The 2012 Mercedes-benz Sprinter marked a significant shift in the American cargo van landscape. For years, US consumers were accustomed to traditional, largely unchanged van designs. Then came the Sprinter, introducing a distinctly European approach to utility and functionality. Originally offered as a Dodge, the Sprinter quickly became recognized for its unique attributes, prompting competitors like Ford and Ram to follow suit with their own European-inspired models. Let’s delve into what made the 2012 Sprinter a game-changer and why it remains a relevant option for businesses and individuals today.
The European van philosophy, exemplified by the 2012 Mercedes-Benz Sprinter, prioritizes driver ergonomics and cargo efficiency in ways traditional American vans often overlooked. Stepping into the Sprinter, the first thing you notice is the commanding driving position. You sit high, with an expansive view through a large windshield, over a neatly organized instrument panel. While the engine does intrude into the cabin, it’s far less obtrusive than in comparable GM vans, providing ample legroom. Unlike some competitors with bulky engine covers or consoles, the Sprinter offers unobstructed space from the knees back, enhancing driver and passenger comfort. The seats themselves are noticeably firmer, reflecting a German design ethos that prioritizes support, especially beneficial for long hours behind the wheel. While perhaps not as plush as some American van seats, the Sprinter’s seating is designed for long-term comfort and back support. Optional packages offered further adjustability, including front and rear height, recline, and lumbar support, all manually operated for robust, trouble-free performance.
Mercedes-Benz offered the 2012 Sprinter in a versatile range of body styles to suit diverse needs. Configurations included a 144-inch wheelbase with a regular roof, a 144-inch wheelbase with a high roof, a 170-inch wheelbase high roof, and the expansive 170-inch wheelbase extended length high roof, specifically for cargo van applications. Even the standard roof Sprinter provided a notable increase in headroom compared to GM vans, boasting 60.6 inches versus 52.9 inches. The high-roof variant truly set the Sprinter apart, adding an extra foot of vertical space, allowing individuals up to six feet tall to stand and move freely inside – a significant advantage for professionals working within the van. Among its contemporaries, only Nissan offered a similar factory high-roof option. Beyond height, the 2012 Sprinter excelled in width. The rear cargo opening measured a generous 61.6 inches, compared to 57.0 inches in GM vans, and this width was maintained from floor to ceiling thanks to the Sprinter’s almost vertical side walls, maximizing usable cargo space. In contrast, traditional American vans appeared more rounded, sacrificing interior volume. While some users noted that the tall, flat sides could impact crosswind stability at higher speeds, the sheer volume advantage was undeniable. Cargo lengths varied from 128.5 inches to an impressive 185.0 inches depending on the model, significantly outperforming GM vans with 124.6 inches or 146.2 inches. In terms of cubic footage, the 2012 Sprinter offered 318, 494, or a cavernous 547 cubic feet, dwarfing GM vans at 270 or 314 cubic feet. Remarkably, even the shortest, standard roof 2012 Sprinter offered more cargo capacity than the long wheelbase GM vans, and more than double the space of a typical minivan.
The bottom line was clear: the 2012 Mercedes-Benz Sprinter provided significantly more usable interior space. Accessing this volume was made easy with wide, floor-to-ceiling door openings, featuring a standard right-side sliding door and an optional left-side slider. The rear doors offered a wide 270-degree opening for effortless loading and unloading. In terms of capability, the Sprinter 3500 boasted a payload capacity of up to 5,375 pounds and a towing capacity of 7,500 pounds, surpassing the GM van’s 3,992 pounds and 10,000 pounds respectively in payload and towing. The tested 2012 Sprinter 2500 model had a payload of 2,872 pounds, slightly less than the GM 2500 van’s 3,009 pounds, but still highly competitive.
Beyond cargo, the 2012 Sprinter also catered to passenger needs, with configurations ranging from two to twelve occupants. Available with one, two, three, or four rows of seating, even the four-row, 170-inch wheelbase version maintained over six feet of cargo space behind the last row. While theoretically capable of accommodating more rows, Mercedes-Benz strategically focused on the 12-passenger market, leaving the 15-passenger segment to domestic manufacturers. Passenger-focused options were kept practical, with roof-mounted rear HVAC vents being a notable factory option. The 2012 Sprinter prioritized functionality and durability over outright luxury, staying true to its commercial vehicle roots.
Despite its impressive cargo and towing capabilities, the 2012 Sprinter opted for a more fuel-efficient engine approach. Instead of the large V8 engines common in American vans, the Sprinter featured a sole engine option: a 3.0-liter turbocharged diesel V6 producing 188 horsepower and 325 pound-feet of torque. Paired with Mercedes-Benz’s reliable five-speed automatic transmission, this powertrain prioritized efficiency and smooth operation. While not as powerful on paper as the larger engines from GM, Ford, and Nissan, the diesel V6 proved surprisingly capable in real-world driving. During test drives, the engine provided ample acceleration even at highway speeds, feeling unstrained and responsive. A 0-60 mph time of around 13 seconds might seem modest for a car, but for a vehicle of the Sprinter’s size and purpose, it was more than adequate. It’s important to remember that the 2012 Mercedes-Benz Sprinter was designed for work, not racing. While performance testing with heavy loads wasn’t conducted in this specific review, user feedback generally indicated that the engine performed admirably even when carrying significant weight. However, some commenters suggested braking performance could be a greater concern under heavy loads. The diesel engine’s noise was well-managed, especially at higher speeds, with the characteristic diesel sound primarily noticeable at idle and low speeds. The five-speed automatic transmission, while reliable, could have offered quicker gear changes, and the absence of paddle shifters was a surprising omission.
Fuel economy was a major selling point for the 2012 Mercedes-Benz Sprinter. Mercedes-Benz specialists claimed fuel economy figures in the low 20s mpg in city driving and mid-20s mpg on the highway. Considering the Sprinter’s size and weight of 5,545 pounds, these figures seemed optimistic. However, real-world testing revealed a respectable 17.6 mpg in mixed suburban and highway driving, even including some full-throttle acceleration runs. This fuel efficiency was notably better than larger, less aerodynamic vehicles, making the diesel Sprinter an economical choice for businesses and individuals covering significant mileage. The 2012 Sprinter did require Adblue, a diesel exhaust fluid, but by 2012, Adblue availability and cost were no longer significant concerns.
Handling a large vehicle can be daunting, but the 2012 Sprinter instilled confidence. The forward visibility was exceptional, especially compared to competitors like the Nissan NV. The expansive windshield provided a panoramic view, minimizing the feeling of driving a large van. Rear visibility depended on the configuration, with cargo vans potentially lacking rear windows. However, large, dual-element side mirrors effectively compensated. For maneuvering in tight spaces, optional front and rear obstacle detection systems were available. The steering, as expected in a van, was light and relatively slow, but felt natural and easy to adapt to after a short time. Body control was surprisingly composed for a van, feeling more refined than traditional American vans, although the ride could be slightly jiggly when unladen, particularly in the 2500 model. Compared to a Nissan NV 3500, which rode more like a heavy-duty truck, the Sprinter offered a more comfortable experience, although comparing a 2500 and 3500 model directly isn’t entirely fair. Stability control was standard, enhancing safety, although the test driver didn’t push the Sprinter to its limits to evaluate its performance.
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 incurred additional costs. Essential features like seat adjustments, power mirrors, cruise control, and a trip computer added approximately $895. While the Sprinter’s starting price was higher than traditional American cargo vans, it’s important to consider the features, capabilities, and European engineering it offered. A Chevrolet Express 2500 extended length van with a gasoline V8 engine and similar features was priced lower, but opting for the diesel engine in the GM van largely negated any price advantage. Ultimately, the choice came down to prioritizing cubic inches (American V8 power) or cubic feet (Sprinter cargo volume and efficiency).
Until Ford and Ram introduced their European-sourced van models, the 2012 Mercedes-Benz Sprinter occupied a unique position in the US market. Its combination of high roof availability, massive cargo volume, refined suspension, and fuel-efficient diesel engine set it apart. Beyond practical benefits, the Sprinter also offered a degree of prestige associated with the Mercedes-Benz brand, a valuable asset for businesses interacting with clients, even if that client is a furry friend requiring grooming services. The 2012 Mercedes-Benz Sprinter wasn’t just a cargo van; it was a statement of efficiency, capability, and a touch of European sophistication in the work van segment.
