Fast Facts – Mercedes-Benz eSprinter
🔋 Battery Options: 81 kWh (136 hp) or 113 kWh (204 hp)
📏 Size: 144-inch or 170-inch wheelbase, high-roof option
🚗 Range: Up to 206 miles EPA; tested at ~250 miles
⚖️ Payload: 3,120–3,516 pounds
🚚 Towing: Up to 4,100 pounds
⚡ Charging: 10–13 hours on Level 2; 10–80% in 32–45 min on DC fast
💰 Price: $61,180 base; up to ~$94,000 as tested
A Smart Starting Point for Electric Fleets
Electric vehicles are at their best when used for predictable daily routes and schedules that allow for regular charging at home or a worksite. That makes an all-electric cargo van like the Mercedes-Benz eSprinter a natural fit for many fleets. Most users won't come close to depleting its battery over the course of a day's work, and overnight charging ensures it starts every morning ready to go, without detours for gas or reliance on public chargers.
Of course, I'm not managing a fleet, so I spent a week running errands in the eSprinter to see how it performed in a more ordinary context. I came away impressed with its range and luxury touches, some of which seem unexpected in a "commercial" vehicle but make a big difference for anyone spending long hours behind the wheel.
Built for Work
The eSprinter only comes with rear-wheel drive and either a 144-inch wheelbase (with a standard or high roof) or, in the massive configuration I tested, a 170-inch wheelbase with a high roof, which is tall enough to stand up in. Generally speaking, the eSprinter is your typical cargo van: two seats up front and a big, wide-open space behind. Mercedes offers some factory upfitting options for the cargo hold, like a $326 cargo partition and a $420 plastic cargo floor covering.
There's no passenger model, so it's best suited for small business owners, gig economy drivers, and tradespeople. We’re talking everything from florists and caterers to Amazon Flex and Instacart drivers, as well as electricians, plumbers, or anyone carrying tools and equipment. It's a work vehicle built for transporting flowers or gear, not kids and car seats.
Surprisingly Nimble
At 280 inches long, the eSprinter is about four-and-a-half feet longer than a Chevrolet Suburban. You simply can't drive it like a regular vehicle, something I learned quickly when I tried to casually swing into a grocery store parking lot and ended up laughing at my own optimism.
That shows how deceptive the eSprinter is. The steering felt direct and well-weighted, and the generous maximum front-wheel angle plus a long wheelbase let it snake through tight spaces better than you'd expect. It even rode quite well, perhaps because its sheer mass steamrolls over road imperfections.
The eSprinter either features a 136-horsepower electric motor fed by an 81-kilowatt-hour lithium-ion battery pack or, as fitted to my test van, a 204-horsepower high-output electric motor teamed with a 113-kWh pack. Those power ratings may seem modest compared to Ford’s 266-horsepower E-Transit, but the eSprinter I drove had no problem reaching and maintaining a 70-mph highway speed. Once up to speed, it pointed ahead with remarkable stability for something shaped more like a tall ship than a van.
Impressive Range and Towing
Cargo capacity and towing are major selling points. With a payload of 3,120 to 3,516 pounds and a towing capacity of up to 4,100 pounds, the eSprinter can handle serious cargo. Towing reduces electric range, but for most daily routes and jobsite runs, this is rarely an issue. Most rivals aren't intended for towing, making the eSprinter a standout in the segment for anyone who needs to haul a trailer.
Range is equally impressive: the high-output, big-battery van is rated for 206 miles, though my test van indicated north of 250 miles on a full charge, admittedly without cargo, but remarkable for a vehicle this size. Ford's E-Transit, in comparison, has nearly 50 fewer miles of estimated range.
Mercedes includes three drive modes accessed via a tap of a dash button. Comfort is the default, Eco softens acceleration and dials back the climate control system, and the Range-maximizing mode shuts off the air conditioning altogether.
On a Level 2 charger, the eSprinter can go from nearly depleted to full in about 12 to 13 hours. That makes it simple enough to charge an eSprinter at home or a company home base after clocking out for the night, which is key, since public chargers can be tricky for a van this size.
But, if you do need a public charger, the eSprinter’s battery can go from 10 to 80 percent charge in under 45 minutes at a Level 3 DC fast charger, so you won't be there long. The standard-output powertrain is even quicker, with a depleted-to-full charging time of 10 hours at a Level 2 charger and 10-to-80-percent charging time of 32 minutes at a Level 3 DC fast charger.
Mercedes Luxury in a Work Van
Stepping into the van is easy, thanks to a well-integrated step and a big grab handle. My test van’s comfort seats had tons of adjustment, including under-knee bolsters that can pop out for additional support. The view forward is expansive, barely hindered by the roof pillars. While none of the materials on the dash are luxurious, they have a low-sheen look that doesn’t feel cheap. There are even three gloveboxes integrated into the top of the dash, plus numerous cupholders, so essentials are always within reach.
My tester’s 10.3-inch touchscreen served up the automaker’s MBUX infotainment software, which is shared with its passenger cars. It’s generally easy enough to sort through, and I liked the fact that the standard wireless Apple CarPlay and Android Auto compatibility can be accessed by a button that stays on the screen at all times. The display itself was crisp, but it was a long reach from either seat.
Tall drivers may find that the cargo partition means that the front seats don’t go back far enough, though at 5-foot-11, I could get quite comfortable. I logged several hours behind the wheel one day and came out feeling great.
The van Mercedes-Benz loaned me was exceptionally well-equipped, with such luxuries as a power-opening sliding door on the passenger’s side, a surround-view camera system providing a crisp 360-degree view through the touchscreen on the dash, and a rearview mirror that displays a live view of the road behind. That last feature is a game-changer since the rearward view is completely blocked otherwise by the windowless cargo box.
All those goodies aren’t van necessities, but they help prove that the eSprinter is a Mercedes-Benz and not just any cargo van. Need more proof? Mercedes-Benz also offers power-adjustable and heated seats with memory for both occupants.
Expensive, but It Fills a Niche
The standard output, short-roof, short-wheelbase model has an MSRP of $61,180, which includes an electric powertrain, a couple of seats, and a big steel body. (Interestingly, it also has a heated driver’s seat; Mercedes-Benz can’t shake off its luxury roots.) In comparison, Ford wants around $8,000 less for an E-Transit with similar dimensions.
But the value play in the eSprinter may very well be in the big version I tested, simply because Ford doesn’t have a high-roof, long-wheelbase, all-electric van. This version starts with an MSRP of $67,890 with the standard-output battery and $71,390 with the high-output battery.
Convenience and utility options nudged my tester’s price to an MSRP of $93,927, though smart ordering can easily trim thousands from that price tag. For instance, you probably don’t need $1,215 worth of Obsidian Black Metallic paint.
The eSprinter is expensive, no doubt, but it makes sense for commercial users returning to a central hub for charging. Its all-electric drivetrain eliminates costly fuel stops, and Mercedes' attention to comfort and refinement can make a long day behind the wheel a lot more pleasant.
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