Speaking of the motor, it’s no longer a repurposed EQC unit. The eSprinter debuts a van-specific motor and axle assembly, weighing in at a relatively light 286 pounds, that will soon be used in other models. Unlike the previous setup, this new assembly allows for multiple body styles, although the U.S. is only getting a traditional cargo van for now.
The U.S.-spec eSprinter launches with a single motor powering the rear wheels. It’s available in 134 horsepower or 201 hp tunes, both with 295 pound-feet of torque. For comparison, the most powerful internal-combustion engine available in a Sprinter in the U.S. — a 2.0-liter turbodiesel inline-four — makes 211 hp and 322 lb-ft in its higher-output tune.
Mercedes quotes a maximum payload rating of 2,675 pounds for the launch cargo version. That’s substantially less than a gasoline or diesel Sprinter cargo van, which can be configured for up to 6,812 pounds of payload.
These specs are in line with other electric vans, however. Rivian says its van platform can be configured for payloads ranging from 1,960 pounds to 2,750 pounds. The Ford E-Transit has a maximum payload rating of 3,880 pounds, but Mercedes may be able to beat Ford’s 126-mile maximum range estimate.