Mercedes C 400 4Matic Electric Test Drive: An S-Class in Compact Form

Nearly 4.90 meters long, with 489 PS of power, 800 Newton-meters of torque, 800-volt technology, and all-wheel drive—and priced at over 67,000 euros—the electric Mercedes-Benz C-Class isn’t exactly making a modest debut. As the C 400 4Matic, the once-understated midsize series shows that it aims high in the battery era. This is particularly evident in the test model, which features Airmatic air suspension and rear-axle steering. Although this C-Class bears the familiar model name, over long distances it drives like a compact S-Class.

At first glance, the electric C-Class appears significantly more harmonious than the early EQ models, which seemed to be shaped solely by the demands of aerodynamics. The new electric design combines efficiency with a recognizable, almost traditional Mercedes silhouette. The front features a massive, chrome-framed star, flanked—if desired—by light strips and a multitude of small LED dots. The front end is shorter than on the internal-combustion version because there’s no inline six-cylinder engine taking up space. This extends the wheelbase to just under 2.96 meters and shifts the proportions in favor of the interior.

Toward the rear, however, the classic three-box shape is softened. The roofline flows coupé-like into the rear, and the trunk lid remains small. This isn’t always practical. Still, there’s a 470-liter trunk, a 101-liter front trunk under the hood—which, cleverly, opens with a press of the brand logo—and a towing capacity of up to 1.8 metric tons. That’s respectable for an electric sedan, even if it doesn’t match the versatility of a station wagon. But the Swabians have opted not to offer an electric station wagon, thereby alienating—from a European perspective—a portion of their own loyal customer base. Anyone who needs the C-Class as a station wagon must stick with an internal combustion engine or make do with the more SUV-like GLC.

In the cockpit, Mercedes is rolling out its software offensive. The new MB.OS operating system bundles navigation, entertainment features, driver assistance, and vehicle controls. The voice control is particularly well-designed. It understands naturally phrased commands with astonishing reliability. Opening individual windows, closing the rear windows, adjusting settings, or retrieving route information works on the first try without the usual need to repeat commands multiple times.

Another highlight: Regenerative braking can be adjusted using paddles on the steering wheel. The available settings are D, D+, D–, and D Auto. D– enables one-pedal driving all the way to a complete stop. The smartest choice, however, is D Auto, in which the system analyzes navigation, camera, and sensor data and adjusts deceleration based on vehicles ahead, roundabouts, curves, or speed limits. It does so with such foresight and plausibility that you’ll soon hardly want to intervene at all. Up to 300 kW can be fed back into the battery during braking, while the mechanical brakes remain largely in the background.

The literal highlight and eye-catcher of the interior, however, is the optional 39.1-inch Hyperscreen, which spans nearly the entire width of the cockpit and delivers razor-sharp visuals. It looks high-quality and impressive, but it draws a lot of attention. Those who opt for the full digital package will have access to streaming services, navigation displays, weather data, and entertainment on the passenger side. Those who opt for a more basic configuration will see a dark panel in that area. At least the new steering wheel partially relies on dials and physical controls again. This allows for quick and precise adjustment of volume and cruise control. After the capacitive touch experiments of recent years, this is almost a small return to common sense.

After all, you don’t have to like every digital idea. The stars in the optional Sky-Control glass roof, which can be displayed via the ambient lighting, are undoubtedly spectacular. However, not every customer is likely to view a standard glass roof as an improvement, especially in the summer or for people who prefer a classic closed roof. The flush-mounted door handles also fall into that category of technology that sounds modern on the spec sheet but, in everyday use, actually complicates the simple act of opening a door

The overall impression of quality, on the other hand, is in line with the upscale mid-range segment. Soft surfaces, solid-feeling metal accents, and finer materials characterize the areas that the driver and front passenger constantly touch. Only a few less-premium plastics in the lower areas and on details like cup holders or the regenerative braking switches prevent the illusion of an S-Class from being complete. Mercedes has also put visible effort into the rear seats. Adults sit comfortably behind a front row adjusted for average heights; their feet fit under the front seats, and the knee angle remains comfortable. Only the coupe-like roofline compromises comfort slightly when getting in and limits headroom for particularly tall passengers.

At launch, only the C 400 4Matic will be available. In this model, two permanent-magnet synchronous motors deliver a combined 360 kW (489 PS) and 800 Newton-meters of torque. The motor on the front axle can be disengaged under light load to reduce energy loss; a two-speed transmission operates at the rear. The short first gear aids in spirited acceleration, while the long second gear lowers engine speed and fuel consumption on the highway. The result is an impressively smooth and confident drive. The sedan sprints to 100 km/h in about four seconds. That’s a claim that once made even its AMG siblings look good.

But the C-Class showcases its performance in a completely understated way—it’s simply always ready to go. There’s no need for a start button; the car is ready before you even have a chance to think about it. Even in Comfort mode, the accelerator pedal responds attentively and remains confidently controllable at all times. While Eco mode noticeably takes the edge off the power delivery, kickdown still delivers full power when needed. Even more impressive than the acceleration, however, is the acoustic experience. The sleek body design, the extensive sound insulation, and the double-laminated front side windows keep wind and road noise out of the cabin. On the highway, this creates the kind of quiet that Mercedes has mastered better than many rivals for decades. After all, luxury can simply mean that nothing disturbs you.

The Airmatic is more than just a comfort filter that smooths out the ride. Transverse joints, patched asphalt, and sunken manhole covers are noticeably smoothed out without causing the body to move. The Mercedes responds to long bumps with a slight, pleasantly dampened oscillation. The electronics work behind the scenes to help with this. Car-to-X data from all Mercedes vehicles ahead can report information about speed bumps, bumps, or rough road sections to the cloud. The dampers then adjust before your own car reaches that spot. You don’t notice any of this at the steering wheel—only that the road feels smoother than it looks.

In Sport mode, the handling changes noticeably. The body lowers by about 1.5 centimeters, the dampers become firmer, and the accelerator pedal responds more decisively. The C-Class then tackles corners with greater precision, without sacrificing its comfort reserves. Even in this mode, it doesn’t drive like a sports car, but rather like a sedan that offers solid lateral support and control. The suspension tuning remains entirely focused on ride comfort, which surprisingly skillfully masks the car’s heavy weight even on winding country roads.

The rear-axle steering also plays a key role in this; as speed increases, it steers the front and rear wheels in the same direction, which stabilizes lane changes and long, sweeping highway curves. At low speeds, the rear wheels turn up to 4.5 degrees in the opposite direction, reducing the turning circle to about 11.2 meters. This makes the nearly five-meter-long C-Class almost as maneuverable in tight spaces as a compact car. In parking garages, narrow driveways, or winding old-town streets, it suddenly seems much smaller than its body size would suggest.

In terms of energy consumption, the electric C-Class remains remarkably moderate. According to Mercedes, the WLTP figures are said to fluctuate within an unusually wide range between 14.1 and 18.5 kWh. At the end of our roughly 100-kilometer drive through the Black Forest—which included winding country roads and stretches of highway—the display read 17.3 kWh. For a 2.5-metric-ton all-wheel-drive car with nearly 500 PS, that’s quite respectable. According to Mercedes, the 94-kWh battery is said to enable a range of up to 762 WLTP kilometers—though the actual range may end up being less, depending on weather, speed, and tires. Thanks to its 800-volt architecture, the C 400 is said to be able to charge at up to 330 kW at compatible DC charging stations, allowing Mercedes to promise an additional 325 kilometers of range in ten minutes under optimal conditions. Charging from 10 to 80 percent is said to take about 22 minutes. One minor drawback: Charging at older 400-volt stations requires an optional system that limits charging to a maximum of 100 kW. This isn’t an ideal solution for a car in this price range.

Speaking of which: With a price tag of at least 67,711 euros, the C 400 4Matic is entering territory once reserved for a lavishly equipped E-Class. With options like the Hyperscreen, air suspension, rear-axle steering, illuminated grille, and large wheels, the price can quickly climb to 70,000 euros or more. More affordable variants are set to follow later, including a rear-wheel-drive model with an especially long range. Until then, the C 400 4Matic serves primarily as a technical showcase, allowing Mercedes to demonstrate what its new electric architecture is capable of. (aum)


Mercedes-Benz C400 4Matic Electric Specifications

Length x Width x Height (m): 4.88 x 1.89 x 1.50
Wheelbase (m): 2.96
Powertrain: 2 electric motors, 360 kW (489 PS), all-wheel drive, 2-speed automatic transmission
Max. torque: 800 Nm
Top speed: 210 km/h
Acceleration 0 to 100 km/h: 4.0 sec.
WLTP average energy consumption: 14.1–18.5 kWh
Battery capacity: 94 kWh
Range (WLTP): 592–762 km
Max. charging power: AC 11 kW (22 kW)/330 kW DC
Curb weight / Payload: 2,460 kg / 505 kg
Trunk volume: 470 liters + 101 liters (front trunk)
Towing capacity: 1,800 kg
Price: starting at 67,711 euros