Mercedes-Benz eSprinter Review 2024

Mercedes was one of the first to the party in the large electric van market and for a while the Mercedes eSprinter was one of only a handful of large capacity panel vans to come as an electric van – but it was deeply compromised. With its 55kWh battery, its total range was only 93 miles. But it's improved considerably since then. Read our Mercedes eSprinter review to find out how. 

With the latest generation, the battery has more than doubled in capacity and the range has too – from 93 miles to 277 miles on the WLTP test cycle. An 81kWh battery with a 180-mile range is also available for those who don’t require the longer range.

There are two body lengths on offer, L2 (long) or L3 (extra-long), two trim levels, PRO and SELECT, and a towing capacity of up to 1.5 tonnes, with a choice of two motors, with either 135 or 204PS.

Three driving programmes are offered: Maximum Range, Economic and Comfort, control engine power, engine torque and climate control, while regenerative braking, which converts kinetic energy into electrical energy, also helps to increase range.

The Mercedes eSprinter is capable of both alternating current (AC) and direct current (DC) charging. On a DC fast charger, it can be charged from 10-80% in around 42 minutes, while an overnight charge using the onboard three-phase charger will take around 11 hours.

Otherwise, things aren’t massively different from before – but that’s no bad thing. Visually the latest eSprinter is identical to its predecessor, and aside from an updated MBUX touchscreen interface the cabin remains largely unchanged. It’s still one of the smartest in the class.

All Mercedes eSprinters come with an integrated service package (ISP) as standard, which covers the costs of the first four services within the first four years, along with free, Europe-wide roadside assistance, including out-of-charge cover, for up to 30 years, as well as a three-year unlimited mileage warranty and an eight-year/100,000-mile battery capacity guarantee, extendable to 200,000 miles

Despite its weight, the Mercedes eSprinter is a pleasant and easy van to drive. Like all electric vehicles, it’s simply a case of pressing the start button and engaging drive before you move off, although the electric parking brake feels a bit counterintuitive in that you pull it to release the brake and push it to engage it rather than the other way around.

Drive is selected via a column stalk lever, while there are three selectable driving modes - Comfort, Eco and Maximum Range. Comfort is the default, so if you want to see the full 277 miles of battery life then you need to engage Maximum Range separately.

The power variation is noticeable, but only really makes a difference on fast out-of-town routes.

You can also adjust the level of regenerative braking via the steering-wheel-mounted paddles. There are four modes - D-, D, D+ and D++. In D- you can slow the van to walking pace without touching the brake. If you don’t want to use the models manually then there is a new mode, called D Auto, which automatically adjusts the amount of regenerative braking to suit road conditions.

The Mercedes eSprinter uses the same electrically assisted power steering as the diesel model, which is well measured and weighted, and visibility is impressive all-round despite the van’s size, especially when fitted with the optional 360-degree cameras.

Overall, then, the new Mercedes eSprinter is a fine machine. It has gone from being behind the pack to being one of the class leaders, but it’s one that comes at a pretty hefty price.

The Mercedes-Benz eSprinter isn’t offered in as many body styles as the diesel model, but it covers most basis with conversion-ready chassis cab options and a panel van in two body lengths and one roof height.

In L3 form it offers up to 14 cubic metres of cargo space, but in 113kWh form the Mercedes eSprinter is classified as having a 4.25-tonne gross vehicle weight. This means that anyone who passed their test after January 1, 1998, will need to have C1 entitlement on their licence or undertake an online assessment to get derogation. The 81kWh model remains classified at 3.5t so can be driven on a standard licence,

This means that you won’t be able to simply jump into it if you passed your test after 1 January 1997 and have a standard licence.

As you'd expect from such a large vehicle, the load bay is hugely practical and has LED lighting along with a vast array of panelling and racking options.

The load area measures 1787mm behind the rear wheel arches and 1200mm between them. The rear doors can be opened to the side walls even more easily and there is no longer a mechanically released catch in the 90-degree position, which means the rear doors can be opened with one hand. The side sliding door opens a load area that is large enough to accommodate a Euro pallet too.

Cabin quality is as good as ever, with a new generation of the MBUX multimedia system with a 10.25-inch colour diplay, telediagnostics and maintenance management, accident recovery and roadside assistance, remote vehicle locking and unlocking and pre-entry climate control all operable via a connected app. There is also plenty of useful storage, with big door bins and multiple cup holders.

In order to preserve range the heating system uses a heat pump, heated seats and active thermal management.

Driver assistance and safety features include Active Brake Assist, Active Lane Keeping Assist, Blind spot Assist, Intelligent Speed Assist with cruise control plus an anti-theft protection package with a double-lock system and on panel van models, a reversing camera.

An optional parking package is also available with a 360-degree camera and a 3D display for visibility of obstacles.