Mercedes-Benz Sprinter VS Toyota HiLux
Mercedes-Benz Sprinter
Likes
- Performance
- Load-hauling ability
- GVM and GCM ratings
Dislikes
- Purchase/servicing costs
- Highway noise levels
- No RCTA/parking sensors
Toyota HiLux
Likes
- Build quality
- 3500kg towing
- Load-carrying ability
Dislikes
- V-Active 48V performance
- Short service intervals
- Cramped rear seating
Summary
Mercedes-Benz Sprinter
The Mercedes-Benz Sprinter competes for market share with more than a dozen rivals in the highly competitive Light Duty (3501-8000kg GVM) division of Australia's Heavy Commercial segment.
Launched in 1995, the Sprinter is approaching three decades of service and during that time has evolved through three generations.
The current VS30 range continues a tradition of offering multiple variants including panel van, single cab-chassis, dual cab-chassis and minibus, capable of fulfilling a vast number of commercial and non-commercial roles.
Read more about Mercedes-Benz
We recently spent a week aboard one of many panel van variants to see how it performs in a daily workhorse role.
| Safety rating | — |
|---|---|
| Engine Type | 2.0L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | —L/100km |
| Seating | 2 seats |
Toyota HiLux
Since its launch in the 1960s, the iconic HiLux has been one of Toyota’s strongest-selling models. The current eighth-generation continues that tradition, even though now in its ninth year in local showrooms and having lost its long-held 4x4 sales leadership to Ford’s Ranger.
Toyota has done a commendable job in keeping the HiLux looking fresh since its local launch in 2015, with numerous cosmetic/equipment updates and the addition of prestige models like the wide-track Rogue and performance-enhanced GR Sport.
The 4x4 HiLux’s latest upgrade is the first use of Toyota's new 'V-Active' 48V technology, which provides electric assistance to the diesel engine. Toyota claims improved fuel efficiency, acceleration and smoothness, along with enhanced off-road prowess. We recently put one to the test to see how it measures up from a tradie’s perspective.
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| Safety rating | |
|---|---|
| Engine Type | 2.8L turbo |
| Fuel Type | — |
| Fuel Efficiency | 7.2L/100km |
| Seating | 5 seats |
Verdict
Mercedes-Benz Sprinter8/10
It has its niggling faults like any vehicle but the Sprinter panel van is a well-designed vehicle overall. It’s fit for purpose and worthy of consideration if you’re in the market for a heavy commercial van. That is if you have about $90K to spend, which is around $40K more than its closest competitor - and that one comes from China.
Toyota HiLux7.6/10
The HiLux’s age-defying sales and resale values confirm it’s still one of the top two 4x4 dual cabs on the market. However, its new V-Active technology feels underdone, as it adds weight (we reckon about 40kg) and complexity without gains in performance you can feel or economy you can meaningfully measure. Hopefully, Toyota’s next crack at a 'hybrid' HiLux will be more convincing.
Design
Mercedes-Benz Sprinter
This is a sizeable vehicle that’s almost 7.0 metres long (6967mm) and more than 2.0 metres wide (2020mm) and with its ‘High Roof’ design stands more than 2.6 metres (2663mm) tall. If you tick the ‘Super High Roof’ option that raises height to 2878mm.
It rides on a sprawling 4325mm wheelbase with strut-type coil-spring front suspension, a robust leaf-spring live rear axle and four-wheel disc brakes.
Our only gripe in the cabin relates to the single USB outlet, which is awkwardly located inside the dash pad’s lidded central storage bin with no cut-out in the lid to route a device cable through. Placement near the central dash controls (like its smaller Vito sibling which has two USB ports) would be much better.
Toyota HiLux
The HiLux’s enduring appeal is the ‘unbreakable’ feel when you step aboard. Even though its curvaceous styling is increasingly dated, we can’t fault the build quality as it displays a peerless standard of fit and finish which never wavers.
Our only major gripe (since its launch in 2015) is the cramped rear seating. It’s particularly tight for tall people, giving that I’m 186cm and when sitting in the rear seat with the driver’s seat in my position, my knees are pressed into its backrest and my head rubs on the roof lining.
Shoulder room for three large adults is equally challenging and tolerable only for short trips. We reckon the Ranger’s more accommodating rear stalls are significant in its sales leadership.
Practicality
Mercedes-Benz Sprinter
With a 2372kg kerb weight and 4100kg GVM, this Sprinter van has a substantial 1728kg payload rating. It’s also rated to tow up to 2000kg of braked trailer and with its 6100kg GCM (or how much it can legally carry and tow at the same time) that means it can haul its maximum payload while towing its maximum trailer weight.
The huge cargo bay, with a solid timber floor that looks long enough for landing light aircraft, has a cavernous load volume of 14 cubic metres.
It’s accessed through a large kerbside sliding door with 1260mm-wide opening, or symmetrical glazed rear barn-doors with 180-degree opening for easy forklift access. There’s internal lighting front and rear and the walls and roof are not lined.
Tall people can stand without stooping given the 2009mm internal height. With a 4351mm floor length and 1350mm between the rear-wheel housings, the Sprinter can carry up to three 1165mm-square Aussie pallets or up to five 800 x 1200mm Euro pallets, secured with a choice of 12 load-anchorage points. There are also handy net-type storage pockets in each rear barn-door.
Plenty of cabin storage starts with a large-bottle holder and upper/lower bins in each front door, plus full-width overhead storage shelves with a lockable compartment on the passenger side, four small-bottle/cupholders in the lower central dash, two more small-bottle/cupholders and three ‘clamshell’ lid bins in the top of the dash-pad, an open storage shelf on the lower passenger-side dash and another sizeable enclosed compartment beneath the passenger seat.
Toyota HiLux
With its 2150kg kerb weight and 3050kg GVM, the SR5 V-Active has a 900kg payload rating. It can also tow up to 3500kg of braked trailer but with its 5850kg GCM (or how much it can legally carry and tow at the same time) that would require a substantial 700kg reduction in payload to only 200kg, which could be used up by a driver and passenger alone.
Alternatively, you could lower the trailer weight limit by the same 700kg to 2800kg (which is still a sizeable trailer) and retain the SR5’s maximum payload. We reckon most owners would do this anyway, given few (if any) would need to tow 3500kg.
The load tub is 1570mm long, 1645mm wide and 495mm deep with 1105mm between the wheel housings. Therefore, it can’t carry a standard Aussie pallet but will take a Euro-sized one. There are four load-anchorage points and we welcome the new lower/raise assistance for the hefty tailgate.
Cabin storage includes a large-bottle holder and bin in each front door, plus pop-out cupholders on either side of the dash, upper and lower glove boxes (with the upper having access to air-con) and an overhead glasses holder.
The latest centre console layout has a wireless phone-charging pad and vertical phone-storage slot, small-bottle/cupholder, a bin for small items and a box with padded lid that doubles as an elbow rest.
Rear passengers get a bottle-holder and bin in each door, pockets on each front seat backrest and a fold-down centre armrest with two more cupholders.
Only the narrower driver’s side of the 60/40-split rear seat base-cushion can swing up and be stored vertically as the passenger-side is now fixed, given the V-Active’s 48V battery resides beneath it and is ventilated by a louvered air intake in the passenger footwell.
Price and features
Mercedes-Benz Sprinter
Our test vehicle is officially known as the Sprinter 419 Van LWB. It’s equipped with a 2.0-litre four-cylinder turbo-diesel engine, nine-speed automatic transmission, long wheelbase and rear-wheel drive, for a list price of $87,021.
Our example is fitted with the optional 'Campervan Package' (not that we’d choose to camp in an empty shipping container) which brings an upgraded front axle load rating, comfort seat pack with swivel function, chrome grille, additional dash-pad storage bins with hinged lids, long-range 93-litre fuel tank and electronic enhancements.
Ticking this options box costs $2838 which bumps the list price to $89,859. Our test vehicle is also fitted with an accessory mesh-type cargo barrier.
The Sprinter panel van is clearly built for work with its all-weather vinyl cabin floor, 16-inch steel wheels with 235/65R16 tyres and full-size spare, side marker lights and ample dark grey plastic where bumps, scrapes and high wear usually occur including the bumpers, door mirrors/handles and lower body sides.
However, in stark contrast it also offers numerous creature comforts including keyless start, a delightful leather-rimmed and height/reach adjustable steering wheel with paddle-shifters and multiple remote-control functions, as well as heated and power-folding door mirrors with truck-style lower wide-angle views.
There's also a driver’s instrument cluster with colour display, black fabric bucket seats with fold-down inboard armrests and multiple posture adjustments, adaptive cruise control, DRLs and a two-speaker multimedia system with 7.0-inch touchscreen and multiple connectivity including Apple and Android devices.
Toyota HiLux
The new electrically-assisted drivetrain is available only in SR/SR5 4x4 dual cabs and the Rogue, paired with the HiLux’s ubiquitous 2.8-litre four-cylinder turbo-diesel and six-speed automatic.
Our SR5 V-Active 48V test vehicle has a list price of $63,260. It’s also equipped with the optional premium interior package, which for an additional $2500 adds black leather-accented seats and door trims, heated front seats and an eight-way power-adjustable driver’s seat. Its eye-catching 'Nebula Blue' premium paint option adds another $675.
Latest MY24 updates feature a redesigned front fascia with black ‘honeycomb’ grille, plus wireless phone charging, two USB-C ports in the centre console for rear seat passengers to use and a tailgate equipped with gas-struts to ease opening/closing effort.
Otherwise, it’s the same SR5 with which we’ve grown very familiar. Standard equipment includes 18-inch alloys and 265/60R18 tyres with a full-size alloy spare, along with LED lighting, side-steps, sports bar, privacy glass and more, even though Toyota still won’t throw in a tub-liner.
Inside is remote keyless entry/start, dual-zone climate, an air-conditioned cooler box, multiple USB ports/12-volt sockets and a 220-volt outlet, premium-grade steering wheel and shifter-knob, driver’s 4.2-inch colour multi-info display, a 360-degree camera view and more.
The 8.0-inch touchscreen for the multimedia system, including six-speaker audio, appears to shrink as each year passes, but is easy to use and offers multiple connectivity including Apple CarPlay/Android Auto and digital radio. It also projects imagery for the various camera views.
Under the bonnet
Mercedes-Benz Sprinter
The 'OM654' is a 2.0-litre four-cylinder turbo-diesel that meets the toughest Euro 6 emissions standards using AdBlue.
With two-stage turbocharging and auto start/stop technology, it produces 140kW at 3800rpm and 450Nm across a 1000rpm-wide torque band between 1400-2400rpm which showcases its flexibility.
The smooth-shifting nine-speed torque converter automatic offers the choice of sequential manual-shifting using the steering wheel-mounted paddle-shifters, which could be handy when hauling heavy loads particularly in hilly terrain.
Toyota HiLux
The venerable (1GD-FTV) 2.8 litre four-cylinder turbo-diesel with V-Active produces the same 150kW and 500Nm as the standard engine, driving through a six-speed torque converter automatic.
However, Toyota claims fuel economy gains of up to 9.5 per cent when this drivetrain is combined with the new hybrid technology, which comprises a 48-volt electric motor-generator, 48-volt lithium-ion battery and idle-stop system.
The turbo-diesel engine uses a silent-belt to drive the motor-generator, which charges the battery under the rear seat. This battery, which Toyota claims weighs less than eight kilograms with 4.3Ah capacity, also supplies electricity to the vehicle’s 12-volt system through a DC/DC converter.
This system can send up to 8.4kW of power and 65Nm of torque through the motor-generator to assist the engine. Toyota claims this delivers smoother and quieter yet more responsive performance and reduces engine load under acceleration. It also results in a small reduction in idle speed from 720rpm to 600rpm.
Deceleration and braking energy are also recovered, converted into electricity and stored in the 48V battery for later use. Toyota claims “hydraulic braking combined with regenerative braking creates a more effective and natural deceleration feel and supports downhill manoeuvring.”
The idle-stop system does not use the starter motor like conventional set-ups. Instead, the electric motor-generator, which is permanently connected to the engine via its belt-drive, delivers this function with greater smoothness and quietness.
Idle-stop duration can also be extended by the driver and, when restarting the engine on inclines, the idle-stop system retains brake pressure until enough drive force is generated to ensure smooth acceleration.
In another first for HiLux, its part-time, dual-range 4x4 system (with switchable rear diff-lock) in V-Active variants is paired with 'Multi-Terrain Select' to enhance off-road ability.
The driver can switch between six traction control settings tailored to suit a variety of terrain including 'Auto', 'Sand' and 'Mud' (high- and low-range), 'Deep Snow' and 'Dirt' (high-range) and Rock (low-range).
Efficiency
Mercedes-Benz Sprinter
Heavy commercial vehicles are not required to provide fuel consumption data. Even so, when we stopped to refuel at the end of our 247km test of which about one third of that distance was hauling a heavy payload, the dash display was claiming a surprisingly frugal combined average of 9.9L/100km (with auto stop/start switched off).
This was close to our own figure, calculated from fuel bowser and tripmeter readings, of 10.5 which means you could expect a ‘real-world’ driving range nudging 900km from its optional 93-litre tank.
Toyota HiLux
We completed a total distance of 580km, which comprised a mix of city and suburban driving with an empty load tub and up to four adults on board, plus some freeway/highway running with a near-maximum payload.
When we stopped to refuel at the end of our test, the dash display was claiming average combined consumption of 9.5L/100km, which was lineball with our own 9.4 figure calculated from fuel bowser and tripmeter readings.
Both are higher than Toyota’s official 7.2L/100km figure but within the usual 2.0-3.0L/100km discrepancy between OEM ratings and real-world figures.
Interestingly, the last time we tested a 4x4 SR5 auto dual cab ute (without V-Active) in 2023, using similar routes and payloads, we achieved 9.6L/100km. So, the V-Active’s drop in consumption was only about 2.0 per cent, compared to Toyota’s claim of up to 9.5 per cent.
So, based on our real-world figure, you could expect a useful driving range of around 870km from its 80-litre tank.
Driving
Mercedes-Benz Sprinter
Wide door openings and large assist-handles on the windscreen pillars make for easy cabin entry.
Finding a comfortable driving position is not hard either, given the combination of a height/reach-adjustable steering wheel and supportive bucket seat with adjustments for backrest angle, seat-base rake/length and lumbar support.
The optional 'Campervan Package' seats, with fold-down inboard armrests, can also rotate towards the centre of the cabin. We assume this pivoting function is to aid rear-of-vehicle access, but was of no use in our test vehicle given the mesh cargo barrier.
Our only criticism of the driving position is that the slim pillar between the fixed and sliding glass in the driver’s door partly obscures the driver’s eyeline to the door mirror. However, sliding the seat base forward solves the problem, so it’s only an issue for tall drivers like me that need to sit more rearward.
The ride quality without a load is good, given the robust rear suspension. It also has nicely-weighted and responsive steering plus good braking, along with acceptable internal noise levels at sub-80km/h city and suburban speeds given the absence of a solid bulkhead and minimal cargo bay linings.
However, tyre roar emanating through the rear-wheel housings and amplified by the cargo bay can be uncomfortably intrusive at highways speeds, depending on the coarseness of bitumen surfaces.
So, we’d recommend either installing a solid bulkhead (or use ear-plugs) to reduce noise levels if you’re planning to do regular highway driving in this configuration.
The 2.0-litre turbo-diesel and nine-speed automatic display great efficiency, with throttle response at its most immediate and energetic when operating within the 450Nm peak torque band between 1400-2400rpm.
The refined auto’s snappy but smooth shifting gets the best out of this engine in most situations, without the need to paddle-shift in manual mode.
To test its load-carrying ability, we used up all of our weights to forklift 1300kg into the cargo bay, which was still more than 400kg less than the GVM rating.
As a result, the Sprinter made light work of hauling this 1.3-tonne payload around town, with the only differences being a slightly firmer ride and more accelerator pedal required to maintain engine performance.
It easily hauled this load to the summit of our 13 per cent gradient, 2.0km set climb at 60km/h, although engine-braking on the way down was (as expected) not as strong given its small displacement.
In a manually-selected second gear, road speed quickly increased as the engine climbed towards the tacho’s redline on overrun, before the auto dismissed our manual gear selection and shifted up to third.
This automatic engine-protection protocol is common in Euro vans. However, if you’re not ready for it, it can spring a surprise when you’re leaning on the drivetrain to assist with engine-braking during a steep descent and it suddenly shifts up and starts running away from you. The quartet of disc brakes, though, easily compensated for this shortfall.
Toyota HiLux
If you’re expecting a tangible difference in performance with the V-Active system, you’ll probably be disappointed. Fact is, after almost 600km of testing, on a variety of roads with a variety of loads, we could not detect any noticeable gain in acceleration, braking or smoothness compared to a standard SR5.
That’s not to say the V-Active system is not delivering up to 8.4kW of power and 65Nm of torque, as Toyota claims. It’s just that these gains are modest and delivered so discreetly that they are undetectable in real-world driving.
This was perhaps best demonstrated when we loaded 650kg into the load tub, which when combined with our two-man crew was a total payload of 830kg. That was only 70kg shy of the payload limit.
It made light work of our 13 per cent gradient 2.0km set climb at 60km/h by self-shifting down to fourth gear at 2250rpm, where it tapped maximum torque to easily haul this payload to the summit.
However, in our previous test of a standard SR5, on the same incline with 100kg more payload, the gear selection and engine rpm were the same as the V-Active. The same applied to engine-braking on the way down.
Safety
Mercedes-Benz Sprinter
There’s no ANCAP rating required for Heavy Commercial vehicles but the Sprinter has many safety features highlighted by four airbags, AEB, blind-spot and lane-keeping assists, crosswind assist (crucial in a van with such a wall-like profile), trailer sway control and more.
There’s also adaptive cruise control and a reversing camera, but omissions which should be standard are rear cross-traffic alert and rear parking sensors.
Toyota HiLux
The HiLux achieved a maximum five-star ANCAP rating in 2019, so its six-year validity will expire next year. Even so, there are seven airbags plus AEB with pedestrian and daytime cyclist detection, blind-spot monitoring, rear cross-traffic alert, lane keeping, active cruise control, speed-sign recognition, panoramic view/reversing camera and more.
The rear seat offers ISOFIX child-seat mounts on the two outer seating positions plus top-tether restraints on all three seating positions.
Ownership
Mercedes-Benz Sprinter
The Sprinter is covered by a five year/250,000km warranty including five years roadside assist.
Scheduled servicing is every 12 months/40,000km whichever occurs first.
Capped-price servicing for the first five scheduled services during warranty period totals $7130, or a pricey average of $1426 per service.
Toyota HiLux
Toyota covers the HiLux with a five-year/unlimited km warranty which is par for the course in the mainstream market.
Service intervals are relatively short at six months/10,000km whichever occurs first. Capped-price servicing for the first five years/100,000km totals $3889 or an average of $779 per year.