2024 Mercedes-Benz Sprinter

For 2024 Mercedes dropped the 2.0L gas four-cylinder, leaving two outputs of the 2.0L OM654 turbodiesel. The volume 2500 cargo van gets the single-turbo version, and the twin-turbo High Output version is the range maximum. The eSprinter is scored separately as an EV.

The standard-output diesel makes 295 lb-ft low in the rev range, which is solid for a working van. The High Output engine raises that to 332 lb-ft.

Mercedes publishes no 0–60 time, and I found no US instrumented test of the 2024 standard-output diesel. With 168 hp moving a cargo van of about 6,000 lbs, roughly 12 seconds unladen fits class results, and that is past the slow end of the van band either way.

The 2.0L OM654 diesel is quiet and torquey once rolling, and more refined than the old 2.1L engine. The standard-output version feels strained when loaded, and it clatters at cold start. Reviewers still describe the van as comfortable and quiet overall.

The 9G-TRONIC nine-speed automatic is standard with both diesels. It shifts quickly and smoothly and holds gears sensibly under load.

Properly equipped, the 3500 cargo van tows up to 7,500 lbs, which puts it near the top of the van band. The volume 2500 RWD is rated at 5,000 lbs.

RWD is standard. Full-time AWD, which can send up to 50% of torque to the front axle, is optional on the 2500/3500, but only with the High Output diesel, at a high price, and with no low range or terrain modes. That still beats the FWD-only ProMaster.

AWD versions handle gravel, snow and unpaved roads, which is why overland upfitters favor them. From the factory, though, there are no skid plates, lockers, low range or crawl control, and the van is long and sits low.

For 2024 the lineup is two outputs of one 2.0L diesel plus the battery-electric eSprinter, which is new to the US this year. Losing the gas engine narrows the range, but it still includes an electrified option and is the only diesel in the class.

Sprinter 2500/3500 vans are rated above 8,500 lbs GVWR, so the EPA doesn't rate them. The 2.0L four-cylinder diesel is the most efficient engine in the class: UK figures work out to about 23–27 US MPG, while KBB expects the mid-to-high teens in US duty. About 20 MPG combined is the middle real-world estimate.

There is no official city figure. Stop-and-go delivery driving pulls the diesel below its combined average, to about 18 MPG.

The nine-speed's tall top gear keeps the diesel near 23 MPG at steady highway speeds. Above 70 mph the tall body's drag pulls that down.

The standard 24.5-gallon diesel tank at about 20 MPG combined gives roughly 490 miles, well beyond the gas Transit's ~350.

With no EPA figure, the cost is estimated. 15,000 miles at about 20 MPG is roughly 750 gallons of diesel a year, and at the 2024 national average of about $3.75/gal that comes to about $2,800 before DEF.

From 2024 every combustion Sprinter needs ultra-low-sulfur diesel plus DEF (AdBlue) top-ups. Diesel usually costs more per gallon than regular and is sold at fewer stations. The regular-unleaded gas engine sold through 2023 is gone.

NHTSA has not published an overall NCAP star rating for the 2024 Sprinter, and full-size commercial vans sit outside its routine test pool. The value is the segment-norm estimate used across the full-size-van peers (Transit, ProMaster), not a measured result.

IIHS has not tested the third-generation Sprinter's crashworthiness, so it has no award to credit. The score is held at the segment norm because the airbag suite and stability systems are standard and no structural concerns have been reported.

Active Brake Assist (AEB), Crosswind Assist, stability control and a rear camera are standard on the 2024 Sprinter. On the volume 2500 cargo van, DISTRONIC adaptive cruise, Blind Spot Assist and Active Lane Keeping Assist are separately priced options, so the core is covered but the convenience-safety items cost extra.

The standard Active Brake Assist uses radar and camera to detect both vehicles and pedestrians, and a cross-traffic function is available. IIHS has published no front crash prevention results for the Sprinter, so its day, night and pedestrian performance is unverified.

Blind Spot Assist, which uses rear radar sensors, is an inexpensive option rather than standard. Sideguard Assist, which watches for cyclists and pedestrians beside the van in right turns, is also available. That coverage is unusual for the class, but neither is standard fitment.

Active Lane Keeping Assist is an option. It nudges the van back from the lane edges rather than centering it continuously, which reviewers find adequate but behind the centering systems in newer passenger vehicles.

Active Distance Assist DISTRONIC is Mercedes' mature radar adaptive cruise, paired with the 9G-TRONIC automatic. It is a low-cost option rather than standard, and the van has no integrated steering-assist highway mode, but its ACC behavior compares well with the Transit and ProMaster.

The 2024 Sprinter offers no hands-free highway driving system. DRIVE PILOT is limited to S-Class and EQS passenger cars, and DISTRONIC on the van requires hands on the wheel.

Many volume cargo builds have halogen lamps, with LED high-performance headlamps and high-beam assist available as options. IIHS has never rated the Sprinter's headlights, so their performance is unverified.

A tall seating position, deep windshield and large split mirrors give strong forward and side sightlines. Windowless cargo bodies leave the rear quarters blind and rely on the standard rear camera, with a 360-degree camera optional.

Passenger-van configurations have bench seats with LATCH, and the wide sliding door and tall cabin make child-seat installation easy. But the volume cargo van has only front seats, and child-seat anchors are optional or unavailable on many trims.

The Sprinter is the only van in its peer group sold as a factory 12- or 15-passenger van. It's scored on the 144" Passenger Van, as on the 2025 and 2026 scorecards, so the years stay comparable. Body configurations carried over unchanged for 2024.

The upright full-size-van cab gives headroom far above the top of the van band. The 2024 body is unchanged from the rest of the third generation.

The upright cab is limited by the bulkhead, so front legroom is shorter than in car-based vans. The figure is the same on every body.

Mercedes doesn't publish a seated second-row figure. It's estimated from the standard roof's 47.3 in front headroom, since the flat ceiling stays at the same height toward the rear, using the same method as the 2025 scorecard.

Mercedes publishes no figure. In the 12-passenger layout the benches are spaced closely enough to be adult-usable but not generous. Estimated the same way as the 2025 and 2026 scorecards.

Rows 3 and 4 of the Passenger Van are full-width benches, and the sliding door lets passengers board at standing height, so adults genuinely fit. Legroom in the rearmost row is tight in the 12-seat layout.

Graded on the cargo box of the volume cargo van, like the peer vans. A standard-roof 144" box sits mid-pack against high-roof ProMaster builds.

The extended high-roof Sprinter has one of the largest cargo boxes in the class.

There's a dash-top tray, overhead and door bins, and an inexpensive smartphone tray with wireless charging as an option. Upfitter prep and outlets are well supported, but nothing stands out the way standard onboard AC power would.

The front seats are well bolstered and widely judged the most comfortable in a full-size van. Power and heated seats are optional, and the rear benches are flat.

The ride is more composed than the ProMaster's and matches or beats the Transit's. Like any van on commercial springs, it's firm and busy when empty.

It's the quietest full-size van, but diesel clatter and the large hollow body still let noticeable noise into the cabin at highway speed. For 2024 every Sprinter has the diesel, since the gas engine was dropped.

The heated front seats, heated wheel and heated windshield are all options rather than standard, and the volume cargo trim keeps manual climate control. Passenger Vans add rear auxiliary climate.

This is the entry price for the cheapest 2024 Sprinter, the 2500 standard-roof cargo van. MY2024 dropped the gas four-cylinder, so every US Sprinter is diesel or eSprinter, and the entry price sits above a base Transit or ProMaster.

The high-roof 170" 2500 cargo van is the most common Sprinter spec for commercial upfits and conversions. Its ~$56,500 starting MSRP plus $2,295 destination is about $58,800, and common option packages bring typical stickers to about $61K.

This is CarEdge's 5-year maintenance projection for the Sprinter 2500. Diesel servicing (DEF, fuel filters, dealer-only Mercedes labor rates) makes it noticeably costlier to keep up than the gas V6 Transit (~$4,700); the figure is a model-level projection, not specific to MY2024.

Sprinters hold their value unusually well because demand from commercial fleets and camper-van conversions supports used prices. CarEdge projects about 36% depreciation over five years, though its figure is model-level rather than specific to MY2024.

The standard Mercedes-Benz Vans basic limited warranty is at the bottom of the band, the same as Transit and ProMaster.

The 5-year term sits at the low end of the band. The 100,000-mile cap is generous for retail buyers compared with Ford's 60,000-mile retail Transit coverage.

No scheduled maintenance is included; Mercedes sells prepaid maintenance and Extended Limited Warranty plans at extra cost. Included perks are 24/7 roadside assistance for the basic-warranty term and a Mercedes PRO connect trial, which puts it at basic-roadside level.

$61,000 volume-trim price minus its estimated resale value after 5 years (64% retained, or about $39,040) leaves about $21,960 in depreciation. Add the projected $6,211 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $28,171 in total.

There is no public Consumer Reports or J.D. Power model-level prediction for the 2024 Sprinter, so this rests on indirect signals. KBB owners rate its reliability 3.9/5 and call quality its weakest area. Owner-report aggregators flag recurring diesel injector, DEF/SCR derate and glow-plug faults on the 2.0L OM654, which is diesel-only for 2024 after the gas four-cylinder was dropped.

Mercedes-Benz has placed below the industry average in J.D. Power's U.S. Vehicle Dependability Study for several years and sits in the lower half of Consumer Reports' brand rankings. That is mid-pack-to-weak, well behind Lexus, Toyota and the domestic truck brands but not at the very bottom.

MY2024 has a heavier recall record than 2025, with several structural and chassis campaigns: an unreinforced longitudinal frame member, parking-brake cable bracket welds and rear leaf-spring U-bolts. eSprinter-only campaigns for rear-axle gear welds and ESC software add to the count. Unit counts are small, but the VS30 generation's repeated frame, fastener and brake-hardware campaigns form a pattern.

The SCORED POWERTRAIN CLASS is gas, but no gas Sprinter was sold for MY2024, so this rates the volume powertrain: the 2.0L OM654 turbodiesel (168 hp standard, 208 hp High Output) with the 9G-TRONIC nine-speed. The OM654 has been in service since 2016 with no catastrophic internal failure pattern, and the Sprinter has a strong fleet high-mileage reputation. Injector seals and the DEF/SCR aftertreatment are the known weak points.

The Sprinter's cab, with MBUX and Mercedes switchgear, is the most car-like and best-finished among full-size work vans and a step above the Transit and ProMaster. Lower-cabin and cargo surfaces are hard, durable plastics, as expected in the class.

Reviewers find the Sprinter tighter and quieter than its domestic rivals. However, MY2024 itself carries assembly-quality recalls from the Ladson, SC plant (frame members not reinforced, bracket welds), and KBB owners name quality as the weakest area.

Sales and service run through a dedicated Mercedes-Benz Vans network of a few hundred US locations. That covers metros adequately but is far thinner than the thousands of Ford and Ram dealers servicing the Transit and ProMaster, so rural fleets face longer trips and waits.

Parts are largely dealer-sourced and premium-priced. Out-of-warranty repairs to the diesel injectors and DEF/SCR aftertreatment are costly, and the independent aftermarket, centred on upfitters and campers, is smaller than the Transit's or ProMaster's.

The volume cargo trim has the smaller first-generation MBUX screen. The 10.25-inch display is an option, though dealer listings show it on many stock vans.

First-generation MBUX is still the most polished interface in a work van, with a touchscreen, touchpad-style wheel controls and a clean menu structure. It's slower and older than the new-generation MBUX that arrived for 2025, and the base 7-in unit is plain.

Apple CarPlay and Android Auto work only through a USB cable on the 2024 diesel Sprinter, and smartphone integration is packaged with the MBUX upgrades. Wireless projection arrived with the 2025 MBUX update.

The 'Hey Mercedes' natural-language assistant and optional MBUX navigation are good for the class. The trailer- and oversize-aware routing and the smarter voice assistant came only with the 2025 update.

The standard work-van audio is adequate for speech and radio, and no branded premium system is offered.

The 2024 Sprinter has analog gauges with a color multifunction display between them. A full 10.25-inch digital cluster arrived only with the 2025 MBUX update.

MBUX and Mercedes me connect support over-the-air updates for maps and infotainment software. The updates cover infotainment only and don't add features to the rest of the vehicle.

The Mercedes me app covers remote lock and unlock, vehicle location and vehicle status. Mercedes PRO connect adds fleet tools that are useful to businesses.

There are USB-C ports in the cab, wireless charging is a cheap tray option, and a 12V outlet is standard on Passenger trims. No 120V household outlet is standard.

Remote keyless entry is standard, but the volume trim starts with a key. KEYLESS-GO proximity entry and push-button start are options.

A rear camera is standard, and a 360-degree camera with Parking Package sensors is available. The display shows the camera feed whenever the van is in reverse.

No head-up display is offered on the Sprinter.

The wide sliding door and walk-in height make loading easy, but the high step-in and commercial packaging make it a compromise for daily family use. Child-seat anchors are optional or unavailable on many trims.

Active Brake Assist and Crosswind Assist are standard, but Blind Spot Assist, DISTRONIC and lane keeping are options. The van has no NHTSA or IIHS crash ratings, and the extra assists added for 2025 (Sideguard Assist as standard, Moving-off Information) aren't here.

Standing room, rear climate and huge luggage space behind the benches suit long trips with many passengers. Rear amenities are utilitarian.

Car-like controls and a smooth 9-speed make it the easiest full-size van to drive every day. Its size and height still make every trip deliberate.

The diesel's fuel economy is good for a van, but the premium price and diesel/DEF running costs make it an expensive commuter.

A 45-foot turning circle and a height of 96 inches or more rule out many garages. The optional 360-degree camera helps.

It tows up to 7,500 lb on 3500 models (5,000 lb on the 2500), carries payloads over 4,000 lb and offers boxes up to 533 cu ft, which makes it a serious work tool. The standard-output 168-hp diesel is modest under full load.

It's the benchmark van for fleets and ambulances, with a long upfit history. The complexity of the diesel emissions system tempers its reputation for hard use.

The upfit ecosystem is excellent: the Master Upfitter program, cab-chassis and 3500XD/4500 variants, D-ring and tie-down prep, and many wheelbase and roof combinations.

The 24.5-gallon diesel tank gives roughly 450+ miles of range. Comfortable seats and optional DISTRONIC adaptive cruise make it a capable long-distance van.

AWD is available with the High Output diesel, the aftermarket is huge, and the Sprinter dominates the Class B camper market. Ground clearance is limited and there's no low range.

The cavernous cargo box, rear doors that open up to 270 degrees and a sliding side door take any gear. The bench seats are removable rather than folding.

Its body control is the best of the full-size vans, but it remains a tall, heavy commercial vehicle.

The steering is light and predictable with decent on-center feel, though it offers little feedback.

Four-wheel disc brakes give strong, well-modulated stopping even under load, and Active Brake Assist is standard.

The 9-speed shifts smoothly and quickly, but the standard-output 168-hp diesel on the volume trim is slow when the van is loaded.

The four-cylinder diesel is audible under load and clatters at cold start, but it's well isolated for a van.

The long wheelbase gives it a turning circle well beyond the van band. The figure is the same across the third generation.

The tall, commanding seat and car-like controls are strong points. The 2024 van keeps the older steering wheel and a mechanical parking brake, both replaced in the 2025 refresh, and front legroom is limited by the bulkhead.

It's pleasant for a van, but it drives like an appliance.

For MY2024 every Sprinter gets the updated 2.0L turbodiesel, a 9-speed automatic, MBUX infotainment and a core driver-assist suite (Active Brake Assist, Crosswind Assist). Comfort and convenience features are mostly expensive option packages, and the base cargo van starts above a similarly equipped Transit.

The Sprinter costs more than every rival. In return it offers the class's only diesel, the highest payload and GVWR ceiling (3500XD/4500), available AWD and very strong resale, which recover much of the premium over the life of the van. The result is fair value, not a bargain.

It has the broadest lineup in the segment: 2500/3500/3500XD/4500 weight classes in cargo, crew, passenger and cab-chassis bodies, standard or high roof, 144"/170" wheelbases plus an extended body, two diesel outputs, RWD or AWD, and the eSprinter.

At about 43,000 US units in 2024 the Sprinter was a solid number two, well behind the dominant Ford Transit. Sales were down about 6% from 2023 as dropping the gas engine shrank Mercedes' van volume.

The three-pointed star and its status as the default base for van-life conversions and luxury shuttles give the Sprinter an aspirational image no rival van matches. That image keeps buyers loyal and props up resale.

Shrinking van demand left 2024 inventory on lots, and dealer listings show large markdowns on stock 2024 units alongside Mercedes finance/lease support. Buyers can negotiate meaningfully, though the deepest cuts came on leftover or upfitted stock.

The current VS30 generation launched in the US for MY2019, but MY2024 is a change year: new standard- and high-output diesels, the 9G-Tronic automatic and available AWD, while the gas engine was dropped. That leaves it mid-cycle and current, though not new.

Reviewers consistently call it the most refined, comfortable and capable van in the class, praising the updated diesel and 9-speed. Its high price and costly options often leave the Transit as the recommended value pick.