ADAPTIVE ESP 9i replaces the current ADAPTIVE ESP 8.1. This is further proof that safety is one of the fundamental values of the Mercedes-Benz brand.

The successor to ADAPTIVE ESP guarantees greater safety
The intelligent ADAPTIVE ESP safety system complements other aspects such as careful driving techniques, effective brakes and sophisticated chassis systems, to achieve the greatest possible active safety. Just like the ADAPTIVE ESP 8.1 safety system, fitted as standard ever since the current Sprinter was introduced, the new ESP 9i takes the vehicle load into account. Depending on the weight and the position of the vehicle’s centre of gravity, the ESP sensors ascertain the vehicle load at any given time; this ensures that ESP 9i can stabilise the vehicle with individually modulated intervention action.

This new ESP system will also intervene selectively if a trailer begins to sway, thus helping drivers to stabilise their vehicle and trailer combination.

ADAPTIVE ESP 9i has two important additional functionalities: Brake Disc Wipe and Electronic Brake Prefill.

Brake Disc Wipe accelerates brake response time in wet conditions
In wet weather, light braking pressure is applied to the wheel brake at regular intervals to wipe the film of water off the brake disc. If emergency braking occurs, full braking power is immediately available. This gains valuable stopping distance compared with braking with wet brake discs.

Electronic Brake Prefill ensures that brakes respond rapidly
If the accelerator pedal is released suddenly and quickly, the brake pads will automatically be gently applied so as to eliminate in advance the air gap between brake pad and disc. If emergency braking then occurs, valuable milliseconds will have been won since the friction surfaces of the pads and discs will already be in contact, facilitating effective deceleration.

This functionality also reduces stopping distance which, depending on the circumstances, will either avoid an accident or diminish its severity.

The new ADAPTIVE ESP 9i will be fitted as standard from January 2012 at no additional cost.

Source: Daimler AG

“At Mercedes-Benz Vans we are consistently pursuing a worldwide growth strategy and putting our motto into practice every day: Mercedes-Benz Vans goes global! In China we are still the only premium automaker with its own van production. And I am all the more delighted that we are now offering a bus version of our Mercedes-Benz Sprinter on the Chinese market,” said Volker Mornhinweg, Head of Mercedes-Benz Vans, at the production line roll-off event in Fuzhou.

“Local vehicle production is a cornerstone of Daimler’s commitment to the Chinese market and an important part of Daimler’s China strategy,” said Ulrich Walker, Chairman and CEO of Daimler Northeast Asia. “Thanks to the start of production of our Mercedes-Benz Vito and Viano multi-purpose vehicles at Fujian Daimler in 2010, China has instantly become a top-5 market for the Mercedes-Benz Van Division. I am convinced that the locally produced Sprinter will add another chapter to the success story of our joint venture in Fuzhou.”

The Mercedes-Benz Sprinter is the third premium vehicle after Viano and Vito on the van market in China and fills a gap in the large vans segment. And the Sprinter is the third vehicle manufactured by Fujian Daimler for the Chinese market. The production location is the FJDA plant in Fuzhou, which has been building the Mercedes-Benz Vito and Viano multipurpose vehicles since April 2010. There are three Sprinter models coming to the Chinese market with three different body lengths and different kinds of seating arrangements accordingly. Depending on their different needs, customers can choose between 14-seats, 17-seats, and 20-seats for reliable and safe people transportation.

”Fujian Daimler continues to upgrade its models to meet the growing demands of Chinese customers, as evidenced by the new Mercedes-Benz Sprinter which diversifies our product line and enhances our competitiveness in the chinese market,” says Rene Reif, President and CEO of Fujian Daimler Automotive Co., Ltd. “As the first luxury brand entering the large van segment in China, the Sprinter brings superior quality and safer mobility to the discerning Chinese consumer. The locally-produced Sprinter inherits German craftsmanship and advanced technology, and is fully adapted to the needs of local customers, setting the new benchmark vehicle model in the large van segment here in China.”

In accordance with Daimler’s and Mercedes-Benz’s core principles, the highest level of passenger safety is assured with a range of electronic safety features like the most advanced ESP (electronic stability program) in its segment as well as the latest technology in passenger safety cell design. The aviation cabin-like interior brings airline travel quality to the road, with fully adjustable passenger seats with dual color leather and elegant trim and star logo.

Daimler is the only foreign company that has forged joint ventures to locally produce trucks, vans and passenger cars in China and the Sprinter convincingly extends the audience for more people to enjoy the luxury of Mercedes-Benz in China.

Fujian Daimler Automotive Ltd. (FJDA)
Established in Fuzhou in October 2007, Fujian Daimler Automotive Ltd. (FJDA) is a joint venture between Daimler AG, Fujian Motor Industry Group Company (FJMG) and the Taiwan-based China Motors Corp (CMC). The FJDA plant construction was completed in a record 18 months, starting production in April 2010, followed by the China national market launch of Vito and Viano multi purpose vehicles in June that year. The first Sprinter van rolled off the production line in October 2011.

FJDA is located in Qingkou Investment Zone of Minhou County, Fujian, with a total area of about 330,000 square meters. With a technical capacity of 40,000 vehicles, FJDA is a world-class facility incorporating the latest technology, Mercedes-Benz Production System (MPS), and strict quality control measures. Professional talent from China, Germany, and other countries work together in a dedicated and efficient international team, incorporating Daimler’s 125 years of heritage and automobile expertise.

Source: Daimler AG

And just at a time when more and more people are in need of help. In recognition of this fact, the town of Meschede in the Sauerland founded its own community bus association, Bürgerbus Meschede e.V., on 19 September 2011. Although somewhat unusual, the founding of the association also marks an anniversary. The local association is taking delivery of the 100th community bus in North Rhine-Westphalia (of which 30 were manufactured at the minibus plant in Dortmund): a Mercedes Benz Sprinter Mobility 23. In addition to the Sprinter Transfer, Sprinter Travel and Sprinter City, the Sprinter Mobility is the perfect choice for city, intercity and shuttle transport and can accommodate up to eight passengers. Its extensive range of features is especially tailored to the needs of passengers with restricted mobility, and the comfortable seats and spacious seating layout – which come as standard – have been designed with this application in mind. As well as rails and wide doors, this model can also be fitted with a range of wheelchair ramps and lift systems to make it easier for passengers to board. A rail system on the floor is installed as standard, which provides flexibility in arranging seats and wheelchairs in the passenger compartment.

When delivering the anniversary bus, Daimler area salesman Dirk Surkau presented chairman of “Bürgerbus Meschede e.V. Wolfgang Droste with a symbolic key. The Sprinter Mobility is fitted with an 80kW (109 bhp) CDI engine (Euro IV standard) with a 6-speed transmission. Many features guarantee a high level of passenger comfort and convenience, such as all-round glazing with heat-insulating glass and a sun filter on the front windscreen, an electric sliding door and an extendable step, an additional heat exchanger in the passenger compartment, electric warm-air heating and a 5kW auxiliary hot-water heater.

In terms of safety technologies, the 100th community bus is fitted with an anti-lock braking system (ABS), acceleration skid control (ASR), brake assist (BAS) and electronic brake force distribution (EBV) combined with ADAPTIVE ESP as standard. Additional features include a rain/light sensor, an adaptive brake light function, and heated wing mirrors. It provides optimal ergonomics for the driver and a suspension seat offering superior comfort.

As with all the minibuses, the Sprinter Mobility 23 is based on the Sprinter van, which was first launched in early 2006, and which set new standards in terms of appearance and technical features. The joystick gearshift, driver ergonomics resembling a car, extensive stowage facilities, and remote-controlled central locking are some of the many additional benefits. The anniversary bus was fitted out as a community bus at Mercedes-Benz Minibus GmbH, the Daimler AG minibus plant in Dortmund.

In many rural areas, community bus associations cover transport routes which are important for the local people but are uneconomical or inaccessible for large local transport operators. As this work is carried out by associations and volunteers, it has to be as economical as possible – Mercedes-Benz minibuses are best equipped to achieve this objective .

Source: Daimler AG

The Mercedes-Benz S-Class Saloon and the Mercedes-Benz Sprinter van took top honours in their respective categories – both retaining titles they already held.

The S-Class won for the third time in as many years, while the Sprinter has gone one better, triumphing for the fourth consecutive year.

Both coveted awards were being presented at a special ceremony held at the Royal Automobile Club on London’s Pall Mall today (Wednesday 11th May).

The Fleet World Honours are presented annually to those motor manufacturers, service companies and individuals who have, in the opinion of the judges, achieved the highest possible level of excellence in their sector.

Fleet World Editor Steve Moody, who also chaired the judging panel, said: “The S-Class continues to set the benchmark in luxury car motoring: it is incredibly composed on any road surface and is unparalleled in terms of refinement and comfort, while the upgraded Euro 6 standard 350 BlueTEC diesel engine moves it ahead of its competitors in all-round environmental impact.”

And Van Fleet World Editor John Kendall said: “The Mercedes-Benz Sprinter was the first to offer an automatic engine stop/start system on a van, helping to reduce fuel consumption in urban traffic for a modest option price. Mercedes was also among the first to introduce Euro-5 compliant diesel engines for the Sprinter, helping to take a lead in reducing emissions. Similarly, it was one of the first vans to be fitted with ESP electronic stability control and a front bulkhead as standard, helping to improve safety.

“The largest Sprinter van offers 17m3 of load space, but it’s hard to believe that you’re driving such a large vehicle, such is the standard of road holding, handling and ride comfort, combined with low noise levels. It’s hardly surprising that it has become so popular both as a van and a conversion.”

Widely acknowledged as the world’s finest luxury car, the legendary Mercedes-Benz
S-Class has been garlanded with awards over many years. The latest models include revisions such as the ECO stop/start function and the advanced 7G-Tronic Plus automatic transmission.

The Mercedes-Benz Sprinter, meanwhile, is recognised as the van industry benchmark for reliability, safety, driver appeal and overall running costs, while its excellent fuel economy and low exhaust emissions – and the presence in the range of the petrol/gas hybrid Sprinter NGT version – make it a winner with environmentally-conscious operators too.

Source: Daimler AG

Wide range of variants to suit virtually every application
Gravel, earth, rain, ice and snow – this is the world of the Sprinter 4×4, which is equally at home transporting hotel guests to their Alpine resort as it is conveying the service technician to a wind turbine in a field. The Sprinter 4×4 can pull a construction machine out of a pit or deliver mail to a mountain farmer. Extra reserves of traction are vital in these and many other applications.

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The Sprinter 4×4 comes from an excellent family: just like its brothers and sisters with rear-wheel drive, it meets the highest standards in terms of safety and comfort. Optimum driving stability, also in critical situations, and a perfect workplace – the Sprinter 4×4 is the Mercedes among all-wheel-drive vans.

CDI diesel engines up to V6 with 140 kW (190 hp)
Equally, the Sprinter 4×4 is the professional among all-wheel-drive vehicles. Its all‑wheel drive can be engaged at the press of a button, whereupon the 4ETS Electronic Traction System makes life extremely easy for the driver, who simply needs to make well-judged use of accelerator and steering wheel while 4ETS takes care of the rest. The all-wheel drive is integrated into the standard-equipment ESP Electronic Stability Programme − all-wheel drive and safety systems complement each other perfectly.

The same is true of the engine: CDI diesel engines from the four-cylinder unit with 95 kW (129 hp) to the V6 with 140 kW (190 hp) are responsible for the vehicle’s effortlessly superior traction. Equipped with a particulate filter, they all meet the Euro 5 emissions standard or optionally even the currently most stringent voluntary EEV standard. The power from the engine is transmitted either by an extremely economical six-speed manual transmission or by a comfortable automatic transmission.

There is a fascinating range of model variants: just the engines, bodies and weights add up to over 80 model variants of the Sprinter 4×4.

Sprinter 4×4: engageable all-wheel drive, optional low-range gear reducer
The Sprinter 4×4 is an all-wheel-drive van for the professional. On the construction site or in the mountains, in snowy regions or natural landscapes – the Sprinter 4×4 covers a wide range of different applications. No less diverse are its users: tradespeople and utilities, forestry workers and adventurers, hotels and building contractors – to name just a few of the many possibilities.

Designed with the professional in mind, the all-wheel drive of the Sprinter 4×4 is based on the Mercedes-Benz 4ETS Electronic Traction System, a technology that is employed also in the Vito 4×4 and Viano 4Matic and which has proved highly effective in Mercedes-Benz passenger cars up to the ML-Class. In contrast to the permanent all-wheel drive in the Vito and Viano, however, the Sprinter’s 4×4 drive is engageable in line with the van’s exceptionally versatile operating environment. The all-wheel drive is engaged with the engine running and with the vehicle stationary or at low speeds up to 10 km/h. It involves an electric motor engaging a spur-gear pair on the transfer case.

In contrast to other systems of this type, the engageable all-wheel drive in the Sprinter does not result in a rigid through-drive. Power is transmitted variably; all elements of the standard-equipment ADAPTIVE ESP, including ASR acceleration skid control, remain operational while the all-wheel drive is engaged.

That the Sprinter 4×4 has been designed with the professional in mind is apparent from an additional extra: the all-wheel-drive van is optionally available with an additional low-range gear reducer. Activated at the press of a button with the engine running, the vehicle stationary and 4×4 drive engaged, the low-range gear reducer reduces the transmission ratio by a factor of 1.42, i.e. by 42 percent, with a corresponding reduction of the maximum road speeds in the individual gears and a commensurate increase in torque. This allows the driver of the Sprinter to proceed with anticipation at low speed in off-road conditions with sparing use of the clutch. The low-range gear reducer comes in handy for reducing use of the clutch in case of frequent manoeuvring or where there is a high percentage of driving in mountainous regions and also in cases where the vehicle is often used with a full payload or for towing a trailer in off-road situations.

The 4ETS traction system takes the place of up to three differential locks
The rest of the all-wheel-drive technology in the Sprinter 4×4 is identical to that in the Vito 4×4 and Viano 4Matic. With all-wheel drive engaged, under normal driving conditions the power from the Sprinter 4×4′s engine is transmitted to the front and rear axles in a ratio of 35:65. This guarantees a handling performance which, in everyday situations, does not differ significantly from that of the conventional rear‑wheel‑drive Sprinter.

Instead of using mechanical differential locks, the all-wheel drive employs the 4ETS Electronic Traction System. If one or more wheels lose traction on a slippery surface, 4ETS automatically brakes the spinning wheels by applying a series of short pulses while consequently increasing the drive torque at the wheels with good traction by an identical amount. The 4ETS system uses the ABS wheel sensors for this purpose. Automatic application of the brakes by 4ETS is capable of simulating the effect of up to three differential locks: interaxle differential lock, rear-axle differential lock and front-axle differential lock.

The transfer case is flanged directly onto the main gearbox. The front-axle drive, which is of highly compact construction, is provided with a lifetime’s oil fill and is maintenance-free, as are the additional front-axle drive shafts.

Full integration into the ADAPTIVE ESP stability programme
The 4ETS system is fully integrated into the ADAPTIVE ESP Electronic Stability Programme. While its control characteristics are specially matched to the all-wheel drive, all the functions of the ADAPTIVE ESP are retained: ABS anti-lock braking system, ASR acceleration skid control, EBV electronic brake-force distribution, BAS brake assist and AAS start-off assist.

In view of the diverse range of different bodies available for the Sprinter, it is especially important to detect the load as well as the centre of gravity (Load Adaptive Control LAC). For example, where the Sprinter is equipped with a special-purpose body, ADAPTIVE ESP registers a high centre of gravity on the basis of the vehicle’s movements and adapts the control characteristics accordingly. Particularly in off-road conditions, ADAPTIVE ESP thus guarantees enhanced safety in situations such as when the vehicle is being driven along a steeply angled embankment.

In combination with a factory-installed trailer coupling, the system is rounded off by Trailer Stability Assist, which counteracts oscillating movements of the trailer by means of selective application of the brakes on individual wheels. The interaction between all-wheel drive and ESP functions to perfection: the vehicle/trailer combination is stabilised and brought back onto course.

Raised body for improved off-road performance
Although the Sprinter 4×4 is not an off-roader, its raised body (raised by 110 mm at the front and by 80 mm at the rear) endows it with characteristics similar to those of a cross-country vehicle – depending on wheelbase and body. Thus, the approach angle of the Sprinter with 3.5 tonnes gross vehicle weight is 28 degrees instead of 18 degrees in the conventional rear-wheel-drive Sprinter while, in the panel van with short overhang, the departure angle is 27 degrees (conventional drive: 22 degrees). The breakover angle – which is important for driving over humps – is 25 degrees in the standard-wheelbase Sprinter 4×4 and is otherwise 17 degrees. Depending on engine version, the slope climbing ability is around 20 percent higher than in the Sprinter with conventional drive. Equally impressive, at 610 mm, is the Sprinter 4×4′s fording depth (Sprinter 4×2: 500 mm).

Because the body is raised, the familiar additional turn signal lamps in the exterior rear view mirrors would be above the maximum statutory height. For this reason, the Sprinter 4×4 is provided with side turn signal indicator lamps in the front side panels of the body. For the same reason, the panel van and crewbus versions have their rear fog lamp and rear reversing light integrated in the bumper.

Two weight variants to suit every application
The additional weight of the all-wheel drive in the Sprinter 4×4 comes to just 115‑35 kg depending on version. The comparatively low additional weight is attributable to the 4ETS system, which dispenses with the need for mechanical differential locks. To meet the needs of users with particularly high payload requirements, the Sprinter 4×4 is available with not only 3.5 tonnes but also 5.0 tonnes gross vehicle weight.

On the road, the Sprinter 4×4 impresses with its excellent control and perfect traction. It conveys an air of safety and effortless superiority typical of the brand as well as the same comfort as a Sprinter with conventional drive. As the vehicle starts off, the rear wheels first spin briefly if there is limited traction. The warning lamp flashes at any speed if at least one tyre has exceeded the grip limit. For optimum traction, the driver should select an increased accelerator position at lower speeds despite the flashing warning lamp. The 4ETS system automatically controls the wheel slip and optimum locking power on each individual wheel.

ASR disengageable for certain driving situations
Depending on the driving situation, it may be advisable to disengage the ASR acceleration skid control on the Sprinter 4×4, which can be done at the press of a button. This briefly raises the control thresholds so as to increase the traction by increasing the wheel slip, which is of advantage, for example, when snow chains are in use or when the vehicle is being driven on a gravel road. The ASR system is automatically reactivated at speeds between 40 and 60 km/h. The same is true if the wheel slip is impermissibly high or after more than ten seconds in ASR Off mode. ESP remains active even when ASR has been deactivated.

In any case, 4ETS stops critical driving situations from arising. For instance, with increasing vehicle speed, the locking effect on the axle is reduced in order to prevent yaw (rotation about the vertical axis) in the interests of driving stability. Also, the braking torque on all wheels is so controlled that braking torque is almost always applied on no more than three wheels. If the total slip of all wheels exceeds the computed slip, 4ETS reduces the drive torque from the engine. Despite such interventions, there is no possibility of the braking system overheating: if, under extreme off-road conditions, the temperature of the brakes rises to impermissibly high values, 4ETS automatically reduces the locking effect until the brakes have cooled down again. The driver is made aware of this by an indicator lamp.

Powerful diesel engines with four or six cylinders
Clean and fuel-efficient with outstanding performance thanks to excellent pulling power: the Mercedes-Benz Sprinter 4×4 is powered by the new generation of diesel engines from Mercedes-Benz, which made its debut in vans in the spring of 2009 in the Sprinter and has since proved an outstanding success. One of the special things about the Sprinter 4×4 is that it can be ordered not only with the particularly economical CDI four-cylinder units with 2.15-litre displacement but also with the especially powerful CDI V6 diesel engine with 3.0-litre displacement and outstanding performance. The V6 enjoys a unique position in this vehicle class and is the right choice for vehicles that constantly carry a high payload or are required to tow a trailer, or simply where the customer demands superior performance under all conditions.

Clean, smooth-running engines
All engines are compliant with the Euro 5 emissions standard. Low fuel consumption means reduced CO2 emissions. The engines are equipped with an oxidizing catalytic converter, particulate filter and cooled exhaust gas recirculation. The Sprinter 4×4 comes in three engine variants:

• Sprinter 313/513 CDI 4×4
• 4 cylinders, 2.143 litres displacement
• Output 95 kW (129 hp) at 3800 rpm
• Max. torque 305 Nm at 1200-2400 rpm
• Sprinter 316/516 CDI 4×4
• 4 cylinders, 2.143 litres displacement
• Output 120 kW (163 hp) at 3800 rpm
• Max. torque 360 Nm at 1400-2400 rpm
• Sprinter 319/519 CDI 4×4
• V6 cylinders, 3.0 litres displacement
• Output 140 kW (190 hp) at 3800 rpm
• Max. torque 440 Nm at 1400-2400 rpm

All the diesel engines impress with their high tractive power. Two overhead camshafts operate a total of 16 inlet and exhaust valves, while the V6 even has two camshafts per cylinder bank and a total of 24 valves. The drive to the camshafts is by a combination of gearwheels and a short chain, a basis for virtually indestructible durability.

Especially wide usable engine speed range
A common-rail system takes care of fuel injection, which is done with extreme precision by solenoid valves and seven-hole injection nozzles (V6: piezoelectric eight-hole injection nozzles). The four-cylinder engines feature two series-connected turbochargers, while the V6 engine has a single turbocharger with variable turbine geometry. A striking feature of all the engines is their high pulling power with a high maximum torque already at exceptionally low engine speeds.

The combination of this high tractive power and a rated speed of 3800 rpm results in an exceptionally wide usable engine speed range between approximately 1000 and 4000 revolutions per minute. This is highly advantageous especially in off-road conditions as it means that the Sprinter 4×4 can be driven with extremely few gear‑changes, which reduces the risk of traction loss. An added benefit is that the driver is free to concentrate fully on the road ahead.

The combination of common-rail injection, rear camshaft drive and two counter-rotating balancer shafts results in outstandingly smooth running already in the four-cylinder engines. The V6 takes this even one stage further, thanks to its inherent design principle. This engine additionally includes offset crank pins and a balancer shaft.

Innovative technology reduces fuel consumption
Although the focus with all-wheel-drive vans is on high traction, Mercedes-Benz simultaneously employs innovative technology to reduce fuel consumption. Feedback-controlled oil and coolant pumps, feedback-controlled alternator and on-demand splash cooling of the pistons – all these technologies, which made their debut in vans alongside the new generation of Mercedes-Benz engines in the spring of 2009, also help to reduce diesel consumption in the Sprinter 4×4.

A special case: engines for the Sprinter 4×4 crewbus
In contrast to the other versions, the Sprinter 4×4 crewbus with passenger-car homologation is at present available only with two four-cylinder engines from the previous engine generation:

• Sprinter 311 CDI 4×4 crewbus
• 4 cylinders, 2.148 litres displacement
• Output 80 kW (109 hp) at 3800 rpm
• Max. torque 280 Nm at 1600-2400 rpm
• Sprinter 315 CDI 4×4 crewbus
• 4 cylinders, 2.148 litres displacement
• Output 110 kW (150 hp) at 3800 rpm
• Max. torque 330 Nm at 1800-2400 rpm

Choice of manual or automatic transmission
Two variants are available for transmitting the power from the Sprinter 4×4′s engine: the economical ECO Gear six-speed manual transmission or the especially comfortable Mercedes-Benz five-speed automatic transmission, which has been tried and tested a million times over.

The ECO Gear manual transmission impresses with its wide gear ratio spread. The low-ratio first gear with its correspondingly high traction caters for typical situations such as starting off on an incline or in cases where traction is difficult. The high-ratio sixth gear lowers the engine revolutions for speedy driving along main roads, highways and motorways.

Automatic transmission and all-wheel drive – a perfect combination
The combination of all-wheel drive and automatic transmission is a highly attractive proposition for off-road driving: while life for the driver could already scarcely be easier thanks to the Sprinter 4×4′s engageable all-wheel drive with 4ETS Electronic Traction System, the combination of all-wheel drive and automatic transmission allows the driver to make effortless progress even in challenging terrain: having engaged the 4×4 drive, the driver simply needs to make well-judged use of the accelerator and − thanks to the perfect tuning of the drive − is then free to concentrate fully on the road ahead.

Something for everyone: the Sprinter 4×4 and its special-purpose bodies and extras
As a commercial vehicle that has been designed for the true professional, the Mercedes-Benz Sprinter 4×4 is also capable of meeting special customer requirements. Users in search of special-purpose bodies will find what they are looking for in the “Van Solution” programme. Three-way tippers in steel or aluminium are just the answer for the building trade or for gardening and landscape contractors, while there is a range of box bodies for dry freight. Refrigerated bodies are available for transporting temperature-sensitive products.

Selected individual options for customising the Sprinter 4×4
The numerous individual options also deserve more than just a passing glance. Customers wishing to protect the environment will prefer a diesel engine compliant with the EEV standard (Enhanced Environmentally Friendly Vehicle). This is currently the most stringent voluntary emissions standard. The tried-and-tested automatic transmission provides enhanced comfort while at the same time assisting the driver. A fuel tank with 100 instead of 75 litres capacity will considerably increase the range of the vehicle.

In the interests of improved traction, there are several tyre options: M+S tyres on the rear axle, all-weather or M+S tyres all-round. A full-size spare wheel instead of the standard repair kit makes for greater safety in off-road situations. Equipped with a ball-neck or jaw-type coupling, the Sprinter 4×4 presents itself as a highly respectable towing vehicle for trailer loads up to 3.0 tonnes.

On both panel van and crewbus with raised body, a step at the rear-end door affords easier access to the load compartment. Auxiliary heating systems bring driver’s cab and passenger compartment to a pleasant temperature. An optional factory-installed navigation system directs the driver reliably to his destination.

Sprinter 4×4: a wide choice of over 80 variants
Three lengths, three heights, two weight classes with 3.5 and 5.0 tonnes gross vehicle weight, numerous body styles: the Mercedes-Benz Sprinter 4×4 comes in a multiplicity of variants. The extensive ex-factory product range is complemented by bodies from the “Van Solution” programme. Customers unable to find what they are looking for ex factory can opt for a chassis with cab to which to add a special-purpose body.

Open and closed bodies to suit every application
Especially the Sprinter 4×4 panel van is available in a host of different variants. It can be ordered in the standard wheelbase with flat roof and 9 m³ cargo volume, in the long wheelbase with three different roofs or in the extra-long variant with long overhang and 17 m³ cargo volume. The crewbus for passenger transport comes in two lengths and two heights. Various seating layouts are also available.

The Sprinter 4×4 pickup also comes with a choice of two wheelbases. Depending on weight class, the pickup body is available in different lengths and widths, with the cargo area ranging from 6.9 to 9.2 m². Equally, two wheelbases and various pickup bodies form the basis of the double-cab pickup with cargo area ranging from 5.5 to 7.7 m². Two wheelbases, two weight classes and single or double cab add up to a total of eight chassis variants for special-purpose bodies.

Adding in the three diesel engines and getting out their pocket calculator, keen mathematicians will work out that a total of over 80 variants are available ex factory – not counting the different seating layouts or the wide range of optional extras.

Source: Daimler AG

"By simply ordering the FleetBoard system with a new vehicle, fleets can significantly reduce operating and process costs", notes Markus Lipinsky, Director of Daimler FleetBoard GmbH. Real tests conducted in the distribution transportation sector have shown that fuel consumption and CO2 emissions can be reduced by up to 30% by adopting an economical driving style.

Pollutant emissions significantly reduced
The exceptionally low-emission Sprinter 316 LGT, certified to Euro 5 standard, is also very quiet running. Its four-cylinder petrol engine, with a displacement of 1.8 litres, is designed to run on liquefied petroleum gas (LPG) – also known in some countries as autogas. The particulate emissions of LGT engines are virtually zero, while emissions of nitrogen oxides, hydrocarbons and carbon monoxide, as well as sulphur dioxide, are significantly reduced in comparison with diesel engines. When compared with petrol engines, a reduction of 20 percent in CO2 emissions is particularly noteworthy, along with the lower carbon monoxide, hydrocarbon and sulphur dioxide emissions.

Operating costs 30 percent lower
The quiet and eco-friendly type of drive in the Sprinter 316 LGT not only makes it highly suitable for delivery work in traffic-reduced zones, but also means that it will also in future meet access restrictions in urban areas. The Sprinter also makes good running in economical terms. Fuel costs are considerably lower, compared with a diesel engine. Depending on the nature of the work performed and the terms of the vehicle’s registration, this can add up to an operating cost advantage of up to 30 percent.

Along with the standard 100-litre petrol tank, the Sprinter 316 LGT with 3.5 tonnes gross vehicle weight is fitted with an LPG tank with a capacity of 76 litres, located underneath the vehicle towards the frame end. Thanks to this method of installation, the load carrying capacity of the van is not restricted at all.

LPG tank allows range of up to 450 kilometres
The 115 kW (156 hp) supercharged engine with a maximum torque of 240 newton metres at 3000-4000 rpm generally starts in petrol mode. If LPG mode is selected, the vehicle will automatically switch to gas operation as soon as the necessary cooling-water temperature of around 45 degrees Celsius has been reached. Once the gas tank is empty, it will then again automatically switch back to petrol mode. The driver can however also decide himself whether to direct fuel to the engine from the petrol or the LPG tank, and can change operating mode even while on the move via a simple push-button switch. He can also check the level of the LPG tank on an LED display on the instrument panel. The maximum range of the Sprinter 316 LGT is around 1200 kilometres, whereby up to 450 kilometres can be covered in gas mode.

The gas connection is located above the petrol filler neck, behind the fuel filler flap. Depending on the pressure used at the filling station, filling the LPG tank takes about as long as filling a tank with petrol or diesel. Unlike natural gas, though, the liquefied gas does not have to be highly compressed. The propane-butane mixture liquefies at a pressure of just two to eight bar and can be stored in the tank in this form. The connection point on the vehicle is fitted with a European ACME screw cap. Dish and bayonet adapters for use at Italian and Dutch filling stations respectively are supplied in the glove compartment. This means that the three tank connection systems to be found across Europe can all be used.

The highest possible level of safety comes as a matter of course with every vehicle that bears the three-pointed star. The Sprinter 316 LGT therefore not only meets the specific safety standards that apply to vehicles running on liquefied petroleum gas, but has also successfully passed a comprehensive range of in-house tests. Every time the vehicle starts, the engine control systems checks the LPG fuel system for leaks.

The Sprinter 316 LGT is available in various versions: panel van, crewbus, chassis-cab and crewcab, in each case with a wheelbase of either 3665 or 4325 mm. Whichever model is chosen, the price for conversion to LPG operation is 2538 euros.

Source: Daimler AG

the range of variants, safe and comfortable chassis, spacious and well-equipped cab and the powerful and efficient drive system all set standards while delivering maximum functionality and safety. In the shape of the new Sprinter LGT, Mercedes-Benz is adding a further variant of drive system to the range. The LPG drive system – a BlueEFFICIENCY technology – will quickly pay for itself given appropriate operating conditions due to the comparatively low cost of liquefied petroleum gas.

The gas tank on the Sprinter LGT is mounted at the tail end under the load compartment floor and holds 76 litres of liquefied petroleum gas. This volume gives the vehicle a range of some 500 km. Because the vehicle has a bi-fuel drive system, it can also carry 100 litres of petrol to increase its range. Like the Sprinter NGT, the engine on the Sprinter LGT generates 115 kW (156 hp) with maximum torque of 240 Nm. The van complies with the Euro 5 emissions standard. The Sprinter LGT is available in numerous versions: panel van, crewbus, chassis with cab, crew cab – all with either a 3665 or 4325 mm wheelbase. The gross vehicle weight is 3.5 t.

At the same time, Mercedes-Benz is extending the number of variants of the Sprinter NGT with its natural gas drive across the board. New additions are the Sprinter NGT in a crew (double) cab version and the Sprinter NGT crewbus featuring a mono-fuel natural gas drive system. The Sprinter NGT is now also available as a panel van with a gross vehicle weight of 3.88 t, as well as chassis of 3.5 and 4.25 t. All mono-fuel Sprinter NGT vehicles meet the strictest voluntary EEV emissions standard.

ECO start/stop function now even more effective
The updated version of the ECO start/stop function boosts the potential of four-cylinder diesel engines (which are already highly economical) even further. The package of measures under the BlueEFFICIENCY label now extends to tyres whose rolling resistance has been optimised. A stabilised battery charge prevents the radio, tachograph and navigation system from temporarily going off when starting the vehicle. In urban stop-and-go traffic, the ECO start/stop function saves up to 8% on fuel. To maximise potential savings, this function is now activated automatically on starting the engine.

A new optional extra on the Sprinter has been specially designed with fleets in mind: the FleetBoard telematics system, previously obtainable for retrofitting, is now available ex factory. FleetBoard has been demonstrated to significantly optimise commercial vehicle economy and has proven invaluable for numerous fleets of heavy duty vehicles across Europe. Training facilitates successful use of FleetBoard.

Going into the new model year, all Mercedes-Benz Sprinter vans have a revised cockpit with new control buttons enhancing the interior of the Sprinter further.

Source: Daimler AG / Pictures: MB Passion

More than 2,000 employees, political officials, and businesspeople took part in the ceremony at the plant and witnessed the official handover of the milestone vehicle to the Berlin Landesverkehrswacht traffic safety organization. And there’s something extra special about this milestone: That’s because the one millionth commercial vehicle from Ludwigsfelde is equipped with the one millionth engine produced at the nearby Mercedes-Benz plant in Berlin.

“Our plant has had a very eventful history and things have not always been easy,” said Michael Humpert, Plant Manager and Managing Director of Mercedes-Benz Ludwigsfeld GmbH. “That’s why we are particularly happy that we can jointly celebrate this production milestone today. I would therefore like to thank our employees for their dedication.”

A brief film clip was shown during the ceremony enabling the guests to relive the plant’s 45-year history. In his address, Mayor Frank Gerhard of Ludwigsfelde congratulated the plant and highlighted the facility’s great importance for the region. Further speakers were Dr. Heinrich Weiss, Head of Production at Mercedes-Benz Vans and a former manager of the plant, and Lothar Heinzmann, a former director of the IFA combine. Seven vehicles were exhibited during the celebration as representatives of all the various model series that have been produced in Ludwigsfelde to date.

Milestone vehicle to be used for a good cause
Then Plant Manager Michael Humpert and Thomas Uhr, Plant Manager of Mercedes-Benz Engines Berlin, presented the one millionth commercial vehicle to Hans Zucker, President of the Berlin Landesverkehrswacht organization. The Sprinter will support the latter by doing its work at schools and events. For more than 60 years now, the volunteers at Berlin Landesverkehrswacht have been helping all road users to become more safety conscious. One of the organization’s main tasks is to educate children concerning road traffic.

Ludwigsfelde plant has eventful history
Ludwigsfelde has a long industrial tradition. Back in 1936, Daimler-Benz built an aircraft engine plant in the city’s Genshagen district. After the plant was destroyed in World War II, the remaining machines were disassembled. A publicly owned industrial facility was established at the site in the 1950s, and construction of an automotive plant commenced in 1965. At this time, the facility also started series production of two IFA commercial vehicle models: the W 50 and L 60.
Around 600,000 of these trucks were produced before German reunification. The first Mercedes-Benz van (an LN2 model) rolled of the line in Ludwigsfelde in early 1991. Daimler-Benz AG took full possession of the plant in 1994. Series production of the Mercedes-Benz Vario commenced in July 1996, and the van is still being produced in Ludwigsfelde. The market launch of the Mercedes-Benz Vaneo in spring 2002 strengthened the plant’s position as one of the biggest employers in the Brandenburg region. The compact van was manufactured at the site until 2005.

Since 2006, the Ludwigsfelde facility has been producing the current Mercedes-Benz Sprinter model – as does its sister plant in Düsseldorf. A completely new manufacturing line containing state-of-the-art automated production equipment was constructed for the model at the Ludwigsfelde plant. Altogether, more than €300 million has been invested in machinery and buildings for the project at the plant.

The Mercedes-Benz plant in Ludwigsfelde has more than 2,240 employees, of whom 174 are trainees.

Source: Daimler AG

CharterWay, a provider of commercial vehicle services, already has more than 2,500 FleetBoard-equipped trucks in its fleet. Now, vans featuring this Internet-based telematics system are being added for the first time. Mercedes-Benz CharterWay will gradually replace all the Sprinters in its rental fleet that do not yet have FleetBoard as standard.

“The addition of FleetBoard-equipped Sprinters to the rental fleet enables us to offer our customers another vehicle that combines high cost-effectiveness with environmental compatibility and innovation,” says Ralf Bernhard, Managing Director of Mercedes-Benz CharterWay.

The vehicles can be rented for periods as short as 24 hours or for longer periods extending over several weeks or months.

The FleetBoard system provides shipping companies with precise information about the vehicle’s fuel consumption, downtimes, and condition, as well as any maintenance work that might be required. These criteria give companies objective information on how to operate the vehicle efficiently, thus indicating potential ways of using the vehicles in ways that save fuel and cause less wear and tear.

Source: Daimler AG

Mercedes-Benz Vans has greatly benefited from this development, raising sales to over 106,000 vehicles in the first six months of the year, an increase of more than 50% over the same period of 2009. This increase was mainly due to the rapidly growing economies in Latin America (sales up by 51% to approximately 6,000 vans) and the most important sales market of Mercedes-Benz Vans, Western Europe (sales up by 39% to 76,200 vehicles). Higher sales in France, the UK, Italy, Spain, and the Netherlands contributed especially to this growth. Sales in Germany were up slightly to 28,700 units (+12%). The Vans unit also recorded strong sales growth in Eastern Europe, where the results improved by 26% to 6,700 units. In the NAFTA region, the new sales organization of Mercedes-Benz Vans in the U.S. and Canada got off to a resounding start, boosting sales to 5,200 units (January-June 2009: 300 units).

Revenues rose by 33% in the first half of 2010, to €3,674 million. EBIT grew substantially from minus €101 million in the first half of 2009 to €191 million between January and June of this year. This improvement in earnings was primarily the result of higher sales compared to the previous year, particularly in Western Europe. Thanks to a return on sales of 5.2% in the first half of the year, Mercedes-Benz Vans is among the leaders in profitability in the vans sector.

Volker Mornhinweg, Head of Mercedes-Benz Vans, talked today in Stuttgart about the business development of Mercedes-Benz Vans in the first half of 2010 and the strategy of the division. Commenting on the results, Mornhinweg said: “We really took off in the first six months of 2010 and are now clearly back on track. Our results for the key financial figures of sales, earnings and return on sales speak for themselves, particularly after the difficult situation we faced in 2009. Our current market share of 17.4% makes us the clear market leader in the segment for mid-size and full-size vans in the European Union. And we’re continuing the offensive by launching the right products on the market at the right time and moving forward with our global growth strategy.”

Numerous measures implemented for safeguarding the long-term future of Mercedes-Benz Vans
The success of Mercedes-Benz Vans is due to a long-term strategy which encompasses the three core objectives “Growth in Existing Markets,” “Growth in New Markets,” and “Technological Leadership.”

In order to generate additional growth in existing markets, Mercedes-Benz Vans is increasing its investment in the successor generations of the current product range and in sales and service activities. Furthermore measures for ensuring compliance with global environmental legislation are top priority. Even in economically challenging times, Mercedes-Benz Vans continued to invest heavily in safeguarding its long-term future. In the past three years the unit has spent €250 million on developing the new generations of the high-quality Mercedes-Benz Viano and Vito, as well as on expanding the production facility in Vitoria, Spain, which manufactures both models. The Vito for commercial use features a higher payload and is very robust, while the Viano sets the standards for safety, comfort, and driving pleasure in full-size vehicles. The models are also equipped with economical, fuel-efficient, and environmentally friendly engines with BlueEFFICIENCY technology. Both of the vehicles will make their public debut at the IAA Commercial Vehicles show in September.

The strategic alliance with Renault-Nissan will also help the unit achieve further growth in Europe. In the light commercial vehicle segment, the collaboration concluded between Daimler and Renault-Nissan in April 2010 envisions adding a completely new city delivery van for commercial customers to the Mercedes-Benz Vans product range in 2012.

In North America, Mercedes-Benz Vans is starting a sales campaign with a new sales organization in the U.S. and Canada and a focus on a two-brand strategy. In addition to being sold with the Freightliner nameplate as in the past, the Sprinter has also been sold as a Mercedes-Benz vehicle in the U.S. since the beginning of the year in order to provide customers with the best service possible. The number of dealers will increase from 120 in January 2010 to around 200 in 2011.

Latin America is another established market for Mercedes-Benz Vans. Mercedes-Benz has been successfully producing vans for the South American market in Argentina for more than 50 years. With a market share of 40%, Mercedes-Benz is by far the best-selling premium automaker in Argentina. It occupies a strong position in Brazil as well, with a market share of more than 16%.

Clear strategy for activities in growth markets
Along with the growth it achieves in its established markets, Mercedes-Benz Vans is also looking to profit from the growth potential in emerging markets. Volker Mornhinweg believes there will be promising growth opportunities in Asia over the short and medium terms. “In line with the slogan ‘Go East,’ we are the first automaker to manufacture vans in China, the most dynamic growth market of all,” he says. “Our vans have been rolling off the assembly line there since April — but that’s not all. We’ve also been building vans for the Asian market in Vietnam for the past 15 years.”

In April 2007 Mercedes-Benz Vans joined up with Fujian Motors Group to establish the first joint venture for building vans in China. The 50:50 joint venture, called Fujian Daimler Automotive (FDJA), has already sold more than 3,000 Vito and Viano vans produced locally in China since the start of production in April 2010. Also the Sprinter as a mini-bus version will be produced locally within this important growth market, starting from 2011.

Russia also offers promising growth opportunities for the vans business. Here, the market volume for mid-size and full-size vans in 2009 was 87,000 units. According to current forecasts, that figure could rise to 300,000 vans as early as 2020. Mercedes-Benz Vans is examining a range of options for efficiently penetrating the Russian market in the near future.

Mercedes-Benz is clearly the market leader in “green technologies”
The strategic approach of Mercedes-Benz Vans clearly includes the penetration of new growth areas such as the development of environmentally friendly technologies and safety-oriented technologies. In the area of the so-called “green technologies,” Mercedes-Benz Vans is the leader in the segment of mid-size and full-size vans.

This July, the unit presented the first electricmotive-powered van, the Mercedes-Benz Vito E-CELL, which is extremely quiet and generates absolutely no emissions during operation. A small-batch series of 100 units of the new Vito E-CELL is currently in production, and testing by customers has commenced. Starting in 2011, 2,000 additional Vito E-CELL vehicles will follow.

Outlook
Against the background of increasing demand and the recovery of the market in the van business, Mercedes-Benz Vans expects to sell considerably more vehicles this year than in 2009. When asked about the unit’s medium-term business target, Volker Mornhinweg had this to say: “Our goal is to be as successful worldwide in the medium term as we are now in Europe. For this reason we will continue to consistently implement our strategy and continuously invest in the future of the unit, starting with our products and continuing with our production locations and, of course, our most important capital — our employees.”

Source: Daimler AG

Sprinters deployed as crew trucks
For the first time the THW has purchased a new model of the closed crew truck in van size. The vehicle, known as the MLW V in the trade, is based on a Mercedes-Benz Sprinter 316 CDI panel van which is just under seven metres in length. The first vehicle was officially presented by Michael Dietz, Director of Public Authority, Direct Account and Special-Purpose Vehicles for Mercedes-Benz Sales Germany to the President of the THW, Albrecht Broemme, on the occasion of the Interschutz exhibition in Leipzig.. Dietz reminded his listeners of procurements made in previous years and then brought them round to the current models, which would represent a significant modernisation of the THW fleet.

With the MLW V, the THW is taking a new vehicle model into service, which is to be deployed as a universal base model in various technical units. The Mercedes-Benz Sprinter 316 CDI, with a GVW of 3500 kilograms, is powered by a high-torque common-rail diesel engine (Euro 5) with 120 kW/163 hp. Mosolf, an established partner on van collaborations based in Kippenheim in Baden, is building the emergency service vehicle bodies for the THW. The vehicle has five seats for THW crew members and a load compartment which is accessible through the rear doors.

It has been equipped with a Sortimo shelving system and allows the safe storage of each technical unit’s specific loads. The purchasers working for the THW set great store on high-quality fittings for securing loads. Folding shelves with tie-down hooks and floor-mounted securing rails enable loads to be secured perfectly. The rear doors, which open out to 270°, make loading with a fork-lift truck possible; there is space for up to three Europallets in the load compartment. Alternatively, using two drive-on ramps which are stored in a convenient space-saving manner on the inside of one of the rear doors, rollboys or a mobile workbench can be loaded, too. It is intended to put the MLW V into service for the infrastructure, logistics, blasting and drinking-water technical units of the THW. The first MLW V vehicle is being taken into service by the Bautzen (Saxony) section of the THW and will be used there by the blasting technical unit.

Axors as equipment vehicles
In the THW organisation, the GKW 1 equipment vehicles are viewed quite simply as the work horses. They are deployed in the technical platoons of all the 688 THW sections throughout Germany. The THW ordered the latest‑generation GKW 1 based, for the first time, on the Mercedes-Benz Axor. The first vehicles were recently handed over to the THW. The vehicle will in future give valuable service to the Marktredwitz (Bavaria) section of the THW.

The new equipment vehicles based on the Mercedes-Benz Axor 1829 A (210 kW/286 hp) have all-wheel drive, single tyres and Allison automatic transmission. The crew cabin and special-purpose body are manufactured by Rosenbauer Feuerwehrtechnik, based in Luckenwalde in Brandenburg. The first eleven vehicles were handed over there at the end of March. A further 43 GKW 1s are to be delivered this summer; there is an option to deliver a further 139 vehicles. The GKW 1 special-purpose body, which is based on an aluminium frame, can carry an extensive technical load as required for rescue operations, lifting and moving rubble and building components, and erecting support and auxiliary structures. In addition, a cable winch manufactured by HPC has been fitted, with forward tractive force of 50 kN and backward tractive force of 100 kN.

Source: Daimler AG

From the Rockies to the Everglades – a once in a lifetime experience
Rob and Jan will start their journey at Rocky Mountain National Park in Colorado on April 28, 2010. After touring through the southwest, the couple will travel through California and up to the wilderness of Alaska. Back through the continental U.S., the Sprinter Interstate 3500 will cross the plains of the Midwest, ultimately arriving at Acadia National Park in Maine in late September. From there, a trip down the east coast ends at Mammoth Cave in Brownsville, Kentucky around November 27th. Sprinter Tour 2010 culminates in the Recreation Vehicle Industry Association’s National RV Show in Louisville, KY, November 30 – December 2nd. The Wilson’s entire 20,000-mile route and scheduled stops are listed later in this release.

Following the Tour with Digital and Social Media
During Sprinter Tour 2010, the public can follow the Wilsons’ progress at www.SprinterTour.com, which includes a Google Earth tour tracking feature as well as background information about the Tour, the Sprinter and the Wilsons. Plans also include a Facebook fan page, Twitter feed, YouTube channel, and Picassa photo albums.

Mercedes-Benz Sprinter Interstate 3500 — The Comforts of Home
Airstream, maker of the iconic “silver bullet” trailer, was founded in 1931 and is the oldest and most recognized RV brand in the world. Based in Jackson Center, OH, Airstream has fitted the Class-B Interstate 3500 with seating for eight people, a kitchen and bathroom as well as a bedroom for two, complete with a 19-inch flat-panel LCD TV, which can also serve as a daytime lounge area. Bucket seats in the cockpit can swivel to face a removable table that seats four at mealtime.

The galley features a convenient 1.2-cubic-foot convection-microwave oven and a stainless-steel two-burner cook top that’s flush-mounted under a glass cover. A 3.1-cubic-foot refrigerator is cooled by an AC/DC compressor that uses 90 percent less power than conventional models.

The Sprinter Interstate comes with a high-efficiency 13,500 BTU Carrier air conditioner that’s mounted on the roof, plus a 2.5-kilowatt Onan propane generator for those nights in the wilderness when power hookups aren’t available. Its 32-gallon fresh-water tank has a water heater for taking hot showers and washing dishes.

Although the Sprinter Interstate is less than 23 feet long and 80 inches wide, people up to 6′ 2″ can stand comfortably inside the cabin. For worry-free backing-up, the Interstate comes with a 5.5-inch LCD screen in the dash that displays the area behind the van whenever it’s in reverse. The Wilsons’ Sprinter has also been equipped with GPS navigation, a satellite TV-audio receiver and a special laptop with mobile wireless access.

A Fuel-Sipping High-Technology Diesel
The Mercedes-Benz Sprinter Interstate is powered by a 3.0-liter V6 diesel that produces 154 horsepower and 280 lb.-ft. of torque from 1,200 to 2,400 rpm. Most important, the Sprinter engine gets 30 percent better fuel economy than a comparable gasoline engine. The Sprinter’s four-valve-per-cylinder diesel features centrally located piezo-electric injectors, CDI direct injection, a variable-nozzle turbocharger and exhaust gas recirculation. Building on this foundation of advanced engine design, the Sprinter engine incorporates an oxidizing catalytic converter and a maintenance-free particulate filter.

Source: Daimler AG

The contract was awarded by Brussels-based Belgacom, Belgium’s leading provider of telecommunications and Internet services as well as digital TV. One of the largest companies in Belgium, Belgacom has almost 17,000 employees and maintains a fleet of more than 8.000 cars, vans, and trucks. The first Mercedes-Benz Sprinter was delivered to the customer in December 2009. Over the next two years, Mercedes-Benz Vans will deliver some 25 vehicles per month to Belgacom.

Mercedes-Benz Vans was awarded the contract for two reasons: On the one hand, the vehicles meet the highest technical standards and also scored well regarding the customer’s wishes for special features. On the other hand, the customer was also impressed by the fact that Mercedes-Benz Vans offered the lowest total cost of ownership.

Belgacom ordered a total of 600 Mercedes-Benz Sprinter 519 CDI panel vans of 5.0 tons GVW. A special feature of the vehicles is their three-part body, which consists of a driver’s cab, a mobile workstation equipped with the latest in information and telecommunications technology, and a cargo area for cables and tools. The Sprinter can also pull a 3.0-ton trailer, enabling it to take a small excavator to repair sites, for example. All the vehicles are equipped as standard with the latest version of the ESP stability program, which determines the weight and position of the freight and optimally adjusts the controlled braking operations. The Sprinters are also equipped as standard with adaptive brake lights that flash rapidly during emergency braking. This provides an additional warning signal to following motorists and can therefore help reduce the number of rear-end collisions. All of the vehicles are equipped with clean Euro 5-compliant engines.

The contract also encompasses a comprehensive service package from Mercedes-Benz CharterWay, which will be responsible for the maintenance and vehicle management of all 600 Sprinters.

Source: Daimler AG

The models of the Sprinter City 35 will be used on routes that have a low number of passengers. These generally comprise shift workers, nocturnal revellers and also the occasional tourists who rely on public transport within what are known as the “exurbs” – the ring of affluent suburbs around the German capital.

Bernd Dörendahl, chairman of the Berlin taxi drivers’ guild, explained: “Our principal role is to provide connections for people using public transport routes, bringing them home at night from underground or suburban rail stations.” The taxi association is breaking new ground in deploying the Mercedes Sprinter City vehicles, particularly in relation to certification, technology and staff qualification. The managers responsible decided to opt for Mercedes-Benz vehicles, on the one hand, because of their reliability, standards of driver and passenger safety, and the level of comfort. Another decisive factor was the smooth-functioning, all-round service that businesspeople in the taxi industry have come to know and appreciate. “We have contacts right here on the spot,” said Dörendahl.

Until recently, for economic reasons, the routes on which the Sprinter City minibuses will be used were serviced by taxi vans. However, when the Berlin Transportation Company (BVG) established that the number of passengers was steadily rising, it felt it was time to act. The BVG subsequently invited tenders for the service contract, with the winning offer coming from EvoBus GmbH, responsible for brand sales of Mercedes-Benz omnibuses. With twelve seats and room for ten standing passengers, the Sprinter City 35 vehicles were the perfect size for the job, and included a bay for a wheelchair or pushchair. The future operators are members of the Berlin taxi drivers’ guild, or Berliner Taxigewerbe e. V., and are all private taxi and bus companies who have provided services on less frequented routes in the past. One of the requirements they had to meet was that the vehicles needed to be properly equipped for disabled passengers.

The interior appointments in the minibuses also focused on the latest requirements. For example, the Sprinter City 35 has a computerised operations control system that connects each individual vehicle with headquarters and the bus stops, and the ticketing system is fully electronic. This should come as no surprise, since Mercedes-Benz incorporated its vast experience from the city bus sector into the development of the Sprinter City. A radio system and an alarm button are included as optional extras.

Like all the Mercedes-Benz minibuses, the 27 Sprinter City vehicles for Berlin were built at the Mercedes-Benz minibus plant in Dortmund. The factory operates as Mercedes-Benz Minibus GmbH and is a wholly owned subsidiary of EvoBus GmbH, which in turn is a wholly owned subsidiary of Daimler AG. One of the leading suppliers in its segment in Europe, it offers a 24-month warranty for material defects on all vehicle scopes across the full minibus range.

The Mercedes-Benz minibus program currently comprises 12 models, distributed across the four model series Sprinter Transfer, Sprinter Travel, Sprinter City and Sprinter Mobility. The minibuses, which were developed for use in urban, intercity and tourism and mobility transport services, have a permissible gross vehicle weight of between 3.5 and 5.65 tonnes, with vehicle lengths of between 5.9 and 7.7 metres.

The Sprinter Transfer model series is customised for the following application ranges: intercity routes, shuttle services and day excursion transport. The range includes five different large intercity variants, with space for up to 22 passengers. The Sprinter Travel model series provides a high level of travel comfort for up to 19 passengers – also suitable for trips lasting several days. Sprinter City is the name of the model variant with a low-floor design for use on city routes, offering seating and standing room for up to 30 passengers. Finally, the Sprinter Mobility segment is designed for the transport of passengers with restricted mobility.

The Sprinter City model range is a genuine specialist for regular services within a local area. Whereas the compact Sprinter City 35 (length 6.9 metres, for up to 22 passengers) is based on a modified panel van, the second model, the larger Sprinter City 65 (length 7.7 metres, for up to 30 passengers),is instantly recognisable from its fully independent design and its panoramic window glazing. Both models are ideally suited for use in city traffic, with a double-wing outward-swinging door at the front and with a clear opening width of 1,250 millimetres. The entrance door leads across a flat entrance to the spacious low-floor area between the axles, presently comprising approx. 3.2 square meters in the City 35 and 3.6 square meters in the City 65. There is ample space here for standing passengers, and also sufficient space for pushchairs or wheelchairs. A folding ramp ensures easy boarding and alighting for passengers with restricted mobility, or parents with a pushchair.

Seating consists of light, anatomically shaped City-Star Eco plastic bucket seats with seat cushions and back padding. An additional single-wing outward-swinging door behind the rear axle is part of the standard series equipment in the Sprinter City 65.

The Sprinter City model series stands out because of its comprehensive range of fittings, which are both functional and attractive, and features conscious borrowings from its larger stable mate, the Mercedes-Benz Citaro, in terms of colour scheme, floor and side wall cladding, seats and modular ceiling. This is also true of the air conditioning comfort. The range of fittings in this area includes high-performance convector heaters with axial fans, and driver and passenger air conditioning systems with fresh and recirculated air functions.
This urban regular-service bus is powered by Euro-5-compliant, four-cylinder diesel engines with a standard engine output of 95 kW (129 hp) in the Sprinter City 35 and 120 kW (163 hp) in the Sprinter City 65. A convenient five-gear automatic transmission handles the force transmitted to the rear axle. While rear axle air suspension is an optional extra for the Sprinter City 35, it is fitted as standard on the larger model. The optional kneeling function for maximum convenience when getting on and off is reserved for the larger variant, but a retarder is supplied with both urban bus variants. The permissible gross vehicle weight for the Sprinter City 35 is 5.0 tonnes while that for the larger Sprinter City 65 is 5.65 tonnes (standard), because of the greater number of passengers it carries.

Source: Daimler AG

The fuel-efficient Sprinter Shuttle Van is the ideal size for use by airports, limousine services, rental car agencies and residential care and community shuttles. Shuttle Van standard equipment includes an electrically operated split-entry door and step to make it easy on passengers with luggage, with air suspension that ensures automatic vehicle leveling, regardless of the load. All Mercedes-Benz and Freightliner Sprinters are powered by a 3.0-liter V6 diesel that gets 30 percent better fuel economy than a comparable gasoline engine.

Four Versatile Configurations
The Sprinter Shuttle Van is available with a choice of four seating configurations:

Airport Shuttle – Perimeter seating for 15 passengers, plus driver as well an 80-inch 2-tier luggage rack.

Commuter Shuttle – Forward-facing seating for 16 passengers, plus driver and optional video equipment with monitors ranging from 11- to 17-inches.

Hotel Shuttle – Forward-facing seating for 15 passengers, plus driver and rear luggage area with fixed dividing wall.

Paratransit Shuttle – Available with side or rear wheelchair lift, the ADAcompliant shuttle offers multiple wheelchair positions and forward-facing seating for up to 8 passengers, plus driver.

Mercedes-Benz Safety
Every Sprinter comes with the safety features people have come to expect from Mercedes- Benz – ADAPTIVE ESP stability and rollover control, ABS anti-lock brakes, Brake Assist and traction control. The driver and front passenger seats are equipped with standard multi-stage front air bags, and side curtain and torso air bags are optionally available. Other options include Bi-Xenon headlights, a tire pressure monitoring system and a Parktronic parking aid.

All Mercedes-Benz and Freightliner Sprinters are equipped with five-speed automatic transmissions, four-wheel disc brakes and independent strut suspension with coil springs in front as well as a solid axle with leaf springs at the rear. Several choices of springs, shock absorbers and stabilizer bars provide just the right suspension for each version of the Sprinter van.

Four Sprinter Models with Hundreds of Custom-Tailored Versions
With the launch of the new Shuttle Van, four Sprinter models are now available through Mercedes-Benz and Freightliner dealers:

Cargo Van – Available in three different body lengths and two roof heights, the popular Sprinter cargo van is already a familiar sight across the U.S. Used by diverse businesses from freight delivery services and dry cleaners to florists and gourmet caterers, the cargo van features a best-in-class payload capacity of 5,375 pounds and cargo capacity of up to 547 cubic feet. The van also boasts the largest side- and reardoor openings as well as the lowest load floor and step-in height of any full-size van.

Chassis Cab – A highly flexible platform or “stake-body” van, the Sprinter chassis cab can be finished as a tradesman’s tool and parts vehicle or an agri-farming flatbed. Available in two wheelbase lengths, the chassis cab platform can also accommodate the installation of special cargo boxes ranging from motor homes and medical emergency units to full kitchens and refrigerated compartments.

Passenger Van – With four rows of seats for up to 12 occupants (each fitted with an individual three-point seat belt and head restraint), the Sprinter passenger van is intended for airport, residential care and community service shuttles as well as limousine services. Sprinter passenger vans can be ordered in two different wheelbases and two roof heights.

Shuttle Van – Larger than the Passenger Van but similar in design, the Shuttle Van features four different seating configurations for up to 16 passengers, plus their luggage. A paratransit version comes with multiple wheelchair positions and a choice of side or rear wheelchair lifts.

Both the cargo and passenger vans feature a side-door opening that’s 51 inches wide and 59 inches high, with a 71-inch height on high-roof versions. At the same time, their step-in height is only 19.9 inches. The Shuttle Van has a power-operated split-entry door and step that’s 38 inches wide.

About the Sprinter Van
The highly successful Mercedes-Benz Sprinter made its European debut in 1995, and a newgeneration Sprinter was launched globally in 2006. Since 2001, the Sprinter has been sold in the U.S. by Freightliner, the industry’s leading manufacturer of medium and heavy-duty trucks in North America.

Mercedes-Benz USA began offering the Sprinter line through select Mercedes-Benz dealers in 2010. Both MBUSA and Freightliner are divisions of Daimler AG, the world’s largest manufacturer of commercial vehicles. In the U.S., the Mercedes-Benz Sprinter is targeted toward small businesses, while the Freightliner version continues to be available to its established customer base of commercial vehicle operators. Sprinter cargo vans and passenger vans are produced in Düsseldorf, Germany, while Sprinter cab chassis vehicles are made in Ludwigsfelde.

Source: Daimler AG

An emotional but appropriate design uniting form and function, in visual terms the new Sprinter already heralded a new era. The headlamps and cooling air intake were designed in the way typical of the brand. The dynamic lateral lines, three-dimensionally shaped tail lights and the receding lower section of the rear end were also characteristic of the Mercedes-Benz brand. Self-assuredly the new Sprinter wore its trademark at the front on an almost sculpted base, and at the rear in a central position between the doors.

In discussing the new Sprinter, one actually has to consider a thousand Sprinters, since around 1000 basic models can be created simply from the permutations of different wheelbases, lengths, heights, weights, body, engine and transmission configurations. The Sprinter was available in three wheelbases, in four lengths for the closed-body variants, with standard roof, high roof or the new super-high roof. The precise coordination existing between individual models was remarkable. It wasn’t simply restricted to modifications of the wheelbase: in the new Sprinter a suitably matched overhang complemented the particular wheelbase for each model. The result, apart from the visual advantages of harmonious proportions, was mainly advantages in terms of driving dynamics, plus the added advantage of balanced weight distribution in all versions.

The load capacity of the closed-body models began at 7.0 cubic metres in the shortest Sprinter with standard roof. The combination of maximum possible length with highest roof raised the volume of the load compartment to a peak value of 17 cubic metres. The new Sprinter was available in three gross vehicle weight classes of 3 tonnes, 3.5 tonnes and 5 tonnes (with twin tyres).

There were even two more GVW ratings: 3.88 tonnes as load-uprated variant of the 3.5-tonner and 4.6 tonnes (with super-single or twin tyres) as load-derated version of the 5-tonner.

Mercedes-Benz manufactured the standard and high roofs of the new Sprinter from sheet steel, while the new super-high roof was made of glass fibre-reinforced plastic. There were newly developed sliding doors and rear doors to match the numerous variants of the Sprinter. The maximum loading hatches these made possible had grown to record size compared with the previous model. The width between the wheel arches also reached record proportions.

Standard equipment package establishes a class benchmark
The Sprinter’s standard equipment also made it the benchmark in its class. Along with many other details, power windows and central locking with radio remote control were now standard, as were driver airbag, six-speed transmission, wide-angle rear view mirror, ADAPTIVE ESP®. In addition, the Sprinter impressed with high-grade materials processed with painstaking workmanship. The Sprinter’s steering wheel could now be adjusted for height and reach as an optional feature. Extended seat reach adjustment and greater headroom made for even more freedom of movement.

As the midpoint in the cockpit, the centre console caught the eye. It contained among other things three DIN drawers, a cup holder and a functional switch strip. Depending on the scope of equipment, the driver’s eye fell optimally on readable dial gauges with speedometer and rev counter. If the multifunction steering wheel was selected, much additional information was available on the large displays of the HighLine instrument cluster. An essential element of driver comfort was an entirely new stowage facility concept developed on the basis of a real-life basket of goods.

The new exterior mirrors with integral wide-angle auxiliary mirrors on both sides of the vehicles were conducive to good rear vision and thus good safety. Side indicator repeaters were installed in the mirror housings for a strong signalling effect. Other aids for the driver included special equipment such as a closing aid for the sliding door, electric sliding door operation and, particularly, the innovative Keyless Entry and Slide system. This assists mainly drivers of parcel services who often don’t have a hand free to operate the doors. When the driver approaches the vehicle, depending on the direction he comes from the driver’s door is unlocked or the sliding door is opened. When the driver moves away from his vehicle the systems locks the driver’s door or closes the sliding door.

Engines set new standards
With its engines the Sprinter once again established a milestone in the van world. The unchanged basis was the OM 646 CDI turbodiesel engine with four cylinders and 2.15 litres displacement, now available in four output levels from 62 kW to 110 kW. Great pulling power at low revs along with high efficiency are advantages of these engines. Depending on version they even excel with two-stage turbocharging.

Top among the diesel engines was the new OM 642, a V6 with a displacement of 3.0 litres, an output of 135 kW and maximum torque 400 Nm. If the four-cylinders were well known for their advanced technology, the V6 with an aluminium crankcase, a balancer shaft and two overhead camshafts per cylinder bank enhanced the level even further. All diesel engines were low-pollution units complying with Euro 4 and EU 4/III and featured a particulate filter as standard.

The oil change interval of 40,000 kilometres was sufficient for a circumnavigation of the globe. Depending on the type of operation this could be extended further using the service computer ASSYST.

The V6 petrol engine M 272 in the Sprinter opened up a new performance dimension for vans: 190 kW from 3.5 litres piston displacement shattered all previous marks. The high-tech power plant offered convincingly superior power delivery combined with extraordinarily smooth operation. A five-speed automatic transmission transferred power to the rear axle. It was also available for the diesel engines as special equipment. As standard they were connected with a six-speed manual transmission with joystick-style gearshift on the dashboard. As many as three selectable final drive ratios per model allowed the Sprinter to be precisely adapted to the requirements in hand.

The suspension of the rear-wheel drive vehicle was perfectly adapted to the high engine outputs and the major differences between laden and unladen vehicle. A new transverse leaf spring made of glass fibre-reinforced plastic was used on the front axle, while new parabolic springs were used at the rear.

On all models, including the chassis, the latest-generation Electronic Stability Program ESP® – ADAPTIVE ESP® – was standard equipment. In addition to the usual parameters it now determined mass and centre of gravity. With this and other new functions, in critical situations ADAPTIVE ESP® could now respond more sensitively and selectively for control purposes. An optional extension of ADAPTIVE ESP® is the start-off assist AAS: this prevents a vehicle from unintentionally rolling backwards when the driver changes from brake pedal to accelerator pedal to move off on hills.

All Sprinter models rolled on wheels with a diameter of 40.64 centimetres as standard, this being the prerequisite for brake discs with larger diameters. A further innovation was optional super-single tyres on the rear axle for the 4.6-tonne variant. Compared with twin tyres these tyres, size 285/65 R 16 C, require less space, save weight and increase the loading width between the wheel arches in the panel van. They also reduce rolling resistance.

Further improved safety
The exemplary passive safety of the Sprinter was further enhanced with the introduction of the new model. Every seat was now fitted with three-point seat belts and height-adjustable head restraints as well as belt force limiters; additionally the driver’s seat and the outer co-driver’s seat featured belt tensioners. The driver airbag was a standard-fit feature; optionally available: co-driver airbag, thorax bags and windowbags.
Together with specialised partners, Mercedes-Benz today realises numerous body and equipment solutions for the Sprinter under the headword Van Solution. These vehicles, supplied from a single source, are offered by Mercedes-Benz in the Sprinter price list as one-invoice vehicles, and Mercedes-Benz also handles servicing.

Mercedes-Benz manufactures the Sprinter at the Düsseldorf plant (panel van and crewbus) and in Ludwigsfelde outside Berlin (pickups, chassis). Both factories set the greatest store by exemplary workmanship and long-term quality. Many elements of the frame and body are laser-welded, laser-soldered or bonded. The proportion of galvanised sheet metal has increased significantly compared with the previous model.

Completely new in this vehicle segment with rear-wheel drive as of 2007 is a low-frame chassis specially developed for camper vans in cooperation with the firm AL-KO. The lowering of the frame behind the cab by about 205 millimetres results in a low centre of gravity with advantages in terms of driving dynamics. This permits double floor concepts for camper vans, for instance, with stowage space in between the floors, while retaining a moderate overall height of the completely built-up vehicle.

This variant of the Sprinter features as rear axle a diagonal swing axle with coil springs, newly developed by Mercedes-Benz. Dynamic handling control systems like the anti-lock braking system or the Electronic Stability Program ESP® are incorporated into the design. Mercedes-Benz directly completes the low-frame chassis on the production line at the Ludwigsfelde plant, where the open versions and the chassis models of the Sprinter are built.

Sprinter 4×4 for maximum traction
At the 2006 IAA International Commercial Vehicle Show, for the first time Mercedes-Benz showed a Sprinter 4×4 with all-wheel drive. This gave high traction and handling stability even in unfavourable conditions. The permanent all-wheel drive transmitted the power to the front and rear axles in normal operation in a 35:65 split. Instead of using mechanical differential locks, the all-wheel drive worked together with the Electronic Traction System 4ETS. If one or more wheels lost traction on slippery ground, they were automatically braked at short intervals.

At the same time the drive torque was transferred to the wheel or wheels which still had adequate traction. The Sprinter 4×4 was to be available in all body, length and weight variants and powered by four- and six-cylinder CDI engines with 80, 110 and 135 kW. Customers could choose between the standard-fit six-speed manual transmission and the five-speed automatic transmission with torque converter.

Innovative alternative drive systems have a long tradition at Mercedes-Benz and especially in the Sprinter. So it is only logical that in 2008 the Sprinter range was extended by the Sprinter NGT, the Sprinter with natural gas drive. Depending on version and use, gas tanks with different capacities are available. The output of the turbocharged four-cylinder engine with 1.8 litre displacement is 115 kW, the maximum torque is 240 Nm. The Sprinter NGT with bivalent drive system operates economically, quietly and with low emissions. Its operating cost is as much as 30 percent less than that of a Sprinter with diesel engine. With natural gas the Sprinter can travel a distance of 300 to 450 km, which is definitely adequate for short-range distribution work in very ecologically sensitive conurbations.

Optional air springs on the rear axle
Another option available from 2008 was air suspension rather than standard coil springs on the rear axle. ADAPTIVE ESP® was further enhanced with adaptive brake lights, which functioned as a flashing emergency braking signal. Instead of remaining lit, the brake lights flashed for the period of critical braking. For manual transmission vehicles start-off assist AAS was also available as an option.

There was progress, too, with alternative drive systems: in mid 2008 the Competence Center for Emissions-free Vehicles (KEN) at the Mannheim plant was expanded to become the Mercedes-Benz Natural Gas Production Competence Center. Sixteen natural gas variants were available for the Sprinter alone.
In September the IAA Commercial Vehicles Show in Hanover offered a glimpse far into the future of Mercedes-Benz Vans. The outstanding exhibit was a Sprinter Plug-In Hybrid, with an electric motor placed between combustion engine and automatic transmission. This innovative design had a set of lithium-ion batteries stowed directly behind the rear axle. This battery technology weighed in at 175 kilograms, doubling the power-to-weight ratio of the previously used nickel-metal hydride batteries.

Detailed improvements for Vito and Viano
Meanwhile, the gross vehicle weight of the Vito and Viano grew to 3.2 tonnes and 3.05 tonnes respectively. Maximum payload was now 1400 kilogram. These two models also featured adaptive brake lights.

Both the individual seats and the optional seat benches in the rear of the Viano and the comfort seating in the passenger compartment of the Vito were reupholstered. The new design was ergonomically optimised, with an additional 25 millimetres of leg room. Lower seat boxes for the comfort seating of driver and front passenger made it possible to the lower seat position by 15 millimetres and thereby create a more favourable position.

Advent of brand-new engines for Euro 5
In 2009 the Sprinter appeared with a new generation of diesel engines with new manual transmissions and numerous other innovative features. It was now cleaner, more economical and more powerful than ever.

Euro 5 as standard, EEV optional
The core of the comprehensive advanced development of the Mercedes-Benz Sprinter was the all-new drive train. At the heart of this were the completely new four-cylinder diesel engines bearing the internal designation OM 651 and the extensively revised V6 OM 642. The main focus of development work was on maximising environmental protection by meeting the Euro 5 emissions standard and optionally even EEV, further improved efficiency with reduced fuel consumption, enormous performance with high output and tractive power, spontaneous response and improved smooth operation.

In addition, of course, the units met all the usual requirements of an engine bearing the three-pointed star: a high degree of reliability and long service life, even under rigorous use as a commercial vehicle, and long periods between maintenance. All variants of the new engine already complied with Euro 5. This came into force for commercial vehicles over 3.5 tonnes GVW in the autumn and is prescribed for commercial vehicles under this threshold weight from 2011.

The new four-cylinder OM 651 was available in three power variants in the Mercedes-Benz Sprinter. First, there was the 210 CDI/310 CDI/510 CDI: output 70 kW at 3800/min; maximum torque 250 Nm at 1400-2500/min. Second, the 213 CDI/313 CDI/413 CDI/513 CDI: output 95 kW at 3800/min; maximum torque 305 Nm at 1200-2400/min. And third, the 216 CDI/316 CDI/416 CDI/516 CDI: output 120 kW at 3800/min; maximum torque 360 Nm at 1400-2400/min.

Compared with the previous top-of-the-range variant, therefore, power output was increased by eight per cent and maximum torque by ten per cent.

V6 CDI: Top-of-the-range engine improved still further
The V6 OM 642 underwent extensive further development, although its 3-litre displacement remained unaltered. The only six-cylinder unit available in a van now also complied with the Euro 5 emissions standard. In addition to the slightly improved output, what impressed most of all perhaps was the maximum torque increase of ten per cent. As the top-of-the-range Sprinter engine, the six-cylinder unit was available in one output variant: 219 CDI/319 CDI/419 CDI/519 CDI: output 140 kW at 3800/min; maximum torque 440 Nm at 1400-2400/min.

The OM 651 four-cylinder diesel engine was an all-new design. The only similarity with the predecessor engine was its displacement of 2.15 litres. But at its root was a completely different geometry. Whereas previously bore and stroke had been almost equal, now the engine was undersquare in design, with a bore of 83 mm and stroke of 99 mm. This enabled a high ignition pressure of 200 bar and made for extra torque, which thus increased tractive power and performance potential. Compression was reduced from 17.5:1 to 16.2:1. One advantage of this was a quieter idle speed, even when cold, despite the undersquare design.
The basis of the engine was an extremely solid cast iron block. The cylinder head bolts were deep-mounted, thereby reducing friction and permitting a more cylindrical and even more precision-cut barrel – which again reduced friction further. The pistons were made of aluminium. On account of the undersquare geometry, an omega shape was chosen for the piston cavity. The broad, flat cavity was well suited to the high, free injection jet length of the undersquare design. The optimised combustion process within the engine significantly reduced raw emissions.

The long stroke layout of the engine meant the weight-optimised forged con rods could be shortened, giving an advantage in terms of strength and rigidity. The crankshaft, also forged, had eight counterweights and rotated in five bearings. It was extremely low in vibrations, which contributed significantly to the smooth running of the engine.

The two overhead camshafts operated 16 intake and exhaust valves in total via roller tip rocker arms with a hydraulic valve clearance adjustment. The camshaft was driven via a combination of toothed cogs and a short duplex chain. As a result of great attention to detail, much of the excessive noise generally associated with toothed wheel drives was reduced.

Direct fuel injection at a maximum 1800 bar
As previously, a common-rail system took care of fuel injection. This design guaranteed both high-precision and therefore economic fuel dosage for each individual cylinder and smooth engine operation. Maximum injection pressure for the new engine generation was increased to an impressive 1800 bar.

Advanced fourth-generation magnet injectors with improved adjustability and a seven-hole injection nozzle guaranteed up to four injections per combustion cycle. After a maximum of two pre-injections came the main injection followed by a post-injection if required. This resulted in a gentle increase in pressure and thus to smooth and quiet engine operation.

The new injectors operated without leakage. Consequently a leakage line to collect and return fuel was no longer necessary. This improved the heat management of the injection system and made fuel cooling redundant. A compact two-plunger high-pressure pump guaranteed the required pressure in the rail. Filling was regulated by a butterfly valve. The necessary drive output of the pump was significantly reduced – just one of many examples of fuel-saving measures.

High efficiency, rapid dynamic response
The developers paid great attention to turbocharging. This was critical not only in establishing nominal data for output and torque, but also for the dynamic power curve and thus the engine’s dynamic response. In the basis version with 70 kW the engine drew its air from a single-stage exhaust gas turbocharger with variable turbine geometry. Its characteristics were high efficiency and rapid dynamic response.

With the two other power variants of the four-cylinder unit, the turbocharger chosen was an advanced version of the two-stage unit from the predecessor engine – the first turbocharger to be used in a van. In this case the system combined a small high-pressure turbo and a large low-pressure turbo. The two turbines operated in series. At low engine speeds the compact high-pressure turbo took care of charging alone. This meant that even at very low revs it was possible to build high charge-air pressure. A wastegate valve prevented overload. From medium engine speeds upwards, the charge-air pressure control valve of the low-pressure turbocharger opened wide enough to enable this turbocharger to take over turbine operations. This, too, was fitted with a wastegate.

Thanks to consistent optimisation of all major assemblies, this combination achieved not only excellent dynamic response at low engine speeds, but also excellent operating characteristics at high revs and top performance across the entire engine speed range. Maximum torque was available at very low revs and continued over a wide engine speed range. The switch from single-stage to two-stage operation and vice versa was not apparent to the driver and the engine characteristics were those of a large-volume diesel engine.

Enlarged intercooler, maximum specific output
The enlarged intercooler improved cooling efficiency by 20 percent compared with the predecessor engine and laid the basis for a very high specific engine output. The lower temperature of the compressed and warmed charge air of around 140 degrees meant that a larger mass of air was able to enter the combustion chambers.

Consequently, with an output of 56 kW per litre of displacement, the most powerful version of the four-cylinder unit (120 kW) achieved the highest specific output of any van engine in this class. The same was true also for maximum torque – here, too, the new engine in the Sprinter proved best in its class, with up to 168 Nm per litre of displacement. This downsizing – high output and high torque from a relatively small displacement – was a prerequisite for low fuel consumption, concomitant low emissions and favourable weight. An electrically controlled butterfly valve positioned behind the intercooler ensured a precise mix of fresh air and recirculated exhaust gases. In order to optimise the volume of exhaust gas, it was cooled as required so as to increase the overall volume of exhaust gas available.

Balancer shafts create exceptionally smooth ride characteristics
The new four-cylinder engines were fitted with a Lanchester balancer: two counter-rotating shafts that gave this class of engine smoother ride characteristics than had ever been achieved to date. The shafts turned in a cassette beneath the crankcase and were driven by crown wheels. Friction was minimised by mounting them on two needle bearings and a deep-groove ball bearing. The balancer shafts were arranged in such a way as to accommodate the technical components required for the all-wheel drive of the Sprinter 4×4, such as front axle differential and drive shafts.

The Lanchester balancers were not only a premiere for the Mercedes-Benz Sprinter, they were the first to be used in any van. The rear-mounted camshaft drive and a dual-mass flywheel also contributed to the exemplary smooth running characteristics of the new engine.

Mercedes-Benz has a long-standing commitment to the environment. With the presentation of the current Sprinter generation in 2006, for example, the company was the first manufacturer to equip all diesel engines with a particulate filter as standard. In line with tradition, therefore, Mercedes-Benz introduced the new OM 651 as the first van diesel engine to comply with the Euro 5 emissions standard. For the Sprinter, moreover, there was no such thing as first and second-class cleanliness: all output and weight variants complied with Euro 5 requirements.

In addition, an optional version has been announced to comply with EEV standards (Enhanced Environmentally-friendly Vehicle), currently the most stringent voluntary emissions level in Europe. Classification in line with EEV means even lower values for carbon monoxide (CO), hydrocarbons (HC) and particulate matter (PM).

Thanks to its highly efficient engine, the Mercedes-Benz Sprinter achieved both Euro 5 and EEV with exhaust gas recirculation. The Sprinter was thus able to manage without the SCR technology and AdBlue® additive used in trucks. This was a significant advantage in vans for a number of reasons – not least, because unlike vehicle parks for heavy-duty trucks few companies had filling facilities equipped with a supply of AdBlue®.

The application profile also differed considerably. Because vans had a shorter range compared with trucks and buses, they required more frequent refuelling – and that often in areas where a supply of AdBlue® could not be guaranteed. In addition, the extra weight of SCR technology in a van in the 3.5-tonne weight category took a particularly heavy toll.

Sophisticated exhaust gas recirculation with two-stage cooling
The basis for the environmental-friendliness of the new generation of diesel engines is their low level of raw emissions. In addition to optimised combustion, this is achieved thanks to an increased rate of exhaust gas recirculation. Exhaust gas recirculation (EGR) in the new engines is water-cooled – a process in two stages as required. First, all exhaust gases are pre-cooled; then depending on the operating point of the engine a second cooling takes place in the main radiator.

When the engine is cold the EGR is used initially uncooled. This results in a more rapid increase in exhaust gas temperature and thus to prompt operation of the oxidising catalytic converter. In this way harmful emissions are further reduced. A useful side effect is also that the engine warms up more rapidly, reducing wear and tear as well as improving fuel consumption. In addition, the heating system can begin warming the interior more quickly.

Another noteworthy feature is that unlike with many other units, the new engine achieves a high rate of exhaust gas recirculation even at full throttle. For this reason, the Sprinter has deservedly earned its reputation for cleanliness under all operating conditions. Thanks to a new EGR valve, the EGR system can also be regulated more precisely than its predecessor. In addition, further reductions can be made in flow losses. All new engines are also equipped with particulate filters as standard.

Regulated auxiliary assemblies cut consumption
The development engineers also redesigned auxiliary assemblies with a view to reducing fuel consumption. The oil pump, for example, was a regulated vane pump with electric switch – an innovation in diesel engines. It regulated its supply volume independently and adaptively, thereby tangibly reducing engine output and thus fuel consumption. The oil pump was fully integrated into the crankcase. The pistons were cooled from below by oil injector nozzles. In order to reduce consumption, these were only activated as required. Two other assemblies that operated on a needs-only basis were the coolant pump – another premiere for diesel engines – and the alternator. Both helped cut fuel consumption.

Long service life under difficult conditions
Van engines are subject to widely varying yet extremely testing working conditions. Short-range journeys with frequent stops and starts for local parcel deliveries, low mileages and cold starts with high demands on output for trade professionals, and very high mileages of well over 200,000 kilometres per year for courier services reflect only a few elements of this broad spectrum.

The predecessor engines in the Sprinter enjoyed a reputation for their very great reliability. The new generation raised the load factor even further. Particular attention was paid to typical load spectrums with van use. The new engine generation was designed with a B10 value of 350,000 km – meaning that at least 90 per cent of the engines would pass this mileage without a general overhaul. The engines provided impressive proof of this not only on the test rig, but also during intensive long-distance trials in vehicles and under extreme conditions.

The exceptionally long maintenance and oil change intervals for the Sprinter remained unchanged with the launch of the new engines. As before, oil changes were necessary after 40,000 km and a maintenance service after 80,000 km. These intervals were flexible and were monitored by the standard-fit service computer ASSYST. Depending on use, the intervals could be extended up to 100,000 km. One of the major benefits in terms of reliability, service life and therefore running costs was the use of a duplex chain to drive the camshaft.

V6 OM 642: Outstanding technology made even better
With its outstanding engineering, the V6 OM 642 with three-litre displacement – the only six cylinder in use in a European van – was one of the showpieces of Mercedes-Benz engine design. The undersquare engine (bore x stroke 83 x 92 mm) was based on an aluminium crankcase canted at 72 degrees. Thanks to the offset crank pins on the crankshaft and a balancer shaft, the engine was quieter than any other diesel in its class. Technical highlights included altogether four overhead cams driven by duplex chain, as well as common rail direct injection using piezo injectors each with eight injection nozzles.

In its most recent version, the engine meets the Euro 5 emissions standard and has a slightly increased output of 140 kW and significantly increased peak torque of 440 Nm. At the same time, fuel consumption is noticeably less. Advanced developments of the V6 include a rail pressure of up to 1800 bar and an electronically controlled viscose fan. As before, a particulate filter is part of the standard specification.

The electronically-controlled viscose fan is used in combination with the air-conditioning system. It switches on automatically as required. Less frequent operation as a result of the new control system means lower fuel consumption and reduced noise emissions.

ECO Gear: New six-speed manual transmission for vans
The new high-traction engines in the Mercedes-Benz Sprinter are a perfect match for the new ECO Gear six-speed manual transmission. This makes a significant contribution to cutting fuel consumption and to even better handling and dynamics in the new Sprinter generation. The new transmission is an all-new development by Mercedes-Benz specifically for vans and is also manufactured in-house.

An outstanding feature of the new transmission is its particularly wide transmission-ratio spread with a low ratio for first gear and a high engine-sparing sixth gear ratio. This design is van-specific and takes into account typical van-type situations, such as setting off on hills with a trailer under difficult traction conditions and long-distance journeys on motorways.

In general, the new transmission significantly reduces engine speeds in favour of lower fuel consumption and higher efficiency. In addition, it also results in lower exhaust and noise emissions and increased ride comfort.
The transmission is available in the two ECO Gear 360 versions for four-cylinder engines (including petrol and natural gas variants) and in the more powerful ECO Gear 480 with broader meshing and a more rigid casing wall for the six-cylinder diesel and petrol engines. The ratios are identical in both transmissions, with a range of 5.08:1 (1st gear) and 0.68 (6th gear). In each case, fourth gear is designed as an engaged direct gear.

High sixth gear ratio reduces revs and cuts consumption
Apart from the slightly lower first gear ratio, the most noticeable feature compared with previous transmissions is the approximately 15 percent higher ratio of the top speed – a prerequisite for comfortable engine revs at higher speeds. On the other hand, the lower first gear ratio assists the driver when manoeuvring and facilitates slower driving without unnecessary clutch wear. It also makes setting off under difficult circumstances easier.

The casing of the new transmission is made of aluminium. Both dimensions and weights are almost identical with previous transmissions. Smoother operation also results in acoustic benefits.

Mercedes-Benz retained its preference for shift-by-wire transmission for the Sprinter, with an easy-to-reach joystick gearshift in the instrument panel. This is completely decoupled from the transmission. New operation with a transverse shaft concept results in high-precision shifting.

A choice of two final drive ratios
In general the Sprinter’s driven rear axles remain in the programme unmodified. The final drive ratios are also no different from previous models. But the shortest gear ratio in each case is no longer offered on account of the new generation of high-traction engines and the wide transmission-ratio spread. However, it is still available for special applications if specifically requested. For normal road use buyers have the choice of two final drive ratios. These, combined with the broad engine offer, enable the Sprinter to adapt perfectly to whatever circumstances it is required to operate in.

The new transmission with its broad spread, combined with the new high-torque yet agile engines, results in very relaxed driving. Much reduced engine speeds coupled with numerous technical innovations cut both emissions and fuel consumption significantly.

The powerful drive system of the Sprinter also establishes ideal conditions for trailer use. The permissible trailer weight for the Sprinter with a GVW of 3.5 tonnes has also been increased to 3.5 tonnes. Adding these together results in an impressive permissible towing weight of precisely seven tonnes. This additional towing weight is available for all Sprinter versions from 316 CDI as panel van, chassis with cab and double cab, excluding short wheelbase variants.

Further raising of safety level
During development Mercedes-Benz also raised the already exemplary safety level of the Sprinter a notch higher. Here the key concepts were ESP® trailer stabilisation, adaptive brake lights, heated wide-angle mirror, lower positioned fog lamps and an automatic transmission with start-off assist AAS.

If a customer orders the trailer coupling or pre-equipment for the trailer coupling ex factory, ESP® trailer stabilisation is included in the standard specification. This additional function to the standard ESP® electronic stability programme is already in use in the Mercedes-Benz Vito and Viano. ESP® trailer stabilisation uses the ESP® system’s yaw-rate sensor to detect rotary movements about the vehicle’s vertical axis and intervenes with active braking countermeasures. There are no additional sensors on the trailer or on the trailer coupling.

If swinging movements are detected, the ESP® trailer stabilisation brakes the front wheels and reduces engine torque. Should several interventions be necessary successively, the braking dosage is increased and speed reduced more severely. This gives a clear signal to the driver of the danger of the swinging trailer and warns him that the vehicle is operating too frequently at critical speed limits. The ESP® warning light in the instrument panel indicates the control intervention to the driver.

Thanks to its sensitive way of working, ESP® trailer stabilisation helps prevent critical pendulum swinging before it gets out of hand – and as such represents a major bonus in terms of safety and comfort. ESP® trailer stabilisation recognises the presence of a trailer as soon as the electric connection is made.

Proud record
With all these innovations the Sprinter is more fit-for-purpose than ever. But the Vito can also celebrate a unique success of its own. In February 2009, 21,000 London black cabs found themselves facing competition for the first time. Regulations demanded a turning circle of 7.62 metres between kerb stones and 8.35 metres between two parallel walls. In order for the Vito to meet these requirements, the British company One80 developed a rear-wheel steering specifically for the Vito. That made the Vito the only competitor on the streets of London to boast such attributes. And the number of Vito taxis in London has been rising rapidly – by the end of 2009 it is estimated there will be 500 Vito vehicles serving customers in the English capital.

The company chronicle has had cause to celebrate several significant anniversaries in recent times. In June 2008 the Düsseldorf plant produced the three millionth van in the shape of a Sprinter 315 CDI. And six months later, in December 2008, the 500,000th vehicle in the Vito/Viano series came off the production line at the Vitoria plant.

Source: Daimler AG

BBUS has its headquarters in Sheffield, offers solutions for energy- and water-providers and is part of Balfour Beatty, one of the largest construction firms in the UK and more than 30,000 employees worldwide. Delivery of the Mercedes-Benz Sprinters is set to begin in May 2010. The new fleet of vans is an important part of Balfour Beatty’s company-wide Zero Harm initiative, with which it wants to achieve a maximum level of occupational safety for all its employees by 2012. To this end, the company is also replacing its fleet of vehicles. The new vans will be used exclusively in the UK.

One of the main reasons why BBUS is modernizing its fleet with Mercedes-Benz Sprinters is that the vehicles have a very high safety standard. “For years now, we’ve been working on steadily reducing the number of traffic accidents among our drivers, focusing particularly on driver training programs and schooling,” says Brent Mitchell, Head of Support Services at BBUS. “Our partnership with Mercedes-Benz will bring us an important step forward in improving driver safety. The fact that the Sprinter is without doubt the safest van in its class was its crucial selling point.”

This major order consists primarily of Sprinter 313 CDI panel vans of 3.5 tons GVW. Mercedes-Benz will also deliver Sprinter chassis with various bodies, as well as a number of five-ton variants. All the vehicles are equipped as standard with the latest version of the ESP stability program, which determines the weight and position of the freight and optimally adjusts the controlled braking operations. The Sprinters are also equipped as standard with adaptive brake lights that flash rapidly during emergency braking. This provides an additional warning signal to following motorists and can therefore help reduce the number of rear-end collisions. Balfour Beatty has decided to equip all 700 of the Sprinters with front passenger airbags and a seatbelt warning system. In addition, all of the vehicles will feature clean, Euro 5-compatible engines.

Source: Daimler AG

And it was the company’s first commercial vehicle to be known by a name instead of an abbreviation or combination of numbers. But it did not retain that privilege alone for long: in an unprecedented tour de force, with the Sprinter making the start, and with Vito, Vario, Actros and Atego soon to follow, within 36 months completely new vans and trucks were on the market in all weight classes. Even though all have been thoroughly further developed or even entirely reengineered in the meantime, to this day they form the backbone of the Mercedes-Benz brand’s commercial vehicles.

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With the start of production in January 1995, the Sprinter not only took the lead in this grand strategic product initiative. It had some very big shoes to step into at the same time: it was the successor to the T1 van, also referred to internally as the “Bremen” van, named after the site in North Germany where it was first manufactured. This Bremen van was regarded as a paradigm of longevity, solidity and reliability. In 18 long production years Mercedes-Benz built almost a million units of this model series with the distinctive, angular, short bonnet. With a longitudinally installed front-mounted engine and rear-wheel drive the Sprinter took up this successful technical concept.

Four gross weights, three engines
Also like its predecessor, the Sprinter began its career with four gross vehicle weights from 2.59 to 4.6 tonnes. It was available as a panel van, crewbus, chassis, pickup, and with a crewcab, all of these versions in three wheelbase lengths, and the closed-body variants additionally with two roof heights. The Sprinter targeted mainly the 3.5 tonne GVW class, this tonnage marking an important dividing line in a great many European countries as far as driving licences and traffic regulations were concerned.

The Sprinter lined up with three different engines. Interest focused mainly on the OM 602 DELA, a direct-injection turbodiesel with 2.9 litres displacement and five cylinders. With its output of 90 kW and peak torque of 280 Newton metres it took performance to new record levels for vans of this type. Distributor pump, electronic control and exhaust gas recirculation are characteristics of this engine.
It was complemented by a tried and tested, smooth-running pre-chamber diesel engine developing 58 kW from 2.3 litres piston displacement and by a zippy four-cylinder petrol unit (likewise with a displacement of 2.3 litres) delivering power of 105 kW. A newly developed five-speed manual transmission transferred the power to the rear axle. For each version there were at least two different final drive ratios to choose from. As alternative to the manual box, a fully automatic four-speed torque converter transmission followed a short time later.

The new Mercedes-Benz van was good for a road speed of up to 160 km/h and not only lived up to its name, but quickly put tyre manufacturers on the spot, since few tyres at the time boasted the proper speed index.

Highest safety standards
Not just high performance, highest safety too played a crucial role in the Sprinter. From the outset the Sprinter had disc brakes on all wheels. The anti-lock brake system (ABS) and an automatic brake differential were standard equipment in many countries. And then there was the driver airbag, also a standard feature in Germany and many other countries. With that the Mercedes-Benz Sprinter set new standards for safety in its category, as it did in many other areas.

Along with investing intensive effort in the advancement of conventional drive technology, the engineers also developed alternative drive systems to the production stage in combination with the Sprinter. One year after the launch of the new van it was already available as the electrically powered 308 E Sprinter. The water-cooled asynchronous motor, output 40 kW, got its energy from maintenance-free lead-gel batteries. The energy rating of 29 kWh sufficed to travel a distance of 65 to 80 km.

Natural gas drive to match the petrol engine
At the same time the first NGT Sprinters with natural gas drive (NGT=Natural Gas Technology) were being used by customers. The engine, featuring a new kind of sequential injection technology, developed 92 kW and practically could take on the conventional petrol engine for performance. With gas cylinders mounted underfloor, the vehicles had a range of 200 to 250 km. In spring 1997 this Sprinter with natural gas drive went into series production. Later, variants powered by liquefied gas – also called liquid petroleum gas or LPG – were added to the range.

It was also 1997 when a first version with all-wheel drive expanded the Sprinter model range. This Sprinter for difficult traction conditions, as could be encountered in snow or at building sites, had an electro-pneumatically engageable front-wheel drive – optionally also an additional off-road ratio and a locking differential – and was built much higher off the ground for more clearance. Permanent all-wheel drive would follow later.

Production record in 2005
And so the Sprinter quickly set out to outstrip the proven T1. At the Düsseldorf van plant where the T1 was manufactured during the second half of its life, Mercedes-Benz initially planned the daily output of 400 Sprinters in two shifts. However, after a very few years the annual production levelled out at more than 500 vans per day in three-shift operation. Production pushing the limits of capacity became the normal case for the Sprinter. At the end of its career, in 2005 the first Sprinter even attained a new production record with around 150,000 units – a great compliment for a very mature van in the prime of life.

It owed this to a tailor-made concept. The numerous body and weight variants of the Sprinter scored a bull’s-eye with potential buyers. At the same time the Sprinter impressed through engines with outstanding capabilities. The characteristic features of the Sprinter furthermore included its timeless-progressive design and the spacious, very functionally equipped cab whose appointments now almost reached passenger car level in terms of their design and material.

An updated Sprinter takes the field in the second half
With the start of the second part of the lifecycle in 2000, Mercedes-Benz further upgraded both the outward appearance and equipment of the cab. The Sprinter was now characterised by a deeply drawn-down bonnet into which the star harmoniously extended. A lengthier front end stretched the Sprinter’s silhouette. Newly designed headlamps illuminated the road ahead better; the front apron was given two integrated steps to permit easier cleaning of the windscreen.

In the cab, the eye was drawn above all to the redesigned, curved instrument panel. In its design and the quality of its material it attained passenger car standard, especially in the Sprinter crewbus variants with a soft, leatherlike surface (“Softlook”), available for the other Sprinters as an optional extra. Along with added comfort details such as a cup holder and stowage facilities, particularly the shift lever in the form of a joystick caught attention. Positioned within easy reach on the centre console, it permitted full through-cab access.

As of the comprehensive facelift the driver airbag was included in the standard equipment of the Sprinter. A co-driver airbag was available as an optional extra; as a double airbag it also protected the passenger seated on the inside of a twin seat. Now all seats of the Sprinter were fitted with three-point seat belts, even the centre seats in the rear of the crewbus and the inside seat of a twin co-driver’s seat. The longer front end further enhanced crash safety. Windowbags were soon also available. Headlamps with free-form reflectors lit up the roadway better. A new generation of the ABS with a still higher performance level also arrived, in conjunction with which the automatic brake differential evolved into the acceleration skid control.

New generation of diesel engines
At the same time a new generation of diesel engines and the automated Sprintshift transmission were put to work in the Sprinter. The CDI engines with four and five cylinders and displacements of 2.15 and 2.7 litres had outputs ranging from 60 kW to 115 kW. The most powerful engine not only offered the highest power rating in its class; it also featured the impressive (for that time) maximum torque of 330 Newton metres. Common-rail injection, four-valves-per-cylinder technology, and in the higher output categories an exhaust gas turbocharger with variable nozzle turbine were the latest cry in technology. With an eye to safety the top speed was limited to 160 km/h.

Alternatively, power transmission could now be handled by Sprintshift, an automated six-speed manual transmission featuring electrohydraulic gearshifting and automatic clutch actuation.

The Sprinter grows to become a six-tonner
At the start of 2001 Mercedes-Benz substantially enlarged the range with the Sprinter 616 CDI. It was available as chassis, pickup and with crewcab, with 5.99 tonnes gross vehicle weight and with a load-derated 5.0 tonnes GVW. Characterised by a straight frame from front to back (without the offset otherwise customary in the Sprinter), a twin-tyred rear axle with high load-carrying capacity, and a particularly wide track, the top-of-the-line model appealed to users who depended on high payloads to transport heavy goods. Another form of diversification of the range also went down well with customers: tailor-made industry solutions for the trades, service providers and courier services, manufactured in close cooperation with specialised body-builders.

In 2002 the Sprinter was upgraded again. Clear-lens headlamps and red-and-white tail lights emphasised the distinctive lines of the van and improved its functionality. A modified radiator grille and white side indicator repeaters rounded off the new look.

But more important still were the innovations under the sheet metal. They included a larger brake booster and, in particular, the use of the Electronic Stability Program ESP® as standard equipment (in Germany and many other countries) in all closed-body versions of the Sprinter up to 3.5 tonnes GVW – another first in safety in this vehicle class. Two years later ESP® was also part of the standard equipment of all Sprinter chassis models up to 3.5 tonnes GVW.

Career on the other side of the Atlantic
The Sprinter had long since conquered the New World too, establishing itself in the USA and Canada since 2002. The North American group brand Freightliner handled final assembly and distributed the vehicle under its own name and for the Dodge brand. Sprinter is now on the road in more than 100 countries around the globe. The King of Tonga is chauffeured around in a Sprinter boasting a particularly fine finish; extreme athlete Hubert Schwarz is rounding the globe by bicycle with an all-wheel-drive Sprinter as back up.
Little wonder that with successes like this to show the Sprinter has been the recipient of numerous prizes and trophies in the course of its career. Winner of “Van of the Year” in various countries, the “German Commercial Vehicle Prize”, multiple winner in the van category in the voting for “Best Commercial Vehicles”, and in the category “Camper Van of the Year” in the James Cook camper van version – the Sprinter is one of the most highly decorated vans of all time. With a total of almost 1.4 million vehicles sold, the first-generation Sprinter of 1995-2006 was the bestseller in its class in Europe and acquired a legendary reputation.

Legendary reputation, worthy successor
Accordingly, great things were expected of the successor. In visual terms the new Sprinter already heralded a new era: an emotional but appropriate design uniting form and function. The headlamps and cooling air intake were designed in the way typical of the brand. The dynamic lateral lines, three-dimensionally shaped tail lights and the receding lower section of the rear end were also characteristic of the Mercedes-Benz brand. Self-assuredly the new Sprinter wore its trademark at the front on an almost sculpted base, and at the rear in a central position between the doors.

Simply from the permutations of different wheelbases, lengths, heights, weights, body, engine and transmission configurations, around 1000 basic models can be created. The Sprinter was available in three wheelbases, in four lengths for the closed-body variants, with standard roof, high roof or the new super-high roof. The precise coordination existing between individual models was remarkable. It wasn’t simply restricted to modifications of the wheelbase: in the new Sprinter a suitably matched overhang complemented the particular wheelbase for each model. The result, apart from the visual advantages of harmonious proportions, was mainly advantages in terms of driving dynamics, plus the added advantage of balanced weight distribution in all versions.

The load capacity of the closed-body models began at 7.0 cubic metres and peaked at 17 cubic metres. The new Sprinter was available in three gross vehicle weight classes of 3 tonnes, 3.5 tonnes and 5 tonnes (with twin tyres). There were even two more GVW ratings: 3.88 tonnes as load-uprated variant of the 3.5-tonner and 4.6 tonnes (with super-single or twin tyres) as load-derated version of the 5-tonner.

Superior standard equipment
The Sprinter’s standard equipment made it the benchmark in its class. Along with many other details, power windows and central locking with radio remote control were now standard, as were driver airbag, six-speed transmission, wide-angle rear view mirror, ADAPTIVE ESP®. In addition, the Sprinter impressed with high-grade materials processed with painstaking workmanship. The Sprinter’s steering wheel could now be adjusted for height and reach as an optional feature. Extended seat reach adjustment and greater headroom made for even more freedom of movement. The redesigned interior was more sophisticated than ever, impressing with a multitude of stowage facilities.

The new exterior mirrors with integral wide-angle auxiliary mirrors on both sides of the vehicles were conducive to good rear vision and thus good safety. Side indicator repeaters were installed in the mirror housings for a strong signalling effect. Other aids for the driver included special equipment such as a closing aid for the sliding door, electric sliding door operation and, particularly, the innovative Keyless Entry and Slide system. This assists mainly drivers of parcel services who often don’t have a hand free to operate the doors. When the driver approaches the vehicle, depending on the direction he comes from the driver’s door is unlocked or the sliding door is opened. When the driver moves away from his vehicle the systems locks the driver’s door or closes the sliding door.

Engines set new standards
With its engines the Sprinter once again established a milestone in the van world. The unchanged basis was the OM 646 CDI turbodiesel engine with four cylinders and 2.15 litres displacement, now available in four output levels from 62 kW to 110 kW. Great pulling power at low revs along with high efficiency are advantages of these engines. Depending on version they even excel with two-stage turbocharging.

Top among the diesel engines was the new OM 642, a V6 with a displacement of 3.0 litres, an output of 135 kW and maximum torque 400 Nm. If the four-cylinders were well known for their advanced technology, the V6 with an aluminium crankcase, a balancer shaft and two overhead camshafts per cylinder bank enhanced the level even further. All diesel engines were low-pollution units complying with Euro 4 and EU 4/III and featured a particulate filter as standard.

Oil change interval – enough to circle the globe once
The oil change interval of 40,000 kilometres was sufficient for a circumnavigation of the globe. Depending on the type of operation this could be extended further using the service computer (ASSYST).

The V6 petrol engine M 272 in the Sprinter opened up a new performance dimension for vans: 190 kW from 3.5 litres piston displacement shattered all previous marks. The high-tech power plant offered convincingly superior power delivery combined with extraordinarily smooth operation. A five-speed automatic transmission transferred power to the rear axle. It was also available for the diesel engines as special equipment. As standard they were connected with a six-speed manual transmission with joystick-style gearshift on the dashboard. As many as three selectable final drive ratios per model allowed the Sprinter to be precisely adapted to the requirements in hand.

The suspension of the rear-wheel drive vehicle was perfectly adapted to the high engine outputs and the major differences between laden and unladen vehicle. A new transverse leaf spring made of glass fibre-reinforced plastic was used on the front axle, while new parabolic springs were used at the rear.

Latest-generation ESP® as standard
On all models, including the chassis, the latest-generation Electronic Stability Program ESP® – ADAPTIVE ESP® – was standard equipment. In addition to the usual parameters it now determined mass and centre of gravity. With this and other new functions, in critical situations ADAPTIVE ESP® could now respond more sensitively and selectively for control purposes. An optional extension of ADAPTIVE ESP® is the start-off assist, which prevents a vehicle from unintentionally rolling backwards when the driver changes from brake pedal to accelerator pedal to move off on hills.

All Sprinter models rolled on 40.64-cm wheels as standard, this being the prerequisite for brake discs with larger diameters. A further innovation was optional super-single tyres on the rear axle for the 4.6-tonne variant. Compared with twin tyres these tyres, size 285/65 R 16 C, require less space, save weight and increase the loading width between the wheel arches in the panel van. They also reduce rolling resistance.

Further improved safety
The exemplary passive safety of the Sprinter was further enhanced with the introduction of the new model. Every seat was now fitted with three-point seat belts and height-adjustable head restraints as well as belt force limiters; additionally the driver’s seat and the outer co-driver’s seat featured belt tensioners. The driver airbag was a standard-fit feature; optionally available: co-driver airbag, thorax bags and windowbags.
Mercedes-Benz manufactures the Sprinter at the Düsseldorf plant (panel van and crewbus) and in Ludwigsfelde outside Berlin (pickups, chassis). Both factories set the greatest store by exemplary workmanship and long-term quality. Many elements of the frame and body are laser-welded, laser-soldered or bonded. The proportion of galvanised sheet metal has increased significantly compared with the previous model.

Sprinter 4×4 for maximum traction
At the 2006 Hanover International Motor Show Commercial Vehicles, for the first time Mercedes-Benz showed the new Sprinter 4×4 with all-wheel drive. This gave high traction and handling stability even in unfavourable conditions. The permanent all-wheel drive transmitted the power to the front and rear axles in normal operation in a 35:65 split. Instead of using mechanical differential locks, the all-wheel drive worked together with the Electronic Traction System 4ETS. If one or more wheels lost traction on slippery ground, they were automatically braked at short intervals.

At the same time the drive torque was transferred to the wheel or wheels which still had adequate traction. The Sprinter 4×4 was to be available in all body, length and weight variants and powered by four- and six-cylinder CDI engines with 80, 110 and 135 kW. Customers could choose between the standard-fit six-speed manual transmission and the five-speed automatic transmission with torque converter.

Innovative alternative drive systems have a long tradition at Mercedes-Benz and especially in the Sprinter. So it is only logical that in 2008 the new Sprinter range was extended by the Sprinter NGT, the Sprinter with natural gas drive. Depending on version and use, gas tanks with different capacities are available. The output of the turbocharged four-cylinder engine with 1.8 litre displacement is 115 kW, the maximum torque is 240 Nm. The Sprinter NGT with bivalent drive system operates economically, quietly and with low emissions. Its operating cost is as much as 30 percent less than that of a Sprinter with diesel engine. With natural gas the Sprinter can travel a distance of 300 to 450 km, which is definitely adequate for short-range distribution work in very ecologically sensitive conurbations.

Optional air springs on the rear axle
Another option available from 2008 was air suspension rather than standard coil springs on the rear axle. ADAPTIVE ESP® was further enhanced with adaptive brake lights, which function as a flashing emergency braking signal. Instead of remaining lit, the brake lights flash for the period of critical braking. For manual transmission vehicles the start-off assist was also available as an option.

There was progress, too, with alternative drive systems: in mid 2008 the Competence Center for Emission-free Vehicles (KEN) at the Mannheim plant was expanded to become the Mercedes-Benz Natural Gas Production Competence Center. Sixteen natural gas variants are available for the Sprinter alone.

In September the Hanover International Motor Show Commercial Vehicles offered a glimpse far into the future of Mercedes-Benz Vans. The outstanding exhibit was a Sprinter Plug-In Hybrid, with an electric motor placed between internal combustion engine and automatic transmission. This innovative design had a set of lithium-ion batteries stowed directly behind the rear axle. This battery technology weighed in at
175 kilograms, doubling the power-to-weight ratio of the previously used nickel-metal hydride batteries.

Power train all of a piece
In 2009 the Sprinter appeared with a new generation of diesel engines with new manual transmissions and numerous other innovative features. It is now cleaner, more economical and more powerful than ever and meets the Euro 5 emissions standard. Characteristics of the all-new four-cylinder OM 651 are an undersquare design (for particularly good tractive power), a reduced compression ratio, an extremely solid cast iron block and a peak injection pressure of 1800 bar. In the base version with 70 kW the engine draws its air from a single-stage exhaust gas turbocharger with variable nozzle turbine. The more powerful variants with 95 and 120 kW get the benefit of two-stage turbocharging with a high-pressure turbine and a low-pressure turbine, each fitted with a wastegate valve. Further technical refinements designed to cut pollutant emissions are a larger intercooler and exhaust gas recirculation (EGR).

In contrast to the four-cylinders, the basic design of the six-cylinder OM 642 engine remained the same, but it was thoroughly improved to comply with the Euro 5 emissions standard. As top-of-the-range engine for the Sprinter the V6 engine in Euro 5 version now develops 140 kW. This is only three percent more power compared with the previous unit, but this goes hand in hand with a ten percent increase in torque – 440 Nm instead of 400.

All Euro 5 Sprinter engines boast particularly high torque and thus impressive pulling power, which make them a perfect match for the new ECO Gear six-speed manual transmission, which has a very low ratio for first gear and a very high sixth-gear ratio. This makes low, fuel-saving engine speeds possible when travelling at high road speed, without impairing the ability to set off on hills. A very crisp first gear ratio assists the driver when manoeuvring and facilitates slow driving without unnecessary clutch wear. As a result, the shortest of the three previous standard final gear ratios can be dropped. However, the factory still offers it for special applications.

On the other hand, Mercedes-Benz has further enhanced the safety features. ESP® trailer stabilisation, adaptive brake lights, heated wide-angle mirror, lower positioned fog lamps and an automatic transmission with start-off assist are the functions that have now been added to the Sprinter’s comprehensive safety package.

Two million mark cleared
With that the Sprinter continues the successful career that it took up 15 years ago blazing a trail for the big strategic product initiative. And it certainly need not fear comparison with its extremely successful predecessor, the T1, in whose footsteps it once followed. The Sprinter has overtaken the T1 with giant strides: the records show roughly a million units for the “Bremen” van after 18 years in production, whereas the first-generation Sprinter reached the proud figure of 1.7 million manufactured units in a production run of just eleven years through 2006. Together with the more than 400,000 vehicles of the second generation that have been built to date, the Sprinter even has cleared the two million mark in time for its 15th anniversary.

Source: Daimler AG

The 2010 Sprinter lineup is comprised of three versatile models – a cargo van, passenger van and a cab chassis – all powered by an innovative 3.0-liter BlueTEC diesel engine that marks the first-ever use in the commercial van market of a super-clean Diesel Exhaust Fluid (DEF) system. Overall suggested retail pricing is approximately six percent lower than last year. The Sprinter cargo van starts at $35,995, while the cab chassis begins at $34,270, and pricing for the passenger van begins at $39,820. All prices exclude destination charges set at $980.

Source: Daimler AG

A corresponding declaration of intent was signed. The grant is in support of Daimler AG’s efforts to realise environmentally friendly goods transport in urban areas. Battery-powered vehicles emit no carbon dioxide or pollutants, and have significantly lower noise emissions than conventionally powered vehicles, which makes them very suitable for use in environmentally sensitive inner-city areas.

Up to 50 Mercedes-Benz vans will be produced and delivered to customers as part of this project. The drive system is configured solely for electric operation, and dispenses with a powertrain designed for internal combustion engines.

The findings from this project will be directly incorporated into the further development of these vehicles.
There is a particular focus on adaptation of the drive system, energy management and the reuse of braking energy (recuperation). Other aspects of the project also include the provision of replacement parts, charging and diagnostic systems, however. The lithium-ion battery that supplies the electro-van with its power is another major development emphasis. Temperature is an important factor for the operating life and performance of the lithium-ion battery, for example. The aim of all the sub-projects is to extend the technologies developed to other van model series, and to achieve series production maturity within a short time.

Research and development in the German Mercedes-Benz locations mainly takes place in Stuttgart, with the aim of both safeguarding employment and developing know-how in the field of electro-mobility and its cutting-edge technology in Germany. New project management methods are also employed to achieve shorter development cycles, with the supply industry and users also included in these efforts. Daimler AG is set to become the first vehicle manufacturer to integrate the production of electric vans directly into its plants.

Daimler AG has many years of experience with battery-powered vehicles: as early as 1972 a van with an environmentally drive system of this kind was built and successfully used at the Olympic Games in Munich.
Infrastructure-related aspects will also be explored during these major trials. Mercedes-Benz Vans will already start testing the electro-van with selected customers in 2010. These target customers are primarily fleet operators and public bodies conducting transport operations in environmentally sensitive areas. The main emphasis here is on short-range operating profiles with frequent stops in inner-city areas.

The goal is to market these vehicles at an acceptable cost for all parties involved in the future.

Source: Daimler AG

Extreme gradients, rough terrain, badly eroded tracks, saturated fields, ice and snow are just some of the obstacles that have to be overcome. Outstanding traction is indispensable in such cases. This is where the Mercedes-Benz Sprinter 4×4, Vario 4×4 and Vito 4×4 came into their own. No other van manufacturer produced such a wide range. Private purchasers also benefited, for example, if they were looking for a camper offering particularly high traction.

Sprinter 4×4: the van for everyone, thanks to numerous variants
A former military training area not far from Berlin provided the venue. In spring 1997 Mercedes-Benz had given motoring experts an off-road demonstration of an all-wheel drive van. The Sprinter, which had been introduced for the first time just two years previously, was then able to display its outstanding ability to cope with rough terrain. Its predecessor model, the T1, also known as the “Bremer” because it had originally been manufactured in Bremen, had already been skilfully converted from a classical rear-wheel-drive vehicle to an all-wheel drive van with particularly strong traction. The preferred solution for these individually produced vehicles was the immaculate all-wheel technology employed in the legendary Mercedes-Benz G-Class. But this saw the introduction for the first time of a professionally developed factory design.

The Sprinter fitted the bill perfectly: rear-wheel drive, a turbodiesel producing for its time an amazingly powerful 122 hp (90 kW), plus a very extensive range of models. All in all, an outstanding basis for a 4×4 van, which was quite deliberately not a replacement for an off-road vehicle but which could be a tremendous aid to professional users in all sorts of situations.

All-wheel drive, manually selectable up to 20 km/h
The central feature of this version was the re-designed all-wheel drive which, at the touch of a button, could be manually selected and deselected while driving at speeds up to 20 km/h. With front axle drive selected, the torque was distributed in a 50:50 ratio between front and rear axle. For safety reasons, the front wheel drive automatically deactivated when the engine was switched off. As a consequence, the Sprinter 4×4 could never inadvertently be started up with front-wheel drive selected, even if the selector switch was set to “all-wheel”.

Extra weight amounts to around just 130 kilograms
The additional components for the 4×4 drive weighed around 130 kilograms, a favourable figure compared with the permissible gross weight of a full-size van. Installing the additional components also raised the ride height at the front axle by 110 millimetres and by 80 millimetres at the rear axle. Modifying the front axle reduced the steering angle from 46 to 36 degrees, producing a larger turning circle.

The exemplary safety engineering features were already typical of the Sprinter by this time; it was the first van of its class to be equipped as standard with an anti-lock brake system and disk brakes all round. Selecting front-wheel drive automatically switched off the ABS functions; they would be re-activated in the same way by reverting to 4×2 drive mode.

Optional manually selectable gear ratio
Depending on the variant, the angle of approach ranged from 31 to 35 degrees. The ramp angle, depending on the wheelbase, measured between 20 and 26 degrees. The first generation Sprinter 4×4 was able to satisfy particularly demanding traction requirements by an optionally available, manually selectable transfer box gear ratio of 1:1.4. A manually selectable differential lock on the rear axle was also available as an optional extra; the longest wheelbase variant was equipped with this as standard. All the all-wheel drive components were housed within the floor assembly, providing them with maximum protection against external damage.

An extensive model range to satisfy the most varied requirements
An extensive model range was typical of the Sprinter, and essential for professional use in the 4×4 segment. One Sprinter version, for example, was powered by a five-cylinder diesel engine, capable of delivering 122 hp (90 kW) from a cubic capacity of 2.9 litres and achieving a high maximum torque of 280 Newton metres – an important tractive power bonus, particularly off-road. An alternative was provided by a 143 hp (105 kW) four-cylinder gasoline engine, producing torque of 210 Newton metres from a cubic capacity of 2.3 litres. The range was later complemented by a 100 hp (74 kW) five-cylinder turbodiesel engine.

Power transmission was achieved by either a mechanical five-speed manual transmission or a fully automatic transmission. A choice of up to four axle ratios was available for all versions.

The vans were available as cargo vans, crew buses (either normal or high roof versions), as platform trucks, stripped chassis or double cab in any of three wheelbases and, as required, with a permissible gross weight of either 3.5 or 4.6 tonnes.

The Sprinter with permanent all-wheel drive follows in 1999
One year after introducing the Sprinter 4×4, Mercedes-Benz extended the range by adding a variant with permanent 4×4 drive. This variant’s power distribution between front and rear axle was in the ratio 35:65.

In the following years the Sprinter 4×4, like its sister models with rear-wheel drive, benefited from continuous and extensive product enhancements. Particular examples were the introduction in spring 2000 of powerful and fuel-efficient CDI diesel engines with ratings of up to 156 hp (115 kW) and producing 330 Newton metres of torque. As well as receiving a visual makeover, the Sprinter was also given a new cockpit and a joystick gearshift – to save space; the gearshift lever was moved to the instrument panel for easy reach.

The automated six-gear “Sprintshift” transmission replaced the optional automatic transmission. And, at the same time, the differential lock on the rear axle in conjunction with all-wheel drive became standard equipment for all models. Another model refinement in 2000 was further development of the automatic brake differential (ABD) to produce a fully-fledged traction control system (TCS). Two years later, Mercedes-Benz introduced the ESP® Electronic Stability Program. In 2000, the Sprinter with all-wheel drive demonstrated its abilities when it was used as the support vehicle for Hubert Schwarz, the ultra-distance sports cyclist. The Sprinter 4×4 accompanied him on his cycle journey around the world.

The new 2007 model Sprinter 4×4
After eleven years and with well over a million vehicles produced, the successful earlier model was replaced by a new Sprinter in spring 2006. That same year, a prototype version with all-wheel drive was shown at the 2006 International Commercial Vehicle Show. It was launched on the market in spring 2007. The new model offered permanent all-wheel drive which, under normal driving conditions, distributed power in the ratio of 35:65 between the front and rear axles.

4×4 and 4ETS: a unique world-beating combination
Instead of mechanical differential locks, the all-wheel drive now operated with the 4ETS Electronic Traction System. This system automatically and individually applied braking force at short intervals to any one or more wheels that lost traction. At the same time, the drive torque was transferred to any wheel or wheels still having sufficient grip. With the new Sprinter 4×4, the all-wheel drive operated even more effectively because 4ETS was integrated into the standard ESP® and specially adapted to the all-wheel drive. The effect of the interaction between 4×4 and ESP® was that the vehicle could be controlled with supreme ease at all times within its physical limits and kept safely on course.

Like its predecessor, the Sprinter was raised by 110 millimetres at the front and by 80 millimetres at the rear. Depending on the model, the angle of approach was 27 to 28 degrees; and the angle of departure of the closed body variants between 12 and 27 degrees. Compared with the conventionally powered model, its ability to cope with steep gradients improved by up to 20 percent. At a maximum speed of 20 km/h, its fording depth was 620 millimetres. The additional weight of the all-wheel drive was limited to between 115 and 135 kilograms, depending on the model.Instead of mechanical differential locks, the all-wheel drive now operated with the 4ETS Electronic Traction System. This system automatically and individually applied braking force at short intervals to any one or more wheels that lost traction. At the same time, the drive torque was transferred to any wheel or wheels still having sufficient grip. With the new Sprinter 4×4, the all-wheel drive operated even more effectively because 4ETS was integrated into the standard ESP® and specially adapted to the all-wheel drive. The effect of the interaction between 4×4 and ESP® was that the vehicle could be controlled with supreme ease at all times within its physical limits and kept safely on course.
Like its predecessor, the Sprinter was raised by 110 millimetres at the front and by 80 millimetres at the rear. Depending on the model, the angle of approach was 27 to 28 degrees; and the angle of departure of the closed body variants between 12 and 27 degrees. Compared with the conventionally powered model, its ability to cope with steep gradients improved by up to 20 percent. At a maximum speed of 20 km/h, its fording depth was 620 millimetres. The additional weight of the all-wheel drive was limited to between 115 and 135 kilograms, depending on the model.

Sprinter 4×4: more choice than ever before
The Sprinter 4×4 was available in numerous bodywork, length and weight variants. In practice, this meant a choice of three wheelbases, four body lengths and three roof heights, and of permissible gross weights between 3.5 and 5.0 tonnes. Propulsive power was delivered by four-cylinder and six-cylinder CDI engines with power ratings of 109 hp (80 kW), 150 hp (110 kW) and 184 hp (135 kW). There was a choice between the standard six-gear manual transmission and a five-gear torque-converter transmission, plus various axle ratios so that the vehicle could be perfectly tailored to individual operating conditions. Like its predecessor, the Sprinter 4×4 would also be available later on with a manually selectable all-wheel drive and a similarly manually selectable 1:1.4 reduction for particularly demanding working conditions.

The Sprinter 4×4 also benefited overall from the van’s model change. Large 16-inch wheels increased both traction and ground clearance; they also provided space for a particularly lavishly sized braking system. The new cockpit gave both driver and assistant driver more room, and its exemplary ergonomic design and generous stowage facilities were highly attractive features. The safety equipment was unrivalled. In addition to the anti-lock brake system and individual airbags, at its core was the Adaptive ESP®, the latest generation Electronic Stability Program with load distribution and centre of gravity recognition.

T2 and Vario 4×4: the all-wheel drive for professionals
Over many years, Mercedes-Benz large-capacity vans have earned a unique reputation. They are the number one choice of the construction industry, the rescue services and council workers and of skilled tradesmen, whenever they are looking for a sturdy van, easy to operate and with a high payload in the region of up to 7.5 tonnes gross weight. They also offer a suitable and serviceable basis for midi buses and special bodies.

An all-wheel drive, of the sort which Mercedes-Benz has been supplying for many years, fits easily into this framework. Whereas all-wheel drive on the lighter Sprinter will largely be called upon to occasionally improve its traction, the Vario and its predecessor, the T2 model series, is used by a wide circle of customers in the commercial and municipal sector who frequently need all-wheel drive.

Permanent all-wheel drive part of the range since 1991
The all-wheel era began in 1991 with the 814 DA model of the T2. This sturdy, large-capacity van was equipped with permanent all-wheel drive, with short axle ratios to increase tractive power and with an additional reduction in the transfer box (on-road: 1.037; off-road: 1.67). The three-shaft VG 550 transfer box was located separately from the manual transmission and distributed some 25 percent of the torque to the front axle and 75 percent to the rear axle. Under extreme road conditions, the interaxle differential in the transfer box could be locked up. This produced a rigid connection between the front and rear axles. Off-road gear, inter-axle differential lock and the optionally available rear axle differential lock were all actuated via air valves.

The vehicle was powered by the OM 364 LA diesel engine, a supercharged four-cylinder in-line engine with direct injection, one of the most recent successors to the legendary 300 engine series. The four litre capacity power pack delivered 136 hp (100 kW) and achieved maximum torque of 408 Newton metres. Power transmission was delivered via a five-speed transmission with mechanical gearshift.

High-strength steel grades for the frame, large tyres
The chassis frame was designed to withstand off-road stresses by employing high-strength materials. Size 9.5 R 17.5 tyres instead of the usual 205/75 R 17.5 format increased the chassis ground clearance. Standard tyres were retained for the cargo van; either 215/75 R 17.5 or 8.5 R 17.5 tyres were used.

The all-wheel van produced in the Düsseldorf plant was available either as a stripped chassis with cab or cowl, or as a cargo van. It had a 3,150 or 3,700 millimetres wheelbase and a permissible gross weight of 7.49 tonnes. To the large-capacity van’s permissible gross weight of 7.49 tonnes could be added a 2.4 tonnes towing capacity. With a compressed air-braked trailer, the all-wheel drive van could tow up to 7.5 tonnes. The permissible gross van/trailer combination weight then amounted to 14.99 tonnes.

Excellent traction even under difficult conditions
The T2 4×4 had disk brakes at the front and drum brakes on the rear axle. An anti-lock braking system could be had on request. Whenever the ABS control system was activated, the inter-axle differential lock in the transfer box was automatically switched off. The 814 DA all-wheel drive van had excellent traction characteristics even under the most difficult road conditions, achieving a hill-climbing ability of 73 percent fully laden without trailer and of 32 percent with a trailer in tow.

Euro 2 engines offer greater tractive power
Four years on and T2 production had been moved from Düsseldorf to Ludwigsfelde near Berlin. The all-wheel drive version of the large-capacity van had also benefited from engines redesigned to comply with the Euro 2 emissions standard. Its rated power had risen modestly to 140 hp (103 kW); more importantly, its tractive power was now 500 Newton metres at low engine speeds of between 1150 and 1500 rpm.

The Vario 4×4 embarked on its career in 1997
The Vario succeeded the T2 in 1996. One year later, it would be followed by the new 814 DA and 815 DA 4×4 models. Many elements of the well-tried preceding range were adopted, including the two wheelbase variants, the cargo van with two different roof heights, the platform truck and dump truck, and the chassis with either just the driver’s cab or with crew cab. The permissible gross weight remained unchanged at 7.5 tonnes and even 8.2 tonnes for the chassis version. Depending on the version, the Vario’s new OM 904 LA turbodiesel direct injection engine delivered either 136 hp (100 kW) or 150 hp (110 kW) from a cubic capacity of 4.25 litres. The high maximum torque of 520 or 580 Newton metres was achieved at engine speeds of between 1200 and 1500 rpm.

As before, power was transmitted continuously to the front and rear axles via a five-speed manual transmission and the Mercedes-Benz VG 550 transfer box. Due to the Vario’s axle load distribution, torque was distributed between the axles in the ratio of 28:72. The transfer box ratio was 1.037 on-road and 1.67 off-road. The appropriate gear ratio was selected by a rocker switch while stationary. With its two optional axle ratios, and depending on the operating conditions, the Vario 4×4 could achieve a top speed of 99 km/h and a hill-climbing ability of up to 73 percent without a trailer.

Two manually selectable differential locks
In addition to the manually selectable inter-axle differential lock, a similarly manually selectable differential lock on the rear axle was then included as standard on the Vario. Both were actuated by air valves. To assist off-road mobility, the Vario 4×4, like its predecessor, ran on 9.5 R 17.5 tyres (4×2 version: 205/75 R 17.5). This increased the ground clearance below the rear axle by 38 millimetres to 216 millimetres.

High payload and a huge towing capacity
The extensive engineering content in the drive system and chassis increased the curb weight of the Vario 4×4 compared with the initial design by around 600 kilograms. Despite this, even when compared with conventionally driven vehicles, its payload was substantial, up to 3.9 tonnes in the case of the all-wheel drive platform truck, for example. If the permissible load capacity was still not sufficient, then the Vario 4×4 was ideally suited as a towing vehicle. The all-wheel drive van could tow up to 7.5 tonnes, and the permissible van/trailer combination weight was now 13 tonnes. At this weight, the large-capacity van could surmount gradients of up to 44 percent.

Whereas four internally ventilated disk brakes were fitted to the new rear-wheel-drive Vario, the rear axle of the Vario 4×4 was equipped as before with drum brakes. The background to this was the danger, particularly with dump trucks, that stones might collect between wheel and brake disk and damage the disk.

In 2003, the Vario 4×4 was given a new top-class engine, together with a six-gear manual transmission. A 177 hp (130 kW) version expanded the range into new areas. Its most impressive feature was the maximum torque of 675 Newton metres.

Vario 4×4: a unique large-capacity van with all-wheel drive
Ten years after their first appearance, the Vario and Vario 4×4 benefited from an extensive upgrade in spring 2006. The main element was the installation of BLUETEC engines complying with the Euro 4 emissions standard. The all-wheel drive Vario was now available in three engine variants: 129 hp (95 kW), 156 hp (115 kW) and 177 hp (130 kW). All models were now equipped as standard with a six-gear manual transmission.
The all-wheel model, too, now had disk brakes on the rear axle. Depending on the wheelbase (now either 3700 or 4250 millimetres), the Vario 4×4 ran on size 9.5 R 17.5 and 215/75 R 17.5 tyres. Reinforced springs on the rear axle and the reinforced front axle emphasised its ability to cope with high stresses. As a unique all-wheel drive large-capacity van, the Vario had genuinely earned a firm place among vans designed for tough work.

Vito 4×4: compact van with off-road vehicle traction
A recent offshoot of the Mercedes-Benz family of vans with all-wheel drive was the Vito 4×4, introduced for the first time in autumn 2005. It combined the handy dimensions, the excellent handling and the manoeuvrability of a compact van with the traction of an off-road vehicle. The Vito 4×4 was available in virtually all the same length and body variants as the original vehicle, i.e. there was a choice between two wheelbases and three overall lengths, and between cargo van, crew bus and Mixto.

Like the Mercedes-Benz large-capacity Viano, the Vito 4×4 had permanent all-wheel drive which, in normal driving conditions on firm surfaces, distributed the power between front and rear axles in the ratio of 35:65. The developers flange-mounted the transfer box directly onto the main transmission. The front axle drive was kept very compact; it was lubricated for life and was therefore as maintenance-free as the additional front axle drive shafts.

4ETS replaces differential locks
Instead of mechanical differential locks, the all-wheel drive operated using the 4ETS Electronic Traction System, which had already proved its excellent worth in numerous Mercedes-Benz vehicles. Should one or more wheels lose traction on a slippery surface, the 4ETS automatically and individually applied braking pressure in short bursts to the spinning wheels, thus increasing the torque by an equal amount to those wheels with good traction. 4ETS used the ABS wheel sensors to achieve this. This automatic braking intervention by the 4ETS was able to simulate the effect of up to three differential locks. 4ETS was integrated into the ESP® Electronic Stability Program, whose control characteristics were specially adapted to the all-wheel drive.

Although the Vito 4×4 was not a fully-fledged off-road vehicle, it by no means shrank from off-road work. For example, the all-wheel drive Vito’s angle of approach was 20 degrees (conventional drive: 18 degrees) and the angle of departure of the short wheelbase and short overhang variant was 19 degrees (15 degrees). The short wheelbase Vito 4×4 had a ramp angle of 19 degrees rather than 14. Its front axle ground clearance was around 150 millimetres and 210 millimetres at the rear. Depending on the vehicle version, its hill-climbing ability was some 20 percent greater than for the conventionally powered Vito.

Less additional weight, practical overall height
Depending on the variant, the extra weight of the all-wheel drive was limited to between just 80 and 115 kilograms, meaning that Mercedes-Benz could still offer the Vito 4×4 as before at 2.77 and 2.94 tonnes permissible gross weight. Since, including the all-wheel drive, the overall height only increased by four to six centimetres, depending on the model, the Vito 4×4 still came in below the important overall height restriction of two meters. Consequently, it would fit into standard garages, multi-storey car parks and automatic car washes – an essential factor for unrestricted flexibility and everyday practical use.

Mercedes-Benz supplied the Vito 4×4 with two engine variants – Vito 111 CDI (109 hp/80 kW) and Vito 115 CDI (150 hp/110 kW) – each in conjunction with particulate filter and automatic transmission. It proved its worth with its powerful torque and appropriately strong tractive power even over rough ground. Its high towing capacity of 2500 kilograms was one measure of its strong performance.

Source: Daimler AG

The efficiency package or the NGT technology in the Sprinter are examples of this. These Sprinter models are identified by the BlueEFFICIENCY badges affixed to the sides in the area of the left and right B-pillars.

Efficiency package: new engines, new transmission and other components
BlueEFFICIENCY stands in this case for an efficiency package comprising the newly developed four-cylinder engine (OM 651) and the new transmission (ECO Gear) plus the ECO start/stop function.

New diesel engine generation: first-rate performance
Highest efficiency characterises the new diesel engines of the Mercedes-Benz Sprinter. The centre of attention is the new four-cylinder CDI. Its three output ratings of 70 kW (95 hp), 95 kW (129 hp) and 120 kW (163 hp) cover almost all the demands on vans in the Sprinter class. The four-cylinder gets very respectable pulling power with torque of 250 Nm, 305 Nm and 360 Nm. Remarkable: the peak torque already is available at an extremely low engine speed.

On-demand control of the auxiliary units saves fuel
The Sprinter efficiency package also includes auxiliaries with on-demand control – something new in the van sector. The electrically switched oil pump regulates its delivery independently and adaptively – for the first time on a diesel engine. The piston-cooling oil spray nozzles also operate according to need, and the alternator too operates only when it is needed. The effect is that the mentioned components – unlike conventional units – only consume energy when they actually need it.

The new transmission cuts consumption, enhances dynamics
The efficiency package includes the new ECO Gear six-speed manual transmission designed specifically for vans. Its outstanding feature is a particularly large ratio between first and top gear with a low-geared 1st gear and a 6th gear designed as an overdrive.

Generally speaking, with the new transmission the engine speed level is distinctly reduced in favour of lower consumption and the resultant greater economy. This goes hand in hand with lower exhaust and noise emissions and enhanced ride comfort.

ECO start/stop function: engine off at every stop saves up to eight percent fuel
The efficiency package under the BlueEFFICIENCY logo also includes the ECO start/stop function: if the vehicle is standing at idling speed, the engine is automatically shut off. The savings potential is nothing to sneeze at: on average, the Sprinter with ECO start/stop function makes do with up to eight percent less fuel in urban operation. At the same time, noise emission is reduced by cutting out the engine.

The ECO start/stop function brings its savings potential to bear mainly in city driving, and here in particular during the frequent waits in tailbacks or at red lights. As soon as the vehicle stops for at least three seconds without a gear being engaged, the ECO start/stop function shuts down the engine. When the driver steps on the clutch pedal or releases the brake so that the vehicle begins to roll, the engine is promptly restarted.

Environmentally friendly, safe and comfortable all in one
Sophisticated electronics provide for safety: if the vehicle begins to roll the engine is immediately started to ensure power assistance for the brakes and steering. Also, with a gear engaged the engine only starts running if the clutch pedal is fully depressed. To prevent cold starts and engine overheating, the system operates exclusively at coolant temperatures between 40 and 100 degrees Celsius.

The Sprinter NGT: another BlueEFFICIENCY technology
Starting immediately the Sprinter NGT also proudly wears the “BlueEFFICIENCY” badge on both wings.
Both clean and economical, the vehicle drive system fuelled with natural gas unites opposites. The new Sprinter NGT with mono-fuel or bi-fuel natural gas drive confirms this assessment: sharply reduced exhaust gas and noise emissions, appreciably lower upkeep costs, and a large cruising range in combination with the standard drive are some of its advantages.

Mercedes-Benz offers the Sprinter 316 NGT and 516 NGT in different body variants. The basic engine, a four-cylinder petrol unit, develops 115 kW (156 hp) and torque of 240 Nm.

Both BlueEFFICIENCY technologies for the Sprinter can be ordered starting immediately.

Source: Daimler AG

Now the Mercedes-Benz Sprinter is consolidating its leading position even further, pulling away from its competitors with a new generation of diesel engines, new manual transmissions and numerous other features. It is cleaner, more economical and more powerful than ever, with engines of exemplary efficiency.

Accordingly the Sprinter is set to continue its success story: since spring 2006, well over 400,000 units of the current second generation have been produced, with a total of over 1.7 million units if the preceding model is included. This means that the Mercedes-Benz Sprinter dominates the van class around the
3.5-tonne gross vehicle weight level.

New engines meet Euro 5 as standard, EEV optional
This comprehensive further improvement of the Mercedes-Benz Sprinter centres on the newly developed drive train, with completely new four-cylinder diesel engines having the in-house designation OM 651 and the comprehensively re-engineered OM 642 V6 engine. The development focus was on maximum environ­mental protection by virtue of compliance with the Euro 5 emission standard, and optionally even EEV, further improved economy with a lower fuel consumption, impressive performance with high output and torque, great responsiveness and even more operating refinement.

Naturally these engines also meet the expectations that are taken for granted in a power unit bearing the Mercedes star: outstanding reliability and a long operating life to cope with the high demands of day-to-day commercial vehicle operation, as well as long service intervals. All the variants of the new engine already comply with the Euro 5 emission standard. This becomes mandatory for commercial vehicles above 3.5 t gross vehicle weight from the autumn, and will apply to commercial vehicles below this threshold in 2011.

Four-cylinder CDI: wide output range, three output classes
Three output variants of the new OM 651 four-cylinder engine are available for the Mercedes-Benz Sprinter:

- 210 CDI/310 CDI/510 CDI: output 70 kW (95 hp) at 3800 rpm, max. torque 250 Nm at 1400-2500 rpm

- 213 CDI/313 CDI/413 CDI/513 CDI: output 95 kW (129 hp) at 3800 rpm, max. torque 305 Nm at 1200-2400 rpm

- 216 CDI/316 CDI/416 CDI/516 CDI: output 120 kW (163 hp) at 3800 rpm, max. torque 360 Nm at 1400-2400 rpm

Compared to its predecessor, the top engine variant now benefits from an eight percent increase in output and an increase of no less than ten percent in maximum torque.

V6 CDI: top model now even more powerful
The V6 OM 642 engine has been comprehensively developed further, with an unchanged displacement of 2987 cc. As the only six-cylinder unit installed in a van, it likewise now meets the Euro 5 emission standard. In addition to slight increase in output, it impresses with its ten percent increase in maximum torque. As the top-of-the-line engine for the Sprinter, the six-cylinder unit is available in one output class:

- 219 CDI/319 CDI/419 CDI/519 CDI: output 140 kW (190 hp) at 3800 rpm max. torque 440 Nm at 1400-2400 rpm

OM 651: completely new design
The four-cylinder OM 651 diesel engine is a completely new design. It only shares its overall displacement of 2.15 litres with its predecessor (to be precise: 2143 cc, predecessor 2149 cc). It has a completely different geometry, however. While the bore and stroke were previously roughly square, the new engine is a long-stroke unit with a bore of 83 mm and a stroke of 99 mm. This allows a high ignition pressure of 200 bar, leading to increased torque, pulling power and overall perfor­mance. The compression ratio has been reduced from 17.5:1 to 16.2:1. The advan­tages include smooth idling even when cold, despite the undersquare confi­guration.

The engine has a high-strength block of grey cast-iron, with deep-seated cylinder head bolts. This reduces friction and allows more perfectly cylindrical walls, which are finely honed for even lower friction.

The pistons are of aluminium. Owing to the long-stroke geometry, an omega shape was chosen for the piston crown. This wide, flat crown harmonises with the long injection spray lengths of an undersquare engine. An optimised combustion process significantly reduces the untreated emissions.

Owing to the long stroke, the forged, weight-optimised connecting rods are short, which is an advantage in terms of strength. The forged crankshaft with eight counterweights rotates in five bearings. It is very low in vibrations, thereby contributing to the smoothness of the engine.

Camshafts driven by gear-wheels and chain
The two overhead camshafts operate a total of 16 intake and exhaust valves via roller-type tappets with hydraulic valve adjustment. The camshafts are driven by a combination of gears and a short duplex chain. Great attention to detail has reduced the louder noise normally associated with gear-driven camshafts.

Fuel injection at a maximum of 1800 bar
As before, a common-rail system is used to inject the fuel. This design ensures highly precise and therefore economical fuel metering for each cylinder, as well as smooth running. The maximum injection pressure has been increased to a remarkable 1800 bar in the new engine generation.

Improved, fourth-generation solenoid injectors with improved control and a seven-hole injection nozzle allow up to five injections per combustion cycle: a maximum of two pre-injections is followed by the main injection and, if required, a post-injection phase. The benefits include a gentle increase in pressure, and therefore quiet, smooth running.

The new injectors are free of leaks, therefore no additional line is necessary to return fuel. This improves thermal management of the injection system and makes it unnecessary to cool the fuel. A compact dual-plunger injection pump generates the necessary pressure in the rail, while a throttle valve regulates the charge level. The required pump output has been considerably reduced as one of several measures designed to lower fuel consumption.

Turbocharger: high efficiency and rapid response
The developers devoted great attention to the turbocharging. This is not only of decisive importance for the rated output and torque, but also for power delivery and therefore responsiveness. In the basic 70 kW (95 hp) version, the engine is aspirated by a single-stage turbocharger with variable turbine geometry. This ensures a high level of efficiency and rapid response.

In the other output versions of the four-cylinder engine, a further development of the two-stage turbocharging installed in a van for the first time in the preceding model is used. In this case a small high-pressure turbocharger works together with a large low-pressure turbocharger. The two turbines are connected in series. At low engine speeds only the compact high-pressure unit is active, which means that a high charge pressure can already be built up at very low engine speeds. A wastegate valve prevents overloading. From medium engine speeds, the charge pressure control flap of the large low-pressure turbocharger opens, bringing its turbine into action. This too has a wastegate valve.

Top performance across the entire engine speed range
Thanks to specific improvements to all these units, this combination achieves both very good responsiveness from low engine speeds and excellent operating characteristics at high engine speeds, as well as top performance across the whole engine speed range. Maximum torque is already available at very low engine speeds, and is maintained over a wide rpm range. The driver does not notice the switchover from one to two-stage operation and vice versa, and the engine characteristics correspond to those of a large-displacement diesel engine.

Larger intercooler, highest specific output
The larger intercooler delivers a 20-percent higher cooling performance compared to the preceding engine, which is the basis for the very high specific output of these engines. Thanks to a temperature reduction by around 140 degrees in the compressed, heated air, a larger volume of air reaches the combustion chambers.
At 56 kW (76 hp) per litre, the most powerful version of the four-cylinder unit (120 kW/163 hp) has the highest specific output of any van engine in this class. The same applies to the maximum torque, where the new engine in the Sprinter delivers the best figure in its class with up to 168 Nm per litre of displacement. This so-called downsizing – high output and torque from a comparatively small displacement – is a precondition for low fuel consumption, the resulting, low level of emissions and low weight.

An electrically controlled flap behind the intercooler ensures a precisely controlled mixture of fresh air and recirculated exhaust gas. To optimise the exhaust gas content, this is cooled as required to increase the volume.

The optimised airflow distribution is also remarkable. To reduce weight, the intake air throttle is of plastic for the first time in a diesel engine. In addition to a high output and low emissions, the sum of all these measures produces outstanding responsiveness, and therefore great agility and driveability.

Unprecedented smoothness thanks to balancer shafts
The new four-cylinder engines feature Lanchester balancers: two counter-rotating shafts lend these engines a level of smoothness never before achieved in this class. The shafts rotate within a cassette below the crankcase, and are driven by crown wheels. To minimise friction they are mounted in two needle bearings and an annular ball bearing. The balancer shafts are arranged in such a way that technical components such as a front axle differential and drive shafts can be accommodated for the all-wheel drive Sprinter 4×4.

These Lanchester balancers are not only a first in the Mercedes-Benz Sprinter, as this is the first time they have ever been used in a van. The exemplary smoothness of the new engine has also been aided by moving the camshaft drive to the rear and installing a two-mass flywheel.

Euro 5 compliance for all variants, EEV in preparation
Mercedes-Benz has a tradition of environmental commitment. When the current Sprinter generation was launched three years ago, the company was the first manufacturer to introduce a particulate filter as standard for all diesel models. As a logical next step, Mercedes-Benz is presenting the new OM 651 as the first van diesel engine to meet the Euro 5 emission standard. Accordingly there is no such thing as first and second-class levels of cleanness for the Sprinter: all output and weight variants meet the requirements of Euro 5.

In the near future the Sprinter will also be optionally available with EEV compliance (Enhanced Environmentally friendly Vehicle), the currently voluntary but most stringent emission standard in Europe. EEV classification requires a further reduction in the limits for carbon monoxide (CO), hydrocarbons (HC) and particulates (PM).

Exhaust gas recirculation is sufficient for Euro 5 in vans
Thanks to the very high level of engine efficiency, the Mercedes-Benz Sprinter is able to achieve both Euro 5 and EEV with exhaust gas recirculation. The Sprinter is able to dispense with the SCR technology and addition of AdBlue used for trucks. This is particularly advantageous for vans in several respects: unlike fleets operating heavy trucks, hardly any company refuelling facilities vehicles have a supply of AdBlue. The operating profile is also very different, as more frequent refuelling is required owing to the lower operating range of vans compared to trucks and buses. Which includes areas where there is no reliable supply of AdBlue. Moreover, the weight penalty incurred with SCR technology is a particularly important factor for vans in the gross vehicle weight class around 3.5 tonnes.

Sophisticated exhaust gas recirculation with two-stage cooling

The low level of untreated emissions is the basis for the environmental friendliness of the new diesel engine generation. In addition to optimised combustion, this is in part due to an increased exhaust gas recirculation (EGR) rate. The EGR system for the new engines is water-cooled in two stages, depending on requirements: initially the exhaust gases are always pre-cooled, and depending on the operating point there is additional cooling by the main cooler.

When the engine is cold, EGR is initially used uncooled. This causes the exhaust temperature to rise more rapidly, activating the oxidising catalytic converter at an earlier stage to reduce pollutant levels even further. As a welcome side-effect the engine warms up more quickly, which reduces wear and fuel consumption. The heating system also warms up the interior sooner.

Clean even under full acceleration
Equally remarkably, and unlike many other engines, the new engine achieves a high EGR rate even under full acceleration. Accordingly the Sprinter is quite rightly regarded as clean under all operating conditions. Thanks to a new EGR valve the system can also be controlled more precisely than in the preceding unit, with a further reduction in flow losses.

Naturally all the new engines also feature a particulate filter as standard.

Demand-controlled ancillary units lower fuel consumption
The development engineers have also newly designed the ancillary units with a view to fuel economy. The oil pump is an electrically controlled vane-type supply pump, for example – something quite new for diesel engines. This independently and adaptively controls its delivery volume, requires less power to drive and therefore lowers fuel consumption markedly. The oil pump is fully integrated into the crankcase. The pistons are cooled from below by oil-spray nozzles, which are only activated when required to save fuel.

Other ancillary units operating on an on-demand basis are the water pump – another first for diesel engines – and the alternator. In both cases this helps to lower fuel consumption.

Long operating life even under arduous conditions
Van engines are subjected to very different but always arduous operating conditions. Short-range operations with many starts for parcel services, low mileages and cold-starts with a high performance requirement for tradesmen and extreme mileages of up to 200,000 km per year for courier services are just a few examples from this broad range.

The preceding engines for the Sprinter were already known for their great reliability. In the new generation, their ability to take punishment has been increased even further. A special focus was placed on the typical load spectrums encountered in van operations. The new engine generation is designed for a B10 value of 350,000 km. In other words, at least 90 percent of the engines will achieve a very high mileage without a major overhaul. The engines have not only demonstrated this impressively on the test bench, but also during intensive in-vehicle endurance trials under extreme conditions.

Ice and heat: already a kilometre millionaire during trials
In addition to extensive test bench trials, the new OM 651 engine generation in the Sprinter absolved around five million kilometres of endurance trials before it was cleared for series production. This mileage was covered by development and series-production vehicles, as well as during customer trials in real, day-to-day operations. In fact one third of these endurance kilometres were accounted for by customer vehicles in practical operations. The test vehicles covered many of their stretches under difficult conditions. If this factor is included, the endurance trials actually amount to 11.5 million kilometres.

These operations ranged from heavy-duty customer use of all kinds to extremely arduous driving on test sites. Test vehicles were also sent on long-distance journeys at near maximum speed with the throttle floored. Test drives under low loads in distribution operations were no less demanding. The new engines also proved their worth under extreme climatic conditions: journeys through Finland at minus 30 degrees Celsius were supplemented with trials in the South African desert at plus 42 degrees.

Last not least, the new diesel engines have also impressively demonstrated their capabilities in Mercedes-Benz passenger cars. For this purpose alone, the engineers invested four years of development time, 100,000 hours of bench testing and ten million test kilometres on the road under the toughest conditions.
This long-term durability is also partly due to the optimised cooling system, which has two water jackets.

This ensures specific and effective cooling even where the greatest heat radiation occurs. At the same time this is one of the preconditions for the high maximum ignition pressure of 200 bar. The camshaft drive with a combination of gear wheels and a short chain does the rest to ensure a long operating life and reliability.

The new engines are compatible with B10 biodiesel
The new engines are also designed for the addition of biodiesel to the fuel. Since the start of this year it has been permissible to add seven percent biodiesel to diesel fuel (B7). In fact the new engine will tolerate a proportion of ten percent (B10).

Very long service intervals remain unchanged
The exemplary, long oil-change and service intervals of the Sprinter remain unchanged with the introduction of the new engines. The intervals continue to be 40,000 km for oil-changes and 80,000 km for servicing. These intervals are flexible, and are monitored by the standard ASSYST service computer. Depending on the operating profile, the intervals can be extended by up to 10,000 km. One of the major advantages with respect to reliability, durability and therefore costs is the duplex chain camshaft drive.

The new engines in the OM 651 series will initially be introduced in Sprinter versions registered as trucks. Introduction for models registered as passenger cars will follow. The previous engines remain available for markets which are not introducing Euro 5 for vehicles above 3.5 t gross vehicle weight in the autumn.

V6 OM 642: brilliant technology improved even further
With its brilliant technology, the three-litre OM 642 V6 engine – the only six-cylinder unit in Europe equipped with a six-cylinder unit – is one of the master­pieces of Mercedes-Benz engineering. This undersquare engine (bore x stroke 83 x 92 mm) is based on an aluminium crankcase with a V-angle of 72 degrees. Thanks to offset crankshaft crank pins and a balancer shaft, this engine runs more smoothly than any other diesel in its class. Other technical highlights include four overhead camshafts driven by a duplex chain and common-rail injection with piezo-electric injectors and eight-hole nozzles.

Output and torque increased, fuel consumption reduced
The latest version of this engine achieves the Euro 5 emission standard with a slightly increased output of 140 kW (190 hp) and a significantly higher maximum torque of 440 Nm. At the same time fuel consumption has been significantly reduced. Further developments in the V6 also include a rail pressure of up to 1800 bar and an electronically controlled viscose fan. A particulate filter continues to be standard equipment.
The electronically controlled viscose fan operates in conjunction with the air conditioner, and is automatically activated when needed. The lower activation frequency due to the new control system means a lower fuel consumption and lower noise emissions.

ECO Gear: new six-speed manual transmission for vans
The new, high-torque engines in the Mercedes-Benz Sprinter harmonise perfectly with the likewise new ECO Gear six-speed manual transmission. This makes a major contribution to fuel economy and the improved driveability and agility of the new-generation Sprinter. The new transmission was completely newly developed for use in vans, and is likewise produced in-house.

Large ratio spread: low first gear and high sixth gear
The outstanding feature of this new transmission is a particularly wide ratio spread, with a low-ratio first gear and a high sixth gear for lower engine speeds. This is a dedicated design for vans, and takes typical situations such as moving off uphill with a trailer under difficult traction conditions or long-distance motorway journeys into account.

The new transmission makes for generally much lower engine speeds in the interests of low fuel consumption and great economy. These are accompanied by lower exhaust and noise emissions and improved ride comfort.

Two versions for four and six-cylinder engines
The transmission is available in two versions, namely the ECO Gear 360 for the four-cylinder engines (including the petrol and natural gas variants) and the heavy-duty ECO Gear 480 with wider gear teeth and a more rigid housing for the six-cylinder diesel and petrol engines. The ratio spread is the same for both transmission variants, from 5.08:1 (1st gear) to 0.68:1 (6th gear). In each case the fourth gear has a direct ratio.

High sixth gear ratio lowers engine speed and fuel consumption
Compared to previous transmissions, the most noticeable difference is the slightly lower first gear ratio and the roughly 15 percent higher sixth gear ratio, which is a precondition for keeping the engine speed low even when driving at higher speeds. The lower first gear assists the driver during slow-speed manoeuv­ring and allows the vehicle to move off without a slipping clutch. It also makes moving off easier in difficult conditions.

The housing of the new transmission is of aluminium. Both the dimensions and weight correspond almost exactly to those of the previous manual transmissions. The quieter operation of these transmissions also has acoustic advantages.

Highly precise operation of the new shift-by-wire system
As before, Mercedes-Benz favours a wire-controlled gearshift system with an ergonomic joystick-type shift lever in the dashboard for the Sprinter. This is completely isolated from the transmission. The new operation with a transverse shaft concept leads to highly precise gearshifts.

Choice of two final drive ratios
The rear drive axles for the Sprinter have remained generally unchanged, and the final drive ratios are also the same as in the previous models. Thanks to the powerful new-generation engines and the wide transmission ratio spread, the lowest of the final drive ratios previously available has now been omitted, however, though it still remains available on express request for special purposes. Customers have a choice of two final drive ratios for normal road operations, and in conjunction with the wide range of engines these allow the Sprinter to be perfectly configured for the type of operation intended.

Fuel consumption of the Sprinter significantly lowered
In conjunction with the new, agile high-torque engines, the new transmission with its wide ratio spread allows a very relaxed style of driving. The generally low engine sped level and the numerous technical innovations considerably reduce both exhaust emissions and fuel consumption.

Depending on the output variant, the NEDC fuel consumption is between 0.5 and 1.0 litres per 100 km lower than that of the preceding models. The difference is even greater in the case of the V6 CDI: depending on the configuration, a lower NEDC consumption by up to 1.5 litres per 100 km is achievable.

Significant savings especially for high-mileage drivers
This fuel saving spells striking financial advantages for high-mileage operators: for an annual mileage of 50,000 km, and depending on the model, the new-generation Sprinter saves between around 250 and 750 litres of fuel per year. At 150,000 km this advantage triples to around 750 to 2250 litres. For buyers of the new Sprinter this translates into a direct financial benefit amounting to three or four figures in Euro per year. At the same time the lower consumption conserves resources and considerably reduces pollutant emissions.
In tandem with this, the Sprinter is now even more dynamic, as the combination of new, more powerful engines and the new transmissions produces faster acceleration. Even more significantly, the flexibility so important in practical operations has improved greatly.

Trailer load increased to 3.5 t
The power of the Sprinter also provides the ideal preconditions for trailer operation. As a result the permissible trailer load of the 3.5-tonne Sprinter has been increased to the same figure, 3.5 tonnes. This produces a remarkable permissible gross combination weight of up to precisely seven tonnes. The increased trailer load is available for all Sprinter panel vans, chassis with cab and crewcab models from the 316 CDI upwards, but not for variants with a short wheelbase.

High safety level improved even further
During the course of the development work, Mercedes-Benz also further improved the acknowledged, exemplary safety level of the Sprinter. These improvements can be summed as: ESP trailer stabilisation, adaptive brake light, heated wide-angle mirror, lower position of the front foglamps and automatic transmission with Start-Off Assist.

ESP trailer stabilisation
If a customer orders the trailer coupling or preparation for a trailer coupling ex factory, ESP trailer stabilisation is included as standard. This additional function of the standard Electronic Stability Program ESP is already used in the Mercedes-Benz Vito and Viano. ESP trailer stabilisation uses the yaw rate sensor of ESP to recognise sinusoidal oscillations around the vertical axis of the vehicle, and initiates counteraction with active braking intervention. There are no additional sensors on the trailer or trailer coupling.

Once the trailer begins to snake, ESP trailer stabilisation brakes the front wheels and reduces the engine torque. If several interventions are necessary at short intervals, the braking action is heavier and the speed is reduced more severely. This unmistakably makes the driver aware of the snaking trailer, and that he is driving at critical speeds too frequently. The ESP warning lamp in the dashboard informs the driver that intervention is taking place.

Thanks to its great sensitivity, ESP trailer stabilisation already starts to counteract critical sinusoidal oscillations at the onset – a significant improvement in safety and comfort. ESP trailer stabilisation already recognises the trailer when the electrical socket is connected.

New: adaptive brake light
The safety features aboard all Sprinter variants have now been enhanced with the adaptive brake light, a flashing emergency braking signal. This function increases safety during emergency braking. The brake light flash rather than merely light up during the critical braking manoeuvre, thereby warning traffic behind in hazardous situations.

The adaptive brake light is activated during hard braking with more than 75 percent of the maximum brake pressure. The starting speed must also be above 50 km/h. When the vehicle comes to a halt after emergency braking from more than 70 km/h, the hazard warning lights are automatically switched on. They are switched off automatically when the vehicle moves off again. Owing to road traffic regulations, the adaptive brake light is not available for all countries.

New: heated wide-angle mirror
The combination of a large main mirror and an additional wide-angle mirror provides a field of vision in the Sprinter that is recognised as outstanding. Now the mirror is capable of even more: if the customer chooses the option “Heated and electrically adjustable exterior mirror”, the wide-angle mirror is now also heated. So misted-up or frozen exterior mirrors are now a thing of the past – another improvement in safety.

The same applies to the optionally available foglamps. They are now integrated into the front bumper in all models – as was already the case for the Sprinter with passenger car registration or xenon headlamps. Apart from discreetly upgrading the appearance of the Sprinter, this is above all a further safety benefit, as the lower position improves road illumination particularly in situations where visibility is poor.

The combination of an automatic transmission with Start-Off Assist is another safety improvement. When moving off on a gradient, this maintains the brake pressure for a certain time while the driver switches from the brake pedal to the accelerator, thus preventing the vehicle from rolling back.

Comfort increased by numerous new features
A high level of comfort is an outstanding attribute of all vehicles made by Mercedes-Benz. The main emphasis is on driver-fitness safety and ease of operation. The new-generation Sprinter meets these requirements with funda­mentally revised seats, new features for electronic devices and telephones, and a new generation of radios.

Driver’s seat: even the standard seat offers a high level of comfort
The standard driver’s seat already has a high level of comfort, with improved upholstery and an intermediate fibre mat between the padding and cover. This fibre mat doubles the level of air permeability, decisively improving climatic seating comfort and therefore driver-fitness safety. The new seat covers have been standardised across the model range, and the head restraints are now fabric-covered.

As standard for the Sprinter crewbus and as an option for panel vans and chassis, there are now parcel nets on the rear of the front seat backrests (but not the co-driver bench seat).

Safe installation and operation of customer electronic devices
More and more van drivers are using their own mobile electronic devices, for example navigation systems or MP3 players. For this purpose the Sprinter is now optionally available with a universal interface installed on the dashboard to the left of the instruments. This has the advantage that the devices are safely secured, with connections to the onboard power supply and loudspeakers in the dashboard.

The new, wireless hands-free system has a similar purpose and is suitable for Bluetooth telephony. The system‘s microphone is mounted in the front roof area, with speech reproduction via the onboard loudspeakers.

A new generation of radios is also used in the Sprinter. These have already proved highly successful in various Mercedes-Benz passenger car series. These units feature a CD or DVD player/changer, AUX connection and connectivity for MP3/WMA/AAC devices.

Source: Daimler AG

This comprehensive further improvement centres on the completely new four-cylinder diesel engines and the comprehensively re-engineered V6 engine. The development focus was on maximum environmental protection by virtue of compliance with the Euro 5 emission standard, and optionally even EEV, further improved economy with a lower fuel consumption, impressive performance with high output and torque, great responsiveness and even more operating refinement.

Four-cylinder OM 651: completely new design
The four-cylinder OM 651 diesel engine is a completely new design with a displacement of 2.15 litres and an undersquare configuration, with a bore of 83 mm and a stroke of 99 mm. This produces more torque, and therefore more pulling power and performance. The two overhead camshafts operate a total of 16 intake and exhaust valves. The camshafts are driven by a combination of gears and a short duplex chain. As before, a common-rail system is used to inject the fuel.

The maximum injection pressure has been increased to a remarkable 1800 bar in the new engine generation.

Top performance across the entire engine speed range
In the basic version, the engine is aspirated by a single-stage turbocharger with variable turbine geometry. Two-stage turbocharging is used in the other output variants. This combi­nation allows top-class performance across the entire engine speed range. For the first time in a van, the new four-cylinder engines feature Lanchester balancers: two counter-rotating shafts lend these engines a level of smoothness never before achieved in this class.

The development engineers have also newly designed the ancillary units with a view to fuel economy. The oil pump, coolant pump and alternator are all demand-controlled units.

Four-cylinder engine: output increased by up to eight percent, torque by up to 14 percent
Three output variants of the new OM 651 four-cylinder engine with a displacement of 2.15 litres are available:

210 CDI/310 CDI/510 CDI:
Output 70 kW (95 hp) at 3800 rpm,
max. torque 250 Nm at 1400-2500 rpm

213 CDI/313 CDI/413 CDI/513 CDI:
Output 95 kW (129 hp) at 3800 rpm,
max. torque 305 Nm at 1200-2400 rpm

216 CDI/316 CDI/416 CDI/516 CDI:
Output 120 kW (163 hp) at 3800 rpm,
max. torque 360 Nm at 1400-2400 rpm.

V6 CDI: top model with ten percent more torque
With its brilliant technology, the three-litre OM 642 V6 engine is one of the masterpieces of Mercedes-Benz engineering. The latest version of this engine achieves the Euro 5 emission standard with a slightly increased output and significantly higher maximum torque. At the same time fuel consumption has been significantly reduced. Further developments in the V6 also include a rail pressure of up to 1800 bar. A particulate filter continues to be standard equipment. Figures for the OM 642:

219 CDI/319 CDI/419 CDI/519 CDI:
Output 140 kW (190 hp) at 3800 rpm,
max. torque 440 Nm at 1400-2400 rpm.

Exhaust gas recirculation is sufficient for Euro 5 in vans
Thanks to the very high level of engine efficiency, the Mercedes-Benz Sprinter is able to achieve both Euro 5 and EEV with exhaust gas recirculation alone. Naturally all the new engines also feature a particulate filter as standard. The new engines in the OM 651 series will initially be introduced in all Sprinter versions registered as trucks in markets introducing Euro 5 from a gross vehicle weight of 3.5 t in the autumn. Introduction for models registered as passenger cars will follow.

ECO Gear: new six-speed manual transmission for vans
The likewise new ECO Gear six-speed manual transmission also makes a major contribution to fuel economy and the improved driveability and agility of the Sprinter. The outstanding feature of this new transmission is a particularly wide ratio spread, with a low-ratio first gear and a high sixth gear for lower engine speeds.

Fuel consumption reduced by 0.6 to 1.5 litres/100 km
The generally low engine speed levels and the numerous technical innovations considerably reduce fuel consumption. Depending on the output variant, the NEDC fuel consumption is between 0.5 and 1.0 litres per 100 km lower than that of the preceding models. The difference is even greater in the case of the V6 CDI: depending on the configuration, a lower NEDC consumption by up to 1.5 litres per 100 km is achievable.

Comfort and safety increased by numerous new features
Numerous new features have been introduced in the Sprinter together with the new engines. As a result the permissible trailer load of the 3.5-tonne Sprinter has been increased to the same figure, 3.5 tonnes.

Mercedes-Benz has also improved the exemplary safety of the Sprinter even further. ESP trailer stabilisation recognises sinusoidal oscillations around the vertical axis of the vehicle, and initiates counteraction with active braking intervention. Adaptive brake lights are now standard equipment in every Sprinter: the brake lights flash rather than merely light up during the critical braking manoeuvre, thereby warning traffic behind in hazardous situations. If the customer chooses the option “Heated and electrically adjustable exterior mirror”, the wide-angle mirror is now also heated.

The high level of comfort in the Mercedes-Benz Sprinter is enhanced by new front seat upholstery with improved air permeability. A universal interface is also optionally available for connecting mobile electronic devices such as navigation systems or an MP3-player. The new, wireless hands-free system has a similar purpose and is suitable for Bluetooth telephony.

Source: Daimler AG