Mercedes-Benz Sprinter vs Ford E-Transit

What's the difference?

Given the original Sprinter was released in 1995, it’s not surprising the current third-generation model feels like it’s benefitted greatly from decades of continuous refinement. Although the list price difference between our test vehicle and its closest Chinese rival is substantial, the 417 MWB Panel Van is hard to fault in terms of driver comfort, safety and all-round competence. It really is very good.

Wow. This is state-of-the-art EV van engineering – complete with sporty handling and an excellent ride – yet it maintains all the usual Transit attributes.

The Tesla of electric vans? Maybe.

The only thing remains is pricing and how the E-Transit Custom behaves and drives on Australian roads… and we’ll have the answer to those by the end of this year.

But as it stands, Ford's European mid-sized van is keeping the innovative spirit of the original alive.

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

The 417 MWB Panel Van rides on a 3665mm wheelbase (the shortest of three Sprinter wheelbases) and is almost 6.0 metres long (5932mm), more than 2.0 metres wide (2020mm) and stands almost 2.4 metres tall (2378mm). Its 12.4 metres kerb-to-kerb turning circle is impressively tight for a vehicle of this length.

It rides on simple and rugged MacPherson strut front suspension, with a robust live axle/leaf-spring arrangement under the tail. Steering is via rack and pinion and it has disc brakes all around.

Look beyond the optional silver metallic paint on our example and there’s extensive use of unpainted dark grey plastic on all the external surfaces where hard-working vans are most prone to wear and tear, including the hubcaps, front/rear bumpers, grille, door-handles/mirror shells and along the sides.

Its work-focused exterior styling is nicely integrated, combined with an equally neat and functional interior design that offers a visually-pleasing combination of patterned fabric seat-facings and hard surfaces that blend different shades of grey with splashes of satin chrome and piano black.

We also like the feel and response of mechanical switches (rather than touchscreen prompts) for adjusting settings like cabin temperature, fan speed and media volume.

It may look like the old Transit Custom but the new one has been completely redesigned and rides on an all-new platform.

It’s more aero efficient and the wheelbase has been stretched with the front wheels pulled forward to liberate more leg and foot room.

The roof remains under 2.1-metres high for easier car park clearance, but there’s more space inside due to a lower floor that’s aided by new side steps. This, along with wider side apertures, make for easier loading and unloading.

The E-Transit’s traction battery is integrated into the lower-floor structure, adding significant rigidity as well as a lower centre of gravity, benefitting dynamics and control, as does the switch to an independent rear suspension set-up that conversely improves packaging.

Key cargo-capacity facts are: 3450mm (maximum load length), 6.8 cubic metres (Standard Roof load volume), 9.0 cubic metres (High Roof load volume, up to 1011kg (payload), 3225kg (Gross Vehicle Mass) and 2300kg (maximum braked towing capacity).

More info pertaining to the Australian-market E-Transit Custom will be revealed later in 2024.

With its 2215kg kerb weight and 4100kg GVM, our test vehicle has a sizeable 1885kg payload rating.

It’s also rated to tow up to 2000kg of braked trailer and with its 6100kg GCM (or how it can legally carry and tow at the same time), that means it can tow its maximum trailer weight while hauling its maximum payload to ensure optimum versatility.

The cargo bay, which offers a cave-like 9.0 cubic metres of load volume and internal lighting front and rear, has internal dimensions of 3316mm length (with bulkhead), 1732mm width and 1719mm height.

So, with 1350mm between the rear wheel-housings, it can comfortably fit two standard 1165mm-square Aussie pallets or up to four 1200 x 800mm Euro pallets, held in place by a choice of 10 floor-mounted load-anchorage points.

The cargo bay is accessed through a single kerbside sliding door with a wide 1260mm opening, or symmetrical rear barn-doors with large handles on each pillar to assist operator access.

The barn-doors also have internal storage bins and open to a full 180-degrees to assist forklift and loading dock access. Thoughtfully, their hinge design also holds the doors firmly open at 180 degrees, to minimise the chance of wind gusts slamming them shut with potential injury to the operator.

There’s also plenty of cabin storage starting with two tiers of bins in each door, with the highest being spacious enough to hold large bottles.

There's also a deep shelf on the passenger side lower dash, a large lidded compartment in the central dash-pad and overhead shelves with lockable storage on the passenger side. Plus, the dash offers a total of eight cup/small-bottle holders.

The base cushion of the two-passenger bench seat is also hinged at the front, which allows it to tilt forward and provide access to a large hidden storage area beneath.

A crew of three can travel in relative comfort (for a commercial van that is) thanks to a central seating position that provides a sturdy hoop-handle for support, sufficient knee clearance from the dash even for tall people, and a reasonably flat and spacious floor area.

The cabin also features the latest next-gen 'MBUX' multimedia system with 10.25-inch touchscreen, which for the first time offers wireless connectivity for Apple CarPlay and Android Auto.

There’s also digital radio and enhanced functionality including an optional navigation upgrade with seven years of map updates.

It isn’t just parcels and packages that benefit from all the engineering advances made in the new-gen Transit Custom.

Big doors open to a new, lower and larger cabin. With the front wheels pushed forward, it’s flatter, with more space for three-abreast seating. And, now, the driver enjoys better cross-cabin access right to the opposite door with fewer obstacles.

To aid entry and egress due to its flat base, the E-Transit Custom scores a “squircle” (squarish) steering wheel. It’s one of the few visual distinctions in an otherwise fairly mundane, though well-made, interior. Material quality is of the hardy but pleasant variety.

Our test van was the optional Sport model as-yet not confirmed for the EV (though it’s coming for the diesel), with darker hues, upholstery stripes and a few more luxury features.

Australian-bound E-Transit Customs will be closer to the European Trend spec, which we factored in strongly when assessing the electrified newcomer.

Both grades sampled included Ford’s optional ‘Mobile Office’ that will be made available in Australia. Among other things, it provides a three-position wheel, from the regular position to roughly 45- and 90-degree angles.

The thinking here is for drivers to respectively either rest a laptop or have an in-situ table – complete with a squircle-shaped tray – tilt all the way forward for meal times. A lockout device prevents vehicle operation in anything but the home position.

Handy, though note that two of the three vans we drove with this feature had a rattly wheel in the normal driving position. Ford promises a fix for production is coming.

Other Mobile Office additions include various mounting points for accessories.

The driving position is 4WD-high, with the vast windscreen and very deep side windows providing panoramic views. Because of the rear bulkhead behind the seats, a camera-fied rear-vision mirror, along with the sizeable exterior mirrors, provide sufficient side/rear vision.

The driver’s seat is supportive and comfy if not that shapely, and it seems more fully padded than the flimsy cushions of the (narrower) centre and passenger seats.

The latter both hinge forward to reveal a massive storage cavity (ideal for charging cables) as well as the load-through hatch as per the previous-gen Transit where fitted.

Speaking of storage, Ford’s engineers have repositioned the passenger front airbag from its traditional dashtop home to above the windscreen header, liberating a second glove box fit for housing laptops.

The dashboard’s 13-inch touchscreen is perfectly sized and driver-angled. It uses Ford’s excellent SYNC 4 multimedia system, is powered by a 5G modem for OTA software updates for around 30 modules, and is functional, fast and intuitive. It also comes with Alexa voice commands.

Ample ventilation, big grab handles, massive door pockets for bottles, additional storage areas including behind the configurable digital instrumentation pod, several cupholders, USB-A and -C outlets near shelving areas for minimal cable entanglements, plenty of LED light sources and an armrest/tray, highlight Ford’s many decades of experience building mid-sized vans.

On the launch drive's smooth German roads, wind and road noise intrusion were impressively subdued for a van (especially so given the quiet e-motor operation compared to the clatter of a diesel), though the large frontal area means at speed you won’t mistake this for a luxury EV.

Still, being roomy yet cosy, practical yet thoughtfully presented and solidly built without feeling cheap, the E-Transit Custom's cabin is right on the money – a secure and inviting workhorse first and foremost.

Keep in mind, too, that the cargo area will likely include Ford’s 'Load Area Protection Kit', bringing a moulded load floor liner and protection for the sides and rear doors. Because, this is a workhorse, after all.

So, how much does the V710-series E-Transit Custom cost? Nobody at Ford is saying right now.

However, with the LDV kicking off from under $65,000, the Peugeot from $80K and the Mercedes from about $91K, our money is on cost-of-entry at around $75K when sales commence at the end of this year.

Whichever way it goes, the E-Transit Custom will cost substantially less than the much-larger (V363) E-Transit full-sized van launched here last year at a whopping $104,990, before on-road costs – though that’s since been slashed to $89,990.

Note, too, that we’re only getting the long-wheelbase version, in standard or high-roof specifications for the time being.

Aimed at small to medium-sized businesses, Ford’s Turkish-built EV should be generously-equipped, with adaptive cruise control, a new patented heat pump for significantly reduced battery drain, heated front seats, a reversing camera, a 13-inch touchscreen offering Ford’s excellent 'SYNC 4' multimedia system powered by a 5G modem for OTA software updates, Alexa voice-control assistance and wireless Apple CarPlay/Android Auto.

Plus, the E-Transit Custom has achieved a record-high Euro NCAP rating for a medium-sized van. More details are outlined in the safety section below.

Note, though, there is no spare wheel, just a tyre inflation kit, sadly.

And while you can option up an outlet to power your tools, there is no bi-directional charging, so you cannot power your home in a blackout with this EV.

That said, the E-Transit Custom’s real value is to be found in the imbedded design and engineering features that distinguish this from other electric vans, maintaining a legacy of innovation that started with the original Transit way back in 1965.

The UK’s bestselling vehicle period in 2021 and 2022, the regular Transit Custom is absolutely vital to Ford’s health globally, and it’s not about to drop the ball with the electric version.

Here’s how.

The (OM654) 2.0-litre, four-cylinder, turbo-diesel, which meets Euro 6 emissions standards using AdBlue, produces 125kW of power at 3800rpm with peak torque of 400Nm served between 1700-2400rpm. The nine-speed torque converter automatic offers the choice of sequential manual-shifting using the steering wheel-mounted paddles.

Mated to a large battery pack sharing tech with the Ford F-150 Lightning truck, the E-Transit Custom's single, front-mounted electric motor delivers 160kW of power and 415Nm of torque to the rear wheels via a single-speed auto.

As usual, 'Eco', 'Normal' and 'Sport' modes are included to suit the driver’s mood.

One of the reasons Australia won't bother with the 100kW version is its electronically-limited 117km/h top speed; the 160kW can manage all of 133km/h.

Keeping all that performance in check are a strut/leaf spring arrangement up front and a semi-trailing arm independent rear suspension borrowed from its larger sibling.

Full technical specifications will be revealed closer to the E-Transit Custom’s local launch at the end of this year.

The dash display was claiming average combined consumption of 9.5L/100km when we stopped to refuel at the completion of our 281km test, of which about one third of that distance was hauling a heavy payload (see Driving).

Our own figure of 11.7 (based on actual fuel bowser and tripmeter figures) was higher but still reasonable economy for a vehicle in this GVM class in mostly urban use.

So, based on our own figures, you could expect a ‘real world’ driving range of around 800km from its 93-litre tank, which has been enlarged from 71 litres as part of the latest upgrades.

Ford's official energy consumption figure for the E-Transit Custom is 21.8kWh/100km and the trip computer in our Sport grade test vehicle read 21.6kWh/100km, which is about on the money for this size of van.

With the 64kWh Nickel Cobalt Manganese battery pack that’s 'shrink-wrapped' low down under the load area to help achieve that low floor, the WLTP range figure is 308km for the 160kW (and 337km for the 100kW E-Transit Custom Australia is likely to miss out on).

Ford reckons these numbers are roughly four times the average-daily mileage for van drivers in Europe.

Brake-by-wire regenerative-braking tech allows for one-pedal braking, which in turn helps recharge the battery pack. If you lash out for a big 11kW Wallbox accessory, the standard 11kW AC on-board charge allows a full overnight top-up.

As the E-Transit has a 124kW DC fast-charge capacity, a high-capacity station can replenish the battery from 10-80 per cent full in under 45 minutes.

Large handles on the doors and overhead shelves assist climbing aboard and there’s enough adjustment in the well-bolstered seat and leather-rimmed steering wheel to find a comfortable position.

Driver views from all angles are excellent thanks to well-designed mirrors along with cameras supported by active aids like blind-spot monitoring etc.

The cabin, with its high roof relative to seat height, has a spacious and airy feel and all controls are reasonably intuitive and easy to reach.

Unladen ride quality is surprisingly supple for a vehicle with a 6.0-tonne-plus GCM rating, combined with excellent steering feel that strikes a fine balance between minimal turning effort at low speeds (for loading etc) and firm handling response at higher speeds.

The drivetrain is also energetic, pulling strongly and cleanly from 1000rpm even though its maximum torque is tapped higher in the 1700-2400rpm zone. The automatic transmission has admirable refinement, with near-seamless shifting between its nine ratios.

The Sprinter is also impressively quiet at speeds up to 80km/h. Tyre and wind noise (the latter mainly around the large door mirrors) naturally increase at highway speeds, but remain far from intrusive. And with the engine requiring less than 2000rpm to maintain 110km/h, it’s well-suited to highway work.

To test its load-carrying ability, we forklifted 1.3 tonnes into the cargo bay which with driver equalled a payload of 1.4 tonnes. That's still almost half a tonne less than its limit.

Not surprisingly, it handled this load with ease, as handling and braking were largely unaffected and the ride quality became smoother thanks to such a big increase in sprung weight. Even so, the rear springs only compressed about 30mm.

It easily conquered our 13 per cent gradient, 2.0km-long set climb at 60km/h with this load onboard, as the auto downshifted to fourth gear to tap maximum torque when hauling this load to the summit.

Engine-braking on the way down, in a manually-selected second gear, wasn’t as robust but not unexpected given a 2.0-litre engine trying to restrain 1.4 tonnes of payload on a steep descent. Even so, the quartet of disc brakes efficiently kept speeds in check.

Overall, it was an impressive performance. However, we did note that the speed sign recognition function was not working for the duration of our test. And some welcome enhancements would be a driver’s left footrest and a fold-down inboard armrest for the driver’s seat, as fitted to its smaller Vito sibling.

For every one of its four generations since 1965, the Transit has set the pace for driveability, as if Ford of Europe was determined to stamp its dynamic authority in the commercial vehicle space.

The original broke the van mould by being far more car-like than any that came before, offering the availability of a powerful engine, responsive steering and safe handling.

That the E-Transit Custom maintains the philosophy is no surprise; that it ended up being so fresh and rewarding to drive – albeit on German roads carefully chosen by Ford – should be a warning for rivals to raise their standards.

Let’s start with the lofty yet cocooning driver environment, which immediately sets you at ease and in the mood. Nothing awkward or uncomfortable to report here.

Shift the natty little column wand into D, and the instant throttle response of a good EV seems slightly too good to be true in what is a boxy workhorse. Acceleration is urgent yet smooth, humming away as the speed builds in a big yet measured way.

That’s all good and well, but given the sheer mass of this mid-sized van, the second big test is how measured and controlled the handling is, especially at speed.

Again, there’s ample feel from the squircle wheel, as the E-Transit tips crisply into corners, glides through fast curves and generally maintains its composure when turning up the pace.

Credit, no doubt, to the new trailing link independent rear suspension system, which must take a lot of the credit in making the Ford van handle so confidently.

It also does a great job absorbing bumps and isolating the occupants from the road surface underneath.

We tried the standard Trend-spec 15-inch wheeled version, as well as the 17-inch Sport version, which does have a slightly firmer edge, but then seems ever keener through corners.

One of the E-Transit Custom’s true achievements is that – with no diesel engine to drown other noises out – the lack of wind, road and tyre noise intrusion is just so relaxing. Its refinement and ability to combat fatigue augers well for EV van drivers of the future.

Again, keep in mind that we’re on slick Euro roads in specially-prepared launch vehicles, equipped with ballast in the back to emulate a load (and hunker down the rear).

Ultimately, the true test will come when behind the wheel of the E-Transit in Australia. But, our first drive revealed what is surely the most modern and enjoyable van we’ve yet to experience: fast, fun, secure and comfortable.

Ford Australia has yet to confirm the E-Transit Custom’s final safety spec, but the regular diesel version provides many of the answers.

Euro NCAP has awarded the broader V710 Transit Custom range a maximum five-star 'Platinum' rating. A best-in-class result thanks to a broad array of driver-assist safety.

This includes AEB with passenger and cyclist detection as well as intersection-assist (all operable from 0km/h), lane-keep systems (from 60km/h), blind-spot monitor, rear cross-traffic alert, full stop/go adaptive cruise control and exit-warning alert.

A full suite of airbags is also fitted.

We’ll find out more closer to the E-Transit Custom’s Australian launch.

Warranty is five years/250,000km whichever occurs first and includes a roadside assist support package.

Scheduled servicing is every 12 months/40,000km. Pay-as-you-go capped-pricing for the first five scheduled services totals $5905, or a pricey average of $1181 per year. Service plans are also available.

As with all Fords, a five-year/unlimited-kilometre warranty with (a conditional) seven years of roadside assistance is anticipated. All high-voltage components including the battery are subject to an eight-year/160,000km warranty.

With dramatically fewer moving parts, Ford reckons operating costs can be reduced by up to 40 per cent compared to the diesel-powered Transit Custom equivalent with service intervals likely to match its big EV bro’s at 12 months/30,000km.

The time-saving convenience this brings is one way Ford reckons helps to justify the circa-30 per cent premium the EV commands.

Note, though, that these figures are based on European data and may take in regional EV subsidies and incentives not available in Australia.

Expect capped-price servicing to be another incentive.

All that info and more will drop closer to the EV’s launch closer to the end of this year.