Contributor Jim Brennan just had the opportunity to road test the Freightliner version of the Mercedes-Benz Sprinter van, coming away quite impressed. While it is certain that Dodge will be losing the Sprinter, what is less clear is the role Freightliner will play, moving forward.
 Owning a home usually means that you have to call a contractor every once in a while to fix a drain, add some electrical outlets, service your air conditioning unit, or perform some general repair that you don't have a clue on how to fix. And it seems that more plumbers, electricians, handymen, heating and air conditioning technicians, and general contractors are showing up on the job with an unusual vehicle, the Sprinter. And after spending a week with one, performing the jobs that these guys do, it's no wonder that you are seeing them everywhere. Over the past half decade they have been sold through Daimler's Freightliner subsidiary and its former partner Dodge. That is about to change as effective January 1, 2010, Mercedes-Benz will take over the distribution and sales of the popular vans, another sign that the divorce between former partners Daimler and Chrysler is getting increasingly acrimonious.
 The Sprinter is built in Germany by Mercedes-Benz, and is one of the most popular vans on the continent. It started showing up on these shores wearing Daimler's North American truck brand, Freightliner. To work around the so-called "chicken tax" on imported trucks, final assembly is handled at a plant in South Carolina. One of the first customers for this "do-it-all" van was Federal Express in 2002, and it was a revelation. Compared to the GM and Ford vans, the Sprinter was modern, and fuel efficient. The 2.7-litre, five-cylinder diesel inline engine produces 156-horsepower with 244-pound feet of torque mated to an electronically-controlled Mercedes-Benz 5-speed automatic transmission. The engine and transmission worked flawlessly together helping the van keep up with traffic, while returning over 22 miles-per-gallon. Along with this increased efficiency the Sprinter van offered something that GM and Ford don't offer, stand-up room. Two roof heights are available with the option of more than six-feet of interior head room. This was crucial for package delivery companies that needed room for parcels, without a lot of weight.
 At about this same time, Daimler acquired Chrysler which finally put the stake in the heart of the long lived Dodge "B" van, a vehicle that saw only minimal changes since its introduction in 1971. Over its lifetime the B van received at least a dozen face lifts with the last update that saw a complete redesign of the dash board and the installation of dual front airbags along with enhancements to the front end for crashworthiness. However, Chrysler became increasingly aware that the van was non-competitive with the more modern yet still dated GM and Ford vans. When Chrysler went public with the news that they were about to euthanize the "B" van the dealers collectively went ballistic. To placate the dealer body, they simply put a new grill on the Sprinter, and in no time, the "B" van was replaced.
 The Sprinter underwent a complete re-design for the 2007 model year, when almost everything changed for the better. Instead of a five-cylinder diesel, a new 3.0-liter V-6 oil burner went under the hood, which actually took up less room than the five-cylinder motor. While not producing any more horsepower than the original power plant (154-horsepower @ 3,400 RPM), there is a substantial uptick in the torque rating (280-pound-feet available anywhere in between 1,200 to 2,400 RPM). The engine is almost as quiet as one fueled by gasoline, with smooth power, matched precisely to a five-speed automatic with a manumatic feature. The van also grew in size during the redesign as well, offering increased height, increased wheelbase length, and increased overall length, though surprisingly, width stayed about the same.
The interior height is what sets this van apart from the competition. The standard roof model, available only in the 144-inch wheelbase version, offers over five feet of interior height. The tested van features an interior height of over six feet, while the super high version offers a staggering seven feet of headroom, and is only available in the 170-inch wheelbase extended version, which offers an astounding 14.5 cubic-feet of cargo room from the optional bulkhead to the back doors. Standard equipment includes power windows, keyless entry, traction control, tilt and telescoping steering wheel, AM/FM Stereo with CD, automatic temperature-controlled air conditioning, driver and front passenger airbags, as well as a state-of-the-art Adaptive Electronic Stability Program. This particular system includes the ABS system, acceleration skid control, load adaptive control, electronic brake force distribution, brake assist, roll-over mitigation, and understeering control.
 There are a few options that add to the safety and comfort of the van including industry exclusives like; Optional thorax and side curtain airbags, Park Sense front and rear parking assist system, self-adjusting Bi-Xenon high intensity headlamps with a high pressure power washing system, and a rear backup camera in which the display is integrated with the radio. There is a myriad of optional equipment available not offered by its domestic competitors like three different sized alternators, auxiliary heating systems, heated seats, quick defrost windshield, automatic rain sensor wipers, rear wipers for cargo doors, various window groupings, a two-person passenger seat with storage, and a choice of 20 different colors.
 Our test van was a rather unique vehicle, as this contained the Crew Van option. This effectively mates a cargo van, with a three-man passenger seat in the rear. You can carry all the tools to the job site as well as up to six full-sized workers in relative comfort. The Crew Van option also comes with a sound insulation package, trimmed cargo walls, and an interior ceiling panel. This effectively quiets the interior of the van, making the environment more comfortable for the driver and the passengers.
 Climbing into the van takes no more effort than your average truck-based SUV. The interior steps are wide with rubber mats that offer traction in wet and slippery conditions. The optional comfort seating package includes eight-way, manually adjustable seats that adjust for height, rake, and offer and adjustable lumbar support, something that is not available in other vans. Adjust the tilt and telescoping wheel and there is a proper driving position for everyone. Controls are all intuitive with clear markings, and are shared with Mercedes-Benz passenger cars. Even the key feels substantial. Visibility is nothing short of excellent, with a short sloping hood, huge windshield, and large, panoramic mirrors that are electrically adjustable and heated. Doors shut like a bank vault, something that the previous version never did. Other touches that are quite unexpected include various storage areas throughout the dashboard including cup holders, up to three power ports for electronics, and the option of having locking compartments. The transmission shift lever sprouts from the dash, which frees up valuable floor space for the driver to go from the driver's seat to the back of the van with no obstruction.
 Starting the Mercedes-Benz of vans is not unlike starting any passenger vehicle; just turn the key. You don't need to wait in cold weather like the diesels of old. Once the engine fires off, it settles down to a discernable diesel rumble that you notice only when outside. Once buckled in, put the transmission into drive, step on the accelerator, and the truck takes off. Here is where the engine and the transmission work perfectly, with quick acceleration, and smooth upshifts. I didn't get the opportunity to clock acceleration times, but the test vehicle did manage to merge easily in rush hour traffic, all the way to a speed-limited 82 miles-per-hour. You read that right. The Sprinter van is governed to a top speed of 82 miles-per-hour, just as it has in the past. You can have the top speed limited to 75 if you want, but the difference between 75 and 82 is, well, rather pointless. I have been told that because of the van's cargo carrying capability, and the fact that the tires are load rated that the top speed has been set to minimize any tire malfunctions at speed. However, once underway, the van will maintain that speed, uphill, downhill, or anything in between all day long. Speaking of speed control, this option is one of the best systems I have ever tested, maintaining the correct setting, without deviation.
 One of the things that you have to get used to when driving this van is the trepidation you may feel when taking corners. With the state-of-the-art ESP that is not a concern any longer. You are able to take bends, travel winding roads, and take highway on-ramps like a normal passenger car, within reason. I was driving this van empty most of the time and I was able to keep up with traffic on a typical back country road with only a hint of the electronic nanny-keeping the van in control. The brakes offer sure-footed stops and together with Mercedes-Benz active brake control, actually help the driver in a panic situation. Ride comfort is as expected, a little rough when empty (but by no means jarring), which mellows out when fully loaded. Speaking of cargo, this van offers standard lashing rings to control heavy cargo, a textured wood floor that offers traction for the driver while having the ability to easily drag heavy cargo on the floor as well as optional cargo securing options located in the floor and on the sides of the van. You can't get these options on a Ford or a GM van.
 All this technology doesn't come cheap. Our test van had an MSRP of $41,915 (2008 pricing), which includes the $1,965 high roof option, the $1,865 Crew Van option, $980 destination charge, and the remaining $1,900 is miscellaneous options. You could say this van was well-equipped. Average fuel mileage that I saw while I had it in my possession was 20 miles-per-gallon which included mostly highway travel. The diesel versions of the Ford E-250, and the Chevrolet Express 2500 isn't that much cheaper and when you remove both the high roof and Crew Van options they come nowhere near the Sprinter's fuel economy. Overall, this van offers unparalleled economy, maneuverability, and cargo capacity. Couple this with one of the most eye catching silhouettes on the market today, and it's no wonder that high end contractors are choosing the Sprinter as their van of choice. Having a big truck name associated with the van is pretty cool too!
But one issue remains, how successful will Mercedes-Benz dealers be in selling the Sprinter van, most of whom have little experience in selling commercial vehicles? Will there be some sort of disconnect with the $40K Sprinter van sharing showroom space with a six-figure S-Class or will Mercedes-Benz dealers set up some sort of dedicated sales space, as Toyota did with Scion, to segment the Sprinter van? And will they be willing to do this in the current automotive sales environment? While the Sprinter van has been a fixture in the Mercedes-Benz lineup for years in Europe, there the brand covers a wider scope, especially below the C-Class, than it does here in the United States where it is positioned as a luxury brand. It should be noted that since 2001 more than 130,000 Sprinter vans have been sold in North America with approximately 80% sold by Dodge. Can Mercedes-Benz dealers be as successful? And will you feel better if the plumber you hired through Angie's List arrives at your door driving a van with the three-pointed star on its grille rather than a Dodge ram's head?
Thanks to Freightliner of Hartford for the use of the Steel Blue Freightliner Sprinter Crew Van.
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