Electric vanlife coming? 2024 Mercedes eSprinter impresses in 300 mile range, efficiency tests
The upcoming refresh of the Mercedes eSprinter electric van has been tested with impressive results on both range and efficiency. In fact, they’re almost too impressive to be believed.
The test was conducted by TÜV Süd, an independent testing agency, on a real-world route through the mountains in Southern Germany – from Stuttgart to Munich and back again. The drive happened in mid-October, before winter cold or inclement weather set in – rain and snow can both lower efficiency for all vehicles by increasing rolling resistance.
On the trip, the eSprinter traveled 475km (295 miles) with an additional 20km (12 miles) left in the battery at the end of the trip. This worked out to an efficiency of 21.9kWh per 100km, equivalent to 2.8 miles/kWh, or about 350Wh/mi.
This is extremely high efficiency for a high-roof van, keeping in mind that the most efficient EV passenger cars are rated at around 4 miles/kWh by the EPA and other electric trucks (like Rivian and the F-150) are rated at around 2 miles/kWh.
Doing the math suggests a capacity of 108kWh – less than the rumored 120kWh. So we suspect a “usable” capacity in the range of 110kWh, though it’s possible that the nominal capacity will be 115-120kWh and Mercedes will restrict some of it from use to protect longevity.
Regardless, if this test is to be believed, the new eSprinter will offer more than double the range of the previous eSprinter and much higher efficiency, to boot.
Mercedes already sells the eSprinter in Europe, but the 2024 model is getting a big refresh. The current version has two smaller battery options – 41kWh and 55kWh, good for 115km and 150km (71 and 93 miles) of range, respectively.
This makes the van useful for local last-mile or across-town delivery applications, which many of these vehicles are used for, but restricts it from longer or more difficult routes.
The 2024 model will get larger battery options covering a wider spread, rumored at 60/80/120kWh. The larger gap between the smallest and largest batteries will mean that purchasers can get a van more suited to their specific needs so that customers who only need to do local deliveries don’t need to waste money and weight on extra batteries. One of those needs could be overlanding – or “vanlife” – which is increasingly popular and would be much easier to do with the 2024 model’s larger battery options.
But we won’t find out exactly what specs and options will be until February when the van is officially unveiled by Mercedes. Production is scheduled to start in the second half of 2023, suggesting an availability of late 2023 or early 2024. In the US, these vans will be assembled in Charleston, South Carolina, crucially enabling it to qualify for the new EV tax credit from the Inflation Reduction Act.
Electrek’s Take
In fact, the increase in efficiency is so high that it’s hard to believe. The current eSprinter is rated at 1.6mi/kWh, and this test showed the 2024 model with an almost 50% increase in efficiency.
Frankly, we don’t know how this is possible, especially with a larger and, thus, presumably heavier battery.
It could be that Mercedes is holding back less battery capacity, giving more usable capacity to drivers, and that they also improved powertrain efficiency somehow. But with a roughly similar body, the van should have similar aerodynamic qualities, which is the main cause of energy loss while driving.
We don’t have any information on the driving style used, except that this was the normal route from Stuttgart to Munich in mixed conditions, including highways and mountain roads (with approximately 600m/2,000ft of ascent/descent).
So while this test was conducted by an independent agency, presumably using something similar to the WLTP protocol, it could be that they were actively attempting to drive efficiently and stretch the range of the vehicle. Presumably, the van was also unloaded, which would help with efficiency as well.
If we combine all of these dynamics – reducing battery holdback, improvements in powertrain efficiency, lack of payload, and most of all an efficient driving style – then it starts to become more believable, but that’s still a wild increase, nearly 50% from generation to generation.
So the old phrase applies: “Your mileage may vary.” This makes for another good lesson on EV efficiency – range is not set in stone; it depends heavily on many factors, not the least of which is driving style. If you find your EV’s range disappointing, one of the best places to look is your foot. Lay off it a little bit and you’ll go farther.
And while these test results are quite impressive and show that EV efficiency can, in fact, be higher in the real world than ratings suggest (depending on driving conditions), we’ll caution to wait until the van comes out before people get too excited about this. And Mercedes, in particular, might want to be careful about setting expectations high and potentially disappointing buyers, as other companies have received pushback when they’ve done the same.
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Wind energy powered 20% of all electricity consumed in Europe (19% in the EU) in 2024, and the EU has set a goal to grow this share to 34% by 2030 and more than 50% by 2050.
To stay on track, the EU needs to install 30 GW of new wind farms annually, but it only managed 13 GW in 2024 – 11.4 GW onshore and 1.4 GW offshore. This is what’s holding the EU back from achieving its wind growth goals.
Three big problems holding Europe’s wind power back
Europe’s wind power growth is stalling for three key reasons:
Permitting delays. Many governments haven’t implemented the EU’s new permitting rules, making it harder for projects to move forward.
Grid connection bottlenecks. Over 500 GW(!) of potential wind capacity is stuck in grid connection queues.
Slow electrification. Europe’s economy isn’t electrifying fast enough to drive demand for more renewable energy.
Brussels-based trade association WindEurope CEO Giles Dickson summed it up: “The EU must urgently tackle all three problems. More wind means cheaper power, which means increased competitiveness.”
Permitting: Germany sets the standard
Permitting remains a massive roadblock, despite new EU rules aimed at streamlining the process. In fact, the situation worsened in 2024 in many countries. The bright spot? Germany. By embracing the EU’s permitting rules — with measures like binding deadlines and treating wind energy as a public interest priority — Germany approved a record 15 GW of new onshore wind in 2024. That’s seven times more than five years ago.
If other governments follow Germany’s lead, Europe could unlock the full potential of wind energy and bolster energy security.
Grid connections: a growing crisis
Access to the electricity grid is now the biggest obstacle to deploying wind energy. And it’s not just about long queues — Europe’s grid infrastructure isn’t expanding fast enough to keep up with demand. A glaring example is Germany’s 900-megawatt (MW) Borkum Riffgrund 3 offshore wind farm. The turbines are ready to go, but the grid connection won’t be in place until 2026.
This issue isn’t isolated. Governments need to accelerate grid expansion if they’re serious about meeting renewable energy targets.
Electrification: falling behind
Wind energy’s growth is also tied to how quickly Europe electrifies its economy. Right now, electricity accounts for just 23% of the EU’s total energy consumption. That needs to jump to 61% by 2050 to align with climate goals. However, electrification efforts in key sectors like transportation, heating, and industry are moving too slowly.
European Commission president Ursula von der Leyen has tasked Energy Commissioner Dan Jørgensen with crafting an Electrification Action Plan. That can’t come soon enough.
More wind farms awarded, but challenges persist
On a positive note, governments across Europe awarded a record 37 GW of new wind capacity (29 GW in the EU) in 2024. But without faster permitting, better grid connections, and increased electrification, these awards won’t translate into the clean energy-producing wind farms Europe desperately needs.
Investments and corporate interest
Investments in wind energy totaled €31 billion in 2024, financing 19 GW of new capacity. While onshore wind investments remained strong at €24 billion, offshore wind funding saw a dip. Final investment decisions for offshore projects remain challenging due to slow permitting and grid delays.
Corporate consumers continue to show strong interest in wind energy. Half of all electricity contracted under Power Purchase Agreements (PPAs) in 2024 was wind. Dedicated wind PPAs were 4 GW out of a total of 12 GW of renewable PPAs.
Read more: Renewables could meet almost half of global electricity demand by 2030 – IEA
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In the Electrek Podcast, we discuss the most popular news in the world of sustainable transport and energy. In this week’s episode, we discuss the official unveiling of the new Tesla Model Y, Mazda 6e, Aptera solar car production-intent, and more.
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The Chinese EV leader is launching a new flagship electric sedan. BYD’s new Han L EV leaked in China on Friday, revealing a potential Tesla Model S Plaid challenger.
What we know about the BYD Han L EV so far
We knew it was coming soon after BYD teased the Han L on social media a few days ago. Now, we are learning more about what to expect.
BYD’s new electric sedan appeared in China’s latest Ministry of Industry and Information Tech (MIIT) filing, a catalog of new vehicles that will soon be sold.
The filing revealed four versions, including two EV and two PHEV models. The Han L EV will be available in single- and dual-motor configurations. With a peak power of 580 kW (777 hp), the single-motor model packs more power than expected.
BYD’s dual-motor Han L gains an additional 230 kW (308 hp) front-mounted motor. As CnEVPost pointed out, the vehicle’s back has a “2.7S” badge, which suggests a 0 to 100 km/h (0 to 62 mph) sprint time of just 2.7 seconds.
To put that into perspective, the Tesla Model S Plaid can accelerate from 0 to 100 km in 2.1 seconds. In China, the Model S Plaid starts at RBM 814,900, or over $110,000. Speaking of Tesla, the EV leader just unveiled its highly anticipated Model Y “Juniper” refresh in China on Thursday. It starts at RMB 263,500 ($36,000).
BYD already sells the Han EV in China, starting at around RMB 200,000. However, the single front motor, with a peak power of 180 kW, is much less potent than the “L” model. The Han EV can accelerate from 0 to 100 km/h in 7.9 seconds.
At 5,050 mm long, 1,960 mm wide, and 1,505 mm tall with a wheelbase of 2,970 mm, BYD’s new Han L is roughly the size of the Model Y (4,970 mm long, 1,964 mm wide, 1,445 mm tall, wheelbase of 2,960 mm).
Other than that it will use a lithium iron phosphate (LFP) pack from BYD’s FinDreams unit, no other battery specs were revealed. Check back soon for the full rundown.
Source: CnEVPost, China MIIT
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