Volkswagen Arteon vs Mercedes-Benz Esprinter

What's the difference?

The value, driving dynamics and appearance are on point for a premium play here. If you can forgo the badge snobbery attached to the German big three, then you'll find lots to like about Volkswagen's Arteon.

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.

It's really all about the looks here, and while the Shooting Brake is particularly handsome, the regular Arteon looks premium and polished, too.

VW tells us injecting a bit of sportiness was a key aim here, both inside and outside, and that's particularly true of the R-Line model, which rides on bigger 20-inch alloys, compared to the 19s on the Elegance, with their own bespoke design.

The body styling is more aggressive, too, but both trims get lashings of chrome along the body work, and a sleek, swept-back style that looks more premium than overtly sporty.

In the cabin, though, you can see that this is an important car to VW. The touchpoints are almost all soft to the touch, and it's both understated and tech-saturated at the same time, including the swipe-to-adjust function for the stereo and climate, with new touch-sensitive sections added to the centre console and steering wheel.

It feels, dare we say it, premium. Which is likely exactly what VW was going 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.

Interestingly, both body styles share near identical dimensions, with the Arteon stretching 4866mm in length, 1871 in width, and 1442mm in height (or 1447mm for the Shooting Brake).

Those numbers translate to a seriously spacious and practical cabin space, with an acreage of room for backseat riders. Sitting behind my own 175cm driving position, I had heaps of space between my knees and the seat in front, and even with the sloping roofline, plenty of headroom, too.

You'll find two cupholders in a pull-down divider that separates the back seat, and a bottle holder in each the four doors. Backseat riders also get their own air vents with temp controls, as well as USB connections, and phone or tablet pockets on the rear of each front seat.

Up front, the theme of space continues, with storage and cubbies sprinkled throughout the cabin, as well as USB-C connections for your phone or devices.

All that space means a sizeable boot area, too, with the Arteon serving up 563L with the rear seats in place, and 1557L with the back pews folded. The Shooting Brake ups those numbers - thought not any as much as you might think - to 565L and 1632L.

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.

There are two drivetrains on offer here — the 140TSI with front-wheel drive in the Elegance, or the 206TSI with all-wheel drive in the R-Line.

The former's 2.0-litre turbo-petrol produces 140kW and 320Nm, which is enough for a sprint to 100km/h in around 7.9 seconds.

But the lust-worthy engine tune is definitely the R-Line, in which the 2.0-litre turbo-petrol ups the grunt to 206kW and 400Nm, and drops the sprint time to a brisk 5.5 seconds.

Both pair with VW's seven-speed DSG automatic.

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.

Volkswagen says the Arteon Elegance will need 6.2L per hundred kilometres on the combined cycle, and will emit 142g/km of C02. The R-Line needs 7.7L/100km on the same cycle, with emissions pegged at 177g/km.

The Arteon is fitted with a 66-litre tank, and a PPF or petrol particulate filter, which strips some of the nasties out of the vehicle's emissions. But, VW says, it's “very important" that you only fill your Arteon with premium feel (95RON for the Elegance, 98RON for the R-Line) or you risk shortening the life of the PPF.

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.

Full disclosure: we only spent time behind the wheel off the R-Line variant for this test, but even still, I feel pretty comfortable suggesting that it's the punchy powertrain you want.

Surely the very first hurdle any company hoping to play with the premium-brand big boys must clear is that of easy, effortless momentum? It's difficult to feel like you've made the premium choice when you're engine is straining and striving under acceleration, right?

And on this, the Arteon R-Line shines, with plenty of power underfoot whenever you need it, and a delivery style which means you rarely, if ever, fall into a hole waiting for the power to arrive.

For mine, the suspension might be a touch too firm for those seeking a truly wafting drive experience. For the record, it doesn't bother me — I always prefer to know what's happening underneath the tyres than be entirely removed from the experience — but a result of this sporty-feeling ride is the occasional registering of bigger bumps and road imperfections in the cabin.

The flip side of the firm(ish) ride is the ability for the Arteon - in R-Line guise - to swap personalities when you engage its sportier settings. Suddenly there's a snarl to the exhaust that's absent in its comfortable drive modes, and you're left with a vehicle that tempts you to head for a twisting back road to see what it's about.

But in the interests of science we instead headed for the freeway to put the Arteon's autonomous systems through their paces, with the brand promising Level 2 Autonomy on the highway.

While the technology still isn't perfect — some braking can occur when the vehicle's not entirely sure what's happening ahead of it — it's also pretty impressive, taking care of the steering, accelerating and braking for you, at least until you're reminded its time to put your hands back on the wheel.

It's also bloody big, the Arteon, with more space in the cabin - and especially the backseat - than you might be thinking. If you have kids, they'll be positively lost back there. But if you cart adults on the regular, then you'll hear no complaints.

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.

The Arteon is covered by VW's five-year, unlimited-kilometre warranty, and will require servicing every 12 months or 15,000kms. It will also get VW's capped price servicing offer.

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.