Mercedes-Benz Esprinter vs Polestar 3

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.

With the kind of driving range, dynamics and comfort that could convince even the EV doubtful to give it a crack, the Polestar 3 – and specifically this Long Range Single Motor – feels like it was worth waiting for.

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.

I think the Polestar 3 looks great – big, but not looming, and still somehow svelte enough to look sporty.

The brand takes a unique approach to marrying design and aerodynamics, with a lip at the edge of the bonnet that allows for airflow. But it doesn't look like a purely functional element.

Instead it accentuates what Volvo would call the 'Thor's Hammer' (but I think Polestar calls them 'Twin Blade') headlights, which are mirrored below with black venting.

In fact, looking at the 3 front-on is a bit like looking into a reflection in a crystal-clear lake, with the lighting signature perfectly reflected in the lower half of the front end.

If it sounds like I'm waxing lyrical, it's because I am. I think the Polestar 3 is among the best looking vehicles in its segment and one of the better looking SUVs, period.

Inside, though, it's a study in minimalism, which while very neat and tidy, makes it feel a little less luxe than you might expect from a vehicle at this price point. In fact, at a quick glance, it doesn't look that far removed from the relatively cheap-as-chips MG4's cabin.

The materials are thoughtful and lovely, though. Leather-like materials are used sparingly, replaced by what Polestar calls "Bio-Attributed MicroTech Charcoal with Repurposed Aluminium Deco". A far easier way to describe it, though, would be as reminiscent of a wetsuit.

Elsewhere, it's a fairly pared-back affair, with just the huge portrait-style central screen and the landscape driver screen grabbing your attention. Dig deeper, and there are some really nice, gentle details, like the ambient interior lighting that illuminates a little strip along the door panel, including the Bowers & Wilkins logo. A similar line of light spans the entire dash, too.

And I love the metallic-look panel along the dash which, one can only assume, is the 'Repurposed Aluminium Deco'.

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.

Polestar has done a solid job of disguising the dimensions of the Polestar 3, because while it looks sleek and sporty it's still a big boat, stretching a sizeable 4900mm in length, 1968mm in width and 1618mm in height.

That size is most noticeable in the back seat, which is properly cavernous, helped further by a fully flat floor which lends even more airiness. Sitting behind my own 175cm driving position there's plenty of headroom and tons of knee room, giving the Polestar 3 official adult-friendly status.

The ISOFIX attachment points are located beneath two pop-off plastic covers, which makes fitting a child-seat base super easy. This is something I wouldn't have cared about at all exactly 22 weeks ago, but now I care a lot, and this was among the fastest and easiest systems I've used.

Happily, there is no major back seat compromise, either. The pews are comfortable and supportive, with the window seats separated by a pull-down divider home to two pop-out cupholders.

There are twin USB ports for rear-seat riders, too, as well as air vents with temperature controls, and – thanks to that Plus Pack – rear seat heating.

There's storage aplenty, too, with a total 597 litres in the boot with the rear seats in place, and 1411 litres with them folded flat, including a handy 90-litre hidden storage spot under the boot floor. Up front, there's a soft-bag-ready 32-litre frunk.

I'm going to get this out of the way early. I am a touch surprised with the pricing on the Polestar 3 range.

With Tesla having now stepped on a million metaphorical rakes, and with a leader now slightly less popular than actual skunk musk, the stage seemed set for a rival brand to steal its crown, and its customers.

But I can't see too many making the leap from the $60K-$70K Tesla Model Y to the $118,420 asking price of the admittedly bigger Polestar 3 Long Range Single Motor - which is the cheapest way into the brand's large SUV.

Instead, Polestar will be taking aim at brand's like BMW, Mercedes-Benz, Porsche and Cadillac, leaving its Chinese corporate cousins (think Zeekr and Geely) to chip away at Tesla's market share.

So, premium product, then. But do you get premium stuff?

Ours gets the 20-inch 'aero' alloys, but you can spec those up to 22-inch wheels if you don't like your spine very much, along with Brembo brakes. Plus there's is LED lighting all around, a big glass roof and retractable door handles.

Inside, the Long Range gets heated front seats, triple-zone climate control, wireless device charging, and a big 14.5-inch central screen with Apple CarPlay and Android Auto (run by Google built-in) joined by a second 9.0-inch driver information screen above the steering wheel.

Our car was also equipped with what Polestar calls the 'Plus Pack', a cool $9.0K on top, which adds things like a 25-speaker Bowers & Wilkins for Polestar stereo (replacing the standard 10-speaker set-up) , a head-up display, heating for the rear seats, steering wheel and wiper blades as well as soft-close doors.

The as-tested price for our car, by the way, is $131,640, before on-road costs.

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  Long Range Single Motor tag hints at what's powering this Polestar 3, with a single, rear-axle mounted (so, rear-wheel drive) motor producing 220kW/490Nm and a fairly sedate sprint from zero to 100km/h of 7.8 seconds.

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.

How far is far enough before you'd consider an EV? Because I've got to say, if I owned the Polestar 3, I'd probably have to plug it in once a week, if that.

A sizeable 111kWh lithium-ion battery provides the charge here, and unlocks a claimed WLTP driving range of 706km. Now, it's worth pointing out these numbers are rarely realistic. For example, WLTP testing is conducted with the climate control switched off, but a real-world result of 600km or more, depending on how you drive, is still a large number.

The battery is the same as in the dual-motor variant, but this RWD car is lighter and less powerful, and it has a lower top speed (180km/h), reducing its energy usage to 17.6kWh-20.3kWh/100km (from 19.6-21.8kWh/100km).

The Polestar 3 has a 400V architecture, meaning hyper-fast charging speeds are out of the question. Instead, it's capped at a maximum 250kW (still more than most public chargers in Australia can produce) which means a 10-80 per cent charge in 30 minutes.

At home, an 11kW charger will take more like 11 hours, or an estimated 16 hours using a regular 7.0kW wallbox.

According to Canstar Blue, the average price per kW for residential power in NSW at the moment is about $0.34. So, using my admittedly questionable maths skills, it would cost around $37 to take your Polestar 3 from empty to full at home.

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 Polestar 3 is that rarest of beasts – a big and sumptuous SUV that's genuinely engaging to drive.

This is going to sound odd given we're talking about 2.5-tonnes of Swedish metal but I reckon the fact it's not lightning-fast makes it more fun to drive. It somehow (and yes, this is a crazy thing to say) gives off Mazda MX-5 vibes, in the sense that, while some EVs feel utterly scientific in the way they accumulate speed, this rear-drive Polestar feels fun, perky and like you're actually driving it.

Don't get me wrong, there's more than enough power on offer here to get the 3 up and moving, especially the way it accelerates from low to mid speeds, but it's more than powerful enough to feel like you can push it a little bit harder without risking a visit to the undertaker.

The ride is good, too, leaning into its sporty nature without vibrating your eyeballs through suspensions stiffness, and the steering is direct and predictable. Speaking of which, you can dial up the sportiness of the accelerator (responsiveness) and steering (weight), too.

I also like the three-stage brake regeneration (off, medium and full 'one-pedal' driving) accessed through a permanent button at the base of the screen, and I prefer that it isn't as brutal as it can be in other vehicles. The cabin is also impressively quiet, though how much of that is owing to the Plus Pack's upgraded stereo arriving with active noise cancellation is a mystery.

There is no shortage of weight on board, though, and get too aggressive with the steering wheel and you'll get that disconcerting top-heavy tipping feeling so common with big SUVs.

I'm not convinced by the Polestar 3's software, either, with a couple of weird warnings popping up during my time with the car. The first warned that the driver assistance systems had failed, and told me to book a service, and the second even weirder issue is it liked to warn me there was "no valid key detected" despite it being in the centre console, and that "restart would not be possible".

Neither warning seemed accurate, to be fair, as the safety one went away on its own after a while and I had no problem starting the car.

The Polestar 3's safety story is a good one, and it begins with nine airbags covering all seating rows. The grille of the 3 is home to what the brand calls its 'SmartZone', which is where it hides the cameras, sensors and radars necessary for its AEB (with cyclist and pedestrian detection), cross-traffic alert with braking, blind spot alert with steer assist, lane departure warning and assist and active cruise control. The list goes on and on.

In the cabin, two infrared cameras monitor the driver, while four motion-sensing radars scan the rest of the interior for left-behind pets or children.

It scored the full five stars in Euro NCAP testing, and scored the highest child occupant protection rating of any passenger car tested by Euro NCAP in nine years.

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.

Another tick for the Polestar here. While I advocate for longer warranties (kudos to brands like Nissan, MG and Mitsubishi), the 3's five-year, unlimited-kilometre warranty and eight-year, 160,000km battery warranty is on par with its premium competitors.

The first five years or 100,000km of servicing is on the house, too (it's required every two years or 30,000km after that) and five years' roadside assistance is thrown in, as well.