Introduction
It is tempting to judge a range of vehicles by the most well-equipped, innovative or powerful member of the family – after all, these are the models which the manufacturers want us to see.
But once in a while we get the chance to look at a more basic version, and see if it retains the qualities of the top of the range.
Product Profile
Launched in 1995, the Sprinter was an instant success, as much for its storming performance as for the contrast with its lacklustre predecessor, the T1. Here was a Mercedes van which needed to make no apology for its abilities, but could confront the rest of the 3.5-tonne pack – the front-wheel-drive Sevels as well as the rear-drive Transit – on their own terms. A rear-wheel-drive van with decent payload, acceptable load volume, a comfortable driving position and good road manners; all this and a three-pointed star, too.
But the Sprinter’s engines were its trump card, particularly the OM602 five-cylinder 2.9-litre turbo-diesel, rated at 122hp, it was then the most powerful engine available in a 3.5-tonner. Our roadtest of the Sprinter 312D in October 1995 praised its “traffic-eating acceleration” combined with best-in-class fuel consumption.
Time moves on, and most of the opposition has done a good job of catching up. Power outputs have increased, of course – most manufacturers now offer a van rated at 102hp or so – and more modern fuel injection systems have delivered more torque over a broader space of revs.
When facelift time came last year, Mercedes did not rest on its laurels but gave the Sprinter an engine with all the right credentials: the OM611 has common-rail fuel injection (for higher pressures and finer fuel injection control), it meets Euro-3 emissions standards and it is available in ratings of 80, 107 and 125hp. Incidentally, all our power figures are in genuine imperial horsepower, rather than the more flattering “metric horsepower” (or PS) that Mercedes tends to use.
However you measure it, in its most powerful version the OM611 puts out 6% more power and 7% more torque than the OM602. The difference is that it’s a four-cylinder unit of just 2,148cc – that’s 25% less than the older engine. The new 2.7-litre five-cylinder unit (the OM612) produces an astounding 154hp, while there is also a 2.3-litre petrol option rated at 141hp – but this produces less torque than all but the lowest-rated diesel.
In the 311 CDI tested here, the four-cylinder turbo-diesel puts out a more modest 107hp, but 270Nm of torque – barely less than the older 312D. So although the 311 CDI is much lower in the pecking order than the 312D was, we can compare them quite closely.
Of course, the Sprinter’s facelift means much more than new engines: there is a revised interior, a new gearbox (with a dash-mounted gear lever) and a number of detail differences.
The options list is as comprehensive as ever, and it is quite possible to turn a reasonably-priced standard van into an immensely expensive showcase of air temperature gauges, heated seats and “luxury soft feel” dashboards. You can even specify a full four-wheel-drive system with a low-ratio transfer box, although it adds a heart-stopping £9,140 to the price. Fortunately, the list also includes practical options such as a differential lock, cruise control, alternative axle ratios, power take-offs and Sprintshift six-speed automated gearbox.
Sadly, although ABS+ASR (anti-lock brakes with an anti-skid system with traction control) is standard on more powerful Sprinters, it’s a £682 option on the 311CDI.
One thing you do get as standard is a cracking warranty: three years and unlimited mileage, with a year’s servicing for free. Who said the good old days were all good?
Productivity
The bottom line is often fuel consumption, and here we have to say we were just a tad disappointed by the 311CDI’s results on our Kent test route. The figures were not bad by any means, but laden fuel economy just failed to match the 312D’s (at a lower speed, too). However, both of the 311’s runs were affected by the ever-growing traffic on the route – and, in any case, the unladen figure was significantly better than the older vehicle’s. We suspect that a less strenuous route would see the newer engine beating the older one.
The comparison with a more powerful variant of the same engine is interesting: when CM tested the Sprinter 313CDI (with a similar body specification) last year, we obtained practically identical fuel consumption figures, albeit at a slightly higher average speed. But the 0-80km/h acceleration time was only slightly better, and in-gear acceleration was, in fact, slightly quicker for the 311 – although a better use of the gears probably helped.
The other advantage of new-technology diesels is in maintenance: the CDI engine needs an oil change only every 22,500km or two years – and the optional “Assyst” service computer allows service intervals of up to 40,000km depending on usage.
Many operators are less interested in fuel consumption or service times than they are in payload, and here the Sprinter loses out to comparable front-wheel-drive vans like the Master and Relay by at least 100kg. It also has to give our best to the Ford Transit (whether in front or rear-wheel-drive form). Nevertheless, the Sprinter is still a fraction higher than the Iveco Daily – a natural competitor.
Mercedes offers the Sprinter in a useful range of wheelbases and body heights, giving load volumes of between 7.0 and 13.4m3. This long-wheelbase van has the high roof (standard at this length), with a loadspace length of over 4.2m. The interior height is 1.85m, so most people will be able to stand up comfortably, while the lading floor height of 675mm (unladen) is not bad for a rear-wheel-drive van. The sliding side door is not full height, though – it gives an aperture height of 1.52m.
In the loadspace, quality counts for nearly as much as quantity, and here the Sprinter satisfies too: a wooden floor with a non-slip resin finish is standard, as are sturdy lashing rings and surprisingly good lighting.
