Designation: What will the electric C-Class be called?
The current EQC is an SUV. Will the name be given to someone else soon?
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.
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.
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.
