Mercedes-Benz needed a new van to conform with impending tougher safety and emissions regulations, but therein lay the problem. How do you follow a success story? According to M-B, the answer was "Part revolution and part evolution", John Fife was one of the first to drive the result.
The Mercedes-Benz Sprinter has been a hit ever since it was introduced 11 years ago. The van set new standards in build quality and driver comfort, while offering power with performance. In that time, 1.3 million units have been produced enhancing the reputation of this fast lane legend.
In other words, the current Sprinter will be a hard act to follow, and yet that's just what DaimlerChrysler have done, but it has cost them some £1.8 billion to develop the king's successor. The story behind that is contained in an exclusive interview with Peter Alexander Trettin (overleaf), but for now we'll concentrate on the new van.
Only thing is, there isn't much to tell. The full story was told last month when we reviewed the Volkswagen Crafter at its launch in Hamburg. Both Mercedes-Benz and Volkswagen have worked jointly on this project, much more closely than on the previous Sprinter/LT which was more of a badge changing exercise than a joint development. So apart from the front end body panels and the badges, the only real difference is under the bonnet.
The new engines are not so much 'new' as 'new generation'. The current four cylinder 2148 cc OM 646 CDI turbodiesel engine has been completely redesigned and heavily modified and comes in four output ratings, 65 kW (88 hp), 80 kW (109 hp), 95 kW (129 hp) and 110 kW (150 hp). The new engines not only deliver more power, they generate more torque with even the lowest powered option producing 220 Nm while the top of the range four pot has 330 Nm. That means the 110 kW version is just as powerful as the previous top of the range five cylinder Sprinter unit.
Mercedes-Benz is also claiming better fuel economy for the new engines but this was hard to assess on a limited run during the launch in Austria. Otherwise, the engines do what is claimed, pull well and fast! But the power hike doesn't stop there. There's another new engine, a 3.0-litre V6 unit developing 135 kW (184 hp) with 400 Nm of torque. The compact V6 is a thing of great beauty with an aluminium crankcase, a balancer shaft and two overhead camshafts per cylinder bank. And there's another bonus, it sounds as good as it goes, almost sexy with its low multi cylinder rumble.
And it's a good job it sounds good, for first impressions are that the new engines are a touch on the noisy side, but this assessment will have to wait for proper judgement when we get a full road test. In fairness to MB, the engines were brand new and after sitting in the luxurious cabins, perhaps expectations were running a little high. Seriously, if you could stick a car driver in one of these without telling him it's a van, he'd think he was still in bed dreaming. So maybe I'm being a bit harsh with noise levels but we'll wait for the full road test. Naturally, all engines have Euro 4 or EU 4/III low emissions rating and are equipped as standard with a particulate filter.
And there's more. As if the V6 diesel wasn't gutsy enough for the blue light fraternity, M-B has come up with another version, the M 272 V6 petrol option. The 3.5 litre power house has 190 kW (258 hp) with 340 Nm of torque. This engine first saw the light of day in the SLK sports car so while it may lack the sheer practicality and luggability of the diesels, it sure as heck raises the desirability stakes!
The V6 petrol comes as standard with a five-speed automatic transmission whereas the diesels have a manual six-speed gearbox. There will be no more 'Sprintshift' offerings, instead, M-B's commercial division has a done a deal with the passenger car side of the business to buy and use the saloon car derived five speed full auto box. They can do this because of the economies of scale. Rather than splitting resources between two 'automatic' gearboxes, the company can concentrate its efforts on making the best one better. And it really is a cracker. The M-B auto is just about the smoothest in the business, but if any accountants are sharpening their pencils out there, they needn't bother, M-B says the fuel economy difference between their auto and automated Sprintshift is negligible. However, the real beneficiary is the driver. But don't get the idea the new engines are all about speed. Power yes, pace no, because there are two versions of the manual gearboxes with different ratios, and three final-drive ratios are available for each model, so that buyers can specify what they need, rather than make do with what they can afford.
Safety
Naturally, safety is very much a priority at Mercedes-Benz an all new Sprinters including chassis cabs are equipped as standard with a new generation Electronic Stability Program (ESP&174;) known as ADAPTIVE ESP&174;. In addition to the usual parameters, this system is now also able to determine the mass and the centre of gravity, thereby responding to
empty, partially loaded and fully loaded vans.
This and other new functions allow the system to intervene with even greater sensitivity and precision in critical situations. Optionally, the Start-off Assist system AAS can be integrated in ADAPTIVE ESP&174;. This hill-start system prevents the vehicle from rolling downhill when the driver switches from the brake pedal to the accelerator during a hill start. To facilitate the manoeuvre, Start-off Assist maintains the brake pressure for up to two seconds after the service brake has been released. It feels a bit weird in first use but for the inexperienced cv driver it should make hill starts that little bit safer for following traffic!
As a mark of their faith in the new anti-skid and stability systems, Mercedes-Benz let us loose on a water-soaked handling track and a dry speed-slalom. Released from the restriction of public road speed limitations the performance and potential of the new drivetrains could be experienced in extreme situations. Personally, I was a bit too hamfisted in my approach to the water course and spent the time hopelessly trying to counter armfuls of oversteer, but under more normal conditions
the benefits of such a system should be a boon on Britain's crowded motorways.
Similarly, the lane changing abilities and anti-skid capability would avoid many potentially dangerous situations caused by other motorists. At no time did the van feel unsafe or out of control, although the M-B boffins stopped me from attempting a full roll-over simulation, but even there I reckon it would be pretty difficult to get a van into that situation. Ingeniously, the Driving Centre had set up a lane which was half wet and half dry, the inside wheels being asked to brake in the wet while the outer two were on a bone dry surface. Under normal conditions you would expect a van under heavy braking to spin like a ballet dancer, but not this one. Even fully loaded, the Sprinter pulled up in a straight line with only the chattering from the ECU and the shudder from the brakes and tyres to let you know that the system was well in control.
Body Options
The new Sprinter catalogue should make interesting reading when the van goes on sale later in the year for the options list will have to include almost one thousand different versions. There are three wheelbases 3250mm, 3665mm and 4325 mm with four lengths (in the case of closed-body versions) from 5243 to 7343 mm and three roof heights. GVW ratings range from 3.0 to 5.0 tonnes and the panel van range offers load space volumes from 7.0 to 17 m. Another practical innovation is the use of optional super-single rear tyres for the 4.6 tonne version. These 285/65 R 16 C tyres take up less room than twin tyres and therefore provide a greater loading width (1350 mm) between the wheel arches on the panel van. They also reduce rolling resistance. Coupled with the 1300 mm wide sliding door and the vertical van sides, new Sprinter has maximized an impressive amount of practical load volume within its footprint. Since the introduction of its first
generation in 1995, the Sprinter traditionally has played an important role in the van unit's success.
Wider Appeal
Last year, the Sprinter set a new record in its final year of production at the Dusseldorf and Buenos Aires plants with more than 167,000 units. The creation of a new manufacturing plant at Ludwigsfelde, in addition to established facilties at Dusseldorf, with a capacity for a total of 200,000 vans per year across both plants highlights Mercedes-Benz' faith in the
new product. A factor which is being reflected in the USA. Last year, 28,100 Sprinters were sold under the Mercedes-Benz, Dodge and Freightliner brands, a 49% increase over the 2004 total of 18,900 units. More recently, the company announced it will be dedicating its Charleston/South Carolina facility to assembly of the next generation Dodge Sprinter
van in response to growing demand in the North American markets.
Conclusion
First impressions are pretty damn good and I can't wait to get my hands on one for an extended period. Put it this way, if I had an S-Class sitting in the drive I'd be sorely tempted to ask for a tax disc refund during the course of the test period, because I know which I'd rather drive!
There is just one drawback, according to the wife, a van is not an acceptable choice of transport for going to weddings and funerals - perhaps Mercedes-Benz could now address this issue of public image and acceptability!
