Mercedes has dropped the EQ branding entirely and unveiled the electric C-Class under its traditional nameplate. The flagship C400 variant runs two motors with a two-speed transmission, reaching 100 km/h from rest in 4 seconds flat. That two-speed setup is worth noting: the first gear handles the full sprint for performance, then the transmission shifts up around 70 km/h in normal driving for efficiency. The 94.5 kWh net battery supports peak DC charging at 330 kW, with a 10 to 80 percent charge completing in 22 minutes under ideal conditions. AC charging comes in at 11 kW standard, with 22 kW optional. The car sits on the MBEA platform, shared with the GLC EQ. Starting price is set below 70,000 euros, with a fully configured car approaching 90,000 euros depending on options.
The natural comparison is the BMW i3, and the two cars make genuinely different bets. The i3 carries a 108.7 kWh battery, roughly 14 kWh more than the C-Class, which should translate into a meaningful range advantage on longer drives. The C-Class counters with quicker acceleration and an optional package combining air suspension with rear-axle steering, the latter capable of turning up to 4.5 degrees in the opposite direction from the front wheels for improved agility and a tighter turning circle. BMW does not offer that combination. Mercedes has also distanced itself from the EQ visual language, returning to the traditional C-Class sedan shape with a longer hood retained for design and aerodynamic reasons. The car is 13 centimeters longer than the combustion C-Class, with most of the extra length in the wheelbase.
Autogefühl covered the full car in Portugal, working through exterior design, the interior, rear seating, and the trunk. The AMG Line Plus car shown includes the optional 39-inch Hyperscreen spanning the dashboard, though the standard configuration uses three individual screens, with the passenger-side screen functional only as an upgrade. Real buttons return to the steering wheel, with the steering wheel itself offered in animal-free material. The reviewer notes the seats are firm in sport configuration; a comfort seat option is available with the same seating depth. Rear legroom is tighter than the GLC EQ, partly a result of the sedan seating position and the way the battery packaging forces the floor higher. Trunk capacity is 470 liters, with a frunk available in certain markets. A glass roof comes standard across the range, no fixed-roof option is offered.
Bottom line: The electric C-Class makes a compelling case on charging speed and dynamics, but the i3's larger battery will likely matter more on real-world road trips. The comparison drive between the two will be the one to watch. Until then, it is a genuine midsize sedan with serious hardware, and the return to traditional Mercedes naming feels like the right call.