Zeekr advertises a 450 kW peak charging rate for the 7GT Core and its 75 kWh lithium iron phosphate pack, the one the company calls the Golden Battery, according to Out of Spec Roaming. Out of Spec Roaming has now tried to reach that figure on what the host says are the only Tesla V4 Superchargers in Europe, on an Alpitronic Hyper 400, and in a third session besides. He never got past roughly 320 kW, because the car never asked for more than about 460 amps. Zeekr, he says, confirmed the car should be requesting 660 amps at its peak. The strange part is that none of this made the car slow. He reports 10 to 80 percent in 11 minutes and 24 seconds against an advertised 13 minutes. Twice, on two different chargers, in two different sets of weather.
Peak charging figures have become the horsepower numbers of the EV industry: real measurements, taken under conditions almost no owner will meet, printed on a brochure. What actually determines how long you stand at a charger is the average across the curve and the point at which it tapers. That is why this result is interesting rather than damning. Out of Spec Roaming reports the car held a flat 460 amps until somewhere in the low-to-mid 60s of state of charge before tapering, and still beat its own advertised 10 to 80 time on two different chargers in two different climates. The host's own argument is the fair one. A peak rate should be a number real users can reach, or it should not be advertised. He points out that Tesla advertises 250 kW and says that figure is technically attainable in the car. Buyers should read charging curves, not peaks. Almost nobody does. The practical version of that advice: a car that holds 300 kW to 60 percent will beat a car that touches 400 kW and collapses at 40, every single time, at every stop.
The host walked through the three conditions Zeekr gave him for full-rate charging, and says he met all of them. A battery temperature between 25 and 30 degrees C, which he argues preconditioning should have handled. A starting state of charge between 10 and 15 percent, and he says every session began at 10. And a charging station able to supply the corresponding current, which he believes these could: he reports charging a Zeekr 7X at over 600 amps on the same Alpitronic hardware, and says the V4 Superchargers can push higher still. The 460 amp ceiling turned up in all three sessions, which is why he suspects a bug or a car-specific limit rather than infrastructure, and he says he is in contact with Zeekr engineers about it. The more remarkable number sits at the top of the pack. Out of Spec Roaming reports 37 to 100 percent in 16 minutes and 9 seconds, and calls it possibly the best top-end charging he has tested. He also logs 37 to 80 percent in 7 minutes and 31 seconds. On the Alpitronic unit the peak was lower, around 300 kW, and 10 to 80 percent took 11 minutes and 33 seconds, nine seconds off the Supercharger run. LFP packs are usually the ones that crawl above 90 percent, and the host argues this one inverts that, which means an owner can plan around a genuinely full battery. As for the cause of the ceiling, he raises the car's charging port as one possibility while stopping short of blaming it, since he says he has drawn well over 600 amps from a Zeekr 7X.
Bottom line: buy this car for the curve, not the number on the poster. An LFP pack that runs 37 to 100 percent in the time it takes to buy a coffee is worth more on a real road trip than a 450 kW spike you will never see, because it means the top of the battery is genuinely usable rather than decorative. That said, the host is right to keep pushing. Advertised peaks nobody can reach are how a brand spends trust it has not earned yet. Zeekr should explain the 460 amp ceiling, fix it, or change the brochure.
Commentary on a third-party video. Figures and claims are as presented in the source and have not been independently verified. Spotted an error? Tell us and we will correct it.