Geely targets the next megawatt level
Geely is working on a fast-charging system designed to deliver more than 1,800 kW of peak power. The technology is initially being developed in China, but the group also has its sights set on Europe in the longer term.
The ambitious goal is to reach a state of charge of 80% or more in around five minutes. That would make the stop comparable to refueling a conventional car, although only under optimal conditions and with suitably equipped vehicles.
| Metric | Geely’s plan |
|---|---|
| Maximum charging power | More than 1,800 kW |
| Voltage level | 1,000 volts |
| Target charging time | Around five minutes to 80% or more |
| Power supply | Grid connection plus stationary buffer storage |
| Accessibility | Cross-brand compatibility planned |
| Europe | Planned in principle, but no specific date yet |
Why Geely is opting for 1,000 volts
A higher voltage level makes it possible to transmit the same amount of power with less current. Less current means lower transmission losses and less heat generation, which can reduce the load on cables, connectors, and cooling systems. Our comparison of 800-volt and 400-volt architectures provides a technical overview.
At 1,800 kW, however, the load would still be enormous. Even at 1,000 volts, up to 1,800 amps would theoretically be required if the maximum power were actually drawn. Without powerful cooling and specially designed contacts, this would be extremely difficult to implement in passenger vehicles.
Peak power is not the only crucial factor. To achieve short charging times, the vehicle must maintain very high power over a substantial portion of the charging curve. A spectacular peak that drops sharply after a few seconds offers significantly less benefit in everyday use.
1,800 kW on the specification sheet does not guarantee a five-minute stop. The battery, thermal management, and charging curve must work together as a complete system.
Buffer storage is intended to reduce strain on the power grid
Geely plans to combine its fast-charging stations with large battery storage systems. The storage system draws power from the grid over an extended period and briefly supplies a much higher output when a vehicle is connected.
The grid connection charges the buffer storage → the buffer storage delivers peak power to the car. This means that not every station needs a permanent grid connection capable of supplying the full megawatt output. It does not eliminate the energy demand, but it allows that demand to be distributed more effectively over time.
BYD is pursuing a similar approach with its planned 1,500 kW charging network with battery storage. In Europe, this concept could be particularly attractive at locations where rapid grid expansion is difficult or expensive.
What could make its way to Europe
Geely does not intend to keep the technology confined to China indefinitely. However, no launch date has yet been set for Germany, Austria, or Switzerland. The rollout is likely to depend on how much Geely-affiliated brands increase their European sales and how quickly suitable standards and vehicles become available.
A brand-agnostic design would be particularly important. A Geely charger should also be able to supply vehicles from other manufacturers, with older models automatically drawing only the power they support. This would allow a site to be used even before vehicles capable of accepting the full 1,800 kW are on the road.
Current electric cars would not be able to handle such a peak output anyway. Geely’s announcement should therefore be seen less as a near-term charging promise and more as a target for a new generation of vehicle platforms, batteries, and charging hubs.
Zeekr is already demonstrating the technical direction
Brands affiliated with Geely are already gaining experience with extremely high charging power in China. Zeekr and Lynk & Co offer up to around 1,000 kW there with selected vehicles and charging services. The Zeekr 7X with 900-volt technology demonstrates how quickly high-voltage systems are now moving toward mass production.
However, the next step requires more than a more powerful charging station. Cell chemistry, the cooling circuit, battery management, and resistance to aging must all reliably withstand the enormous power. Otherwise, severe power restrictions or faster battery degradation could result.
Solid-state batteries remain a building block for the future
Geely also points to progress in solid-state batteries. Initial trials in China could begin relatively soon, but that does not yet indicate that they are ready for widespread integration into production vehicles.
Solid-state cells are considered a potential route to higher energy density and better thermal stability. Whether they can actually support Geely’s extremely high charging power over the long term will have to be demonstrated in real-world tests. In the short term, optimized conventional battery cells are likely to remain more important for deploying such charging systems.
A bold outlook, but not yet a production commitment
Geely’s initiative shows that competition is increasingly shifting from individual peak figures to complete charging ecosystems. The vehicle, charger, storage system, and power grid must work together if five-minute charging is to succeed outside the laboratory.
For the DACH region—Germany, Austria, and Switzerland—the announcement is therefore primarily an exciting glimpse of what may lie ahead. If Geely can combine this output with stable charging curves, brand-agnostic access, and affordable infrastructure, the group could help shape the next major advance in long-distance EV charging.
