VM Test Drive E-Works Heero: Double Hero of Sustainability

They don't say it so directly, of course, but the self-proclaimed and self-confident Ismaning electric revolutionaries from E-Works aim for nothing less than this: to deliver a better eSprinter with the Heero. In other words, one with more range, more power, trailer capability—and with rear-wheel drive! Of course, extending the range is no big feat when you see that the original Mercedes eSprinter stumbles with high consumption over 30 kWh, only has a 47-kWh storage capacity, and the team around E-Works founder and CEO Dominik Ashkar has strapped a massive, twice as large, 110-kWh lithium-ion storage (96 kWh usable) under the chassis of the classic rear-wheel-drive variant.

Nevertheless, the energy bar weighs a "lean" 550 kilograms, thanks in part to tricks like aluminum fastening on the inside. The payload of the 2,600-kilo empty e-van remains intact despite an additional 180 kilogram weight—in fact, it grows to a lush 1.6 tons thanks to the legally compliant increase to 4.25 tons. Hang on, front motor and rear-wheel drive, how does that work? The tinkerers from Ismaning have indeed found a way to lead the originally retained drive shaft in line with the retrofit idea through the battery pack to the rear. So refined that they had it patented just to be safe.

This makes all Sprinter models from the 2018 model year onwards suitable for electrification—the substantial 76,000 euro conversion cost not being worth it for much older models. And this is exactly the impact that founder Ashkar envisioned, who originally worked on electrifying the legendary De Lorean ("Back to the Future") and then realized that electric drive technology is also suitable for commercial vehicles—and that a much larger environmental effect can be achieved here.

Hardware from External Sources, Software In-House

This is how the powertrain of the electrified Sprinter was developed. While it uses external motor hardware—specifically an AC Propulsion asynchronous unit with a substantial 180 kW of power and 345 Nm of torque—the software is a complete in-house development. According to E-Works employee Peter Findl, software, battery management, and IT integration form the core competencies of the young company. When driving the Heero, in our case a flatbed truck, at city speeds, the consumption display on the still-improvised tablet PC shows just over 10 kWh/100 km. In the city, the converted electric vehicle is expected to comfortably achieve 450 kilometers on a single charge, and over 300 kilometers with frequent highway use.

One-Pedal Driving as a Comfort Feature

Depending on speed, the E-Sprinter decelerates using single-stage recuperation. This works quite well according to the "plug-and-play" principle: get in, shift the automatic lever to D— and go. The vehicle lacks a creep mode, but decelerates to a standstill when the accelerator pedal is released, which is very convenient. That the drive makes more noise than the e-Golf package in the e-Crafter or the front-wheel-drive motor in the eSprinter is naturally due to the drive shaft. However, it isn't loud; rather, it's "ruggedly electric," if one might say so.

Powerful Acceleration

Accompanied by this e-sound, the vehicle also takes off with notable force: the flatbed truck shoots forward with determined vehemence, providing significantly better performance than the more "mildly" tuned eSprinter from the factory with its 85 kW. Whether every customer needs this level of performance is up for debate. However, a power-reduced version and a smaller battery for purely urban applications are also feasible, according to the statement. Despite the substantial torque, there are no traction issues, thanks in part to the low center of gravity of the batteries. The Heero accelerates confidently without batting an eye.

The weight distribution has not changed significantly, so the suspension tuning could largely be retained. The absence of the diesel engine under the hood creates a significant void, which could potentially be filled with a "frunk," a front trunk for smaller items or charging cables.

Full Integration of Electronic Assistants

At E-Works, there is an emphasis on the fact that all electronic safety systems can be seamlessly retained and integrated into the conversion, and the functionality of emergency braking or lane assistance remains fully intact. In the interior, only a new display as a power meter is necessary, and the star on the steering wheel is replaced by the company logo. They top it off in terms of charging technology: The 100 kW CCS charger in the front grille is standard, as is the 22 kW AC unit. Although the charger itself theoretically could handle up to 340 kW of power and is expected to receive an update later on. Another standard feature is the second major USP compared to the "original": The trailer hitch comes from the factory, with a towing capacity between 2,500 and 3,500 kilograms, and the climbing ability promises to be no less than that of the diesel version, assures the young manufacturer.