When the Mercedes C-Class and BMW i3 EVs were unveiled earlier this year, it felt a little like Stuttgart had been beaten to the electric executive punch – and not just because the 3 Series came first.

The i3 has the C-Class Electric licked when it came to the key statistics: official range, charging speeds and pricing (£53k versus £58k).

BMW's saloon rides on the same Gen6 architecture that has won its iX3 SUV sibling such widespread dynamic acclaim. The C-Class’s MLA platform has already proven softer and slightly less exciting – but still excellent in its own right – in the technically identical GLC Electric.

But after a brief ride in the C-Class ahead of our first drive in the coming weeks, there’s plenty here to get excited about. After a faltering start with the competent but unremarkable EQE and then redemption with the CLA, currently our favourite saloon, it seems Mercedes has finally cracked the mainstream electric exec.

The first thing of note is that this feels a larger car than previous C-Classes. It's longer, wider and taller – the last of which owing to it being based on a skateboard platform, with the body effectively sitting as a hat atop the battery and chassis. 

While the glass roof and black detailing around the rear end help to take away a bit of the visual heft, it’s a little slab-sided. And there’s still a hint of the EQE’s egginess about the front end, I reckon, despite the brand's push to make its EVs less amorphous.

Some of the details are questionable, too: the overwhelming number of three-pointed stars – particularly those lights – feel like peacocking and slightly too glitzy in an era where other brands are favouring a more restrained approach to exterior decoration.

Still, it’s identifiable as a C-Class and looks vastly more futuristic than the ubiquitous petrol or diesel-fired car.

Inside the electric C-Class

In a practical sense, there’s much to enjoy: a good amount of interior space; a wide and deep boot that still has a small saloon opening, despite the sloped roofline; and a compartment under the bonnet big enough for a carry-on suitcase or a couple of overnight bags.

Slide in and it’s easy to find a comfortable position in both rows, with nicely squishy bolsters and quality-feeling leather upholstery solidifying the C-Class’s long-distance credentials.

There’s an overarching sense of quality that feels reassuringly Mercedes. I’m a particular fan of the grained tan leather, and it wins bonus points for the cushioning along the doorcards and windowsills – a nice touch.

There’s a lounge-like feel here, and homely elements such as optional wood around the centre console are a welcome departure from the cold, minimalist arrangements of some rivals.

Fit and finish too seem an improvement compared with the cheaper CLA, as I suppose they should, but it might even outdo the vastly more expensive EQS.

The elephant in the room is the absolutely massive screen in front of me. Running across the entire width of the dashboard, it’s actually the largest you will find in any production car at present, measuring 39.1in.

I’m surprised to find I don’t mind it. There’s a sense of theatre about its sheer scale and the graphics are quite pleasant if you aren't having to pay attention to the road. 

However, I do wonder if I’d prefer proper climate control buttons if I were driving, rather than having to prod the screen. And some of its features, such as the camera view that pops up in the centre when you stop at a traffic light, might prove a little overwhelming.

Final judgement will have to wait until we’ve driven it.

On the road

We move off with little fanfare. It's surprisingly relaxed for a car with 483bhp – in this launch C400 specification – that can be as quick off the mark as an old V8-powered AMG C63 if you want it to be.

There’s a real sense of luxury about the way the C-Class EV flows down the road, with a relaxed, long-legged gait. You get an occasional nudge from a drain cover or a pitter-patter from the road surface underfoot, but both are very well isolated and ebb away at higher speeds.

The drive modes make a noticeable difference here: Comfort is, naturally, plush, yet not too wallowy either. Sport feels noticeably firmer and more alert to my driver's steering inputs, with a fair bit more head-toss even in regular driving. I'm sure I can sense greater involvement from the rear-wheel steering as we negotiate roundabouts.

I'm relieved once the thrill ride is over and we're back in Comfort mode; to change from football boots back into house slippers.

Escape the cut-and-thrust of town and refinement becomes perhaps the most impressive attribute of all. Tyre roar is almost inaudible when pootling around and, as we reach the German equivalent of an A-road, I’m still able to talk to my driver without raising my voice. 

First impression

It remains to be seen how the C-Class feels from the most important seat in the house. But from the passenger side, all signs suggest the result of the BMW-Merc showdown – coming to Autocar as soon as we’re able – is not a foregone conclusion.

One of the oldest rivalries in the book is raging just as strongly as ever, and the cars are quite possibly better than ever before.