• eLogistics pioneer.

Powerful vehicles for city traffic.

Berlin’s streets in 1900. A long queue of vans outside the glamorous Tietz department store. Nothing special really. However, knowing that all depicted vehicles featured a battery-electric drive puts the scene into a different context: Tietz opted for vehicles made by Motorfahrzeug- und Motorenfabrik Berlin Marienfelde (MMB). On one battery charge, these electrically powered vans boasted a range of up to 40 kilometres, with a maximum speed of 17 km/h. Their payload: impressive 1.2 tonnes. Hotels also relied on MMB, operating minibuses with electric drive. In 1902, this manufacturer was incorporated into Daimler-Motoren-Gesellschaft (DMG) and its site was renamed the Berlin-Marienfelde Daimler plant.

All featuring battery-electric drive: vans outside a department store in Berlin.

All featuring battery-electric drive: vans outside a department store in Berlin.

LE 306: with exchangeable battery system.

The combustion engine initially prevailed following the launch of the motor vehicle around 120 years ago. For many decades, this technology drove the majority of vehicles. However, in around 1970, electric drive systems for light commercial vehicles made a return – initially as part of research projects. Compared with vehicles featuring combustion engines, electrically powered vehicles are bound by very clear limits, for instance in terms of range and charging speed. However, the time had come to test them in everyday applications. What was Daimler-Benz AG at the time used events including the 1972 Olympic Games in Munich for this purpose: a fleet of LE 306 was trialled at the event. Featuring an exchangeable battery system, this vehicle model boasted a payload of around one tonne, a maximum speed of 80 km/h and a range of around 50 kilometres on one battery charge.

Testing in everyday applications at the beginning of the 1970s: Mercedes-Benz LE 306.

Testing in everyday applications at the beginning of the 1970s: Mercedes-Benz LE 306.

Ideal for municipal deployments.

Development continued with a potential focus on small-scale series production. In 1980, the Mercedes-Benz 307 E represented the next step. It boasted a payload of 1.45 tonnes and a range of 70 kilometres. Braking energy was recuperated and fed back into the batteries. The 307 E was used as a prototype vehicle for the “Alternative Energien für den Straßenverkehr” (“alternative energies for road traffic”) research project by Germany’s Federal Ministry of Education and Research (BMFT) and tested at Deutsche Post – Germany’s postal service – in Bonn.

Eight years later, Mercedes-Benz then showcased the 308 E. Municipal deployment in pedestrian zones, spa resorts and leisure facilities: these are the deployment scenarios its developers envisaged in 1988 and that’s also where it was used. With a payload of between 600 and 985 kilograms and a range of 50 to 60 kilometres on one battery charge – plenty for a host of deployments in city traffic.

eMobility pilot project on Rügen.

A few years later – starting in 1992 – the BMFT supported a comprehensive eMobility project on Rügen, a German island in the Baltic Sea. Mercedes-Benz took part with 190 E Elektro (W 201) model electrified passenger cars and with MB 100 E model electrically powered vans and minibuses. Engineers tested elements including various battery systems in both commercial vehicles: battery systems on sodium nickel chloride, sodium sulphur and nickel cadmium basis. A fleet of electrically powered vans and minibuses on the basis of the MB 100 were also trialled at the 1992 Olympic Summer Games in Barcelona. In 1994, Mercedes-Benz added the van featuring lead gel batteries to its delivery range.

Mercedes-Benz tested the MB 100 E at several occasions, e.g. in Stuttgart.

Mercedes-Benz tested the MB 100 E at several occasions, e.g. in Stuttgart.

Zero local emissions.

The Sprinter 308 E followed in 1995. It was tested with systems including a ZEBRA high-energy battery which had been previously used in other electric vehicles devised by the brand. They gave these vehicles with a payload of 1,250 kilograms a range of around 100 kilometres. 

The Vito 108 E – intended for small-scale series production – was introduced in July 1996, given there had been municipalities which had been exclusively relying on electrically powered vehicles for many years. It goes without saying that local transport tasks were also at hand here. 

The Vito 108 E was produced at the “Competence Center for Emission-free Mobility” (KEM), located at the Mannheim plant, and it was available as a minibus with a capacity for up to eight passengers or as a panel van. 

Its payload totalled 600 kilograms and the electric motor delivered a range of up to 150 kilometres. Vito and Sprinter: these two models were also available with battery-electric drive in the years and model series to follow.

And today? Developments have made significant progress. As a result, Mercedes-Benz Vans offers four powerful, battery-electric series-production vehicles: EQV, eVito Tourer PRO, eVito Panel Van and eSprinter. Various variants of each vehicle are available so that it is possible to configure the matching vehicle for a host of applications. Always part of the package: zero local emissions.

EQV 300:
Stromverbrauch kombiniert: 26,4–26,3 kWh/100 km;
CO₂-Emissionen kombiniert: 0 g/km.⁶

Kraftstoffverbrauch kombiniert CO₂-Emissionen kombiniert Stromverbrauch im kombinierten Testzyklus

Product may vary after press date on 06.07.2021.

1 Die angegebenen Werte wurden nach dem vorgeschriebenen Messverfahren ermittelt. Es handelt sich um die „NEFZ-CO₂-Werte“ i. S. v. Art. 2 Nr. 1 Durchführungsverordnung (EU) 2017/1153. Die Kraftstoffverbrauchswerte wurden auf Basis dieser Werte errechnet. Der Stromverbrauch wurde auf der Grundlage der VO 692/2008/EG ermittelt. Weitere Informationen zum offiziellen Kraftstoffverbrauch und den offiziellen spezifischen CO₂-Emissionen neuer Personenkraftwagen können dem „Leitfaden über den Kraftstoffverbrauch, die CO₂-Emissionen und den Stromverbrauch aller neuen Personenkraftwagenmodelle“ entnommen werden, der an allen Verkaufsstellen und bei der Deutschen Automobil Treuhand GmbH unter www.dat.de unentgeltlich erhältlich ist.

4 Angaben zu Kraftstoffverbrauch, Stromverbrauch und CO₂-Emissionen sind vorläufig und wurden vom Technischen Dienst für das Zertifizierungsverfahren nach Maßgabe des WLTP-Prüfverfahrens ermittelt und in NEFZ-Werte korreliert. Eine EG-Typgenehmigung und Konformitätsbescheinigung mit amtlichen Werten liegen noch nicht vor. Abweichungen zwischen den Angaben und den amtlichen Werten sind möglich.

6 Stromverbrauch und Reichweite wurden auf der Grundlage der VO 692/2008/EG ermittelt. Stromverbrauch und Reichweite sind abhängig von der Fahrzeugkonfiguration. Weitere Informationen zum offiziellen Kraftstoffverbrauch und den offiziellen spezifischen CO₂-Emissionen neuer Personenkraftwagen können dem „Leitfaden über den Kraftstoffverbrauch, die CO₂-Emissionen und den Stromverbrauch aller neuen Personenkraftwagenmodelle“ entnommen werden, der an allen Verkaufsstellen und bei der Deutschen Automobil Treuhand GmbH unter www.dat.de unentgeltlich erhältlich ist.

8 Alle technischen Angaben sind vorläufig und wurden intern nach Maßgabe der jeweils anwendbaren Zertifizierungsmethode ermittelt. Es liegen bislang weder bestätigte Werte vom TÜV noch eine EG-Typgenehmigung noch eine Konformitätsbescheinigung mit amtlichen Werten vor. Abweichungen zwischen den Angaben und den amtlichen Werten sind möglich.