconventional shape of the C40. But for those looking for a more traditional SUV it also offers the XC40 in the same two variants, and the Polestar 2 caters to those not looking for an SUV at all.

Small cars don’t generally have the practicality of larger ones because of the obvious space limitations but the Zeekr X has a long wheelbase for the class (longer than the Mitsubishi Outlander’s) making it roomy compared to rivals.

Second row head- and legroom is good and even at 189cm tall I can sit behind my driving position. Back there are two cupholders in the fold down centre armrest, directional air vents in the pillars and bottle holders in the doors. 

Back seat downsides? No USB ports and the way the rear door sill kicks up means my two children (both under 10 years old) can’t see out of their windows well.

Up front space is good with plenty of elbow and foot room. Storage is good, too, with big door pockets, a couple of cupholders, a deep centre console bin and even a hook for a handbag or to hang a takeaway bag. There are USB ports up front and a wireless phone charger, too.

Front seat downsides? No glove box, and while we're at it the panoramic glass roof doesn’t have a sun shade and even though it is tinted I found that over summer in Australia the car heated up quickly and I’ve even had to wear a hat while driving to keep the sun off my head and face. 

The Zeekr X has a decent-for-the-class 362L rear boot capacity and a tiny 21L front boot which is where the charging cable lives.

The C40 is essentially a XC40 with a cropped down roofline, and there are some obvious downsides which this new shape brings.

The front seat throws no surprises, though, offering plenty of room for two adults with a welcome level of adjustability for the seat and wheel. The seats could be more comfortable, though, with a notable lack of padding in the base compared to some luxury (or even non-luxury) rivals. 

I’m a fan of the fabric trim which comes on both grades, bucking the trend of needing to have leather or leather-like trim for a car to feel ‘premium’.

The ample window space up front, including the massive glass roof helps the C40’s cabin feel spacious, but the view out the rear with its aggressive design is all but a very limited letterbox aspect, particularly if the rear seat headrests are in the upright position. 

While some controls are exclusively via touch interface, there is a physical volume dial, and shortcut buttons for the defogger functions. 

Temperature is controlled by touch, however, and the detail settings have some smaller toggle adjustments. Tricky to jab at when you’re on the move.

The digital dash is refreshingly simple, but minimally adjustable, with the choice of either a nifty navigation screen, a blank screen, or trip details being the only options.

Cabin storage is good but not stellar. There are bottle holders and big pockets in the doors, a set of two cupholders in the centre (beats the Polestar 2’s single cupholder), a small tray with a wireless charger under the multimedia screen, and a smallish console armrest box.

The rear seat is where the real problem exists. Unlike the XC40, the C40’s cropped roofline means my head was hard up against the roof (I’m 182cm tall). 

I did have decent knee room behind my own seating position, however the seat comfort in the back still isn’t as good as some rivals. 

The middle position is also compromised, thanks to the raised centre floor piece the C40’s platform needs to facilitate all-wheel drive in its combustion relations.

A bottle holder appears in each door pocket, and in a rare inclusion, there are heated outboard rear seats, adjustable air vents, and USB-C charging ports.

The boot has a quoted capacity of 413 litres with the rear seats up. The floor is comparatively high suggesting a smallish space when loaded with luggage cases, for instance. Stay tuned for a follow-up review so we can see how well it holds our three-piece demo set.

The floor itself has an adjustable, pop-up divider and multiple luggage hooks, making it quite versatile, and there is a cavity beneath which can hold your charging cables as well as the inflator kit in place of a spare wheel.

When it comes to electric vehicles, it’s impossible to consider price alone, as you also have to consider driving range, and the C40 manages to impress on both fronts.

Its refreshingly simplified range consists of just two highly-specified variants, a single motor which starts from $74,990, offering a 434km driving range, or a dual motor starting from $82,490 which offers a 420km driving range.

There’s much more devil in the detail, but to set the scene there are now quite a few direct rivals in this price-bracket, including everything from the Tesla Model Y (from $72,300), Mercedes-Benz EQA (from $78,513), Polestar 2 (from $63,900) and even the Kia Niro which is similarly sized and specified (from $65,300).

Interestingly, the C40 is closely related to the Polestar 2, but has a much higher base starting price. Volvo says this is because it carries a higher standard specification, and offers the C40 without option packs.

Standard gear on the base single motor C40 includes 19-inch alloy wheels, a 9.0-inch portrait multimedia touchscreen (running a Google-based always-online software suite), LED headlights, dual-zone climate control, a fixed panoramic sunroof, electrically adjustable front seats, heated seats for the front two and outboard rear seats, a powered tailgate, as well as keyless entry with touch-free ignition.

Interestingly, Volvo also told us some 90 per cent of customer interest so far has been for the more expensive dual-motor variant, which is particularly impressive for doubling the power output while adding 20-inch alloy wheels, a 360-degree parking suite, premium Harmon Kardon audio, and an alternate interior trim.

Both variants score safety equipment and items which are otherwise part of expensive option packs in the Polestar 2 range. We’ll take a look at the full safety gear later in this review.

Overall, the C40 impresses on the premium car value front compared to rivals, bolstered by solid range and impressive performance.

On test is the all-wheel drive version of the Zeekr X which has two motors while the rear-wheel drive has just one.

Two motors brings the AWD variant more power and torque than the RWD. A lot more. Zeekr’s specs state the combined output for the AWD is 315kW and 543Nm, while the RWD has 200kW and 343Nm.

Good traction and plenty of grunt means the AWD can accelerate from 0-100km/h in 3.8 seconds, while the RWD gets there in a respectable time of 5.6 seconds.

Electric cars are known for their rapid acceleration but just to put those numbers in context, a new base model Porsche 911 ($280K) has 290kW and 450Nm and does 0-100km/h in 4.1 seconds.

Great news here, the C40 can be chosen with two powerful layouts, either a front-wheel drive 170kW/330Nm set-up, or a dual-motor all-wheel drive arrangement, able to make use of nearly double the power at 300kW/660Nm. The dual-motor is capable of sprinting from 0-100km/h in just 4.7 seconds.

The front-drive is backed by a 69kWh battery allowing it a 434km range, while the dual motor ups the battery size to 78kWh to allow a 420km driving range.

The Zeekr X all-wheel drive has a range of up to 470km (WLTP), but if anything under 500km already has you twitching with anxiety, the rear-wheel drive's 540km range might alleviate some of that.

We found the range of the AWD to be fine for the city, but also learnt that we chewed through a lot of energy at an average of 18.4kWh/100km according to the trip computer.

Zeekr says after a combination of open and urban roads you’ll likely use 15.5kWh/100km, but you’d need to be a smooth driver that’s not tempted to test the acceleration at every traffic light and drain the battery.

Speaking of which, the Zeekr X has a 66kWh battery with a DC charging capacity of 150kW and at that rate can be charged from 10-80 percent in about 30 minutes. 

Surprisingly, energy consumption is quite high for both C40 variants. The single motor is the more efficient of the two, consuming 16.8kWh/100km on the more lenient ADR testing schedule, while the dual motor officially consumes 22.2kWh/100km to the same standard. I saw around 23kWh/100km overall in my short test of the dual-motor variant.

Energy consumption could be better for both, as I have achieved more consistently impressive results particularly from Hyundai and Kia electric cars.

Where the C40 is more impressive though is its charging specs, which are exactly where they need to be for a car this size. On a rapid DC charger, the C40 can charge at a rate of 150kW meaning a 10 - 80 percent charge in 40 minutes for the dual motor, or 32 minutes for the single motor.

On the slower AC standard, the C40 charges at a rate of 11kW. Expect a 10 - 80 percent charge time of around five or six hours on this standard. 

The C40 uses a European-standard Type 2 CCS charging port, although it misses out on the handy two-way charging feature offered by some rivals.

In short, the Zeekr X is outstanding to drive for the class - it’s composed, comfortable as well as easy and fun to pilot. 

Everything feels good - from the steering and the pedals to the seats and visibility.

The tech works well - the head-up display is large and shows directions and speed clearly, and the shifter being on the steering column makes three-point turns and just getting out of car parking spaces easy.

The acceleration is ridiculously good, but that novelty wears off after you’ve shown everybody in your family, which is why it’s lucky it's not the only thing this small SUV does really well.

While it’s not as spacious as the other large SUV I was testing at the time - the Zeekr X’s short length means it was the car I picked if I needed to go somewhere close where I knew parking spaces would be a bit squeezy.

If you’ve driven any kind of XC40 or even a Polestar 2 before, the C40 will offer no surprises. It’s pretty much exactly the same from behind the wheel with a few subtle tweaks.

This is a very good thing. The C40 is quiet, easy to drive, and its electric motor and regen system offer a smooth single-pedal experience.

It is also alarmingly, overwhelmingly, rapid. While its massive set of batteries under the floor make it feel heavy off the line in stop-start traffic, sticking your boot into the accelerator will remove any doubt, particularly in the dual-motor variant, that this Volvo means business.

The dual-motor also has an incredible torque-vectoring system, making it extremely difficult to elicit so much as a squeak from its tyres. It also feels as though torque is distributed quite evenly between its two driven axles, making it feel neither prone to over- or understeer.

This has the effect of making the C40 feel somewhat indestructible in the corners, with absurd levels of grip. 

The same feeling is present in top-spec versions of the Polestar 2, only the feeling of ever-present weight is more noticeable in the higher-riding C40, which can make it unsettling to take corners at the kinds of speeds it is capable of.

The steering tune is interesting. Volvo offers two software-controlled modes, either heavy or standard, and the standard mode is heavy enough. 

Despite its electrical assistance, the wheel does continue to offer some organic feedback, making the C40 a pleasure to steer on countryside roads.

The ride is also surprisingly good, despite massive wheel options. I was impressed how easily the C40 handled most bumps and undulations, communicating little to the cabin. 

The ride can approach its limits with such big wheels and the weight of its batteries, generally these are communicated via unsettling thuds from underneath the car. Regular undulations at higher speeds also had the C40 bouncing around a little.

On the whole, though, the cabin is kept relatively insulated and serene, adding an element of total confidence, similar to that offered by Teslas, whilst offering better ride quality with a softer edge. At higher speed, at least on the 20-inch wheels, road noise does pick up, however.

In terms of electric driving, there is a single adjustable setting for regen. The car either offers a full single pedal mode with maximum regenerative braking to bring the car to a halt with the motor alone, or a ‘standard’ mode which tones the regen down and offers it blended in via the brake pedal. 

Single pedal mode is more efficient. I suggest you stick to it if you want to make the most of this car’s efficiency.

I was surprised to have so few complaints about the C40’s drive experience. This is a balanced and capable EV which is yet another example of how even vehicles which use combustion platforms are improved out of sight by full electrification.

Sticking to its brand promise, Volvo offers the full range of active safety equipment on the C40 regardless of variant.

This includes freeway-speed auto emergency braking, rear auto braking, lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert, and one of the best adaptive cruise control systems on the market.

The only item the single motor misses out on is a 360-degree parking camera, which is exclusive to the dual motor variant.

It is notable how the adaptive cruise control, blind spot monitoring rear cross-traffic alert, and rear auto braking are on the options list for the Polestar 2.

These active systems combined with eight airbags (the standard dual front, side, and curtain, as well as a driver’s knee and centre airbag) make for a five-star ANCAP safety rating to the latest 2022 standards.

The X is covered by Zeekr’s five-year, unlimited-kilometre warranty while the drive battery has an eight-year, 160,000km warranty. Roadside assistance and connected services are also offered for five years.

Servicing is recommended every two years or 40,000km. 

Service pricing is $690 at two years/40,000km and $1420 at the four-year/80,000km mark, which covers the warranty period. For reference, the same $690/$1420 sequence is repeated at the six-year/120,000km and eight-year 160,000km intervals.

The C40 is covered by Volvo’s five year and unlimited kilometre warranty, with a separate eight-year, 160,000km warranty for the battery. There is also eight years of roadside assistance attached.

It is pleasing to see the service intervals for the C40 are long, as they should be for an electric car with so few moving parts, set at two years or 30,000km. 

The first 24 month service is free of charge, and Volvo tells us service pricing after this period will average out to around $100 a year ($200 per visit).