Mercedes-Benz V-Class vs Kia Ev4

What's the difference?

The Mercedes-Benz V-Class, and in particular the Mercedes-Benz V220d, lives up to the notion of a luxury people-mover – for the most part. The leaking door is a concern, but may be confined to this vehicle only.

But in most every other way it has the whole prestige bus thing sorted. There is no denying that a more affordable van from a less, shall we say, desirable brand would do just as good a job.

But if you need to be seen to be offering the most luxurious people-mover you can buy in Australia, then you really ought to be looking at the V-Class…. just maybe go for the V250d, if the budget can stretch that far.

An electric sedan is really shrinking the buyer pool, which is why Kia has such gentle expectations for the EV4 in Australia. But it's a lovely driving EV with plenty of perks, and the design alone will brighten up Australia's roadways. For my money, I'd either be going for the cheapest one that's sharp value with plenty of kit, or the flagship GT-Line that gets the big battery and the works in terms of equipment. The Earth for me sits in no-man's land.

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

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

This doesn’t look like your everyday Mercedes-Benz commercial van – the V-Class is certainly more at home parked in the driveway of a luxury hotel than alongside the back door in the alley behind it. 

Admittedly it isn’t as attractive as the Avantgarde flagship, but it has the whole Benz ‘family look’ thing going on, with a stylish grille, swept headlights and a streamlined body. A box on wheels it may be, but it’s a box with nicely rounded edges.

The 17-inch, five-spoke alloy wheels are plain, and the halogen headlights and daytime running lights don’t have quite the same wow factor as the LED units in the high-end model, but it wears that Benz badge loud and proud. And the extremely dark tinted rear windows ensure the privacy of your occupants, as well as giving off the vibe of high-end plush.

I know it’s hard to stray from the formula for a van, but I particularly like the back end of the V-Class – it is reminiscent of the original Vito, with low, broad-set tail-lights and a near-flat backside with a huge tailgate, which doubles as an awning to stand under if the weather is a bit Melbourne. 

The interior is typical Benz, or, in the case of the V220d, Benz on a slight budget.

The slippery-looking unit that adorns this page is the EV4 sedan. There’s also a hatch, but it comes out of Europe, while this one comes out of Korea, and that would likely make the hatch far more expensive than this bad boy. It's under study, apparently, but yet to be confirmed.

Anyway, to steal a hackneyed football analogy, for mine this is a game of two halves. I actually really like the front end. It looks sleek and slippery and there’s a real presence from the swollen arches.

I am, however, a little less sold on this rear end, which looks sharp and blocky and almost like it has been bolted on. Also annoying is the fact that it looks like it should be a liftback, with the boot hinged up above the rear windscreen. But nope, it's hinged below it, so you still get a dinky little opening to squeeze your stuff through.

Kia's international designers are pushing the boat out at the moment, and they deserve credit for making things different. Whether it sinks or swims with the general public, though, will be the real test.

Inside, it's all pretty traditional Kia, with all three models sharing the twin 12.3-inch digital displays, along with the little climate panel in the middle. Kudos to Kia for keeping some physical buttons, too. I'm less sold on the use of some cheap, hard plastics, even in the top-spec cars.

With the optional eight-seat setup, it’d be hard to think of this van as impractical. And if you consider that it also has a boot capacity of 1030L in its most downsized form (and 4630L with the rear seats removed), any argument seems null and void.

The fact the boot is electrically operated, and that it has a separate tailgate glass opening section, and that you can open the boot using the keyfob – not to mention the kerbside door – just adds to the pragmatic appeal of this van.

The six rear seat backs can all be flattened down, and you can tumble them forward, too – the kerbside seats in a one-by-one motion, the driver’s side ones tumble two-at-a-time. It takes a bit of muscle to do those ones.

Essentially you can set it up as a parcel van if you want, or even as a mobile office – the rear seats can be configured to face each other, in ‘conference’ style. But you need to know that this isn’t an easy process, and once you’ve got it set how you want it, you’ll probably end up just leaving it as is.

Loose-item storage isn’t great, but at least the door pockets are large enough for some bottles and documents.

No matter which way you like it, those in the back will have good ventilation (it has a three-zone climate control system with a separate fan controller in the back above the second-row seats), and a decent amount of space. Crucially, there are no cup or bottle-holders, nor any loose item storage in the back two rows – there are mesh nets on the backrests of the very front seats, but that’s it.

If you plan to use this as a mover of smaller people, the V-Class’s child-seat anchor-point game will not disappoint. It has four ISOFIX anchors (two in each row) and six top tether points – yep, every spot in the back!

Up front there’s a problem with the cup-holder situation, too – there are two, but they’re way down on the floor, meaning it’s hard to access your cuppa on the move. In fact, loose-item storage isn’t great, but at least the door pockets are large enough for some bottles and documents. There’s a sunglass holder, too. The little media screen is a bit disappointing in its size, and the Comand controller codpiece that juts out from the centre console can take some getting used to.

Connecting and reconnecting a phone isn’t too difficult (although you have to pair audio streaming separately to phone streaming – which is weird), and there’s no extended smartphone capability such as Apple CarPlay or Android Auto. Using the navigation system is very simple, but the graphics are extremely aftermarket looking – that’s no bad thing, because Benz’s maps always looked a bit 1990s, but these ones are somewhat cartoonish.

At 4730mm long, 1860mm wide and 1480mm tall, the EV4 sits between the Model 3 and the Seal in terms of its outright dimensions. Kia says the EV4's wheelbase and interior packaging has been designed to maximise backseat space, which I must admit, there is plenty of.

Sitting behind my own 175cm driving position, I had miles and miles of leg room, and enough head room, though there is some kind of optical illusion that occurs in the backseat of the EV4 – even though you definitely have enough space, the dark materials of the GT-Line still leaving me feeling a little claustrophobic somehow.

Something else not to be sneezed at is the inclusion of the household-style power plug in the back. My laptop died while I was taking notes on my test, and I plugged it straight in and powered it up. Super handy.

At the back, there is 490 litres of boot space, which is about middle ground. The Seal is more like 400 litres, but the Model 3 offers more.

Sadly the EV4 is yet another EV that does not have a spare wheel of any kind. Instead you have to make do with a tyre repair kit.

In modern Kia EV style, the EV4 arrives in three trim levels — the Air, Earth and GT-Line — and then in Standard Range or Long Range battery sizes.

The range opens with the Air, which is a pretty sharp-feeling $49,990 before all of your on-road costs. Kia says drive-away pricing is coming, but how much it will be is still to be figured out.

That money buys you the Standard Range battery, which we will come back to in a moment, along with 17-inch alloys, flush-finishing door handles, LED lighting, rain-sensing wipers and heated wing mirrors.

Inside, there are two-tone cloth seats, an artificial-leather steering wheel and dual-zone climate with rear vents, while tech is handled by Kia’s loveable dual 12.3-inch screens (one for your entertainment, and another for your diving info), with a smaller 5.0-inch screen between them that handles climate settings. There’s wireless Apple CarPlay and Android Auto, a six-speaker stereo and four USB-C connections, too.

All EV4 model grades get two vehicle-to-load (V2L) connections (so you can plug things in with a normal household plug), with one in the backseat and the other as part of the exterior charger – though the latter is an accessory on the Air. All also get access to the Kia Connect app and over-the-air updates, too.

Stepping up to the Earth ups the spend to $59,190, which is a gigantic financial leap, but you’re mostly paying for the bigger battery and longer driving range, as well as 19-inch alloys, cloth-and-synthetic-leather seats, a powered seat for the driver, and Kia’s very cool and comfortable mesh headrests.

Finally, the GT-Line tops the range, and is yours for $64,690. It gets a more polished look, courtesy of the exterior plastics being swapped out for gloss-black detailing, and it rides on its own 19-inch alloy design. It also gets a sunroof, a powered boot, dynamic welcome lights and projection headlights.

Inside, there’s a heated steering wheel, full synthetic-leather seats, relaxation seats to get comfy when charging, and ambient interior lighting. You also get ventilated front seats, a better eight-speaker Harman Kardon stereo and wireless device charging.

That is a big, broad pricing spectrum, and something tells me Kia has worked very, very hard to get that entry-level model below $50k, where it can compete with the likes of the BYD Seal ($46,990) and Tesla Model 3 ($54,900).

Both the V220d and V250d are powered by 2.1-litre turbo diesel engines, but in differing states of tune.

The V220d has 120kW of power and 380Nm of torque, while the V250d pumps out 140kW and 440Nm. Those figures are decent given the capacity of the engine, and to help keep fuel use down it has stop-start, sadly it’s a bit grumbly and overactive.

Both run seven-speed automatic transmissions and are rear-wheel drive. The Benz vans have strong towing capability, with an unbraked towing capacity of 750kg, while it can deal with braked trailers up to 2500kg.

All EV4 models are front-wheel drive, with a single front-mounted motor producing 150kW and 283Nm, fed through a single-speed gearbox. That’s enough, Kia says, to knock off the sprint to 100km/h in around 7.5 seconds. The Air is the fastest, at 7.4s, while the heavier Earth and GT-Line claim 7.8s. Top speed is a claimed 170km/h.

Mercedes-Benz claims that over a mix of urban and highway driving, the V-Class will return 6.3 litres per 100km, no matter whether you choose the V220d or the V250d – which is pretty good given the thing is long (5140mm), wide (1928mm) and relatively heavy (almost two tonnes).

Over a lengthy drive in the V220d – some of it on a twisty mountain road, some in stop-start traffic, most on the freeway – I managed 7.2L/100km. This will rise with added bodies, but not by much.

Let’s talk about range for a moment, because it's bloody impressive. Not quite the best out there, but the furthest any electric Kia has ever travelled between charges.

There are two battery options, a 58.3kWh NCM battery in the Standard Range, and a 81.4kWh unit in Long Range models. The Standard will deliver 456kms in driving range, but the Long Range ups that to 612kms, both on the WLTP cycle. 

The EV4’s 400-volt architecture does slow down charging a little, though, with DC fast charging capped at 128kW. That means going from 10 to 80 per cent in around 30 mins when using the fastest chargers. If you’re using a 50kW charger, it’s up to almost an hour and 20 minutes for the bigger battery, which is a long coffee stop.

Plugged in at home, provided you have an 11kW wallbox, it’ll take just under five and a half hours, or just over seven hours, to go from 10 per cent to fully charged, so an overnight charge no matter the battery size.

My drive saw me chauffeur my partner and our dog down to Cooma, where we then took my parents down the coast. We put the V-Class’s flexible seating to the test, as we had to buy a massive bathtub and bring it back with us. This proved that, although this thing is a luxury van, it can also be a hugely practical delivery van.

The comfort on offer was perhaps the biggest advantage for my passengers – with superb suspension composure, ride comfort and body control, the V-Class is like a big boxy limousine.

It won’t set your heart racing in corners as there’s quite a lot of body roll to contend with, but the steering is direct and very nicely weighted, making for easy progress whether you’re piloting it down a mountain pass or dealing with roundabouts or parking lots. The turning circle is small, which in turn makes the van feel smaller than it actually is.

The brakes can feel a little numb underfoot, meaning you might find yourself pushing a little harder on the pedal than you think you ought to. The response is good, though, even with weight on board.

The extra, effortless grunt of the V250d would be advantageous.

What was a little surprising was a lack of torque at higher speeds for overtaking moves. On a slightly sloping country back road with four adults on board, I expected there to be well and truly enough for a quick overtaking move – but the drivetrain didn’t quite have the grunt to get the job done. At least, not in the Comfort drive mode.

By using the ‘Dynamic’ drive selector and choosing Sport mode, there was extra push on offer – the gearing changed, and so did the throttle response – and that made overtaking moves a little easier. But still, the extra, effortless grunt of the V250d would be advantageous, and I know I wouldn’t like having to play with the drive-mode switch every time I overtook. Just leave it in Sport mode? You’ll pay the price on fuel use. 

Around town the seven-speed auto went about its job really well, offering smooth shifts in all situations. The transmission can clunk when you engage park or shift to reverse, though, which isn’t overly premium, and there is some turbo lag that you’ll have to remember when you prepare to take off from traffic lights. Another thing that didn’t necessarily persuade my passengers of the premiumness on offer was the fact that the kerbside door leaked when it was raining. Not good.

I learned something new and exciting (well, to me, at least. You might be very bored) from Kia's ride and handling guru on this launch. And that is that the tuning frequency for common city road imperfections, like bridge expanders, is actually the same as for the bigger, bouncier undulations you get on country roads. And so you can tune to prioritise one or the other, not both.

In real terms, it means a car that feels custom-built for the city, gliding over urban roads with mega comfort (which is exactly what the EV4 does), feels slightly less at home out of town, where there is more obvious movement in the cabin.

Bored yet? Ok, the point is that, while never uncomfortable, the EV4 feels right at home in the city, which is where it's expected to spend most of its time, but weirdly firmer on longer adventures. 

This really is easy, city EV motoring, done well. There's no alienating floatiness to the ride, no lifeless lightness to the steering, it's comfortable, quiet and – despite no headline-grabbing power figures – more than potent enough to get you up and moving.

There's nice weight to the steering, and though the front tyres gave up their grip a couple of times when pushed with some steering lock on, there isn't much in the way of aggressive body roll, and it all feels pretty confidence inspiring. 

The power is most effective from around 10km/h to 80km/h, before the urgency starts to fall away – it's slower to respond at freeway speeds – but that too just leans into its city credentials.

There's really not much to complain about here. It feels well sorted, and quite fun to drive. There is nothing that really stands out as spectacular about the drive experience, but nor is there anything to complain about. It's just really solid motoring, which isn't always guaranteed these days.

There’s no ANCAP rating on the EV4 yet, but the brand says it's confident it will adopt the five-star scores issued in Europe. All models get seven airbags, like active cruise control, AEB autonomous emergency braking (meaning it will anchor up if it senses an accident), front and rear parking sensors, an active blind spot monitor that will take evasive action if it senses a collision, and lots, lots more.

Only the GT-Line switches up the standard safety kit offered on the other two grades, adding a surround-view monitor, a camera that shows what’s happening in your blind spot, powered child locks and a reverse parking aid that will brake for you if it thinks you're going to hit something.

Mercedes-Benz Vans backs the V-Class with a three-year/200,000km warranty plan, which is good.

The company has also introduced a new capped-price servicing plan for the V-Class, with maintenance due every 12 months or 25,000km, whichever occurs first. The fact the distance intervals are so far apart could be a bonus for business operators, but the costs are high: the first service costs $556, then the following two visits will set you back $1112 each time. Yikes.

A longer capped-price plan with lower prices would make this van a lot more attractive to business owners. A Kia Carnival could make a lot of sense in that regard, too – even business operators get a seven-year/150,000km warranty with a seven-year/105,000km capped-price plan, and the same cover for roadside assist.

Kia ownership proposition is simple, and pretty strong. You get a seven-year warranty no matter how far you travel, an eight-year warranty for the high-voltage systems, again no matter how far you travel, and capped-price servicing. Pre-paying your service costs will set you back $688 for three years, just over $1300 for five years, or just under $2000 for seven years.