The Mercedes-Benz Sprinter has long been a dominant force in the European cargo van market, and the 2012 model marked its solid entry and impact in the American market. Initially offered as a Dodge, the Sprinter introduced a distinctly European approach to van design, setting it apart from traditional American vans. As competitors like Ford and Ram began to follow suit with their European-inspired models, the 2012 Mercedes-Benz Sprinter stood as a testament to the advantages of this design philosophy.
One of the most significant departures from traditional American vans is the Sprinter’s driving position. You’re seated high, offering excellent visibility through a massive windshield and over a minimalist instrument panel. While the engine does intrude into the cabin, it’s far less intrusive than in GM vans, allowing for ample legroom. Unlike the bulky engine covers in GM vans or the massive consoles in Nissans, the Sprinter offers a more open and comfortable front cabin space from the knees back. The seats themselves are noticeably firmer than those in domestic vans, reflecting a German design philosophy focused on support rather than plushness. While they might feel less immediately soft, these seats are designed for long-haul comfort, potentially proving more back-friendly over extended periods. For added customization, an option package included manual adjustments for front height, rear height, recline, and lumbar support. While power adjustments might be more convenient, the manual system minimizes potential points of failure, aligning with the Sprinter’s commercial vehicle focus on reliability.
{width=280 height=250}Mercedes-Benz offered the 2012 Sprinter in a variety of configurations to suit diverse needs: the standard 144-inch wheelbase with a regular roof, a 144-inch wheelbase with a high roof, a longer 170-inch wheelbase with a high roof, and the extended length, 170-inch wheelbase high roof, exclusively for cargo van models. Even the standard roof Sprinter provided a significant headroom advantage over GM vans, boasting 60.6 inches compared to 52.9 inches. The high roof option elevated this further, adding an extra foot of vertical space, making it comfortable for individuals up to six feet tall to stand and work inside – a crucial feature for professionals who use their vans as mobile workspaces. Among its competitors at the time, only Nissan offered a factory high-roof option. The rear cargo opening was also generously proportioned, measuring 61.6 inches wide compared to 57.0 inches in GM vans, and this width was maintained almost vertically from floor to ceiling thanks to the Sprinter’s boxy design, a stark contrast to the more rounded, “jelly bean” shapes of American vans. While the tall, flat sides were noted by some commenters to potentially affect crosswind stability at higher speeds, the trade-off in cargo space was undeniable. Cargo lengths varied depending on the model, offering 128.5 inches, 169.3 inches, or a substantial 185.0 inches, significantly outperforming the 124.6 inches or 146.2 inches offered by GM vans. In terms of total cargo volume, the 2012 Sprinter provided 318, 494, or an impressive 547 cubic feet, easily surpassing GM vans which offered 270 or 314 cubic feet. Even the shortest, regular roof Sprinter model offered more cargo capacity than the longest GM van, and more than double the space of a typical minivan, highlighting its exceptional space efficiency.
Ultimately, the 2012 Mercedes-Benz Sprinter excelled in providing significantly more usable interior space. This voluminous cargo area was readily accessible through wide, floor-to-ceiling door openings, with a right-side sliding door as standard and a left-side option available. The rear doors offered a wide 270-degree opening, further enhancing loading and unloading convenience. In terms of capability, the Sprinter 3500 model could handle payloads up to 5,375 pounds, exceeding the 3,992 pounds of GM vans, and tow up to 7,500 pounds, slightly less than the 10,000-pound towing capacity of some competitors. The tested 2500 model had a payload capacity of 2,872 pounds, comparable to the 3,009 pounds of a GM 2500 van.
Passenger versions of the 2012 Sprinter offered seating configurations from two up to twelve occupants, accommodating one to four rows of seats. Even with four rows installed in the extended 170-inch wheelbase model, there remained over six feet of cargo space behind the last row. While theoretically capable of seating even more, Mercedes-Benz strategically positioned the Sprinter to avoid direct competition in the 15-passenger van market dominated by domestic manufacturers. Factory options focused on practicality rather than luxury, with passenger-friendly features limited primarily to roof-mounted rear HVAC vents, underscoring the Sprinter’s functional, work-oriented design.
{width=280 height=250}Despite its impressive cargo and towing capabilities, the 2012 Mercedes-Benz Sprinter didn’t rely on a large, gas-guzzling engine. Instead, it featured a more fuel-efficient 3.0-liter turbocharged diesel V6 engine, producing 188 horsepower at 3,800 rpm and 325 pound-feet of torque at a low 1,400 rpm. This engine was significantly smaller and less powerful on paper compared to the V8 engines offered by GM, Ford, and Nissan. It was paired exclusively with Mercedes-Benz’s reliable five-speed automatic transmission. While a performance test wasn’t extensively conducted in the original review, initial impressions suggested adequate power for typical van usage. The acceleration felt sufficient for a vehicle of this type, even at highway speeds, reaching 60 mph in around 13 seconds. While this might seem slow for a car, it was reasonable for a large cargo van. The review noted that for most applications, excluding extreme performance needs, the engine seemed sufficient. However, it was acknowledged that with added weight from cargo, passengers, or towing, the relatively small diesel engine might feel strained. Despite these initial concerns, follow-up comments from users suggested that engine performance remained adequate even with heavy loads. Conversely, some commenters raised concerns about braking performance under heavy loads, suggesting it might be a more pertinent consideration than engine power. The diesel engine noise was minimal, noticeable primarily at idle and low speeds, and remained relatively quiet even under full throttle. The transmission’s responsiveness was noted as potentially slower than desired, and surprisingly, paddle shifters were not offered as an option.
Fuel efficiency was a key selling point for the 2012 Mercedes-Benz Sprinter. A Mercedes-Benz specialist claimed fuel economy figures in the low 20s mpg in city driving and mid-20s mpg on the highway. These figures seemed optimistic given the vehicle’s size and 5,545-pound curb weight. However, a test loop consisting of roughly two-thirds suburban and one-third highway driving, including some full-throttle acceleration, yielded a trip computer reading of 17.6 mpg. This was surprisingly better than the reviewer’s family Ford Taurus X, a 7-passenger SUV with a significantly smaller cargo area, under similar driving conditions. The 2012 Sprinter required Adblue, a diesel exhaust fluid, but its cost and availability had improved significantly compared to earlier years, making it a less significant drawback.
Having limited experience driving large vehicles previously, the reviewer initially had concerns about handling. However, the Sprinter’s forward visibility was exceptional, particularly compared to the Nissan NV. The large windshield provided a commanding view, minimizing the sensation of driving a large van. Rear visibility depended on the specific Sprinter configuration (cargo, passenger, or crew), as cargo vans could be configured without rear windows. Large, dual-element side mirrors compensated for limited rearward vision. For maneuvering in tight spaces, front and rear obstacle detection was available as an option. The steering was described as light and slow, which was expected for a vehicle of this size, but it felt surprisingly natural after a short acclimation period. Body control was notably better than typical vans, although the ride was slightly jiggly, even unladen, in the 2500 model. In comparison, a Nissan NV 3500 was noted to ride more like a traditional truck, making a direct comparison between a 2500 and 3500 model potentially unfair. Electronic Stability Control was standard, but the reviewer refrained from pushing the Sprinter to its limits to test its operation.
The base price for the 2012 Mercedes-Benz Sprinter started at $37,285 for the 144-inch wheelbase model and $42,395 for the 170-inch wheelbase version. The high roof option (standard on the 170-inch wheelbase) added $2,670 to the price, while the extended wheelbase and extended rear overhang added $2,440 and $950, respectively. Basic convenience features such as seat adjustments, power mirrors, cruise control, and a trip computer added approximately $895 to the cost. While relatively affordable for a Mercedes-Benz vehicle, it was a more premium price point compared to traditional cargo vans. For comparison, a Chevrolet Express 2500 extended length van with a 280-horsepower 4.8-liter gas V8 and similar features listed for $31,740. However, opting for the 260-horsepower 6.6-liter Duramax diesel in the GM van largely negated the price advantage. The purchasing decision then became a choice between the raw power of cubic inches versus the superior cargo volume and European design of the Sprinter.
{width=280 height=250}Until the arrival of new Euro-sourced vans from Ford and Ram, the 2012 Mercedes-Benz Sprinter occupied a unique position in the market. It offered a combination of a high roof, massive cargo volume, refined suspension, and a fuel-efficient diesel engine that was unmatched by traditional American vans. Beyond its practical advantages, the Sprinter also carried a certain prestige associated with the Mercedes-Benz brand. As noted by the Mercedes-Benz specialist, this prestige was valued by tradespeople who served clients in affluent areas, even if their client was a dog in need of grooming. The 2012 Mercedes-Benz Sprinter was more than just a cargo van; it was a statement of European design and engineering excellence in the commercial vehicle sector.
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