The Tesla Van Project.

Converting a Long-Wheelbase Mercedes Sprinter to Electric: Process, Challenges, and Outcomes

Overview of Electric Vehicle (EV) Conversions

Converting a long-wheelbase (LWB) Mercedes Sprinter into an electric vehicle (EV) offers significant advantages, particularly for users seeking sustainable transportation, lower operating costs, and compliance with zero-emission regulations in urban environments. Using components from a Tesla, such as the battery modules and drive units, is a popular choice due to Tesla’s proven performance and energy efficiency. However, converting a large vehicle like the Sprinter comes with distinct challenges, ranging from technical integration to practical usability.

This article delves into the process, highlights the primary challenges of such a project, and discusses the final outcomes in terms of usability and performance.

Conversion Process

1. Planning and Component Selection

The conversion process starts with identifying the components needed for the transformation. In Tesla-based conversions, the following key elements are usually incorporated:

• Tesla drive unit: Commonly sourced from a Model S or Model X for their power output.
• Tesla battery modules: These modules provide sufficient energy storage to move the heavier Sprinter chassis over long distances.
• Controller: A Tesla-compatible vehicle control unit (VCU), such as the EV Controls T-2C, helps manage the power distribution, throttle response, and regenerative braking.
• Adapters and mounts: Custom adapter kits are required to integrate Tesla components into the Sprinter’s drivetrain.

2. Removing the Internal Combustion Engine (ICE)

The first major step is removing the existing internal combustion engine (ICE), fuel system, exhaust system, and other related components. This clears the engine bay and provides space for mounting the electric motor and supporting systems like the controller.

3. Installing the Tesla Drive Unit and Batteries

Once the ICE is removed, the Tesla electric motor is installed. Adapter kits allow the Tesla drive unit to connect to the existing Sprinter drivetrain, though it may require modifications to the axle or frame to fit. The batteries are typically placed under the floor to save space inside the vehicle. Tesla battery modules are ideal for their high energy density, allowing more miles per charge with fewer batteries.

4. Battery Management System (BMS) and Cooling Systems

Since the Tesla batteries and motor generate heat, a cooling system is essential to prevent overheating. A custom BMS is also necessary to monitor battery health, optimize charging cycles, and prevent issues like overcharging. Both active cooling (liquid) and passive cooling (air) are options, though liquid cooling tends to be more efficient in larger conversions.

5. Wiring and Controls

Wiring the batteries, motor, and controller is one of the most complex steps. The controller manages throttle inputs, speed regulation, and regenerative braking. Tesla parts are generally compatible with existing electronic systems, but significant rewiring and calibration are needed to ensure compatibility with the Sprinter’s onboard systems (lights, dashboard, etc.).

6. Charging Infrastructure

Once the electrical systems are in place, charging options must be installed. Many projects integrate Tesla’s fast-charging system to allow for quicker recharges at supercharger stations, though home-based charging options are also available using standard 240V outlets or even solar panels for off-grid use​

Diyelectric Car​

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Challenges in the Conversion Process

1. Battery Placement and Space Constraints

One of the main issues with converting a large van like the Mercedes Sprinter is finding sufficient space to mount batteries. Since the van’s undercarriage is typically reserved for the driveshaft and suspension components, custom battery mounts need to be fabricated, and these can significantly affect both the weight distribution and ride height of the vehicle​

Sprinter Source.

Additionally, the total battery capacity needed to power a heavy vehicle can take up a lot of space. Converters must balance the number of batteries required for a reasonable range with maintaining interior cargo or passenger space.

2. Weight and Performance

The Tesla components, while powerful, add weight to the vehicle. Though electric motors have a much higher torque output compared to ICEs, managing the additional weight of the batteries can reduce overall range. Careful attention must be given to ensure the vehicle remains within legal weight limits (Gross Vehicle Weight Rating – GVWR) and that performance does not suffer due to this added mass.

3. Thermal Management

Managing heat generated by the electric drive unit and batteries is critical. If not properly addressed, thermal issues can lead to reduced efficiency and even damage to the powertrain. For large conversions, active cooling systems are more effective but add complexity and cost.

4. Range Anxiety

While Tesla batteries offer good range for their weight, large vehicles like the Sprinter demand more energy, especially when fully loaded. Achieving an ideal range for commercial or long-haul purposes may require compromises, such as adding more battery packs (further increasing weight) or installing charging infrastructure in frequent-use locations​

Sprinter Source​

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Outcomes: Usability and Performance

1. Range and Charging

One of the biggest concerns for an electric Sprinter is its range. Depending on the number of Tesla battery modules installed, most converted Sprinters achieve a range of 100–200 miles per charge, although this can vary with weight and driving conditions. Utilizing Tesla’s supercharger network or home-based fast chargers can help reduce downtime for recharging.

For those converting their Sprinters for use as RVs or commercial vans, some opt to install solar panels to trickle charge the vehicle while off-grid. However, solar panels provide minimal additional range on their own and are mostly used for powering accessories within the van​

Diyelectric Car​

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2. Performance

A Tesla-powered Sprinter offers much better performance compared to its diesel counterpart, especially in terms of acceleration and torque. Electric motors provide instant torque, making the vehicle quicker off the line and more responsive. Additionally, regenerative braking allows the vehicle to recover some energy during deceleration, further increasing efficiency.

3. Operating Costs

Electric vehicles typically offer lower long-term operating costs compared to traditional ICE vehicles. With no fuel costs and fewer moving parts, the need for regular maintenance like oil changes or transmission servicing is eliminated. Charging costs are also significantly lower than diesel fuel, especially if the user has access to solar power or low-cost electricity at home.

4. Sustainability

Converting a Sprinter to electric has strong environmental benefits, especially when paired with clean energy sources like solar or wind power. For commercial users, this also opens up the possibility of operating in zero-emission zones, which are becoming more common in cities worldwide​

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Conclusion

Converting a long-wheelbase Mercedes Sprinter to electric using Tesla parts is a feasible yet challenging project. While the process requires substantial technical expertise and custom fabrication, the outcome is a van that offers lower operating costs, superior performance, and environmental benefits. However, range limitations and the complexities of battery placement and thermal management remain key hurdles to address. With proper planning and component selection, such a conversion can result in a highly usable, efficient vehicle tailored to specific needs—whether for commercial, recreational, or urban driving applications.

If you’re looking for a #vanlife solar set-up click here ➢

Part personal Idea and in part an overview of what may come. I have spent a bit of time looking with interest at the popularity of electric vehicles.

I am normally in California for between 2 and 6 months in any given year. The popularity of Tesla vehicles there has grown very significantly in the past 10 years and now appear as commonplace as any other vehicle. Their popularity has grown significantly here in the UK too over the past 2 years. This is also starting to be reflected throughout the rest of Europe.

Be warned.

Before you read further, these are my thought and ideas, I have no affiliation with Tesla, Mercedes or any other motor industry name. I am just expressing my thoughts and ideas. After all, that’s what the internet is for right? So give as much credence to my ramblings as any other persons random thoughts you may come across online. Remember I may be a professional photographer but I am no engineer.

*This post may contain affiliate links, which means I may receive a small commission, at no cost to you, if you make a purchase through a link.*

6 December.

Ford PHEV Transit.

I was recently reading about Fords new Hybrid Transit Custom, PHEV Based Technology. A plug-in Hybrid with a claimed 35-mile range on the electric motor alone. Not a huge range but around town it’s useable.

Backed by their 1.0 EcoBoost it is certainly a step in the right direction. I am sure improvements and greater range will come quickly. Running on the electric motor/s in the city will cut pollution significantly.

A carrying capacity 0f 1000kg in its 6.0m3 payload is ideal for the work and the claimed 355 Nm of torque and 125psn should make it agile enough to deal with motorways as well as city centres. The EcoBoost engine helps extend the range to around 310 miles.

Why an electric ‘White Van’?

The more I travel around the UK, Europe and beyond the more I see cities moving towards discouraging the use of what is considered high polluting vehicles. The ‘white van'(other colours available and widely used).  Is the backbone of delivery and tradesman the world over.

The panel style van in all its various forms and sizes is what keeps many businesses running. If the demonised diesel workhorses are forced out of our cities many of the everyday things we take for granted would become impossible.

Electric would seem to be the perfect answer to this approaching question. The always available torque characteristics of electric vehicles lends itself well to loads sometimes approaching 3.5 tonnes. The ‘zero emissions’ within our already packed cities will be welcomed and greatly improve on air quality for those living or working in these areas.

I am certain that over the next few years many of the big names will be bringing all-electric vehicles to the market and in no time it will be the norm to see these quiet vans nipping around.

Charging and day today.

As the panel style van is generally rear-wheel drive the current configuration allows for many more battery packs to be accommodated in the floor. They are of course quite a bit longer than the average car so again more batteries are an easy fit. Even with the additional weight and load on the motors, a 500-mile range vehicle should be no issue and up to 1,000 miles on a single charge is within our grasp. this should make them more than capable of fulfilling any task the current fleet of ‘white vans’ perform.

The Person Idea/Project #vanlife.

in 2014 I bought a Mercedes Sprinter 311 CDI. I converted it into a camper and have since travelled much of Europe and the UK.  A couple of years ago I started mulling over an idea, would it be possible to take the running gear from a Tesla and fit it to a chassis like on my Mercedes Sprinter?

If so how well would it work? My poor little 2.1 diesel engine does an amazing job assisted by its little turbo considering my build is not too far from the 3.5-tonne limit and has pulled me up and over the Alps, through snow, mountains and forest tracks.

But imagine something like a Tesla Model S P100D as a donor. 4wd, The ladder-style chassis would easily accommodate the battery pack under the floor and I imagine possibly 4 or more sets of battery packs. Some modification to the motor ratios to give a little more torque and less top end.

There is plenty of real estate on the roof for solar panels. At the moment I use 1 x 160w through leisure batteries this is sufficient for lighting, tv, charging various things and just day to day. The panel I use if not so high tech but even based on this type of panel you could get 1,000w worth of panels up there. This may not be enough to exclude the need for charge stations but it would go some way to extending the range especially in places like California. Newer technology solar panels would generate significantly more and for less additional weight also. 

I would still love to make this a real project and create an ultimate all-electric camper. If any of you have any ideas or thoughts you would like to share please get in touch. email: tesla-van@bryanfarrell.co.uk.

The Equipment I’m using.

160w solar panel, 20A MPPT charge controller with 3 115A/h 12V deep cycle lead-acid leisure batteries. The system works quite well most of the year in the UK.

When travelling around the south of Spain through winter it was more than sufficient but I was only running 12v lights, a few USB ports for phone/iPad charging and a 600w inverter for TV, Laptop and PlayStation. I still had to be a little mindful of my usage and if I was back in the UK during winter I’d probably only manage lights and phone charging.

My next build will be different.

First I think I’d opt for a 24v system with a 12v option step down for flexibility if I have any 12v needs. I’m happy with the MPPT controller so I’ll stick with that but I’d at least double up on the solar cells and look for a Lithium Iron battery option.

My Recommended build would be.

2 x 200w Solar Panels.

400w is a bit of a big jump from 160w but because I spend most of my time in the UK you need to grab as much light as possible.

MPPT Charge Controller.

This is the charge controller I have have been using for the last 4 years and as I’ll be feeding the 400w in at 24V it will be suitable, I’d have to upgrade if it was 12v because if the increased Amps.

2x 100Ah 12V LITHIUM LiFePO4 Batteries.

It sounds like a step down from 345 A/h to only 200A/h but LiFe has around double the usable capacity of lead-acid. If it’s not enough it’s easy enough to add two more batteries but this should comfortably give me about 2000Wh per day without cycling the batteries too deeply.

24v 2000W Pure Sine Wave Inverter.

24V inverters are a little better on efficiency and I’d suggest paying the extra for a “pure sine wave” for running a laptop, TV and fridge.

DC 24v to DC 12v Step Down Converter.

I use a few 12v USB & cigarette lighter style connectors so having the option for 12v could prove useful and these are a simple and inexpensive part so it makes sense to have the option.

There are of course a few other things you should consider. A low voltage disconnect and a low-temperature sensor. Running your batteries too low will damage them and if you try to charge LiFe below freezing you’ll cause them some damage too.

There are heating systems you can consider that will automatically come one below a set temperature and also look at the other side of the scale and consider cooling and ventilation for when you are in warmer climates.

Totally off the grid.

For me, this where this idea was originally born.  The idea that I could travel up to 1,000 miles is an all-electric campervan, park somewhere beautiful for a few days as the solar panels recharge the battery cells. Work and explore new places before moving on and discovering more of our world. I get to do this pretty well now and my little 2.1L turbo diesel has hauled this shell for more than 250,000 miles only deciding a hand full of times that it wants to take an unscheduled stop and have a minor part replaced.

Maybe this is where electric just isn’t ready for the long haul, or maybe the maintenance infrastructure isn’t yet in place………….

A vision of the future?

In theory, electric vehicles are more suited to a modular manufacturing and maintenance regime. Battery packs made from many hundreds of 18650 cells, sealed unit motors. It is conceivable that the service schedules we are already accustomed to with the good old internal combustion engine will morph into the new electric vehicle schedules.

6 monthly oil and filter changes make way for power pack diagnostic and swapping out of a few failed cells.

Timing belt replacement is replaced with electric motor swaps and the average mechanic no longer goes home with oil in his fingers.

Change is coming and I look forward to seeing what form it takes. I would love to see Mercedes and Telsa team up and build this vision. Imagine an AMG version ripping down a drag strip at sub 9 seconds.

If Mercedes want to donate a nice new Sprinter LWB and Tesla a P100d I’ll find a way to marry the two into something beautiful.

30 October.

Winter is coming to England, the clocks have gone back and my thoughts have turned to getting away. This year I think I will leave the van behind this winter, at least for the first part. I have a wedding booked for the 21st December so I have to be back in the UK a few days before that and I’ll need my van when I’m back here.

I think I’ll take a flight to Barcelona and maybe even find some work there. It will be nice to be back in the UK and with family for Christmas. If possible I’ll head back to warmer weather between Chrismas and New year. Depending on how long I’m planning to be away I might take the ven.

My single 160w solar panel doesn’t cut it at the moment, some of that is being in England in the winter but also I suspect at least one of my batteries isn’t what it used to be and is probably draining the system. The van is in need of some TLC and I must take some time to address the growing list of jobs.

If you have stumbled across this and are also looking for a photographer, especially if you are getting married please take a moment to have a look at my work here. I am better at taking pictures than I am at predicting future motoring trends. 

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