Electric C-Class: 500 hp and a range of 1000 kilometers possible

You don’t have to use a crystal ball to predict that Mercedes is working on an electric C-Class. The Stuttgart-based company has now powered up a large part of its portfolio, from the compact SUV EQA to the luxury sedan EQS. In the high-volume middle class, however, they are currently leaving the field to the Tesla Model 3 and BMW with the i4. It is therefore only logical that this will change – probably as early as 2025.

Designation: What will the electric C-Class be called?

Much more exciting than the question of whether is the how. To be more precise: What is the name of the new electric sedan? Because: The name EQC is currently already in use, since 2018 it has been Mercedes’ first electric SUV, the electric GLC. So: Either the people of Stuttgart come up with something completely new, or they take the name away from the high seat. There is a lot to be said for the latter, after all the Swabians are in the middle of rearranging their nomenclature.
Mercedes EQC 400

The current EQC is an SUV. Will the name be given to someone else soon?

While the SUV versions of the C, E and S classes with combustion engines are called GLC, GLE and GLS, the off-roaders based on EQE and EQS are simply given the suffix SUV. Sounds strange at first, but Mercedes has been doing this for decades with its convertibles, coupés and station wagons. There is some evidence that the new sedan will be named EQC and then be accompanied by an EQC SUV. There will probably not be an EQC T model.

Optics: Rather EQE/EQS or EQXX?

The second big mystery: the design. No prototypes of the electric C-Class have yet appeared that could provide clues. However, after the EQE and EQS, chief designer Gorden Wagener will certainly not tailor a third sedan with almost the same bodywork, just one size smaller. It is more likely that the creatives will be guided by the record range study EQXX, which consistently focuses on optimal aerodynamics – which also explains the proverbially somewhat sloping rear design.

Interesting: Small digital exterior mirrors would actually make sense for the best aerodynamics. However, the advantage disappears because the required display has to be supplied with power. That’s why the decision was made against the camera mirrors of the study for the EQS in the series.

Mercedes EQC

Streamlining is the key to greater efficiency. The goal for the EQC must be a drag coefficient of less than 0.2.

Interior: The technology must remain affordable

Inside, the new EQC could snag the hyperscreen from the EQS and EQE, with three screens (instrument cluster, infotainment and passenger display) beneath a glass panel – or opt for the EQXX’s slimmer cockpit, which also runs across the car, but only uses a mega display. The decisive factor is likely to be whether the technology is ready for series production by then – and whether it is affordable. Because: Despite the fact that prices are currently rising sharply, Mercedes must definitely try to offer the EQC for around 55,000 euros. Of course, economies of scale due to a few, widely used platforms should help to reduce costs.

Platform: 800 volt technology and up to 500 hp

Under the sleek EQC panel is the new MB.EA architecture for medium-sized and large vehicles. Contrary to what was originally planned, the drive technology presented in the EQXX (the so-called eATS 2.0 drive train) is not only finding its way into the smaller MMA vehicles, i.e. the electric A-Class successors, but also into the MB.EA series.

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Means: 800-volt technology, a modern, efficiency-enhancing silicon carbide inverter, still more conventional radial flux motors with an expected 250 to 500 hp, rear or all-wheel drive and all-wheel steering and – unlike the EQXX – a two-speed gearbox, to some situations to reduce consumption a bit.

Range: Up to 1000 kilometers are conceivable

On the battery side, Mercedes will significantly increase the current energy density, the 110 kWh battery in the EQS comes to 550 Wh per liter, in the future up to 800 Wh/l should be possible. This means: More energy can be stored in the same space, or the batteries can become significantly smaller and lighter. Around 100 kWh are also conceivable in the EQC, which ideally would be enough for almost 1000 kilometers.

The EQC sedan could take over the solar roof and the heat pump from the EQXX, both of which also ensure extra kilometers. Incidentally, charging is carried out with up to 350 kW, from zero to 80 percent should take 20 minutes on the fast charger. It is also assumed that the C-Class will then support bidirectional charging, i.e. the energy from the battery can also be fed back into the power grid.

Production: One thing stays the same

So everything is new with the electric C-Class? At least almost! One thing shouldn’t change for the time being: As before, the electric EQC – together with its SUV counterpart – will roll off the assembly line in Bremen.

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