On The Road
The problem with a high-powered van is that you are tempted to use all that power – all the time. So what is the 311 like? Well, it’s actually a bit of a pussycat. The engine has a fantastic spread of power – the torque “peak” lasts from 1,400 to 2,400rpm, and then torque runs slowly down to peak power at 3,800rpm, where it is still putting out 200Nm. This encourages a relaxed driving style, where you can stay in high gear for an awfully long time: in fact, the engine could have pulled a slightly taller drive axle ratio, even with this body. The engine’s low-revving nature also reduces noise levels, though the 311 was just a fraction louder inside than the whisper-quiet 313.
But if you do need to change down a gear, the new gearbox and the dash-mounted gear lever make it rather easier than before – the throw is much shorter and quicker. The real bonus, though, is in better cross-cab access and more comfort for a centre passenger.
Mercedes’ all-disc brake setup is a terrific performer, with peak retardation readings of at least 80% at all tested speeds; some of the best figures we have ever seen. However, the Merc retains the long-travel brake pedal which some drivers dislike – but which feels just right to a regular trick driver. This is probably what gave rise to tales of inadequate braking in earlier Sprinters – we suspect that some drivers were simply not prepared for going faster in a van than they ever had before.
The handling of vans has improved markedly in recent years, and the Sprinter is par for the course. It loses a little in motorway stability when compared with the Renault Master, and the body occasionally feels rather too big for the chassis. The ride is not as soft as some in town, but it presents a decent compromise on tighter A-roads and the turning circle is excellent.
Cab Comfort
For all our talk of engines, the cab is where panel vans have really progressed in the last few years. Vans now have widely-adjustable seats, effective heating and ventilation, and “luxuries” like a radio as standard. And noise levels have been reduced to the point where you can actually hear that radio (as long as you have fitted a full bulkhead – you have, haven’t you?) Best of all, twenty-first century vans tend to have plenty of storage space in the cab: cubbies, cupholders, cargo nets and clips.
The Sprinter set the standard for interior stowage back in 1995, but it has lost ground. The facelift delivered plenty of improvements but the stowage that is available is often impractical – DIN-sized niches rather than phone-shaped cubbyholes, for instance. The door pockets are too shallow for drinks bottles, while the “bottle holder” behind the driver’s seat is pretty impractical. And we still haven’t found a good use for the opening lower panel in each door – how big a First Aid kit do you need? Still, at least there are cupholders and a handy document clip.
Our group van test earlier this year indicated that the Merc’s plastic trim isn’t quite as good as that of some of the opposition (notably the Sevel models from Fiat, Citroën and Peugeot). One other irritation was the bulkhead, which squeaked fiercely.
The facelift did bring the Sprinter’s heating and ventilation bang up to date (just remember to read the manual first) and delivered more comfortable and supportive seats all round – with slightly less offensive upholstery than before. More usefully, the latest Sprinter’s instruments and controls are all commendably clear.
