AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

UN leads IN range change

18th May 1995, Page 32
18th May 1995
Page 32
Page 33
Page 32, 18th May 1995 — UN leads IN range change
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

by Colin Sowman IN The TIN Sprinter van marks the start of a three-year programme during which Mercedes will replace its entire European CV range. Before the end of the year it will launch an 800kg payload van produced in Vitoria, Spain.

By installing 260 robots in the Dusseldorf plant, setting up just-intime deliveries and halving the number of components in the range, Mercedes has cut the Sprinter's production cost by 40% compared with the old Ti. M-B UK managing director Hans Tauscher says: "We are deeply unhappy" about the price of the pound, but "we have to be competitive—even if it lasts another year, we can't bump up the price and price ourselves out of the market."

Mercedes expects to take 10% of the UK van market this year, improving to 12% (14,000 units) by 1998. The Dusseldorf plant can produce 100,000 units a year.

Nine basic models run from 2.59 to 4.6 tonnes, including standard and high-roof panel vans, chassis-cabs and crewcabs. The lightest versions are only available as short-wheel

base panel vans; we'll have to wait a few months for the 4.6tonners and the crewcabs.

Wheelbase options are 3.0, 3.55 and 4.03m on chassis-cabs and vans; the high-roof van option costs an extra £1,040 and increases the ceiling height from 1.63m to 1.85m (the high roof is standard on the longest wheelbase).

Overall height has been reduced by lowering the floor height to 660mm. This gives load volumes from 7m3 to 13.4m, easily beating the old Ti's 11.4m3. However, bodybuilders planning on a flat floor will find the wheel arches are larger than on previous models.

Twin opening rear doors and a sliding nearside door are standard. The rear door aperture is 1.56m wide by 1.54m high with the standard roof (1.77m with the high roof). Side doors are all 1.045m wide by 1.52m high, regardless of the roof option. The rear doors are pressed with window apertures but only the 2.6-tonne models come with windows as standard. On other models the apertures are normally filled by bonding in steel panels, leaving glazed rear doors as an option.

Bulkhead choices include full unglazed (£180), glazed with side window (£388), and halfheight with access (which means doing away with the dual passenger seat).

Mercedes quotes kerbweights from 1.7 to 2.22 tonnes with payloads from 865kg (on the petrolengined 214) to 2.5 tonnes. Highroof options reduce payload by 20kg on the 3.00m wheelbase and by 25kg on the 3.50m. A wooden floor will be standard on all panel vans with lashing points in the side walls.

Three engine options are available: • 2.9-litre five-cylinder charge-cooled DI diesel (121hp);

• 2.3-litre four-cylinder IDI diesel (78hp);

• and 2.3-litre four-cylinder petrol (141hp). The turbo-diesel makes do with oil changes every 22,500km; intervals for the other two have been extended from 10,000 to 15,000km.

The petrol engine is confined to the short-wheelbase 2.6-tonne panel van but naturally aspirated diesels can be specified up to 35 tonnes in all van and chassis variants. Mercedes claims fuel consumption is reduced by up to 15% while maintenance and repair costs are halved.

The Sprinter has independent suspension at the front with a separate stabiliser option for vehicles carrying high CofG loads. Rear suspension is by lightweight parabolic springs which are said to be "virtually noise-free". The track is 1.630m at the front and rear.

In the UK disc brakes all round are complemented by fifth-generation ABS as standard—except for 2.6-tonne models, where it is optional.

The ABS can also be used to enhance traction and track-holding by means of an "electronic braking differential". A mechanical diff-lock is available as an option.

Two new five-speed overdrive transmissions are specified: the G16-5 and the G28-5, both with a top-gear ratio of 0.78:1. The G16-5 is used on the lower-powered diesel with the G28-5 behind the direct-injection diesel and petrol engines.

Mercedes' four-speed automatic transmission can be specified with the two more powerful engines.

Manual transmissions use a single-plate dry clutch with hydraulic actuation, Depending on the engine, clutches between 228mm and 250mm are used. Diesel engines use a two-mass flywheel as a vibration damper. Van versions have the choice of at least two axle ratios, in some cases there are three. Mercedes is claiming a first for the Sprinter in that the headlamps' low-beams remain on when the high-beams are activated.

To cope with the increased power consumption the Sprinter comes with a 90A alternator and a 66Ah battery (88Ah on the turbo-diesel). A pneumatic headlamp range adjuster which acts on all lighting elements simultaneously is standard; a high-pres sure headlight wash is optional.

Maintenance and servicing time has been reduced by 35% compared with old Ti, says Mercedes, while repair costs are down by 20%. Servicing intervals have been extended from 30,000km to 45,000km. All access to the engine is now through the bonnet but Mercedes claims that the standard time for a major service has still been reduced by 37%. Gearbox and rear axle oil level cheeks have been deleted for minor services and lubrication points halved.

In designing the Sprinter Mercedes has retained the traditional driveline but moved the passenger compartment backwards to remove the engine protrusion and increase cross-cab access. This has also led to an angled bonnet, giving improved visibility, and a claimed drag coefficient between 0.33 and 0.36. Repositioning the driver also means the gearstick for the new five-speed transmissions (without dogleg) is much further forward.

With power steering as stan

dard across the range a smaller diameter four-spoke steering wheel is fitted with an airbag as an option. UK-spec vehicles will have twin passenger seats as standard.

On vehicles above 3.5 tonnes a flat-design tachograph with electric disc feed is fitted; this is optional on lighter vehicles. Few drivers will mourn the demise of the single multi-functional stalk in favour of a more conventional twin-stalk set-up. Everything over 2.6 tonnes gets a rev counter.

Storage takes the form of a large glove box in front of the passenger and compartments in the lower sections of the doors; tools are stored under a plate in the passenger's footwell.

To help meet its sales targets Mercedes will offer two no-frills entrylevel vans, the 214 and the 2081) at 2.59 tonne GVW, with prices starting at ,E12,610 (still higher than entry-model Transits). These base models do without a number of

features standard on the rest of the range, including ABS, rev counter, combined rear step/bumper and 2700 opening rear doors. The foldback doors are also not available on the 3m wheelbase where they stop at 1800

Moving up to 2.8 tonnes takes the price to just over 115,000, but gets you all the standard features listed above. At. the top end of the range the twin-wheeled 412D can set you back over £21,500. Chassis cabs start at £13,700.

DRIVING IMPRESSIONS We will soon carry a full roadtest on the new Sprinter but can already report that it doesn't appear to have suffered in the conversion to right-hand drive.

The first thing to strike T1 veterans is the lack of an engine hump and the repositioned gear lever. Twin stalks complete the transformation from old but faithful to new and desirable. Fit and finish don't disappoint.

Moving off in the turbo-diesel reveals a first gear that is low as the old model and a clutch that could still be lighter. The blown engine is extremely lively and well suited to hard work. At around 1,400rpm the turbo starts to make its presence felt—it really comes on-song about 2,000.

The engine is flexible enough that, with a light load on board, we were able to cover most of Mercedes, Highlands route in the top three gears. Shifting gears is much easier with the repositioned stick; it's closer to the driver's knee than his hip so you never have to push it behind the body line like the old Ti. The shift is also sweeter than on previous models, The TIN seemed quieter than its predecessor, possibly due to the more slippery design. But, despite being in an enclosed cab, the hard edged engine note was noticeable—as was the turbo whistle. Conversely the four-pot engine, despite pulling an opencabbed panel van, seemed less intrusive (it was also a less impressive performer). The

jump from one engine to the other is wide indeed: perhaps an intermediate option would be useful.

Ride and handling on the long-wheelbase versions was taut without being hard; the shorter van gave an initial impression of being light at the front end. The multi-adjustable seat is firm, as you would expect from Mercedes, but it lacks the inflatable lumbar support which is available on the marketleading Transit.

Visibility is much improved with reasonable mirrors that can be set on extended arms to see round large bodies.

Tags

Organisations: United Nations
Locations: Vitoria

comments powered by Disqus