The Zeekr 9X is the car Zeekr calls its flagship, and you can see why the moment it pulls up — 5.2 metres nose to tail, a waterfall grille that’s actually functional, and an upright stance people keep comparing to far pricier British SUVs. It’s the brand’s first range-extender, so there’s a 2.0-litre petrol engine under the bonnet, but that engine never turns the wheels; it generates, and the motors do everything you feel. Launched in China in September 2025, the 9X started reaching export markets in mid-2026, which is why an overseas dealer asking about it now is asking at exactly the right moment.

What a buyer gets depends a fair bit on where the car docks — China runs dual-motor and tri-motor trims with two battery sizes, while the first European cars landed as a single Ultra AWD on the smaller pack. Same body, same architecture, shuffled spec sheet. Worth keeping that in mind before quoting a figure to a customer, because the numbers move market to market.

Exterior

Big, calm, expensive-looking without trying too hard. That grille isn’t a closed decorative panel like on Zeekr’s electric vans — it has active intakes, because something under there does get hot, and the C-shaped light signature carries over from the 009 but turned on its side. Zeekr counts 42,242 cut facets in the headlight array, which is the kind of number that means nothing until you see it lit at night, and then it does.

The roofline is the yacht-bridge shape Zeekr leans on for the flagship look, and the 22-inch mirror-finish forged wheels fill the arches the way a car this size should. Length lands at 5,239 mm with a 3,169 mm wheelbase, 2,029 wide and 1,819 tall, so it sits square and long rather than tall and narrow — the proportion that gives it presence in a showroom. Six colours run from Polar White through Glacier Silver and Starry Gray to a Dark Purple and a Wilderness Green, with an optional black pack that blacks out the trim for the sportier read.

Ground clearance is the bit worth demonstrating: the air suspension lifts 110 mm, peaking near 288 mm, and that’s what gets the Zeekr 9X off a loaded trailer without scraping the nose. Most customers won’t care about the figure, but they’ll care when the car clears the kerb their current SUV doesn’t.

Interior

Quieter in here than the size suggests it should be, and that’s before you notice the laminated glass in every pane. Up front there’s a 16-inch 3.5K OLED main screen plus a matching passenger screen, a 47-inch AR head-up display floating the speed and nav into your line of sight, and — the bit I’d actually point out to a customer — an optional 17-inch sliding rear screen on a wing mount that glides 880 mm so the second row can watch something without the driver seeing it. Two Snapdragon 8295 chips run the lot, so nothing lags when you fire up six-zone voice at once.

Six seats, 2+2+2, and the middle row is where this car lives. Captain’s chairs recline to a zero-gravity angle with extending footrests, 14 to 16-way adjustment, and 22-point massage on the upper trims; some markets get ones that rotate to face the back, turning the cabin into a lounge you’d actually use. Nappa leather and wood veneer throughout, a fridge between the seats, and a 32-speaker Naim system borrowed straight from Bentley’s playbook — 3,868 watts, with active noise cancellation that makes the cabin hush even at motorway speed. Cabin footprint reads about 6.3 m², which sounds like a brochure number right up until you stand in it with three adults across the back two rows.

Boot is 677 litres seat-up and opens to 2,148 with the rear rows down, so a dealer demoing it to a family won’t run out of room for the pram and the golf bag at the same time.

Powertrain and Chassis

Range-extender, not a plug-in that drives on fuel — the 9X has no mechanical link between the 2.0T and the road. The engine is a 1,974 cc turbo four rated 205 kW, or 275 hp, built for generator duty with a claimed 46% thermal efficiency, and it just sits there making electricity while the motors push.

Two ways to buy it. Dual-motor all-wheel-drive pairs a 290 kW front motor with a 370 kW rear for 660 kW combined, around 897 hp and 935 Nm, and that’s good for 0–100 in 3.9 seconds — quick, and honestly more than enough for a car this heavy. Step up to the Hyper and a second rear motor joins in for 1,030 kW, or 1,381 hp, 1,410 Nm, and 3.1 seconds to 100, which is supercar pace in a six-seater and the kind of line that sells the car on its own.

Battery comes as a 55.1 kWh pack or a 70 kWh CATL NMC, both on the 900V architecture. Pure-electric CLTC runs 300 km on the small pack and up to 380 on the big one; call the European WLTP figure nearer 179 km on the 55 kWh car, because WLTP is the honest number to quote where that’s the local test. Combined range with the tank topped reaches 1,250 km on CLTC — roughly 737 km on the European estimate — and either way the 50 L tank means a long motorway run never needs a charger.

Charging is where this car shows its age-beating side. Six-C peak takes the pack from 20 to 80% in about nine minutes on a liquid-cooled stall, 330 kW DC on the European car, and there’s 6 kW of V2L plus 60 kW vehicle-to-vehicle if a neighbour runs flat. You’ll plan a coffee around it rather than a meal, which is a different conversation from most hybrids.

Underneath is the part that surprises people who only read the spec sheet. Closed dual-chamber air suspension with dual-valve damping is standard, a 48V active anti-roll bar on the upper trims pushes the body flat through a corner in about 0.2 seconds, and rear-wheel steering tightens the turning circle on a 5.2 m body that shouldn’t be this easy to park. The AI chassis reads the road ahead and pre-loads, which is why it stays composed on broken tarmac for something standing this tall. Ninety-one percent of the structure is high-strength steel and aluminium, torsional rigidity hits 41,600 Nm per degree, and ten beams run past 2,000 MPa — the “tank” nickname isn’t just marketing.

Driver assistance is G-Pilot, and the grade matters: base cars get H7 on a single Nvidia Thor-U at 700 TOPS with one LiDAR, while H9 on the flagships stacks five LiDARs and twin Thor-U for 1,400 TOPS and claims L3-ready hardware with highway and city navigation assist. Zeekr labels it L3-ready, so the line to a customer on the 9X is “the sensors are there, the law is catching up” — don’t promise hands-off yet.

FAQ

Is the Zeekr 9X a pure electric car or a range extender? A range extender — a REEV, so a battery and motors drive the wheels and a 2.0T engine tops up the charge like a generator. It is not a BEV and not a conventional plug-in that drives on fuel; there’s no mechanical path from engine to wheels. Zeekr has talked about a future pure-electric version, but as of now the 9X is sold only as the range-extender, so if a customer wants battery-only they’ll be waiting.

How far does it go, and how long does charging take? CLTC gives 300 km electric on the 55 kWh pack and up to 380 on the 70 kWh, with combined range to 1,250 km; WLTP pulls the electric figure down to about 179 km on the smaller pack, and that’s the one to quote in markets that use it. Charging is 20 to 80% in roughly nine minutes on 6C, 330 kW DC in Europe, with 6 kW V2L on the side — so the battery fills faster than you’d expect from a hybrid.

How big is it, and what’s the seating? Five-point-two metres long on a 3,169 mm wheelbase, six seats in 2+2+2, and the second row is the headline — zero-gravity reclining captain’s chairs with massage on the upper trims. Boot is 677 litres with all seats up, 2,148 down. It’s a genuine three-row large SUV, not a stretched five-seater, so pitch it against the big German seven-seaters and it holds its own on space.

Can the Zeekr 9X be imported to my country? Where a market has no import certification rule, it goes straight in. Some regions do ask for type approval and the EU is the one that comes up most, so in those cases we have to confirm first whether the model can be supplied with the certification your country wants. Send the destination over and we’ll check it properly against the current homologation list.

How do we supply the 9X, and how do we start? We’re a China-based auto export company, so we source the 9X from the manufacturer and handle everything on the export side — paperwork, booking, sea freight, delivery into your port. Most people we deal with are overseas dealers and importers putting together a steady line out of China, though we also help individual buyers running their own import. Send over your market, drive side and rough volume, and we’ll come back with availability, shipping options and the document list your destination actually needs.

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