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144 
MERCEDES-BENZ SPRINTER 616CDI
Page 42
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IPRICE OF CHASSIS-CAB: £25,945 (ex-VAT); Tipmaster body, £2,994 (ex-VAT). ENGINE: 2.7-litre,156hp (115kW). GM: 51990kg. PAYLOAD: 3,245kg (with 5ookg body). FUEL CONSUMPTION: 21.5mpg (13.11it/100km).
IIII anufacturers have always been keen to expand existing ranges into uncharted territory, but sometimes that expansion makes existing models obsolete. In the case of Mercedes, the arrival of a six-tonne Sprinter will eventually lead to the demise of the Vario 512D and 612D in all their forms.
Our experience with the Sprinter 416 (CM 14-20 Sept 2000) convinced us that this model could be developed way beyond the four-tonne mark: the Sprinter 6r6CDI (launched at the Frankfurt show earlier in the year to reach the UK just in time for the summer) confirms that theory.
All UK models come with a i56hp (115kW) engine, which is significantly more powerful then the 122hp on offer in the Vario 512D and 6120. The torque curve is impressively flat, with 33o Nm on tap between 1,400-2400rpm and a plateau that extends from just above the 1,200rpm mark to Over 2,800TM. Ifs laid down on the road via a five-speed overdrive/synchromesh gearbox. For some reason Mercedes has fitted this six-tonner with Vario/Atego tail-lights; otherwise it's pure Sprinter.
The basic price for the 3.5m-wheelbase version is £25,945 (ex-VAT); the 4.om option is £26,445. If you want the Tipmaster electrohydraulic steel body you'll need to find an extra £2,994 (ex-VAT).
The extra 5oomm also boosts the chassiscab's kerbweight by 40kg: the 3.5m-wheelbase version offers a body/payload allowance of 3,745kg. We were running at 5,99 °kg GVW, with the Sprinter chassis-cab taking up 2,245kg and the Tipmaster body weighing in at 5ookg to give a payload of 3,245kg.
This category is relatively new so we don't have much to compare that figure with, but the 6.5-tonne/r5ohp Iveco Daily 65C15 chassis-cab on a 3.45m wheelbase has a body/payload allowance of 4,310kg.
Productivity
When the Sprinter 616 tipper arrived at CM Towers we were pleased to note that it sported a tawny cover for the load area—this undoubtedly helped its fuel consumption, returning 21.5mpg around the Kent route on a mild but windy day.
It also recorded one of the slowest times yet, with an average speed of 62.6km/h (39mph), but this had much to do with the roadworks causing ever increasing congestion on the M25, combined with hordes of parents on their afternoon school runs.
On the road
We've come to expect comfort from an Mercedes-Benz and the 616CDI doesn't dis appoint. Drivers will have no cause to corn plain—the four-way seat and extensivi legroom helps makes for a good workinj environment.
With a GVW one empty pallet shy of Si; tonnes the 156hp engine copes well enough We lost a little speed when tackling the M2( and Az° hills but this is par for the coursi with the heavier vehicles over CM s traditiona 3.5-tonne route.
Manoeuvrability is good in tight situation but the width can take a little getting used tc The chassis-cab is 2,295mm wide, which doe not present any problems, but the body i rider so the wing mirrors have to be wider yet nd on narrow rural lanes they take a bit of a attering from untrimmed hedges.
The gearstick is mounted on the centre of ne dash and is easy to use, but the standard .125:1 axle ratio puts you in fifth gear before DU hit 40mph at 2,000rpm (to be fair this is ang in the middle of peak torque). Maybe lercedes set it up this way to suit arduous tersin or to improve fuel returns on shorter rban trips.
Travelling along the M25 at 70mph (yes you read that correctly) pushes the rev counter round to 3,5o orpm, near the top of the torque band. Mercedes might argue that its vehicles are not designed to be thrashed, but not all drivers will be paid by the hour.
Acceleration from a standing start is pretty brisk, but we can't help but wonder if it would be quicker without gear changes every few seconds. Fortunately the high revs that are sometimes called for don't spoil the working environment. This engine is so quiet that at one point we had to turn the radio off to make
sure the engine was still running at tickover.
With three seats in the cab storage space is inevitably at a premium but the Mercedes designers have done their best with door pockets and slim lidded lockers on the bottom third of the doors.
Summary
Mercedes' decision to replace the smaller Vario with the Sprinter 6 rG is a wise one because this newcomer has a lot going for it. The standard rear axle ratio might deter operators who want to travel long distances but there are other vehicles in the Mercedes lineup to cater for them.
The cab has enough room and comfort to please the even the most lanky pie-loving drivers and its manoeuvrability will be equally useful on construction sites and the open road.
Operators buying vehicles between 3.5 and 7.4 tonnes need to get aim for a fine balance between horsepower and body/payload: the six-tonne Sprinter offers enough of both to help them make the right decision.
IM by Kevin Swallow