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t is tempting to judge a range of vehicles by

29th November 2001
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Page 30, 29th November 2001 — t is tempting to judge a range of vehicles by
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Which of the following most accurately describes the problem?

the most wellequipped, innovative or powerful member of the family— after all, these are the models which the manufacturers want us to see. But once in a while we get the chance to look at a more basic version, and see if it retains the qualifies of the top of the range.

PRODUCT PROFILE

Launched in 1995, the Sprinter was an instant success, as much for its storming performance as for the contrast with its lacklustre predecessor, the Ti. Here was a Mercedes van which needed to make no apology for its abilities, but could confront the rest of the 3.5-tonne pack—the front-wheeldrive Sevels as well as the rear-drive Transit— on their own terms. A rear-wheel-drive van with decent payload, acceptable load volume, a comfortable driving position and good road manners; all this and a three-pointed star, too.

But the Sprinter's engines were its trump card, particularly the OM 6 o2 five-cylinder turbo-diesel: rated at 122hp, it was then the most powerful engine available in a 3.5-tonner. Our roadtest of the Sprinter 312D in October 19 95 praised its "traffic-eating acceleration" combined with best-in-class fuel consumption.

Time moves on, and most of the opposition has done a good job of catching up. Power outputs have increased, of course—most manufacturers now offer a van rated at raohp or so—and more modern fuel injection systems have delivered more torque over a broader spread of revs.

When facelift time came last year, Mercedes did not rest on its laurels but gave the Sprinter an engine with all the right credentials: the OM 611 has common-rail fuel injection (for higher pressures and finer injection control),

it meets Euro-3 emissions standards and it is available in ratings of So, 107 and 125hp. Incidentally, all our power figures are in genuine imperial horsepower, rather than the more flattering "metric horsepower" (or PS) that Mercedes tends to use.

However you measure it, in its most powerful version the 0M611 puts out 6% more power and 7% more torque than the OM 602. The difference is that it's a four-cylinder unit of just 2,148cc—that's 25% less than the older engine. The new 2.7-litre five-cylinder unit (the OM 612) produces an astounding 15411p, while there is also a 2.3-litre petrol option rated at fvhp—but this produces less torque than all but the lowest-rated diesel.

In the 311 CDI tested here, the four-cylinder turbo-diesel puts out a more modest ro7hp, but 27oNm of torque—barely less than the older 312D. So although the 311 CDI is much lower in the pecking order than the 312D was, we can compare them quite closely.

Of course, the Sprinter's facelift means much more than new engines: there is a revised interior, a new gearbox (with a dashmounted gear lever) and a number of detail differences.

The options list is as comprehensive as ever, and it is quite possible to turn a reasonably-priced standard van into an immensely expensive showcase of air temperature gauges, heated seats and "luxury soft feel" dashboards. You can even specify a full fourwheel-drive system with a low-ratio transfer box, though it adds a heart-stopping f9,14o to the price. Fortunately, the list also includes practical options such as a differential lock, cruise control, alternative axle ratios, power take-offs and the Sprintshift six-speed automated gearbox.

Sadly, although AB S+AS R (anti-lock brake!, and an anti-skid system with traction control) is standard on more powerful Sprinters, it's a £682 option on the 3riC D I.

One thing you do get as standard is a cracking warranty: three years and unlimited mileage, with a year's servicing for free. Whc said the good old days were all that good?

PRODUCTIVITY

The bottom line is often fuel consumption and here we have to say we were just a tad dis. appointed by the 3rICDI's results on our Ken. test route. The figures were not bad by an means, but laden fuel economy just failed k match the 312D's (at a lower speed, too) However, both of the 31I's runs were affectec

by the ever-growing traffic on the route—and, in any case, the unladen figure was significantly better than the older vehicle's. We suspect that a less strenuous route would see the newer engine beating the older one.

The comparison with a more powerful variant of the same engine is interesting: when CM tested the Sprinter 313 CD! (with a similar body specification) last year, we obtained practically identical fuel consumption figures, albeit at a slightly higher average speed. But the o-80kmili acceleration time was only slightly better, and in-gear acceleration was, in fact, slightly quicker for the 311—although a better use of the gears probably helped.

The other advantage of new-technology diesels is in maintenance: the CDI engine needs an oil change only every 2 2,5ookm or two years—and the optional "Assyst" service computer allows service intervals of up to 40,000km depending on usage.

Many operators are less interested in fuel consumption or service times than they are in payload, and here the Sprinter loses out to comparable front-wheel-drive vans like the Master and Relay by at least mokg. It also has to give best to the Ford Transit (whether in frontor rear-wheel-drive form). Nevertheless, the Sprinter is still a fraction lighter than the Iveco Daily--a natural competitor.

Mercedes offers the Sprinter in a useful range of wheelbases and body heights, giving load volumes of between 7.0 and 13.4m3. This long-wheelbase van has the high roof (standard at this length), with a loadspace length of over 4.2m. The interior height is 1.85m, so most people will be able to stand up comfortably, while the loading floor height of 675mm (unladen) is not bad for a rear-wheel-drive van. The sliding side door is not full height, though—it gives an aperture height of 1.52 m.

In the loadspace, quality counts for nearly as much as quantity, and here the Sprinter satisfies too: a wooden floor with a non-slip resin finish is standard, as are sturdy lashing rings and surprisingly good lighting.

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 2,40orpm, and then torque runs slowly down to peak power at 3,800rpm, where it is still putting out 20oNm. 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 31T 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 Mere retains the long-travel brake pedal which some drivers dislike—but which feels just right to a regular truck 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 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 interim 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. Tim door pockets are too shallow for drinks bot ties, while the "bottle holder" behind the dri ver's seat is pretty impractical. And we stil: haven't found a good use for the open in lower panel in each door—how big a First AiC kit do you need? Still, at least there art cupholders and a handy document clip.

Our group van test earlier this year indi cated that the Merc's plastic trim isn't quite at good as that of some of the oppositior (notably the Sevel models from Fiat, Citroer and Peugeot). One other irritation was tht bulkhead, which squeaked fiercely.

The facelift did bring the Sprinter's heatir4 and ventilation bang up to date (just remem ber to read the manual first) and deliverec more comfortable and supportive seats al round—with slightly less offensive upholster than before. More usefully, the lates Sprinter's instruments and controls are al commendably clear.

SUMMARY

So how does a little 21-litre engine cope wit} a great big 3.5-tonner? The answer is: remark ably well. And in terms of real-world perfor mance the 311 CDI gives nothing away to it more powerful sibling (the 313 CDI), whit saving Li,5oo on the purchase price. Bette still, used vehicle specialists CAP are suggest ing that the public's perception of "white vat man" could mean the end of the fashion lo massively-powered vans—and that 125hr plus models could actually suffer in terms o residual values. The 3I1's insurance premi urns are likely to be a little lower too.

The Sprinter's payload is not the best, bu in all other respects the long-wheelbase 31 CDI performs well: it is a big-volume van wit] good performance and decent economy. Fel operators will be sorry to be seen owning Mercedes, and few drivers will be sorry to b seen driving a Mercedes. This is yet anothe Sprinter which stays at the head of the 3.c tonne pack. In the van, if you like.

• by Toby Clark

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