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VM Test Drive Report Mercedes-Benz e-Sprinter: More Efficient and Longer Range

The revised E-Sprinter comes with three battery sizes with up to 113 kWh net for up to 440 km range according to WLTP. And it is said to have become up to 18 percent more efficient – we have verified this in practice.

For 2024, the E-Sprinter, equipped with a 113-kWh battery, is gearing up for another sprint. | Photo: Michael A. Shaffer/Mercedes-Benz Vans
For 2024, the E-Sprinter, equipped with a 113-kWh battery, is gearing up for another sprint. | Photo: Michael A. Shaffer/Mercedes-Benz Vans
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Gregor Soller

A lot is happening in the segment of electric 4.25-ton vehicles: That's why Mercedes-Benz Vans has extensively revised the e-Sprinter, preparing it for its final sprint before an entirely new model based on the VAN.EA platform will stand beside it. Quick fact check: It will be available as a chassis and van, in the L2 and L3 wheelbases, and for the van, heights H1 and H2 are offered. However, the large 113-kWh battery only fits under the L3 wheelbase. Depending on equipment and wheelbase, the payloads range from 1.1 to 1.75 tons. There is a towing capacity of two tons, but if you subtract the maximum permitted total weight of 4.25 tons from the five-ton total towing weight, 750 kilograms remain. Nevertheless, the trailer hitch is essential for most tenders - even if it’s just to mount additional devices like spreaders for municipal use.

The new drive moved to the rear axle module

The package was subtly changed: The power electronics remained under the hood, three batteries with 56, 81, or 113 kWh net capacity sit under the floor, and the drive (again from ZF) moved to the rear axle module. The lithium iron phosphate batteries do without cobalt and nickel, but they are quite hefty: They weigh 457, 650, and 871 kilograms respectively – and according to Head of Development Andreas Zygan, not much is likely to change in this regard in the foreseeable future. The standard heat pump is smart, significantly improving efficiency with active thermal management.

This is also contributed to by the aforementioned drive, although the efficiency increases here are not as significant: The new, more efficient motor from ZF has an efficiency of over 95% and has been combined with an inverter and transmission into a single module. In the process, the rear axle drive module was also equipped with a new fiberglass leaf spring.

The large battery starts first in the USA, with a larger selection in Europe

The drive offers 150 kW and 400 Nm in "Comfort", 100 kW in "Eco", and 80 kW in "max. Range". Additionally, the air conditioning is significantly reduced in "max. Range". So far, so familiar, and it's time to get in and start. The test vehicles available were the L3 H2 vans offering a 14-cubic-meter volume, ballasted with around 200 kg, so we set off with around 3.5 tons. A maximum of around 1.1 tons can still be loaded here.

During the first drives, the favorable consumption was surprising

We press the start button, flow off, and quickly realize: The Sprinter has never had a problem with comfort. It gently surges over the partly poor Californian roads and even smooths out bad bumps finely. The intelligent MBUX supports you, and after we set the five-stage (!) recuperation to "D auto," it even uses navigation data to decelerate or give hints on when to take your foot off the accelerator. Together with the comfort seats, extendable thigh support, and highly adjustable headrests, you glide relaxed through dense Californian traffic.

The consumption? It's developing very well! With "dawdling," which isn’t really that slow on the large inner-city US roads, we once achieved 26, and with an extremely frugal round, even 22 kWh/100 km. However, it must be said: While "Max Range" keeps the air conditioning's power somewhat maintained, the remaining 80 kW causes the Sprinter to become a real snail on the long, steep inclines in the Californian hinterland, dropping to as low as 60 km/h – which is dangerously slow on US highways and connection stages where up to 80 miles (130 km/h) are mostly allowed – but since there was no traffic and we were focusing on consumption, we let it happen. Of course, one could constantly "paddle" in recuperation, but why do that when the Sprinter knows every descent and every intersection, decelerates accordingly by itself, and recovers power. Or indicates that you can relaxingly take your foot off the accelerator?

DC can theoretically be charged with up to 115 kW, AC unfortunately only with 11 kW

Overall, the Sprinter has become much smarter. Although it sometimes struggles with charge planning and even at mild Californian temperatures at HPC chargers sometimes only draws 60 instead of the possible 115 kW – it can display charging stations and their occupancy. Ideally, you could bring the 56 kWh battery in 28 minutes, the 81 kWh in 32 minutes, and the 113 kWh battery in 42 minutes from ten to 80% SoC, but as mentioned – especially with the sometimes shaky US power grid, it's better to plan a few extra minutes.

B2B solutions facilitate billing

And for fleet and corporate customers, an optional special B2B solution has been programmed: It offers the possibility of unified vehicle and driver management as well as invoicing for the entire company. Here, the truck experience of sister company Daimler Trucks, known as Fleetboard, is helpful. In MBUX, one can set charging settings or departure times. One can limit the state of charge (SoC 80% maximum is good for battery lifespan, provided one can still live with the range). One could also limit the maximum power consumption, which, however, does not necessarily make sense in challenging topography.

And of course, one can precondition the vehicle, which is especially nice for the battery and drivers in winter. And with “Electric Intelligence,” the range is calculated in real-time according to the traffic situation and the route profile, as well as the best possible charging strategy to either reach the destination as quickly as possible or to have a desired state of charge upon arrival. Here, benefits are also drawn from passenger cars, but with VAN.EA, the goal is to no longer wait but to forge ahead. A positive aspect is the recalculation in seconds: briefly take an extra wrong turn and practically “immediately” a new route is provided.

“Full Equipment” – recommended for the Sprinter

Here we also recommend the large equipment package, which, in addition to the comfort seats with extendable thigh support and the leather steering wheel, also includes the useful roof gallery and the significantly brighter LED headlights – all genuinely useful goodies as opposed to the numerous, often completely pointless, frills options in passenger cars. MB Vans can also assist with charging arrangements: Mercedes me Charge for business customers enables authentication and payment at “many” public charging stations (including Ionity and green electricity) – and you only have one contract and one monthly bill. The Sprinter is then integrated into the system via the headunit and app, and the RFID card is also available from the factory.

Interesting for fleets could be the Mercedes me logbook and Mercedes-Benz Van Uptime, which allows you to guard against breakdowns for an additional fee. An Integrated Service Package is included from the factory, covering the costs for maintenance work in accordance with the service manual and manufacturer specifications for the first four services within the first four years or up to a maximum of 160,000 kilometers. However, hardly any should arise with the e-Sprinter.

The Sprinter’s greatest strength: The competent service network

Which brings us to one of the greatest strengths of the electric Sprinter – the dense and competent service network, which is partly combined with Daimler Trucks: And here we can say from repeated personal experience: Even if the first electric Sprinter might be sold by the salesperson, the next one will be sold by the service, which works absolutely competently at many Mercedes-Benz locations. Mercedes has been setting standards here for decades, which have nothing to do with electrification, but are the decisive factor for B2B customers! It is produced in a CO2-neutral manner in Charleston, Düsseldorf, and Ludwigsfelde.

The competition isn’t sleeping

But the competition isn't sleeping: The aerodynamically optimized, newly developed electric Renault Master is supposed to consume 27 percent less energy than its predecessor with an 87 kWh battery and offer up to 460 km range according to WLTP. With a total weight of 4.0 tons, up to 1,625 kg payload and 2.5 tons towing capacity should be possible. Additionally, it can also charge at 22 kW AC and up to 130 kW DC. All of this is supposed to be available from "spring 2024."

The Sprinter sprints a bit faster here and is already priced: Currently (as of February 2024), the star brand calls for at least 59,990 euros net or 690 euros monthly (with a down payment of 39 euros, which smooths the 690 euros – namely, it would be 690.81 cents) over 48 months and 80,000 kilometers. However, those who need the large 113er battery will end up at 87,140 euros – quality has its price.

What does this mean?

Nevertheless, we return satisfied. Because the overall package of digital intelligence, sensible equipment, comfort, and low real(!) consumption rates actually convinced us. With this, the now well-aged bodywork of the Sprinter, which has been on the market since 2006 in its basic structure as "Wagen 906" now "907" and "910," has delivered a solid (final) sprint once again.

 

Translated automatically from German.
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