Mercedes-Benz Esprinter vs Jaecoo J5

What's the difference?

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.

The Jaecoo J5 EV makes a strong first impression and a quieter long-term one. The J5 looks the part, feels comfortable and covers all the basics well, making it an easy choice for buyers who want an affordable, practical EV without too many compromises.

It’s a solid effort overall, though even at this lower price point a few more rear-seat features would be welcome - especially given this is the only grade currently available. However, it hits the right notes when it comes to ownership and value which will be its strongest pull.

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 Jaecoo J5 EV is a handsome-looking small SUV. Its suite of LED lighting, 18-inch alloy wheels and upright, robust silhouette give it plenty of presence, particularly for something positioned at the affordable end of the EV market. That said, originality isn’t really its strong suit. The design, especially from the rear, feels heavily inspired by a Range Rover. Imitation may be the highest form of flattery but Jaecoo could have pushed the design in a slightly more distinctive direction.

It looks good on the road, though, and inside, the J5 has a genuinely airy feel. Light-coloured synthetic upholstery and the expansive panoramic glass roof help the cabin feel open and welcoming, particularly from the front seats. The design is modern and tech-focused, with the large 13.2-inch display taking centre stage on the dashboard.

The overall layout is clean and undeniably premium in its presentation, though it doesn’t bring a great deal of personality with it. That’s becoming a familiar theme, especially in this part of the EV market, where minimalism and screens often take priority over character.

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 Jaecoo J5 EV's cabin is spacious with both rows offering ample head- and legroom. A flat floor also helps the middle rear seat feel more usable than usual, which is always appreciated. Up front, the seats are very comfortable, with their added adjustment, heating and ventilation making a noticeable difference on longer drives. The rear seats are well padded with decent back support, so passengers in the second row shouldn’t feel short-changed.

Access to both rows is good with wide door apertures and an easy step in/step out height. My main quibble here is the keyless entry set-up. Unless you enable proximity unlocking through the multimedia system the doors aren’t truly keyless. Even then, the system can be inconsistent. That means occasionally having to reach for the key fob, which is frustrating when your hands are full.

Storage is one of the J5’s stronger suits. Up front, it’s easy to keep things neat thanks to a large glove box and a deep, if slightly narrow, middle console. There’s also a clever open shelf beneath a centre console that houses cupholders and phone storage, including a wireless charging pad. A small hidden pocket behind the media display adds to the storage count, although I’ll admit I regularly forget it exists.

Rear passengers get a couple of map pockets, drink bottle holders and cupholders. Beyond that, amenities are limited. There’s a single directional air vent and a USB-A port, but not much else to keep older kids or adults entertained.

Technology is fairly straightforward, although almost everything is accessed through the touchscreen. The multimedia system is crisp and responsive, with wireless Apple CarPlay and Android Auto working well, however it misses out on built-in satellite navigation and any meaningful apps. That said, there is a karaoke app tucked away in the system, which will undoubtedly delight someone, somewhere.

Charging options up front include a USB-A and USB-C port, along with a 12-volt socket. There’s also a USB-A port near the rear-view mirror, which is handy if you’re planning to install an aftermarket dash cam.

Jaecoo pitches the J5 as pet-friendly, with upholstery designed to be easy to clean and resistant to wear. In practice, I’d say that claim comes with caveats. Jaecoo clearly hasn’t met my son or my German Shepherd, and it took a fair bit of elbow grease to properly clean the cabin. Staying on top of messes will be key if you want the interior to keep looking fresh.

The boot offers up to 480L of capacity, which is strong for the class, and the flat load floor makes it easy to slide items in and out. There are no power ports or sockets, which feels like an odd omission for an EV. You also get a repair kit instead of a spare tyre, despite there being enough space to accommodate one. A 35L frunk adds some extra storage flexibility, and the powered tailgate is a welcome inclusion.

We’re testing the only Jaecoo J5 EV variant available at the moment, ahead of petrol and hybrid versions due to arrive later this year. Right now, it’s being offered with a limited-time drive-away price of $36,990. Once that offer expires, it reverts to a $35,990 MSRP, which sees it tie with the BYD Atto 2 Premium as the most affordable EV in its segment.

Step up from there and you reach the J5’s sister model, the Chery E5 Ultimate, priced from $40,990 MSRP. The MG S5 EV Essence 62 sits close by, starting from $40,490 MSRP.

On paper, the J5 hits a few more notes than its key rivals and that’s worth acknowledging. There’s a solid list of premium-style features, including electrically adjustable front seats with heating and ventilation, a panoramic glass roof, powered tailgate and synthetic leather-style upholstery.

Technology is similarly generous. You get a large 13.2-inch touchscreen multimedia display paired with an 8.88-inch digital instrument cluster, along with wireless Apple CarPlay and Android Auto. A 360-degree camera system is standard, as are two USB-A ports, a single 12-volt socket up front and a wireless charging pad.

That said, there’s only one USB-C port in the entire cabin, and no charging ports or power sockets in the boot, which feels like an odd omission in an electric SUV. Accessing the vehicle-to-load function also requires an adapter via the external charging port, rather than a more user-friendly internal outlet.

Despite its sharp pricing, the J5 is offered in just one high-spec grade and that raises expectations. In that context, the rear seat feels a little underdone. It misses out on several amenities you’d reasonably expect in a flagship-style model. While that’s not unusual for an EV at this end of the market, it still feels like a missed opportunity to stand out.

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 Jaecoo J5 EV is powered by a single electric motor sending 155kW/288Nm to the front wheels. That’s enough to see it sprint from 0-100km/h in a claimed 7.7 seconds. Those figures stack up well relative to the J5's positioning in the segment.

This isn’t a performance-led EV and it doesn’t pretend to be. Instead, the J5 delivers its power in a way that feels competent and predictable rather than 'exciting'.

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.

The Jaecoo J5 EV uses a Type 2 CCS charging port and can accept up to 10.3kW on AC power via a three-phase connection, along with DC fast charging speeds of up to 130kW. On a suitable fast charger, Jaecoo claims a 30 to 80 per cent charge can be completed in as little as 28 minutes. That’s a solid result for this segment, with only the MG S5 EV offering higher DC charging capacity and quicker top-up times.

The J5 has a 58.9kWh lithium-iron phosphate battery and a 402km (WLTP) driving range. Both its sister model, the Chery E5, and the MG have slightly longer ranges. It's not surprising but it means it's an EV better suited to the city where you can keep it regularly topped up.

Official energy consumption is listed at 14.3kWh/100km. After a mix of longer drives and urban running, my average settled around 15.4kWh/100km, which is a respectable result overall and broadly in line with expectations.

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.

The Jaecoo J5 EV has plenty of power on hand, with good pick-up when you need it for hills or overtaking. It feels responsive enough for everyday driving, without ever feeling aggressive or overly eager.

Steering is light, and the suspension leans towards the softer side. Around town that works well, offering a comfortable ride. On faster roads or through corners, however, it can feel a little unsettled, and the J5 isn’t particularly convincing on the open road.

Visibility out the front and sides is strong and the driving position gives you a fairly commanding view of the road, which makes day-to-day city driving straightforward.

There are three levels of regenerative braking, but even on the lowest setting it can feel abrupt. Some passengers reported feeling queasy and maintaining a smooth, consistent speed can be tricky as the car has a tendency to lurch.

Parking is generally easy thanks to the J5’s compact footprint and a clear 360-degree camera system. That said, the aggressive regen braking can make low-speed manoeuvres, particularly reversing, more challenging than necessary, as it’s hard to get the car to creep smoothly.

The J5 hasn’t been assessed by ANCAP yet and is unrated but it has a good suite of safety equipment included. There are seven airbags, intelligent seat belt reminders, ISOFIX anchors, three top-tether anchor points, front/rear parking sensors and a 360-degree view camera system.

There’s also blind-spot monitoring, lane departure alert, lane keeping aid, forward and rear collision warning, side exit assist, a driver monitoring system, autonomous emergency braking and adaptive cruise control. The J5 EV misses out on emergency call capability.

Most of the driver assist systems aren’t intrusive, although the driver attention monitoring can ping more than it’s needed and the adaptive cruise control is best without the assisted steering on.

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.

Ownership is one of the J5’s stronger points. The number eight is associated with good fortune in Chinese culture and Jaecoo has clearly leaned into it here!

It's offered with an eight-year/unlimited km warranty, eight years battery cover and roadside assistance, plus eight years of capped-price servicing where workshop visits average a low $190 per visit (which is very good).

Servicing is required every 12 months or 20,000 kilometres and for now the service network is fairly small, with around 50 centres nationwide. They’re mostly found in major cities, which is something to keep in mind depending on where you live.