Driven: Mercedes C-Class BEV range to expand

MERCEDES-BENZ will broaden its new C-Class Electric line-up beyond the launch C400 4Matic specification, with rear- and all-wheel drive variants, at least one additional battery size, and likely higher-performance AMG derivatives as it builds a fuller BEV alternative to the continuing combustion C-Class.

The Australian market will receive the bespoke-electric ‘W520’ sedan from early 2027, initially only in C400 4Matic (all-wheel drive) guise. The dual-motor flagship develops 360kW/800Nm, uses a 94kWh usable battery, and offers up to 762km range (WLTP) with 330kW DC charging capability.

Our first drive of the C400 in Finland suggested the launch C400 is a rapid long-distance tourer rather than a traditional sports sedan. Its 4.0 seconds 0-100km/h performance is effortless and the standard frequency-selective passive dampers delivered a compliant ride on broken surfaces resembling Australian roads.

While optional two-axle Airmatic and rear-wheel steering add slightly more bandwidth, the tech did not deliver a substantial dynamic edge and the standard car steered naturally while remaining well-controlled.

Still, the substantial mass was evident in direction changes, limiting agility somewhat.

Inside, the C-Class Electric wows with an uninterrupted 39-inch ‘Hyperscreen’ display backed by significant computing power.

Comfortable seats and a spacious layout are familiar, but the BEV C-Class appears to go a long way to restoring bank-vault-like perceived build quality; we heard no creaks at all.

Mercedes-Benz chief engineer for core BEV models Stephanie Salewyn told GoAuto that the launch variant would not remain on its own for long.

“A rear-wheel drive variant with over 800km (of range) will follow in future,” she said.

It has been separately confirmed that further RWD and AWD models, and “various battery variants” will follow globally across 2027, creating scope for a much broader grade walk than the powerful C400 model that has been locked in for Australia (where initial pricing is expected to be in the region of $100,000).

Likely to be called C300+, the long-range rear-driver is likely to retain the 94kWh battery and two-speed rear motor (possibly with about 250kW of power), while deleting the smaller front motor to improve efficiency and slightly reduce the AWD car’s 2460kg EU kerb weight.

Arriving later, a lower-priced C200 or C250 Electric grade with RWD and a smaller battery (possibly of LFP chemistry with about 70kWh in capacity) would provide a meaningful cost and weight reduction while still supporting competitive range against rivals like the BMW i3 40 (and future i3 30).

Ms Salewyn acknowledged that battery size was a “big contributor” to vehicle mass, though she would not be drawn on how much could be saved by downsizing the existing 94kWh pack.

The C400 is about 700kg heavier than a petrol C300 model, leaving considerable room for a lighter RWD derivative.

Our real-world consumption in the powerful dual-motor C400 trailed the WLTP claim, but by driving modestly we were able to record an acceptable 15kWh/100km, equating to 626km range to empty.

At least one AMG version is also expected, potentially wearing C53 or C55 nomenclature, but no final badge or timing has yet been confirmed.

Asked whether the MB.EA platform was a good fit for a sportier derivative, Ms Salewyn described it as a “good chassis … there are coming other variants where the customer can decide which variant (they) want.”

Not on the menu – at least if nothing major changes at Mercedes-Benz – is a wagon variant of the C-Class, despite one existing in some markets for the ICE version.

Instead, customers seeking more cargo room than the electric sedan offers are being referred to the closely related, new GLC Electric.

The expanding electric range will sit beside the current ‘W206’ ICE/PHEV C-Class line rather than replacing it.

While the two cars use separate architectures, Ms Salewyn said Mercedes-Benz intended to progressively align various components and technologies over time.

“There are some modules which are shared for sure because we are always looking that we share modules, that we share systems, that it’s scalable,” Ms Salewyn said. “But they will share in the future more and more parts, for sure.”

She told GoAuto that Mercedes selected a dedicated platform for the ‘W520’ because combining ICE and BEV powertrains on one architecture would have forced unacceptable compromises; a similar decision taken by BMW for the forthcoming 3 Series and i3.