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Among the general public, the longwheelbase, high-roof Mercedes-Benz Sprinter 311

27th March 2008, Page 34
27th March 2008
Page 34
Page 35
Page 36
Page 34, 27th March 2008 — Among the general public, the longwheelbase, high-roof Mercedes-Benz Sprinter 311
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CDI panel is the archetypal White Van Man's machine. But labelling it as such doesn't do justice to one of the market's strongest products.

The Sprinter arrived in 1995, replacing the Ti with the 208D at 2.6 tonnes and the 308D for the 3.5-tonne range complete with a 2.3-litre, four-cylinder engine. It soon became a mainstay of the next-day and home-delivery markets because of its comfortable driving experience and — with the optional 122hp, 2.9-litre, five-cylinder 0M602 engine on board — swift performance.

In 2000, the upgraded 2.1-litre. four-cylinder 311 CD] made an impact with three power ratings, and benefited from huge fleet acquisitions among parcel and rental businesses.

This was replaced in 2002 by the 0M611 common-rail diesel tuned to 80, 107 or 125hp. which raised power by 6% and torque by 7% across the board.

Here, we test a mid-range 107hp 2.1 panel van. MD55 SXK develops 270Nm of torque and has a five-speed transmission. There are two retrofit items: an alarm system and a full bulkhead. The loadspace is ply-lined, and access is through a side door or twin rear doors.

This model was registered in February 2006 with more than 67,000 miles on the clock, and Mercedes is asking for £13,250 ex-VAT. For comparison, CAP puts a retail price for an equivalent van with 30,000 miles at £545 more, and one with 80,000 miles at £1,255 less, Our test van, available through Mercedes-Benz Approved Used Commercial Vehicles, comes with six months' warranty, an oil and filter service and a full inspection.

On the road While those dealing in second-hand vans, and presumably those buying them, prefer the 120hp± engines, the lesserpowered version is suitable for many applications. However, because of its output and mileage, we weren't sure what to expect from this example. A quick way to find ut if you're not an expert is to visit www.usedvanexpert.com there you can find out what to look for in a specific pre-owned todel. Log on. register and you'll get 10 free downloads on fly make of car or van. The site works with a wide-ranging etvvork of workshops to identify any mechanical issues. It xplains how to look for faults and what discount to negotiate then haggling with the vendor. It helps users to identify any teak areas of a mechanical product — and everything has its chilles' heel.

For the Sprinter, we followed the site's advice and checked he air filter, then tested the balljoints by assessing play on the teering wheel and listening for knocking from the suspension rver speed bumps.

The engine was clear of leaks, dispelling any fears of njectors or the fuel pump failing. Its power delivery across he range was line, and the propshaft didn't clunk, nor did the an vibrate, which would have suggested it was on the way )ut. Not that we would expect Mercedes to market a vehicle ;howing any sign of these faults — the website is more to do vith giving the buyer the best information possible.

With a full load, there was a slight dip in power on the steep :.limbs across mid-Wales. On lesser slopes, the engine picked straight away and the ascent up Dolfor Hill was strong. ThL ;Lion, sharp haul up Dinmore Hill was interrupted at the peak, Is the lanes reduce from two to one, but its climb was still >trong for a mid-powered van. Peak torque of 270Nm came in between 1,400 and 2,400rpm, a wide enough spread for the driver to get the best from the driveline. It helps that the engine will dig in when the going gets tough.

Power faded quickly past the top end of the torque arch and it dropped like a stone if we left any change too long. To help the clutch out, the transmission has an overdrive top, with fourth being direct, which also helps to keep the revs down at I12km/h (70mph) on the motorway.

Productivity

At first glance. the figures seemed surprising. When we ran an identical vehicle around the Kent route (CM 29 November 2001), it delivered 28.5mpg (10.114/100km) at an average speed of 61.6km/h (38.3mph). We considered that to be a strong return, fully freighted. A slightly lower and shorter version with the same engine. but a revised cab and exterior (CM 10 April 2003), brought that figure up to 31.3mpg (11.11it/100km). The more aerodynamic set-up and less metal should be taken into account.

Taking into account both the A-road and motorway sections, MD55 SXK achieved an overall fuel consumption figure of 31.2mpg (9.11it/100km), Travelling from Hinckley to Ross-on-Wye produced a handy 26.25mpg (10.71it/ 1001cm) at 69.3km/h (49.3mph) through some tough terrain. On the motorway section, the Sprinter achieved an average speed of 97.2km/h (60.3mph), which produced 48.1mpg (5.91it/100km). There were some delays on the M5 as it joined the M42, and on the M42 as we approached rush hour, but neither harmed the figures too much.

Overall the motorway section, from the start of the M50 via the M5, M42, M6 and M69 back on to the A5 to Hinckley, is 153.6km (95.38 miles) and we used 9.02 litres of fuel while driving at an average speed of 98.15krn/h (61mph).

Cab comfort By today's standards, the interior looks dated. This is no-frills cab; manual windows, no central locking, manually adjusted wing mirrors, no air-con and only a radio-cassette player for sounds.

This example is clean, however, and there are no squeaks from anything associated with the manufacturer. The aftermarket bulkhead did make a noise. however, especially towards 112k m/h (70mph), but the radio did a good job of drowning it out.

The alarm caught us out initially, as it's hard to tell whether it's activated or not — especially as you can start the engine with the siren blaring away. The steering wheel doesn't adjust and the mirrors aren't the greatest. Clearly, this vehicle was specilied to work rather than provide comfort and extras for the driver. It's a threeseater, although the middle occupant would need to be a jockey to have a comfortable trip over any distance. The accommodation is roomy for two, tight for three. Even the gear shifter, mounted on the dash, offers little extra floorspace. For the driver, though, there's plenty of elbow room. The seat is comfortable and easily adjusted, while every switch, nook and cranny can be reached without having to stretch. IN


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