AutoTrader SCORE
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STYLING6.0/10
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Safety6.0/10
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PRACTICALITY10.0/10
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USER-FRIENDLINESS8.0/10
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FEATURES8.0/10
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POWER9.0/10
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COMFORT8.0/10
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DRIVING FEEL8.0/10
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FUEL ECONOMY10.0/10
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VALUE7.0/10
With an electric vehicle (EV) like the 2025 Mercedes-Benz eSprinter, range doesn’t matter.
OK, that isn’t entirely true. But it probably isn’t the right pick for contractors criss-crossing area codes for hours on end each day. Like any EV, the eSprinter is least efficient on the highway — a problem made worse by its upright shape that slices through the air with the effectiveness of a garden shed. But in the city, where regenerative braking can handle as much heavy lifting as this van itself, this Mercedes is masterful.
Fuel Economy: 10/10
We don’t shy away from bold pronouncements and proclamations here at AutoTrader, but we also know it’s important to first put them to the test. So before we could tell of the eSprinter’s excellence around town, we had to try the theory for ourselves.
To do so, we plotted a course that was daunting not for its overall distance but rather the conditions that would be encountered along the way. And so we set out from Yonge Street and Highway 401 in Toronto with our sights set on the downtown core and beyond. After all, it’s the sort of congested route that will look familiar to a courier or contractor working in the city. And so with the 113-kWh battery boasting a 90 per cent state of charge, we set out southbound and were quickly enveloped by traffic — perfect for this planned exercise.
Now, there are a couple quick disclaimers to get out of the way. First, there was only about 200 kg (441 lb) onboard for this test — a far cry from the eSprinter’s payload capacity of 1,190 kg (2,624 lb). It also took place on an exceptionally warm late autumn day, with temperatures touching 22 degrees Celsius — all ideal conditions for getting the most from the van’s projected 331 km of range.
Regardless, the eSprinter’s performance was impressive enough that even under less favourable conditions — more payload, cooler temperatures, or both — it would still shine. An exceptionally slow and circuitous journey spanning 19 km through the heart of the city finished with an indicated consumption rate of just 18.0 kWh/100 km. For the sake of comparison, that’s the same amount of energy the considerably smaller Chevrolet Equinox EV is rated to use around town.
Features: 8/10
Equally impressive was the state of charge after the test was over: 87 per cent. Of course, a big reason why the eSprinter burned through such a small fraction of its battery is the magic of regenerative braking. Sadly, Mercedes opted not to include proper one-pedal driving that would allow this EV to be brought to a full stop without the help of the mechanical brakes, but the selectable settings via the steering wheel paddles mean it can slow to a crawl simply by easing off the throttle.
The onboard charger has a 9.6-kW capacity, which means the massive battery can be fully juiced in about 12.5 hours with a 240-volt hookup at home or the office. Meanwhile, the standard DC fast-charging capacity is capped at 50 kW, although it can optionally be increased to 150 kW, as was the case with this tester. That means the benchmark jump from 10 to 80 per cent can take as little as 42 minutes in ideal conditions.
Like most cargo vans, the eSprinter starts life as a fairly no-frills offering, although it can be topped up with features that make it a more enjoyable place to spend a day. While a heated driver’s seat is standard, the same functionality can be added to the passenger side — and the steering wheel — along with electric adjustability and memory settings for both.
The rest of the options list is too extensive to include here, but this tester was fitted with everything from automatic climate control to wood flooring in the cargo area. Of course, all of it comes with additional costs, and there were more than $17,000 in extras added to the asking price of this one. But then a 10.25-inch touchscreen infotainment system with wireless smartphone connectivity via Android Auto and Apple CarPlay is standard, which is helpful for circumventing city streets with live traffic updates via Google (or Apple) Maps or Waze.
Power: 9/10
Another option fitted to this tester was the high-output electric motor, which makes 201 hp and 295 lb-ft of torque. (The standard motor generates 134 hp to go with the same amount of torque.) As with any EV — and, of course, factoring in the barely-there payload during this test — the instantaneous nature of the torque delivery makes the eSprinter surprisingly enthusiastic when accelerating from a standing start.
Driving Feel: 8/10
Beyond being absolutely enormous, and thus requiring a little more attentiveness when manoeuvring in and around anything and everything, the eSprinter is an impressive specimen for its easy-to-drive nature. Sure, wide turns are an absolute must, but it feels light on its toes in all the right ways. That nimbleness comes in handy when deking and dodging other drivers and street-parked vehicles. The instant torque from the electric motor under the hood is helpful here, too, allowing this oversized EV to quickly find and plug holes in traffic.
Practicality: 10/10
The massive dimensions of this Mercedes mean it’s capable of moving a seemingly endless amount of stuff. While payload isn’t as generous as what diesel-powered Sprinters can haul, the 1,190-kg (2,624-lb) capacity is substantial. Meanwhile, cargo volume is nearly 14,000 L thanks to the 4,318-mm wheelbase (170.0-in) and high-roof configuration that provides enough upright space for the average NBA point guard to stand up inside the eSprinter.
The rear doors can swing open 270 degrees, with stops at 90 degrees — handy when working in alleyways and other close confines. And while a passenger-side sliding door comes standard, a second one can be optionally added to the driver’s side. Likewise, a full array of rear windows can be added, although additional seating isn’t available in the eSprinter; it comes only as a cargo van.
Comfort: 8/10
A two-seat configuration comes standard, although a third can be added. Either way, the upgraded driver’s seat proved itself commendable for its comfort and support during this test. Of course, the power-adjustability that comes with the Comfort Plus package made matters better than they could have been, as did the automatic climate control.
User-Friendliness: 8/10
“Commanding” doesn’t even begin to describe the views from the driver’s seat, with a high hip point that puts the eSprinter’s stubby nose well within sight without straining. Even without windows, the door mirrors — in conjunction with optional blind-spot monitoring — and camera-based rearview mirror make it surprisingly easy to keep an eye on where this van is in relation to its surroundings.
The dash-mounted touchscreen isn’t the biggest around, but it boasts those smartphone mirroring apps, while the physical controls below for the infotainment and climate settings are as effective as they are easy to understand. The lone frustration as far as ease of use is the steering wheel, which is fitted with finicky touch controls for everything from stereo volume to the cruise control system. Expect more than a few errant adjustments from the driver’s seat.
Safety: 6/10
Advanced safety features aren’t exactly abundant, but the eSprinter comes with stuff like so-called “crosswind assist” — a stabilization system that helps counteract strong gusts by applying the brakes to keep the van from drifting. Otherwise, there’s standard forward collision warning and automatic emergency braking, while blind-spot monitoring can be added.
Styling: 6/10
It’s unlikely many passersby would describe this behemoth as beautiful, but it isn’t objectively unattractive, either. It’s just a big and bland box — and that’s exactly what it should be. Somewhat surprisingly, Mercedes offers a whole palette of paints beyond the usual black, grey, and white, including a trio of reds, five different blues, and even a turquoise choice that’s a no-charge option.
Value: 7/10
A comparable diesel-powered Sprinter — high roof, 4,318-mm (170.0-in) wheelbase — starts at $74,395 before options and taxes but including the same astronomical $6,995 freight charge as this electric one. That makes it significantly cheaper than the eSprinter, which kicks off at $104,985. The unit tested here was topped up with a comprehensive list of extras, pushing the pre-tax price to $122,113. That doesn’t factor in the federal Medium and Heavy Duty Electric Vehicle (iMHZEV) rebate that’s worth as much as $10,000 for qualifying business customers.
The Verdict
The 2025 Mercedes-Benz eSprinter may come with a significant price premium compared to its internal combustion counterpart, but it simply makes sense — especially for those working in the city. In fact, there’s really no reason every urban-based contractor or courier shouldn’t be driving an EV like this one.
In the case of the eSprinter, it’s easy to quickly adapt to the way it’s powered and take advantage of all that electrification has to offer. While outright range isn’t much to brag about, the rest of the way it performs absolutely is. Considering the cost savings that come with its emissions-free powertrain — not to mention the available government rebates — there’s even a compelling business case that comes with making the emissions-free move.
| Engine Displacement | 150 kW |
|---|---|
| Engine Cylinders | Dual electric motors |
| Peak Horsepower | 201 hp |
| Peak Torque | 295 lb-ft |
| Fuel Economy | 331 km est. range |
| Cargo Space | 13,819 L; 1,190 kg (2,624 lb) payload |
| Model Tested | 2025 Mercedes-Benz Sprinter |
| Base Price | $97.990 |
| A/C Tax | $100 |
| Destination Fee | $6,995 |
| Price as Tested | $122,213 |
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Optional Equipment
$17,128 — Premium package, $2,793; Comfort Plus package, $2,442; High output motor, $1,531; Exterior light package, $1,462; Comfort package, $971; Cargo convenience package, $955; Graphite Grey paint, $888; Blind-spot assist, $665; Driver convenience package, $650; Fixed rear roof window, $648; Washable interior trim, $641; Wood flooring, $593; Automatic climate control, $504; Sliding door close assist, $478; Rear wall panelling, $455; Full-length partition, $405; Heavy duty battery, $295; Exit lights, $159; Motion sensor cargo light, $135; Dashboard charging package, $122; Interior door grab handles, $111; Leatherette upholstery, $90; Lockable dash storage compartment, $71; Multi-button radio remote control, $44; Cabin coat hook, $20
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