If you walked up to someone on the street and asked them what a GAC Aion V was, most would give you a blank stare. Those brave enough to answer might think it’s a fancy new washing machine, while others may guess it’s the name of an advanced hot-water system. It’s actually an electric SUV, and it’s launched in several markets, eager to shake up the EV establishment.

On paper, the Aion V seems almost too good to be true. This SUV promises space and comfort to match a Tesla Model Y, all while costing significantly less, having more impressive features, and being backed by one of China’s oldest and largest car manufacturers.

However, as we’ve seen with many other new cars from China, the specification sheet only tells part of the story. Building a compelling electric SUV isn’t easy. Has GAC managed to create one with the Aion V? The answer is a resounding yes.

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Photos Brad Anderson/Carscoops

Two versions of the Aion V are sold in Australia. The entry-level Aion V Premium kicks off the range, priced from AU$42,590 (US$29,700) before fees, while sitting at the top of the family is the Aion V Luxury, which we recently drove, priced at AU$44,590 (US$31,000) before fees.

The Aion V is actually in its second generation, with this model first introduced in China in mid-2024. It’s underpinned by GAC’s AEP 3.0 platform, also used by the China-exclusive Toyota bZ3X. Several different battery packs are available depending on the region. These include a 62 kWh lithium-ion pack from CATL, a slightly larger 64.5-kWh LFP battery, a 75-kWH LFP, and a 90-kWh NMC battery. All versions sold in Australia come standard with the 75 kWh pack, directing power through a single front-mounted electric motor with 150 kW (201 hp) and 210 Nm (155 lb-ft)of torque.

Although Chinese car brands have shown they can build cars at almost unthinkable price points, not all of them have figured out how to build a vehicle that’s nice to look at. As we experienced earlier this year with the Emzoom, M8 PHEV, and Aion UT, the Aion V isn’t exactly the most stylish SUV. It’s boxy, but not necessarily in a good way, and has a rather unusual stance on the road. Look past the odd design and peek inside the cabin, and you’ll understand where the Aion V starts to make a whole lot of sense.

Luxury On A Budget

Photos Brad Anderson/Carscoops

The interior of the Aion V doesn’t compute with an SUV that costs less than AU$45,000 (US$31,400), or roughly the same as a Toyota Corolla ZR, which is now almost a decade old. It feels so well put together, and so premium, that you could easily be fooled into thinking you were sitting in a vehicle costing upwards of AU$70,000 (US$48,900).

Obviously, the 14.6-inch infotainment display is what immediately catches the eye. It’s crisp and snappy, housing all important vehicle controls, including the climate functions. We hate screens used to adjust temperature and fan speed as much as anyone, but at least the Aion V has a shortcut menu locked at the bottom of the screen with these controls, making them a little easier to access while on the move.

The Aion V also comes standard with an 8.8-inch digital instrument cluster and a two-spoke steering wheel. In Luxury guise, the EV also comes standard with genuine leather seats that feel exceptionally premium. Better yet, both front seats include superb massage functions that work absolutely brilliantly. Unlike so many massaging seats where you can only feel a tiny pulse in your back, the Aion V’s seats deliver a surprisingly realistic feel, as if tiny fists are being firmly pressed into your back. Usually, this is something you’ll only find in cars worth six figures.

Review: China’s 2026 GAC Aion UT Is A Budget EV That Doesn’t Feel Cheap

Perhaps the single biggest party piece of the Aion V’s cabin is the fridge. Housed between the front seats where you’d ordinarily find the center console, it’s 6.6 liters and proved hugely beneficial in hot weather, keeping my drink bottle cool. It’s not just a fridge either. The temperature can be adjusted to as low as 5 degrees Fahrenheit (-15 degrees Celsius), so it doubles as a freezer. What’s more, the temperature can be increased to up to 122 degrees Fahrenheit (50 degrees Celsius) should you want to keep drinks or food warm.

Photos Brad Anderson/Carscoops

All important interior surfaces feel very premium. These include the two-tone door panels with diamond stitching, the soft-touch dashboard, and the felt used for the wireless smartphone charger.

The positives continue in the rear. While the Aion V’s 2,775-mm (109.2-inch) wheelbase isn’t huge, it feels certifiably palatial in the second row. There’s plenty of headroom and legroom for adults to sit comfortably in the back. The Luxury model even includes a fold-out table on the back of the front passenger seat. Add in a panoramic glass roof with a sliding cover – unlike a Tesla – and you get a cabin that feels beautifully executed.

This Is No Sporty SUV, And That’s Okay

Unlike a Tesla Model Y, which even in its simplest form has a sporty edge to it, there’s nothing sporty about the Aion V. That’s not to say it isn’t a lovely place to spend time, as it is.

Figures of 150 kW (201 hp) and 210 Nm (155 lb-ft) are par for the course for front-wheel drive EVs like this, matching figures like the Hyundai Elexio and Kia EV5, but down slightly on the Geely EX5 with its 160 kW (215 hp) and 320 Nm (236 lb-ft).

Torque steer is kept to a minimum, although there is a hint of it if you pin the throttle in Sport mode. I spent most of the week with the Aion V driving around in Power Save mode as it’s the only mode that enabled one-pedal driving. This let me average just 14.8 kWh/100 km across more than 300 km (186 miles) of driving, meaning it is very possible to meet GAC’s WLTP-claimed driving range of 510 km (317 miles).

Photos Brad Anderson/Carscoops

The lack of one-pedal driving in Sport or Comfort modes is disappointing, as is the lack of paddle shifters to make on-the-fly adjustments to the regenerative braking. This isn’t a big deal, but it is something that prospective buyers should be aware of.

Steering feel is good. Unlike some EVs, the Aion V’s steering isn’t so light that a strong gust of wind through an open window could turn the wheel. Instead, it’s nicely weighted, although it doesn’t do a good job of transmitting feedback from the road, so it can be a little difficult to determine what the front tires are up to.

GAC has also done a good job of calibrating the suspension. The Aion UT I tested earlier this year rode more like a premium German sedan than a cheap, electric hatchback, and it’s much the same as the V. Owing to the SUV’s larger size, it is a little firmer than the UT, but it never crashes over potholes or speed bumps, and instead rides over them gracefully and quietly.

Charging speeds are solid. GAC says the Aion V supports charging speeds of up to 180 kW, meaning the battery can be charged from 10-80 percent in roughly 24 minutes. While a base Tesla Model Y can charge at up to 250 kW, it costs roughly AU$13,000 (US$9,000) more than the Aion V. More direct rivals like the Geely EX5 and Hyundai Elexio have DC charging speeds capped at just 100 kW and 150 kW, respectively.

It’s not all sunshine and rainbows, though. My biggest gripe with the Aion V is its safety systems, which are an all-too-common theme among Chinese EVs. First is the driver-monitoring system, which is as hyperactive as a kid that’s just eaten a whole bag of M&Ms. Glance away from the road for a split second and it’ll start complaining, triggering an annoying ring until you look back at the road.

Similarly, the speed monitoring immediately alerts you even if you’re just momentarily 1 km/h over the speed limit. While these features are becoming more common, not just on cars from China but elsewhere in Asia, Europe, and the US, some brands have made it simple to disengage these alerts with conveniently placed shortcuts on the touchscreen. That’s not the case with the Aion V, as you have to dive into several menus to disable them every time you go for a drive.

Photos Brad Anderson/Carscoops

Verdict

The GAC Aion V is very impressive, especially given the price and all of the equipment on offer. I have no doubt the exterior design will put off some in the market for an electric SUV, but if you can look past some of the odd styling, it’s a well-rounded proposition.

For a vehicle costing less than AU$50,000 (US$34,900), the interior is the obvious highlight. It’s stylish, well-made, plush, and loaded with features. Combine a calming driving experience with great efficiency, and you get a mid-size electric SUV that’ll leave some legacy brands scratching their heads.

Photos Brad Anderson/Carscoops

It’s been almost a year since Jaguar ended production of its combustion-powered models, gearing up for the launch of its long-awaited Type 01 EV. This pivot model for the brand has finally been unveiled in New York, sporting a design just as radical as the concept that inspired it, and ushering in a new era for the historic British brand.

When Jaguar announced in early 2021 that it was done trying to rival BMW, Audi, and Mercedes-Benz and instead wanted to rival Porsche and Bentley with an all-electric product portfolio, many scoffed. After all, it’s uncommon for a brand with the heritage of Jaguar to embark on such a radical change. The Type 01 is the culmination of more than half a decade worth of work and will be make-or-break for the company.

Read: Jaguar’s 1,000 HP Type 01 Is Chasing Bentley Money And Influencers On Monaco’s Streets

Positioned beneath the radical bodywork is the new Jaguar Electric Architecture (JEA). The EV comes standard with a 118-kWh NMC battery and an 850-volt electrical architecture. Thanks to its support of 350-kW DC fast charging, the Jaguar can charge from 10-80 percent in 22 minutes.

Then there’s the power. The Type 01 is launching with three electric motors, combining to deliver 1,015 horsepower and 1,007 pound-feet (1,365 Nm) of torque. The brand has yet to quote any performance figures, but it’ll obviously be rapid. Jaguar says the EV has an EPA driving range of 400 miles (644 km).

Talk To Me About The Design

There’s very little about the EV’s design that surprises us, given all the lightly disguised prototypes Jaguar has been parading about in recent months. It looks mostly like the Type 00 concept, but it’s sprouted an extra set of doors and has some slightly less aggressive surfaces. It obviously looks unlike any other road-going Jaguar to come before it, but that’s not necessarily a bad thing. Jaguar clearly wants to make a statement with it, and they’ve done just that.

The front lacks a typical grille, but it does feature small gloss-black intakes positioned at the base of the bumper. A big change between the finished Type 01 and the concept is the presence of a large charging port on the driver’s side front fender, which is admittedly a bit of an eyesore.

Like on the concept, the EV’s shoulder line sits high, and the roof is low, meaning the side windows are extraordinarily small. Helping to ensure the cabin doesn’t feel like a tomb is a large panoramic glass roof stretching over all four seats. Other key elements include large, multi-spoke wheels, handles sitting flush with the doors, and fairly conventional wing mirrors, whereas the concept had none. Like the concept and the Polestar 4, it also has no rear window.

A Space-Age Cabin

The interior is just as radical as the exterior. It has the same bold two-spoke steering wheel as has been previewed on the upcoming Range Rover GT, featuring two large touch surfaces with phone and audio controls. Perhaps the most surprising, and welcome, part of the cabin is the lack of a huge, tablet-like infotainment screen as is becoming common in so many new EVs.

Instead, the Jaguar Type 01 has a large 24-inch digital instrument cluster that displays all the important vehicle information, as well as the navigation.

Positioned on the large central spine running through the cabin is a small, seven-inch portrait-oriented touchscreen to control the vehicle’s climate control and audio settings. There’s no rear-view mirror, and instead, the Type 01 has a small ‘ClearSight Rear View Display,’ located at the base of the windshield, allowing drivers to see out the rear.

As Jaguar wants to position itself as a Bentley rival, it’s surprising to see just how few physical switches and controls are found in the cabin. Jaguar has obviously gone for a minimalist design, but on first impressions, it doesn’t exactly exude luxury. With that being said, the Type 01 does come with a thumping 38-speaker audio system.

How Much Will It Cost?

Jaguar will open order books for the Type 01 early next year and expects to start customer deliveries in the second half of the year. In the UK, prices will start at £130,000, while in the US, prices are expected to start at roughly $130,000.

A few years ago, Australians looking for a mid-size, all-electric SUV had very few options. Now, there’s never been more, and it seems as though a new option arrives every few months.

The Tesla Model Y still moves more units than any of the competition. Still, other models, including the Kia EV5, Hyundai Elexio, BYD Sealion 7, GAC Aion V, and Zeekr 7C, have opened up many options for buyers. Deepal is one of the newer Chinese automakers to launch locally and, backed by Changan, its S07 aims to upset the establishment.

Read: This Chinese SUV Is Like A Cut-Price Xiaomi YU7, Except For What’s Under The Hood

Sporting a coupe-inspired exterior, premium features, and an interior that feels genuinely considered, it seems promising. But is this enough to pull buyers away from the names they already trust? We recently spent a week living with the Deepal S07 to find out.

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Photos Brad Anderson/Carscoops

Sold in a single configuration and offered with either 19- or 20-inch wheels, the S07 is currently available from AU$47,990 (US$34,400), including all on-road costs, or roughly AU$10,000 (US$7,200) less than when it initially launched locally in early 2025. This is very competitive, making the Deepal AU$2,000 (US$1,400) cheaper than a base Kia EV5, and more than AU$15,000 (US$10,800) less than a Tesla Model Y.

For a brand that has absolutely no heritage in Australia, nailing price is extremely important, so Deepal has at least done a good job in that regard.

The S07 has a 79.97 kWh ternary lithium battery pack, driving a rear-mounted electric motor with 160 kW (214 hp) and 320 Nm (236 lb-ft) of torque, roughly on par with other electric SUVs in this segment. One crucial area where the S07 lags the competition is charging, with a peak DC rate of just 92 kW, meaning it takes 35 minutes to charge from 30 to 80 percent. AC charging peaks at 11 kW. Notably, the S07 includes a 3.3 kW vehicle-to-load function, which is a nice addition.

Photos Brad Anderson/Carscoops

Changan designed the S07 at its facility in Turin, Italy, and it stands out from much of the competition thanks to the coupe-SUV roofline and sporty lights. By comparison, the interior is typical of many current electric SUVs from China. For what it lacks in originality, it makes up for it with its material choices.

A 15.6-inch central infotainment display comes standard across the range and supports wireless Apple CarPlay and Android Auto. Like a Tesla Model Y, but unlike many of its competitors, the S07 doesn’t feature a separate digital instrument cluster, which is unfortunate. It somewhat makes up for this with a large, augmented-reality head-up display, but I would prefer a cluster.

The party piece of the S07’s cabin is that the central screen can sit centered or be angled toward the driver or passenger. It may only sound like a small thing, but it’s a great idea. After driving the Deepal for a week with the screen directed at me, it felt odd to step into another car with the screen centered. Several BYD’s have screens that can be positioned in portrait and landscape modes, but Deepal’s idea is better.

Photos Brad Anderson/Carscoops

Diving deeper into the screen reveals a tablet-like software package that’s easy to navigate, if a little overwhelming because of all the different controls and settings. The graphics are clear, and the responsiveness is excellent. Swipe down from the top, and you can configure several shortcut controls. You can also operate the climate control through the screen. It works okay, but I often had trouble turning the different vents on and off, as well as directing the air.

An annoying AI-powered voice assistant is also featured, greeting the driver every time they sit inside. Thankfully, you can turn it off.

The driving position is good, although it’d be nice if the seat could be lowered and there were more steering wheel adjustments. Soft-touch synthetic black leather adorns most interior parts, including the wheel, seats, center console, dashboard, and door panels, giving the cabin a premium feel. At the same time, the orange contrast stitching added some sporty flair. Our tester also had the same synthetic leather on the floor mats, which felt a little cheap.

At the rear, there’s enough space to fit two large adults with ease, plus separate climate controls and toggles to move the front passenger seat forward and back. Practicality is respectable, but far from class-leading. With the rear seats upright, you can fit 445 liters (15.7 cubic feet) in the rear, or 1,385 liters (48.9 cubic feet) with the seats folded down.

Smooth But Soulless

There’s a lot to like about the S07, although there are certainly elements that could be improved.

When the S07 first launched, it drew fierce criticism for feeling unfinished and having poorly calibrated safety systems. Several software updates over the past year have improved things, and they seem to have mostly worked.

When I first stepped into the Deepal, I was relieved to see that the overzealous driver monitoring system can be easily disabled through the swipe-down menu and, importantly, it remains off even after the S07 is turned off and switched back on. When I did use it, I found it overbearing, frequently telling me I was distracted no matter how focused I actually was.

Photos Brad Anderson/Carscoops

The S07 isn’t particularly quick, not that you’d expect, given it has a single motor. It takes about 7.9 seconds to reach 100 km/h (62 mph), and although this won’t get your heart pumping, it’s more than adequate for everyday driving.

Read: Avatr 07 Revealed As Yet Another Chinese EV Looking To Shock Tesla Model Y

The rear-wheel-drive setup also means the S07 avoids the torque steer found in some front-wheel-drive competition, like the Kia EV5 and Hyundai Elexio. The lighter front end also gives the S07 a pointy, direct feel when turning, while staying surprisingly flat through sweeping corners and tight hairpins.

The level of regenerative braking is highly customizable, which is welcome, but what’s not so welcome is the lack of a one-pedal driving mode, which seems like a silly exclusion in this day and age. Compounding that, the transition from regen to the mechanical brakes isn’t as smooth as it could be. It also doesn’t use steering wheel paddles for regen adjustments on the fly.

Ride comfort is good, and the S07 walks the fine line between sportiness and plushness well, quickly responding to imperfections in the road without sending too many thumps into the cabin. I think it could be a little softer, but that’s really clutching at straws. 

Deepal quotes a combined efficiency of 18.6 kWh/100 km and says the S07 gets up to 475 km of range, roughly on par with similarly priced competition. I averaged 17.8 kWh/100 km, so that claimed range is certainly achievable in the real world. It’s just a shame that using a public DC fast charger gets a little annoying given the slow peak speeds.

The automated driving functions need further improvement. While things like adaptive cruise control and lane-centering work relatively well, the S07 often hugs freeway lane lines rather than sitting in the center of a lane.

Photos Brad Anderson/Carscoops

Verdict

The Deepal S07 isn’t the best vehicle in the class, but at the current price point, it is a compelling package. Buyers eager for an EV that makes a statement on the road will find that in the S07, particularly in bright colors like Cosmic Yellow or Sunset Orange.

Sales data in Australia shows the S07 is performing reasonably well, with 522 examples sold through the end of June, making it more popular than something like a Leapmotor C10 and roughly on par with the Hyundai Elexio, although well down from the more than 3,000 Kia EV5s sold over the same time. For now, it’s not the best choice in the market, but it’s a solid option if you want something a little different. You’ll just have to live with the fact that you’ll be telling people you drive a Deepal.

Photos Brad Anderson/Carscoops

Most legacy brands gave up building wagons and Shooting Brake models years ago, no doubt realizing that most new-car buyers are only interested in an SUV. As a company that’s barely five years old, you’d expect Zeekr to do the same, focusing purely on the segments of the luxury market where sales are the strongest.

The 7GT, also badged as the 007 GT in China, proves that Zeekr is willing to take risks and offer a competitor to the Porsche Taycan Sport Turismo, a vehicle which itself hasn’t exactly been selling well. Based on the 007 sedan from a few years ago, it’s perhaps Zeekr’s most promising new model.

Review: We Drifted Zeekr’s Lineup On Ice, And The Cheapest One Surprised Us

Sales of the 7GT have been ongoing in China since last year, and it’ll soon launch in Australia and Europe as well. We recently had the opportunity to drive it on the track and in the snow to see whether it’s a legitimate rival to the Germans and whether it should be considered over other existing Zeekr models, like the 7X SUV.

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Photos Brad Anderson/Carscoops

Zeekr has been toying with the idea of bringing the 7GT to Australia since at least early 2025, showcasing it at car shows to gauge local appetite for the model. Prices have yet to be confirmed, but it’s expected to land at showrooms by the end of this year, or in early 2027.

Visually, the front end shares much in common with the larger 7X, sporting a similar black band that incorporates a light bar and the main headlamps. Obviously, the extended roof, sloping rear window, and sharp D-pillars are the highlight, giving the 7GT an unmistakable presence when viewed in person.

Final specifications for Australia are still being ironed out, but the range is tipped to consist of three versions, and a potential fourth. Sitting at the base of the range will be a rear-wheel-drive model with a 75 kWh battery, 370 kW (496 hp) of power, and capable of hitting 100 km/h (62 mph) in a solid 4.8 seconds, all while covering as much as 702 km (436 miles) on a charge under the CLTC cycle. Sold alongside it will be a long-range rear-wheel-drive model with the same motor, paired with a larger 103 kWh pack.

Sitting at the top of the 7GT family will be a dual-motor, all-wheel-drive model pairing the 103 kWh battery with two electric motors producing 500 kW (671 hp), up slightly from the 475 kW (637 hp) promised for the European-spec model. We drove the rear-wheel-drive and all-wheel-drive models. At a later date, the 7GT may become available Down Under with the recently announced FR-Line performance kit, which adds orange brake calipers and increases power up to an astonishing 585 kW (784 hp).

Models equipped with the 75 kWh ShenDun Golden Battery can charge from 10-80 percent in 10.5 minutes, while those with the more advanced 103 kWh CATL Qilin battery charge from 10-80 percent in 10 minutes flat.

Oozing Luxury

Photos Brad Anderson/Carscoops

As we’ve discovered in other Zeekr models, the cabin of the 7GT feels more premium than lots of the established competition, including models from BMW and even the Audi S5 Avant we tested earlier this year.

While the 7GT could simply be considered a Shooting Brake version of the regular 007 sedan, which won’t be sold in Australia or Europe, Zeekr actually took some lessons learned from that car and applied them to the 7GT. After finding out from Chinese buyers that the 7GT was overly reliant on the touchscreen and lacked enough physical buttons, Zeekr has added plenty of physical switchgear to the 7GT.

For example, there are shortcut buttons and a volume roller dial positioned directly below the central touchscreen. The 7GT also gets the same excellent steering wheel as the 7X, rather than the 007’s wheel, which is borrowed from the smaller X and comes with some odd physical buttons and switches.

Obviously, much of the cabin is dominated by the 13.02-inch central infotainment display. As with the 7X and other Zeekr models, the carmaker’s software is excellent, largely mimicking Tesla’s in overall layout and operation. Those accustomed to driving new cars won’t have any trouble getting to grips with the detailed settings and menus, although others may find it a little overwhelming at first.

Positioned in front of the driver is a separate 15.4-inch display with a curved design that feels classy, although customization options for this screen are somewhat limited. The 7GT also comes standard with a 35.5-inch augmented reality head-up display.

The central tunnel houses two wireless smartphone charging pads, large storage cubbies, two cupholders, and a spacious center console. High-quality touches found throughout include the metal speaker grilles, the soft-touch leather across the door panels, dashboard, and seats, and the Alcantara-trimmed headliner. It feels fitting of a car worth well in excess of AU$100,000 (US$71,800), and the 7GT is expected to cost quite a bit less than that.

Photos Zeekr Australia

Other key features include 14-way power-adjustable front seats with heated, ventilated, and massaging functions. There’s also a heated steering wheel and acoustic glass, as well as a thumping audio system and a panoramic glass roof.

Viewed from the outside, you’d think that space in the rear of the 7GT would be incredibly limited, given how low the roof seems to sit. You can imagine my surprise when I slid my 6’2” frame into the rear and found I had roughly one inch of headroom, which is better than some SUVs out there and much better than something like the Audi S5 Avant. There’s also loads of legroom thanks to the 2,925 mm (115.1-inch) wheelbase.

In terms of practicality, the 7GT includes a ski hatch and 645 liters (22.7 cubic feet) of cargo space with the rear seats in position, or 1,737 liters (61.3 cubic feet) with them folded flat. That’s comparable to some SUVs so, clearly, the 7GT is not a vehicle that suffers from not being one of them.

How Does It Drive?

As development of the Australian-spec model is still ongoing, Zeekr shipped several left-hand-drive examples for us to test. While the steering wheel was on the opposite side, we were told everything else about the cars we tested was identical to the models that will be sold locally.

With a headline figure of 500 kW (671 hp) in the dual-motor, all-wheel drive 7GT, it’d be easy to confuse the EV as being a track-focused weapon in the same vein as the Hyundai Ioniq 6 N. But, as we learned while lapping the new Zeekr and completing tight, twisty Gymkhana setups, the track likely won’t be where the 7GT most excels.

RWD First

Our first experience was behind the wheel of a bright pink, rear-wheel-drive model on a Gymkhana course, designed to test the car’s low- and mid-speed dynamics. Immediately, the rear-wheel-drive model, with its 370 kW (496 hp), felt more than quick enough for fun.

Photos Brad Anderson/Carscoops

Local weight figures have yet to be confirmed, but the 7GT will obviously weigh north of 2,200 kg (4,850 lbs). It does a good job of carrying its weight, though, even as we punished the tires. The suspension feels more road- than track-focused, which is a good thing, soaking up bumps well and feeling quite plush, all while keeping the 7GT locked to the pavement. Of course, a road test will be needed to see just how comfortable Zeekr’s latest car is, but initial impressions are good.

Holding the 7GT back is the traction control system. Zeekr didn’t want us to adjust or turn it off, so we kept it on. Attempting to accelerate out of corners with the TC on can be a little frustrating, as it clamps down on power even when you’re pointed straight ahead. Interestingly, the stability control allows a little bit of slip at the rear axle without issue; it’s just under power that the traction control is too obtrusive.

Our time in the rear-wheel drive 7GT also included several high-speed lane changes, similar to a moose test at around 90 km/h (56 mph). The car performed exceptionally well in this environment, responding to aggressive steering inputs without understeer.

Later in the afternoon, we had the opportunity to test the all-wheel drive 7GT on the track, following a 7X Performance pace car. Our track experience consisted of a single warm-up lap and two hot laps, though they were more like ‘warm’ laps, as we were unable to push the 7GT beyond about 80 percent of its capabilities.

As we discovered during the Gymkhana sessions, the 7GT has a neutral balance through most turns, although it can be pushed into controllable understeer if you’re a little too greedy on the entrance to a corner. With 500 kW (671 hp) on tap, the 7GT then picks up speed at a startling rate when pulling out of a turn.

However, the traction control once again proved to be annoying on the track, cutting power when accelerating out of turns. The front-end of the all-wheel drive model also isn’t quite as reactive as the RWD.

Photos Zeekr Australia

The steering feel is good, and it’s easy to place the 7GT at speed. It’s also a piece of cake to control should the rear end want to get involved. Similarly, the brakes proved more than capable of a couple of reasonably quick laps, although we did hear some other journalists report a bit of fade.

The following day, we also had the chance to drive the all-wheel-drive 7GT on snow and ice, alongside other Zeekr models like the X, 7X, 8X, 9X, and 001 FR. Finally, we were given the go-ahead to turn off the traction control on the sleek Shooting Brake completely, and it proved to be an utter joy to drift around.

Photos Zeekr Australia

Unlike other Zeekr models we sampled, the 7GT felt quite rear-biased on the snow. Turning the wheel and pinning the throttle was enough to kick out the tail, and subtle pressure on the accelerator pedal allowed for some lovely drifts. Here’s hoping the 7GT delivers a similar feeling on the street or on the track if the traction and stability control systems are disabled.

The all-wheel-drive model Australia will get is expected to hit 100 km/h (62 mph) in about 3.5 seconds. Sadly, we didn’t get the opportunity to test this, but we have little reason to doubt it’ll be achievable in the real world. Cars like the Tesla Model 3 Performance and Hyundai Ioniq 6 N are a little faster, but anything under 4 seconds is definitely real quick.

Verdict

The Zeekr 7GT probably won’t be a huge seller, and almost certainly won’t sell in the same volumes as the larger 7X, but based on the first drive, it seems worthy of all the same praise handed out to its SUV sibling. Like the 7X, the build quality of the 7GT is excellent, as is the technology it’s been loaded with.

I think Zeekr has also nailed the design, creating an estate that looks incredibly sleek yet remains spacious inside, so it will absolutely work as a family car. Importantly, prospective buyers shouldn’t be talked out of a Porsche Taycan, Audi RS e-tron GT, or Hyundai Ioniq 6 N because they think the 7GT will be a phenomenal on-track performer. It does well enough on the track, but we think it’ll feel even better on the road, and hopefully won’t have to wait too long to test it where owners will likely spend most, if not all, of their time behind the Chinese shooting brake’s wheel.

Photos Zeekr Australia

We’ve seen several Chinese car brands come and go over the past few years, failing to crack the ultra-competitive market in their home country or overseas. It’s a cut-throat industry, and new brands have to nail the performance, safety, technology, and practicality requirements of car buyers, all while delivering at a price point that most Western legacy brands couldn’t dream of matching.

Among those Chinese brands that appear to have proper staying power is Zeekr. The company was founded just five years ago as one of Geely’s EV- and plug-in-hybrid-focused luxury brands, and has already made aggressive expansions outside China into countries across Europe, Asia, Australia, and New Zealand.

Review: 2026 Zeekr 7X Performance Is Proof That Tesla Isn’t The Benchmark Anymore

Earlier this year, we spent a few days with the superb Zeekr 7X, finding it to be not only a real Tesla Model Y rival but also a legitimate competitor to the BMW iX3, all at a far lower price. For as impressive as the 7X is, Zeekr has several even more enticing products just around the corner, and we recently put a handful of them to the test, on snow and ice, no less.

The focus of this preview was to get behind the wheel of the Zeekr 8X and 9X, two uber-luxurious SUVs that will land in Australia next year. Aimed at the BMW X5 and BMW X7, respectively, they both have the potential to shake up the luxury SUV market. We also spent some time behind the wheel of the smaller Zeekr X, the new 7GT shooting brake, and the brand’s wild 001 FR.

Zeekr 8X

Due to time constraints, we didn’t get to drive the 8X, but we did get an up-close look at it and thoroughly explored the interior. It became immediately apparent that legacy brands like BMW, Mercedes-Benz, and Audi should be worried.

Measuring in at 5,100 mm (200.8 inches) long, 1,998 mm (78.7 inches) wide, and standing 1,780 mm (70.1 inches) tall with a 3,069 mm (120.8-inch) wheelbase, the 8X is roughly 170 mm (6.7 inches) longer than an X5 and has 94 mm (3.7 inches) extra length between the wheels. It’s pretty big then, and it’s available with two or three rows of seats.

I’ve said it before, and I’ll say it again – Chinese brands have shattered the illusion that you need to pay premium money to get a high-class, luxurious interior. Zeekr says it wants to combine BMW’s luxury with Tesla’s technology. In the case of the 8X we experienced, it’s noticeably more luxurious than any X5, with premium leather surfaces, plenty of metallic touches, a suede headliner, and massive dual screens across the dashboard. In China, car buyers love having a big screen for the front-seat passenger, although we’re not convinced Australian buyers will be quite as receptive. The premium feel continues into the rear with plush seats, tables folding out from the front seats, and Mercedes-style seat adjustments on the doors.

Then there’s the performance. Local specifications haven’t been confirmed, but in China, the 8X uses a 2.0-liter turbocharged four-cylinder engine paired with either two or three electric motors. The dual-motor version delivers 660 kW (885 hp), while the tri-motor has 1,030 kW (1,381 hp) and 1,410 Nm (1,039 lb-ft) of torque, and offers 55 kWh and 70 kWh batteries.

The Chinese Cullinan

Photos Brad Anderson/Carscoops and Zeekr Australia

The Zeekr 9X takes things to another level entirely. It’s absolutely massive, measuring 5,239 mm (206.2 inches) long and featuring a 3,169 mm (124.7-inch) wheelbase. In Ningbo, China, where Zeekr is based, it’s been nicknamed the ‘Hangzhou Bay Cullinan,’ and since launching in late 2025, more than 62,000 examples have been sold. Not only will it soon land in Australia, but it’s also heading to Europe.

Like the 8X, the 9X uses Zeekr’s advanced new 900-volt electrical architecture. It is also available with 55-kWh or 70-kWh batteries and is configured as standard with a 2.0-liter turbo and either two or three electric motors. The example we drove was the tri-motor version, delivering a hypercar-rivaling 1,030 kW (1,381 hp) and 1,410 Nm (1,039 lb-ft) of torque. Zeekr isn’t saying whether or not Australia will get this version, but in Europe, power has been capped at 660 kW (897 hp), so something similar may be done Down Under.

While I did drive the 9X in the snow, it was only for a few minutes, and objectively, it’s difficult to comment on how it performs based on that. On first impressions, it doesn’t feel too big, nor does it feel overpowered. We’re eagerly awaiting its local arrival to give it a proper test. For now, I can say it feels surprisingly dynamic given its size and weight, is happy to kick out its tail, and is easy to hold powerslides with.

Beyond the driving, or lack thereof, the 9X feels absolutely deserving of its nickname. It feels more special inside than an X7 and is more akin to a Mercedes-Maybach GLS in fit, finish, and choice of materials. As one industry colleague told me, it even seems to out-Cullinan a Cullinan, and that’s high praise. Whether or not it’ll stand the test of time like a Rolls-Royce remains another question, of course.

Photos Brad Anderson/Carscoops and Zeekr Australia

The front half of the cabin is great, with a digital instrument cluster and a central infotainment screen as standard, although it is also offered in China with a passenger display. Taking lessons from the 007 sedan, which was almost entirely devoid of physical buttons, Zeekr has ensured that all subsequent models, including the 9X, have plenty of real switches, dials, and knobs.

The second row is the standout, featuring a pair of massive captain’s chairs similar to those in Zeekr’s 009 minivan. With heating, ventilation, and massaging functions, the 9X has them all, and the seats can even spin around 180 degrees.

Drifting On Snow

While I’ve driven on snow before on ski trips and the like, I’ve never had the opportunity to push EVs and plug-in hybrids with supercar power to their limits on snow and ice before. All the cars we tested were equipped with studded winter tires, but, as you’d imagine, they were all happy to kick out their tails with a healthy dose of throttle.

Photos Brad Anderson/Carscoops

I spent a good part of the session on snow behind the wheel of the refreshed 2026 Zeekr X, the company’s entry-level SUV. In all-wheel-drive configuration, it uses a 66 kWh NMC battery and has a pair of electric motors with 365 kW (489 hp) and 573 Nm (423 lb-ft) of torque. On the road, it can apparently hit 100 km/h (62 mph) in just 3.7 seconds.

While I wasn’t able to put the straight-line acceleration to the test, I was able to explore the X’s dynamics through a series of oversteer exercises and slaloms that were set up for us. Typically, the X doesn’t let owners completely turn off the traction and stability control systems, but the ones we tested had been tweaked to shut them down.

Yanking hard on the steering wheel and pinning the accelerator is enough to send the X into easily controlled drifts. Much to my surprise, while enjoying some sideways action in the X, I never yearned for driving something with a combustion engine.

The Zeekr 7GT is one of the company’s most exciting new models. In July, it and the BMW iX3 became the first two cars to earn five-star safety ratings under Euro NCAP’s overhauled testing procedures. While we spent plenty of time driving it, we can’t yet comment on how it feels. Another Zeekr product I can comment on is the 001 FR.

Hypercar Power In A Sedan

The 001 was Zeekr’s first model, a sleek shooting brake originally designed for the Lynk & Co brand but later adapted for Zeekr. Because of this, it’s at odds with the designs of other Zeekr models, instead sporting the design language of Lynk & Co. In FR guise, it’s an animal.

The car is fitted with a 100 kWh CATL battery and has four electric motors, combining to produce 1,248 hp that’s enough to send it to 62 mph (100 km/h) in just 2.02 seconds. It could be considered Zeekr’s answer to the Tesla Model S Plaid, though it’s arguably even more track-focused, with a host of carbon-fiber parts and huge AP Racing brakes.

Despite its extraordinary power, the 001 FR doesn’t feel intimidating, at least not on snow. It’s far more rear-biased than the likes of the X, 8X, and 9X, only requiring small throttle inputs to kick out the tail and hold slides.

Final Thoughts

Zeekr Australia

Regardless of how you may feel about the age of electrification, there’s no denying we are living in very exciting times for the auto industry. In America, the EV evolution led to the creation of exciting firms like Rivian and Lucid, both of which have proven that a brand doesn’t need a century of history to develop, manufacture, and sell class-leading vehicles.

The same thing has happened in China. Thanks to huge investments from conglomerates like Geely and Chery, as well as juggernauts like BYD, the era of high-performance, ultra-luxurious vehicles being attainable only by the rich is long gone. Zeekr is still in its infancy, and there’s no telling where it’ll be in a decade, or two, or three decades. What it’s been able to build in the last five years is impressive, and vehicles like the 8X and 9X suggest the future is bright.

Whether Zeekr can attract Western buyers from established premium brands remains to be seen. In the segments where the 8X and 9X will compete, buyers of vehicles from rival brands like BMW, Mercedes, Audi, Land Rover, Bentley, and Rolls-Royce are fiercely loyal to what they know. If Zeekr can get prices right and deliver good after-sales service, there’s little stopping it from achieving the same success it’s enjoying in China elsewhere.

Zeekr Australia