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T D he entire Sprinter series from
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Page 34
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Mercedes-Benz covers a wide range of possibilities. Supported by the soon-to-be-revamped lightweight Vito panel van range below it and the heavyweight Vario above, the middleweight van takes on a host of guises, shapes and sizes: as a panel van, or with a chassis cab or crew cab.
Mercedes-Benz holds an illustrious place in vehicle manufacturing as it not only produces sleek saloons and sports cars but it also builds a full range of commercial vehicles. No-one else can claim this directly without a supporting history of mergers, takeovers and parent companies.
What's more, the CV products are trading increasing levels of technology with the car division—note, for example, the direct lifting of the five-speed torque-converter automatic transmission from the S-Class car line-up into the revamped Sprinter driveline.
Product profile
In a nutshell, Mercedes-Benz has given the exterior of the Sprinter a facelift while revising the interior and modernising the driveline's performance. On the outside there are dearglass headlamps, white two-tone tail-lights, and white indicator lenses. The radiator grille is more compact and the air intake below the windscreen has been widened.
Inside the cab, the dash is sleeker with storage space increased thanks to an optional extra shelf fitted above the windscreen; the two-litre bottle holder is still to be found behind the driver's seat, though, rather than on the door pockets.
Further performance-based improvements on the Sprinter include the computerised Service Assist system, which extends vehicle servicing to 6 o,000km and oil changes to 3 o ,00 °km.
Operators have a choice of panel vans between 2,59 okg to 4,6 ookg GVW, and chassis cabs from 2,800kg to a range topping 5,99okg. Payload is wide-ranging enough for the weight-conscious. starting from 795kg for the smallest panel van rising to to 3,665kg for the largest chassis cab.
Those looking to 'cube out' will probably be more interested in the maximum wheelbase (4,025mm), available on the panel van and chassis cab rather than the minimum 3,000mm option for each specification.
To complement the choice of weights, payloads and wheelbases, Mercedes has also built up an impressive array of engines—four diesels and a petrol—to make sure the customer has every conceivable option for their specific operation.
The diesel engines are the highly torqued common-rail injection CDI four-cylinder 0M611 producing 82hp, io9hp and 129hp respectively, and the five-pot OM 612 diesel returning 156hp. The four torque ratings are 22oNm, 270Nin and 300Nm for the 0M611 and 330Nm for the biggest engine. The petrol version is the Mu' E with a 143hp rating and 215Nm torque extended over 3,200 and 4,700rpm, nearly two-and-a-half times broader than the diesel options.
Mercedes is also offering factory-built LPG (liquid petroleum gas) and CNG (compressed natural gas) alternative dual-fuel engines based on the four-cylinder petrol engine for the 214, 314 and 414 vans. The engines will start up on petrol before switching automatically to LPG or CNG. This system is Band 4 approved, so fitting it attracts a 70% grant, and it qualifies for exemption from the London congestion charge.
Transmission options are now the standard five-speed manual gearbox is now standard, supported by the choice of the Sprintshift option or the S-Class five-speed torque-converter automatic, which identify driver techniques and style and tailor the gear changes to match.
Mercedes has not held back on the extras for our test vehicle, either. It has a basic list price of ii9,25o (ex-VAT) with options including a metallic paint job, and a top-quality braking package comprising ABS, acceleration skid control (ASR) and the electronic stability program (ESP).
The German manufacturer is proud to announce that it is the first van producer to install ESP, which will go in free-of-charge when you specify the ABS package. At the back of the van, Mercedes has put the rear step as an extra. Complete with interior options, the total package comes to £22,292
(ex-VAT).
Productivity
With the launch of new engines and products, CM's roadtest vault is consistently updated but, as always, the specifications for direct comparison is difficult—mainly thanks to the wide options available for all 3.5-tonne vans. Here is a case in point, as CM compares a low-roof 3.5m wheelbase panel van Sprinter against taller and longer rivals that have a bigger aerodynamic footprint.
With that in mind, the 31.3mpg laden fuel consumption for the revised Sprinter ,C0111pares favourably, edging out the Citroen Relay 1800 2i H D I (CM 2-8 Jan), and the Vauxhall Movano 2.5 (CM io-16 Oct 2002). The majority of vans that come to test do so with little or no mileage on the clock, so these figures should improve: another point confirmed when we put long-term test vehicles around the Kent route. This Sprinter is with us for six months, so CM will keep you updated on its
improvements. The average speed for the 311 was significantly quicker than its contemporaries too, clocking 67,7km/h fully laden around the 144.21cm circuit. Being a shorter and lower vehicle, it has less steel, metal and plastic than the Relay and Movano so its 1,5551(g payload compares nicely, although the 3.75m wheelbase Ford Transit 350 LW I3 120 (tested back in July 2000) was just three kilos shy of the Sprinter's payload potential.
Unusually, Mercedes has removed the mileage restrictions or guidance scheme from its warranty and is offering three years' bumper-to-bumper unlimited distance for the operator, allowing easier vehicle management on warranty for the end-user.
On the road
At 3.5-tonnes, the engine on offer for the standard panel van is around the nohp mark, give or take a few hps. Here we are offered the to9hp version for the 211, 311, and 411 series van and it matches up nicely. With a full load, the engine just about delivers consistent power to keep the vehicle moving up the M2o without suffering too much, and its climb up Titsey Hill was very impressive.
The 27oNm peak torque spread between 1,400 and 2,400rpm is wide enough for the driver to get the best from the driveline. The engine digs in well in the bottom half of the torque band on sharper hill climbs but, if the revs are falling away or zooming through the top end, then you must either exercise self-control or change gear. At either end of the scale, the torque falls away quite quickly so hammering it past 2,400rpm or letting it lug below 1400rpm is not only futile, but also a waste of fuel.
The five-speed transmission is an overdrive top, with fourth being direct. This means in certain hill climbs on the road, the change between third and fourth can provide a wider gap than intended. Perhaps a six-speed would be better for an overdrive gearbox to cover all situations.
If you find that the top of third won't leap satisfactorily into the bottom end of fourth, then hold back till it does. Otherwise the engine will be out of the green zone and working significantly harder with little gain—see the comment on futility and fuel above. It has to be said that this only happened on a severe hill heading back into Sutton.
On the flat, the five-speed box gets you up to the national speed limit without any worries whatsoever, so deliveries should only be held up by the dense traffic in and around the capital and the traditional summer roadworks.
The optional braking package of ABS, ASR and ESP is a fairly tidy deal—the best compliment we can pay it is that we barely noticed the superior braking. It's designed to improve safety but, unless you come haring into a roundabout at 6omph, only to see someone coming in from the right, then you shouldn't need to rely on it.
If you stick to national speed limits, like 30mph in built-up areas and a child does run out in front of you, it's fair to say the chances of stopping sooner with this system are better. But with the reputation of white van drivers in this country, perhaps it should be standard.
Cab comfort
The revamping of the interior gives the Sprinter a sleeker look than in the past, with subtle links to the car range. The dash looks compact and smart with chic needles on the counters and subtle background colouring.
The choice of three seat upholsteries, Santos, Carat or the optional Blue-Grey, gives a more sedate interior environment and should age well compared with various attempts at injecting bright Euro-colour fashions in the past.
But the subtle links with the car range pretty much end there, with the bulkhead up against the three seats offering little if any variation on the seating positions for the driver or passengers. This Sprinter is called a three-seater, although your middle passenger would need to be the size of Frodo Baggins. Roomy for two, tight for three. All three-seater vans suffer from this however, and even having a dash-mounted gearstick does not offer much more comfort. For the single driver though, elbow room is pretty good. The seat is comfortable and easily adjusted, and every switch, nook and cranny is within touching distance from the seat without having to over-stretch. Above the windscreen is the optional extra-wide shelf which is ideal for maps, paperwork and jackets. There is even a tendency to forget what you have placed up there because it is out of sight, and therefore out of mind.
Mercedes has added optional extras like the CD system, a full bulkhead, interior shelf above the windscreen, central locking from any key lock, driver's airbag and electric windows. Which certainly improves things for the driver.
Summary
If a vehicle has been around for eight years, there's a tendency to look for its replacement coming over the horizon, but Mercedes' decision to freshen up the Sprinter's look and upholstery means there's plenty of life left in it yet. It is a strong competitor, which can punch its way through middleweight right up to cruiser weight at six tonnes.
This new look Sprinter 311 CDI produced a decent fuel result which may improve over the next six months while it spends more time in our company. The interior is very subtle and should age well. If we have one criticism, then it's a generic one about three-seater cabs not being comfortable for three people, otherwise the Sprinter 311 is as good as it gets.
• by Kevin Swallow