Alfa Romeo Junior vs Mercedes-Benz Esprinter

What's the difference?

The Alfa Romeo Junior is a cute car that’s charming and smile-inducing. It deserves to sell well but ultimately this will come down to whether the Australian public is receptive.

There is plenty of competition out there and if you're wanting something design-led, it's hard to look past this without spending much more money.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

With the convenience of back-to-base charging the eSprinter would be well suited to last-mile logistics or other urban delivery roles, as its driving range is ample for many of these urban tasks with the added benefit of zero tailpipe emissions. However, at more than $100K it is a big spend (like its full-electric rivals) so only a thorough cost-benefit analysis can decide if it’s the right choice for your business.

This is such a cute and tiny car with Alfa Romeo trying its hardest to sandwich all of its hallmark design traits in. It’s certainly a busy design on the outside which I don’t love right now, but I imagine I’ll grow to like it with time.

At the front there’s a special grille as standard that features Alfa Romeo script, plus an offset license plate and cool matrix LED headlights with the company’s ‘3+3’ lighting signature.

Around the side the 18-inch alloy wheels have a flower petal-like design, hidden second-row door handles, as well as a hidden serpent (Biscione) easter egg that’s laser etched into the C-pillar.

The rear of the Junior is my least favourite angle. It tries too hard to look more like a hatchback than a crossover SUV with the slanted rear window and the big black slab where the tail-lights are.

The twin exhaust pipes are a cute look, however, especially given the engine doesn’t scream performance credentials on paper.

Inside there’s an obvious attempt at making the cabin look and feel driver-oriented and sporty.

I like the seats which have a red section that runs down the backrest and onto the seat base. It helps break up the black finishes nicely.

Speaking of, however, there's a sea of black finishes throughout the rest of the cabin. I’d like to see some more silver or chrome accents as the glossy piano black may not age well.

There is interior ambient lighting around the cabin with a customisable colour, which looks great in low-light situations. It particularly pops in the large circular air vents which flank the dashboard and are shaped like cloverleaves.

If you look closely you may notice the Junior shares a lot of its physical switchgear with the related Jeep Avenger. Examples include the steering wheel buttons, gear selector, starter button and the physical climate control switches.

While there’s an argument to say that this cheapens the feel of the Junior, I’m thankful there is physical switchgear in this car to begin with. Plus, the Junior does look different enough as it is.

This is a substantial vehicle riding on a 3665mm wheelbase and spanning almost 6.0 metres in length (5932mm) and more than 2.0 metres in width (2020mm without mirrors), yet it has a tight kerb-to-kerb turning circle of only 12.4 metres.

And with the optional High Roof as fitted to our example it stands almost 3.0 metres tall (2867mm), so drivers need to be conscious of this extra dimension when accessing underground loading zones, driving under height-restricted bridges etc.

Its rear-wheel drive unitary chassis features simple and rugged McPherson strut front suspension paired with a De Dion-style rigid beam/leaf spring rear axle, along with four-wheel disc brakes and electrically assisted power steering.

There’s prominent use of unpainted dark grey plastic in external areas where bumps, scrapes and wear are usually inflicted, including the grille, front bumper, hubcaps, doorhandles, door mirror shells, side bump-strips and rear bumper.

The cabin design is spacious, neat and functional, with unique instrumentation which replaces the traditional tachometer with a gauge that monitors driving efficiency. There’s also a digital info screen that displays average energy consumption, battery charge, estimated driving range, gear selection and more.

The front seats in the Junior are very comfortable for longer drives. The driver’s seat in particular offers six ways of electric adjustability and a massage function. You don’t see features like that very often on a tiny SUV.

Ahead of the driver there’s a leather-wrapped steering wheel. It’s surprisingly slim which makes it nice to hold. There are also paddle shifters on the back which could be more pronounced.

As standard there’s a 10.25-inch digital instrument cluster which emulates analogue dials for the tachometer and speedometer. While the screen is high-res and clear, it’s interesting that Alfa Romeo chose to emulate dials in a digital way rather than just have physical ones, especially because you can’t change their appearance.

There’s a section in the middle that has a few different informative pages you can cycle through. I’d love to see more configurability given there’s limitless possibilities with a screen.

Moving across there’s another 10.25-inch screen for the central multimedia system. It certainly makes up for the lack of configurability in the digital instrument cluster and you can create and customise five different home page screens with a vast array of widgets. It’s fairly clever though at some point it feels like overkill.

There aren’t many menus or sub-menus to get lost in, however, the home button took me a while to locate. It’s above the touchscreen in a small pod of physical buttons alongside the hazard lights and door lock switch.

Underneath the touchscreen there’s a wireless phone charger, plus USB-C and USB-A charger ports.

The engine start button is mounted prominently on the centre tunnel with the lightswitch-like gear selector directly behind it. It’s mounted a little too close to the centre armrest which means craning my arm like a T-Rex to use it.

Other amenities up front include a deep console area with configurable cupholders, a sliding centre armrest with a cubby, as well as a tiny glovebox.

It’s very clear the second row of the Junior isn’t the focus. At 182cm tall I need to splay my legs on either side of the driver’s seat in my desired driving position. Despite this, toe room and headroom is adequate, even with the optional sunroof.

The second row isn’t a place anyone would want to spend too long in. Kids would likely suit better, plus there are top-tether points on all three rear seats and ISOFIX mounting points on the outboard rear seats.

Amenities are limited to a single USB-C port in the second row. There are no air vents or centre armrest. You need to make your own entertainment.

At the back there’s a hands-free power tailgate, which is rare for a vehicle of this size. Once it’s open, the available boot space is decent, especially for such a small car. There’s 415L of boot space with the rear seats upright.

The area itself is fine. There’s no load lip which allows you to get things in and out with ease, plus there’s a two-tier boot floor, allowing you to stow items under the floor away for prying eyes.

In terms of boot-related amenities there’s a 12V socket, a light and some hooks. It’s fairly standard back there.

Unfortunately there’s no spare wheel as standard in the Junior line-up. Instead there’s a tyre repair kit which is not super handy if you have a tyre blow out.

Thankfully you can purchase a space-saver spare wheel for the Junior Ibrida for $314 as a genuine accessory. It would be better if this came as standard given there’s the space for it.

With its hefty 2727kg kerb weight (largely due to the battery) and 4250kg GVM, the eSprinter has a sizeable 1523kg payload rating. It’s also rated to tow up to 2000kg of braked trailer but with its 5000kg GCM (or how much it can carry and tow at the same time) that big payload must shrink to only 273kg to legally tow its maximum trailer weight.

That’s only enough payload capacity to cater for the weight of a two-man crew and little more so it’s important to be aware of these numbers if you’re planning to tow this heavy (although we suspect few if any owners would do so).

The cargo bay with the High Roof option is enormous, with 2009mm from floor to roof allowing even tall people to stand without stooping. Its load volume is a cavernous 10.5 cubic metres.

The load floor, which is protected by a hard non-slip surface, is 3375mm long and 1732mm wide with 1350mm between the rear-wheel housings. This allow up to two Aussie pallets or up to four Euro pallets to be carried, secured using a choice of 10 load anchorage points which fold flush with the floor when not in use.

Cargo bay access is through a sliding kerbside door with a big 1260mm-wide opening and a pair of rear barn doors which can open to a full 270 degrees on each side to optimise access to forklifts and loading docks.

The walls and sliding door are neatly lined to roof height and large handles inside both door openings assist access. There’s also bright LED lighting plus handy storage pockets in each rear door.

Its spacious cabin provides a comfortable and efficient workspace. The fabric-trimmed bucket seats offer generous head and legroom for driver and passenger and the ample open floor space between them features a sturdy cradle in which to carry the charging cable (see image).

There’s also ample storage including a large bottle-holder and multiple bins in each door plus a full-width overhead shelf with a key-lockable security box and a central glasses holder.

The top of the dash has two cupholders on each side (so, four in total) plus a large compartment with clamshell lid in the centre equipped with a 12V socket and three USB-C ports. There’s another shelf in the lower dash on the passenger side, a quartet of cupholders in the centre console and yet another compartment hidden beneath the passenger seat.

The local eSprinter range, which does not include a cab-chassis variant, offers a choice of van-based models comprising the MWB (Medium Wheelbase) with 81kWh motor for a list price of $104,313 and LWB (Long Wheelbase) with 113kWh motor for $121,041. This six-figure pricing is in the same ballpark as full-electric large van equivalents from Ford (E-Transit) and LDV (eDeliver 9).

Our test vehicle, finished in standard 'Arctic White', is the smaller MWB/81kWh model equipped with the optional High Roof (option code DO3) which adds almost half a metre (489mm) to its external height and $2392 (ex GST) to its price.

Its work-focused standard equipment includes 16-inch steel wheels with 225/75 R16 tyres and a full-size spare, DRLs and side marker lights, sealed cabin bulkhead with central window, electric-adjustable truck-style exterior mirrors, heated driver’s seat and exterior mirror, prestige leather-rimmed steering wheel with multiple remote control functions, colour 5.5-inch driver’s information display, reversing camera, front/rear parking sensors and tyre pressure monitoring to name a few.

The cabin also has an electronic parking brake, electric air-conditioning and heating plus multiple USB ports and 12V sockets. The latest 'MBUX' multimedia system features a large 10.25-inch touchscreen as central command offering voice activation, digital radio, wireless Apple/Android connectivity and more.

The Junior Ibrida is powered by a 1.2-litre turbocharged three-cylinder petrol engine with 48V mild-hybrid assistance.

In the six-speed dual-clutch transmission is a 21kW electric motor that’s fed by a 0.9kWh lithium-ion battery pack.

It’s worth noting that this is the exact same engine set-up that features in a growing number of Peugeot models locally, including hybrid versions of the 2008, 3008, 5008, 308 and 408.

Total system outputs are 107kW and 230Nm which is far from class-leading. Alfa Romeo claims the 0-100km/h sprint takes 8.9 seconds.

The eSprinter is powered by a single electric motor producing 150kW of power and 400Nm of torque. It’s mounted under the rear floor where it drives the rear wheels through a single-speed transmission.

This compact motor-trans unit shares underfloor space with an 81kWh lithium-ion battery that provides the motor’s energy. This battery occupies most of the underfloor between the front and rear axles and features a slimline design to optimise ground clearance.

Drivers have a choice of three drive modes comprising 'Comfort', 'Economic' and 'Max Range', plus different levels of energy recuperation using steering wheel-mounted paddles that adjust the intensity of regenerative braking.

The electric motor also features a ‘boost’ function which temporarily increases power output when fast acceleration or overtaking is required. The eSprinter’s maximum speed is capped at 120km/h.

The Junior Ibrida has a claimed fuel consumption of just 4.1L/100km, which is solid for a mild-hybrid vehicle.

There’s a 44L fuel tank which requires a minimum of 95 RON premium unleaded petrol.

During our 200km drive loop on the launch which consisted of mixed and spirited drive, we returned an average of 5.4L/100km. However, during one section with fewer twists and turns we saw an average of 4.0L/100km, which is incredible.

Using our as-tested fuel consumption there’s a theoretical range of 815km.

Mercedes-Benz’s official driving range for the 81kWh eSprinter, based on combined WLTP testing, is up to 264km. When we collected the vehicle for our test, the battery was fully charged but the estimated driving range displayed was only 234km, or 30km less than the official figure.

The eSprinter’s towering height also stopped us accessing local charging infrastructure (located inside multi-storey car parks) so our test was conducted using the initial single charge. This included a mix of suburban and city driving best suited to electric van use and covered a total distance of 190km.

At the completion of our test, the dash display claimed average energy consumption of 29kWh/100km, with 25 per cent battery charge remaining and 63km of estimated range. So, based on these figures, the official WLTP range of up to 264km is credible.

The eSprinter comes standard with a Mode 3/Type 2 charging cable and the charging port is in the centre of the grille behind a spring-loaded flap displaying a three-pointed star badge.

Mercedes-Benz claims 11kW AC charging of the 81kWh battery from 10-80 per cent takes around eight hours while 115kW DC fast charging reduces that to around 32 minutes.

Starting up the Junior Ibrida, the turbo three-cylinder engine roars to life with an off-beat, thrum-y sound.

If the engine is bone cold, it’ll stay on to get the fluids up to operating temperature. Once this happens it will happily switch off.

Initial acceleration is typically done on electric power alone and if you don’t press the accelerator too hard it’ll stay in EV mode at city speeds. It’s very electric-heavy for a car that’s technically only a 48V mild-hybrid.

At many points the engine switches off at speeds up to 80km/h, especially if you’re travelling on flat ground. Even at 100-110km/h, it’ll switch off if coasting.

Something to note is the electric motor is part of the six-speed dual-clutch transmission which means you can sometimes feel gear changes even when driving in EV mode. You do get used to this.

A positive of the electric motor being in the dual-clutch is it helps iron out awkward pauses and jerks that this type of transmission typically presents. It’s still not perfect though.

If you press the accelerator harder or the battery charge gets lower, it’ll inevitably fire up the three-cylinder engine. It makes a rorty note during acceleration which is fun to listen to.

The transition from electric to petrol is generally seamless. There can be a slight shudder when the three-cylinder first fires up at low revs, but I’ve experienced much worse in other cars.

There’s only one setting for regenerative braking, which is fairly strong and almost one-pedal-driving like. It takes a bit to get used to the feeling. You do still need to put your foot on the brake pedal to come to a complete stop.

With the combination of the petrol engine and electric motor, acceleration is far from break-neck but it’s far from slow. The fact it doesn’t have much power actually makes this car more endearing, especially because it’s rewarding to drive.

The steering in the Junior is communicative and direct. It's a joy to take corners in as the feel errs more on the lighter side. It almost has a Mini-like go-kart feel as the car feels so nimble.

Additionally, the ride is composed and settled, even at higher speeds on rough roads, which is rare for small vehicles. This is likely because the Junior only has 18-inch alloy wheels with a decent amount of tyre sidewall, rather than the low-profile 20-inch units that are offered in the Veloce Elettrica overseas.

On the highway the Junior’s cabin is surprisingly quiet. You can’t hear the three-cylinder once you’ve reached your set speed and there’s also minimal wind/tyre noise.

Lastly, the safety systems do a good job at working but not being annoying. The worst culprit is the intelligent speed limit assist which chimes when you go over the signposted speed limit.

If it does grate you too much, you can easily switch it off in a dedicated advanced driver assist system (ADAS) menu that can be reached via a shortcut button near the hazard lights. It’s as easy as that.

There are large handles on the front door window frame and overhead shelf to assist climbing aboard, where you’ll find a comfortable and commanding driving position.

This is thanks to supportive seating (albeit with no lumbar adjustment), ample steering wheel height/reach positioning and a spacious footwell, combined with a clear rear view through the bulkhead window and along the sides thanks to large truck-style mirrors.

The leather-rimmed steering wheel feels nice in your hands, all major controls are easy to see and operate and the electric air-conditioning and heating systems are effective.

It’s a pleasant vehicle to drive as the most noise you hear is the tyres, given the near silence of the rear-mounted motor and drivetrain. The underfloor location of the battery also creates a low centre of gravity, which optimises handling with minimal body lean when cornering.

Unladen ride quality is excellent, enhanced by the weight of the battery which helps the suspension iron out bumps. And the electric motor’s 400Nm of torque provides energetic performance, with acceleration delivered in a smooth liquid-like surge.

Selecting the strongest regenerative braking not only optimises energy harvesting for the battery but also creates enough retardation to ensure mostly single-pedal driving (accelerator only) as the brake pedal is rarely required. This mode is also handy on steep descents.

To test its payload rating we forklifted 975kg into the cargo bay, which combined with our two-man crew equalled a total payload of 1155kg that was still comfortably below its legal limit.

The rear leaf springs compressed less than 30mm under this loading, leaving ample bump-stop clearance to ensure no bottoming out on our test route. The e-motor’s response was more subdued as you’d expect but it still hauled this payload with apparent ease.

Overall, the driving experience was hard to fault, apart from the vertical pillar between the fixed and sliding glass in the driver’s door blocking the outer third of the exterior mirror’s view, at least with the driver’s seat positioned far enough rearwards to suit my 186cm frame.

We also noted, when travelling at highway speeds on a windy day, that our test vehicle was prone to being moved within its lane by strong crosswinds, even though ‘Crosswind Assist’ is included in the active safety menu.

We suspect the High Roof option was responsible for this given the larger bodysides it creates and is something to be mindful of when driving in high wind conditions.

There’s no ANCAP star rating for commercial vans above 3.5-tonne GVM but the eSprinter did score the maximum Platinum grade in ANCAP’s Commercial Van Safety Comparison in 2024.

It comes standard with six airbags, active distance assist (can automatically brake and accelerate in traffic), lane-keeping, multiple blind-spot monitoring, rear cross-traffic alert, tyre pressure monitoring, reversing camera, front/rear parking sensors, crosswind assist and many more.

Like other Alfa Romeos, the Junior is covered by a five-year, unlimited-kilometre warranty.

There’s also five years of roadside assistance as standard. An additional 12 months of coverage can be added for the lifetime of the vehicle every time you service at an authorised Alfa Romeo dealer.

Logbook servicing is required every 12 months or 15,000km, whichever comes first. The first five services are capped and total $3105.84, which averages out to around $620 each.

This seems pretty expensive for such a small car, but it's only a touch pricier than the Lexus LBX.

It’s clear maintaining this vehicle with its dual-clutch automatic transmission and mild-hybrid components is costly in the long run.

Then eSprinter comes standard with a five-year/250,000km warranty including 24/7 roadside assist for the same duration. There’s also a separate eight years/160,000km warranty covering the lithium-ion battery.

Scheduled servicing is every 12 months/40,000km whichever occurs first. Capped pricing applies to the first five scheduled services totalling $1920, or an average of $384 per service. Pre-paid service packages offer additional savings.