By Edward A. Sanchez
photographer: Edward A. Sanchez
It's interesting how the culture of a region or country can shape nearly every aspect of life, including the development and evolution of transportation. In the wide-open U.S., large, wide cars with large-displacement engines have dominated the roads for decades. By contrast, Europe has long had high fuel prices and centuries-old narrow streets for drivers to navigate. At first glance, it would seem the tall, narrow European-designed Sprinter would be a misfit in the American market. There were a lot of doubters at DaimlerChrysler's decision to market the commercial-oriented Sprinter through consumer-oriented Dodge dealerships.
The dash is straightforward and functional, befitting the commercial mission of the Sprinter.
This oddly proportioned import with a small-displacement turbodiesel as its only engine option was going up against the Ford Econoline and Chevy Express, both conventional fullsize vans available with large-displacement engines, both gas and diesel. Though considered a controversial move at the time, the Sprinter has proven a hit with fleets and commercial buyers, with its low-operating costs and high fuel-efficiency winning converts. Further expanding its popularity and versatility, a cab-chassis version is available for tradesmen that need the utility of a stake-bed or utility bed. Although few Diesel Power readers will probably consider one as a personal daily driver, we thought we'd try one out just to see what it was like to live with.
The Sprinter's imposing height can be an issue with parking garages and other low-height areas.
The Sprinter has even begun to catch on in the sweet spot of fullsize van market, van converters. Several motorhome manufacturers are offering compact Class-B motorhomes based on the Sprinter, and likewise, premium vehicle converters are offering mobile office and home-theater configurations on the platform. The Sprinter's ample interior room and high roof height certainly invites this type of personalization. If there's one dominant first impression this van leaves you with, it's that it's tall--tall enough that most parking garages are strictly off limits. At 103.6 inches, it's a full 8 1/2 feet tall. It's so tall, in fact, that a 5-foot, 11-inch tall person can stand fully upright inside. The interior is boxy and utilitarian, with the three rows of benches that are firm and upright in the passenger van configuration. The driver seat is likewise upright, though adjustable, and faces a horizontally oriented steering wheel and expansive windshield. If you've moved recently and rented an Isuzu NPR cabover truck, you'll find the driving position comfortably familiar.
Though seemingly underpowered on paper, the Sprinter's 154hp 2.7L inline-five produces its 243 lb-ft over a flat and broad rpm range, providing surprising acceleration. A 184hp turbodiesel V-6 is coming for 2007.
Looking at the spec sheet, things don't look terribly promising for a fun ride. Weighing in at around 5,000 pounds, and with just 154 hp and 243 lb-ft of torque to tug you around, we were expecting glacial acceleration, at best. Surprisingly, the turbodiesel five-cylinder scoots the Sprinter around town with remarkable vigor. From 0-50 mph, the Sprinter easily keeps pace with traffic, with a flat torque curve from 1,600-2,400 rpm, providing ample thrust for urban duty. Not surprisingly, freeway driving is a little more labored but still not embarrassing. Acceleration to 70 mph is adequately quick, and maintaining cruising speeds is not a problem. Under our admittedly lead-footed testing, we averaged a respectable 19.24 miles per gallon. We've heard reports of averages between 22 and 25 mpg, and even as high as 30 under an especially judicious right foot. We're sure with a little more restrained driving technique, we could have easily broken into the 20s. The hilly roads and highways of Southern California probably took their toll as well.