Introduction
The entire Sprinter series from 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 clear-glass 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 60,000km and oil changes to 30,000km.
Operators have a choice of panel vans between 2,590kg to 4,600kg GVW, and chassis cabs from 2,800kg to a range topping 5,990kg. Payload is wide-ranging enough for the weight conscious, starting from 795kg for the smallest panel van rising to 3,665kg for the largest chassis-cabs.
Those looking to ?cube out? will probably be more interested in the maximum wheelbase (4,035mm), 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 OM611 producing 82hp, 109hp and 129hp respectively, and the five-pot OM612 diesel returning 156hp. The four torque ratings are 220Nm, 270Nm and 300Nm for the OM611 and 330Nm for the biggest engine. The petrol version is the M111 E with a 143hp rating and 215Nm of 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 exception from the London Congestion charge.
Transmission options are now the standard five-speed manual gearbox, supported by the choice of the Sprintshift option or the S-class five-speed torque-converter automatic, which identifies driver techniques and style to 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 ?19,250 (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 compares favourably, edging out the Citro?n Relay 1800 2.2 HDI (CM 2-8 Jan), and the Vauxhall Movano 2.5 (CM 10-16 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 144.2km circuit. Being a shorter and lower vehicle, it has less steel, metal and plastic than the Relay and Movano so its 1,555kg payload compares nicely, although the 3.75m wheelbase Ford Transit 350LWB 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.
