Funky looks, fantastic versatility
By Bengt Halvorson
|
March 29, 2007
Introduction
Dodge Sprinter – Photo Gallery: The 1970s are long gone, and full-size vans have lost their cool. Today they're the preferred ride of plumbers, airport shuttle drivers, and obsessively procreative types such as the 16-kids-and-counting Duggar family of Arkansas. Which goes to show that unhip doesn't mean unusable, or more importantly, unprofitable. For the past few years, Dodge's Sprinter – a rebadged Mercedes-Benz van – has made significant inroads into the full-size van market against the likes of Chevrolet's Express and the segment ruler, Ford's E-Series (formerly Econoline). Yeah, it looks funky, and maybe the name is a cruel joke, but as far as 20-plus foot long vans go, the Sprinter is about as sweet a ride as you can get.
Origins
The Sprinter comes to Dodge by way of Mercedes-Benz, via Freightliner. It's easy to forget here in the States, but in the rest of the world, Mercedes-Benz is a leading manufacturer in the heavy duty truck market, making everything from semi trailer haulers to, well, Sprinters. The Sprinter first made its appearance in the U.S. as a Freightliner called the Sprinter, and was subsequently sold as a Dodge Sprinter after Daimler mergered Chrysler into submission. What it offers is obvious from one glance: height. The Sprinter is one tall mutha, and the new one is even taller, with vertical interior room ranging from 65 inches to a whopping 84 inches.
Model Mix
With 25 possible variations, we can't possibly go into all the different models of Sprinter available. There are three basic types: passenger, cargo and chassis cab, available in three-quarter ton 2500 and one ton 3500 models. Two wheelbases are available (144 and 170 inches) and three lengths thanks to the 170-extended version, which offers an additional 15 inches of space behind the rear axle. Then there's height: Standard, high and mega roofs are available. Passenger versions are only available in the 2500 models with the 144 or 170 wheelbase versions and with the standard and high roofs, however we're sure there's an outfitter there somewhere who could bolt seats into an extended mega roof 3500 if you really wanted to.
Standard Features
All Sprinters come standard with features common to passenger cars, but not cargo haulers. Power windows, locks, tilt and height-adjustable steering column, CD player and a cool storage compartment in front are among them. Also standard is Adaptive Electronic Stability Program (ESP), which turns the Sprinter into something that, while not exactly agile, is much less unwieldy than you'd expect in emergency situations. It also has standard anti-lock brakes. On the more commercial side of things, the side door can slide wide enough to accept a standard palette, which is great for loading heavy cargo.
Pricing
If you think that utilitarian vehicles are cheap, think again. The Dodge Sprinter is more expensive than its competition, with basic cargo models starting at $31,290 and passenger versions at $33,490, both prices including the $980 destination charge. That's more expensive than Chevrolet or Ford vans by several thousand dollars, but you also get a much larger vehicle with the Sprinter than you do with an Express or E-Series and more standard features, such as power accessories and the ESP stability control system. Go bigger and prices increase quickly: a diesel-powered passenger version with a 170-inch wheelbase and high roof starts at $39,555. We drove a well-optioned 3500 cargo van that stickered out to $47,110, serious coin by any measure.
Engines
The name is the only thing sprinty about this van. Two engines are available, a 3.5-liter V6 that burns gasoline, and a 3.0-liter V6 that burns diesel. Of the two, the diesel is the one to get. It offers less power than the gas burner (154 for the diesel, 254 for the gas engine) but a broad spectrum of torque; the number isn't much higher – 280 lb.-ft. for the diesel vs. 250 lb.-ft. for the gas engine – but it's available over a much wider range, from 1200 to 2400 rpm. Its superior fuel mileage is also easier on the wallet. Both route power through a five-speed automatic transmission and one of several final drive ratios, depending on what model you get.
Performance
Put your foot down and the Sprinter leaps forward, pinning you into your seat as if a rocket were attached to the back, the world blurring around you as you charge to extra-legal speeds in the blink of an eye. Just kidding…remember, this is a cargo van, so don't be cranky that it's slow to accelerate. The diesel engine in the van we drove had no problem getting the Sprinter around, and as big vans go it's pretty good. The transmission shifts quickly and smoothly, and it's as refined a drivetrain package as you'd expect from a Mercedes-sourced heavy duty truck. But stopwatch performance isn't this van's forte.
Handling
Like the engine's performance, you're not going to be giggling with delight after bending a Sprinter along a winding road. However, its ride motions are well controlled, and for a vehicle of its size, body roll isn't too bad. Dodge had set up a handling course for us to test the Sprinter's ESP stability control system, and we came away impressed. The system did a very good job of keeping the Sprinter on an even keel, even as the German engineer in charge of this segment of the program did his best to flip it on its side. The ESP kicks in aggressively, but in a vehicle like this you want it to. Understeer and oversteer are prevented, and unless you're just ridiculously in over your head, it should help avoid accidents.
Visibility
You sit up high in a Sprinter…really high. You climb up into the Sprinter – there's a step built into the floor – and you can't see the nose once you're there. That's OK, it's pretty much right ahead of your feet. The outside mirrors are huge two-piece affairs; the main part shows a good chunk of the world around you, and if that isn't enough there's a drug store-grade convex mirror below it that offers up a fish-eye view of whatever you're about to crush as you change lanes. Panel versions have virtually no rearward visibility aside from the mirrors, but passenger versions aren't too bad thanks to the massive greenhouse. No matter what though, you'll learn to love those mirrors.
Front comfort
This is a surprisingly comfortable ride. The van we drove was a one-ton cargo version with the long wheelbase. It squashed bumps with ease, and the suspended seat was supremely comfortable...we can envision driving something like this for a long time without fatigue. Fold down armrests are complemented by padded armrests on the doors, and the steering wheel is at a normal angle this year, rather than the skyward angle in the previous Sprinter. And headroom? Fuggedaboudit! We had to stretch to make our fingertips touch the ceiling from the driver's seat.
Cargo Space
If you can't find space for whatever it is you need to haul inside a Sprinter, you probably should just leave it where it is. With three lengths and three heights, there are nine different cargo volumes available in the Sprinter, and that doesn't count the chassis cab version with a limit as big as your outfitter can manage. Volume ranges from 318 cu.-ft. in the short wheelbase and standard roof to 600 cu.-ft. in the longest wheelbase and mega roof…that's bigger than the kitchen in your first apartment. Loading cargo is easy: put your stuff on a palette, pick it up with a forklift, and just open the side door and drop it in. Dodge offers an optional cargo tie down system to keep things in place.
Styling
With its peculiar height-to-width ratio, unique nose and upwardly mobile dimensions, the Sprinter is not pretty by any standards. It's not really ugly either, just weird, although Dodge would probably prefer we use the word “distinctive.” But there's beauty under the skin if you're a contractor, airport shuttle driver or plumber who needs a big van to do work.
Infotainment Controls
This “Dodge” shows its Mercedes roots most clearly in the stereo controls. We're not saying that they look yanked out of an S-Class, but they're obviously Mercedes-issue items. The stereo itself is a big unit, with a CD player standard. A premium audio system is also available, but in a big empty box like this don't expect dynamic sound reproduction. We're happy that it just drowns out the wind and road noise.
Climate Controls
Like the audio system controls, the climate controls are Mercedes-issue items. Mounted conveniently next to the console-mounted shifter, the three knobs control air flow, speed and temperature. It's all relatively stylish, and as functional as it possibly could be. For passenger versions, a roof-mounted air conditioning unit is available as an option to keep occupants chilled on their way back from bingo.
Competition
The Sprinter is up against two well established players, the Chevrolet Express, GMC Savanna and Ford E-Series. The E-Series is the king of the segment, accounting for roughly 50 percent of all full-size van sales. It's also a favorite of upfitters, thanks to the Ford's total and complete lack of a redesign in the past 15 years. The Express is not quite as popular, but is a newer platform than the E-Series. The Sprinter's advantages are its much larger cargo volume and palette-friendly loading.
Specifications
Test Vehicle: 2007 Dodge Sprinter 3500 Cargo Van
Base Price: $ 47,110 (including a $980 destination charge)
Engine Size and Type: 3.0-liter V6 diesel
Engine Horsepower: 154 at 3400 rpm
Engine Torque: 280 lb.-ft. at 1200-2400 rpm
Transmission: Five-speed automatic
EPA Fuel Economy: N/A
Dimensions
Curb Weight, lbs.: 5,862
Length, inches: 273.2
Width, inches: 79.7
Wheelbase, inches: 170
Height, inches: 107.5
Legroom, inches: N/A
Headroom, inches: N/A
Max. Seating Capacity: Two (cargo versions)
Max. Cargo Volume, cu.-ft.: 494
The Sprinter comes to Dodge by way of Mercedes-Benz, via Freightliner. It's easy to forget here in the States, but in the rest of the world, Mercedes-Benz is a leading manufacturer in the heavy duty truck market, making everything from semi trailer haulers to, well, Sprinters. The Sprinter first made its appearance in the U.S. as a Freightliner called the Sprinter, and was subsequently sold as a Dodge Sprinter after Daimler mergered Chrysler into submission. What it offers is obvious from one glance: height. The Sprinter is one tall mutha, and the new one is even taller, with vertical interior room ranging from 65 inches to a whopping 84 inches.
Model Mix
With 25 possible variations, we can't possibly go into all the different models of Sprinter available. There are three basic types: passenger, cargo and chassis cab, available in three-quarter ton 2500 and one ton 3500 models. Two wheelbases are available (144 and 170 inches) and three lengths thanks to the 170-extended version, which offers an additional 15 inches of space behind the rear axle. Then there's height: Standard, high and mega roofs are available. Passenger versions are only available in the 2500 models with the 144 or 170 wheelbase versions and with the standard and high roofs, however we're sure there's an outfitter there somewhere who could bolt seats into an extended mega roof 3500 if you really wanted to.
Standard Features
All Sprinters come standard with features common to passenger cars, but not cargo haulers. Power windows, locks, tilt and height-adjustable steering column, CD player and a cool storage compartment in front are among them. Also standard is Adaptive Electronic Stability Program (ESP), which turns the Sprinter into something that, while not exactly agile, is much less unwieldy than you'd expect in emergency situations. It also has standard anti-lock brakes. On the more commercial side of things, the side door can slide wide enough to accept a standard palette, which is great for loading heavy cargo.
Pricing
If you think that utilitarian vehicles are cheap, think again. The Dodge Sprinter is more expensive than its competition, with basic cargo models starting at $31,290 and passenger versions at $33,490, both prices including the $980 destination charge. That's more expensive than Chevrolet or Ford vans by several thousand dollars, but you also get a much larger vehicle with the Sprinter than you do with an Express or E-Series and more standard features, such as power accessories and the ESP stability control system. Go bigger and prices increase quickly: a diesel-powered passenger version with a 170-inch wheelbase and high roof starts at $39,555. We drove a well-optioned 3500 cargo van that stickered out to $47,110, serious coin by any measure.
Engines
The name is the only thing sprinty about this van. Two engines are available, a 3.5-liter V6 that burns gasoline, and a 3.0-liter V6 that burns diesel. Of the two, the diesel is the one to get. It offers less power than the gas burner (154 for the diesel, 254 for the gas engine) but a broad spectrum of torque; the number isn't much higher – 280 lb.-ft. for the diesel vs. 250 lb.-ft. for the gas engine – but it's available over a much wider range, from 1200 to 2400 rpm. Its superior fuel mileage is also easier on the wallet. Both route power through a five-speed automatic transmission and one of several final drive ratios, depending on what model you get.
Performance
Put your foot down and the Sprinter leaps forward, pinning you into your seat as if a rocket were attached to the back, the world blurring around you as you charge to extra-legal speeds in the blink of an eye. Just kidding…remember, this is a cargo van, so don't be cranky that it's slow to accelerate. The diesel engine in the van we drove had no problem getting the Sprinter around, and as big vans go it's pretty good. The transmission shifts quickly and smoothly, and it's as refined a drivetrain package as you'd expect from a Mercedes-sourced heavy duty truck. But stopwatch performance isn't this van's forte.
Handling
Like the engine's performance, you're not going to be giggling with delight after bending a Sprinter along a winding road. However, its ride motions are well controlled, and for a vehicle of its size, body roll isn't too bad. Dodge had set up a handling course for us to test the Sprinter's ESP stability control system, and we came away impressed. The system did a very good job of keeping the Sprinter on an even keel, even as the German engineer in charge of this segment of the program did his best to flip it on its side. The ESP kicks in aggressively, but in a vehicle like this you want it to. Understeer and oversteer are prevented, and unless you're just ridiculously in over your head, it should help avoid accidents.
Visibility
You sit up high in a Sprinter…really high. You climb up into the Sprinter – there's a step built into the floor – and you can't see the nose once you're there. That's OK, it's pretty much right ahead of your feet. The outside mirrors are huge two-piece affairs; the main part shows a good chunk of the world around you, and if that isn't enough there's a drug store-grade convex mirror below it that offers up a fish-eye view of whatever you're about to crush as you change lanes. Panel versions have virtually no rearward visibility aside from the mirrors, but passenger versions aren't too bad thanks to the massive greenhouse. No matter what though, you'll learn to love those mirrors.
Front comfort
This is a surprisingly comfortable ride. The van we drove was a one-ton cargo version with the long wheelbase. It squashed bumps with ease, and the suspended seat was supremely comfortable...we can envision driving something like this for a long time without fatigue. Fold down armrests are complemented by padded armrests on the doors, and the steering wheel is at a normal angle this year, rather than the skyward angle in the previous Sprinter. And headroom? Fuggedaboudit! We had to stretch to make our fingertips touch the ceiling from the driver's seat.
Cargo Space
If you can't find space for whatever it is you need to haul inside a Sprinter, you probably should just leave it where it is. With three lengths and three heights, there are nine different cargo volumes available in the Sprinter, and that doesn't count the chassis cab version with a limit as big as your outfitter can manage. Volume ranges from 318 cu.-ft. in the short wheelbase and standard roof to 600 cu.-ft. in the longest wheelbase and mega roof…that's bigger than the kitchen in your first apartment. Loading cargo is easy: put your stuff on a palette, pick it up with a forklift, and just open the side door and drop it in. Dodge offers an optional cargo tie down system to keep things in place.
Styling
With its peculiar height-to-width ratio, unique nose and upwardly mobile dimensions, the Sprinter is not pretty by any standards. It's not really ugly either, just weird, although Dodge would probably prefer we use the word “distinctive.” But there's beauty under the skin if you're a contractor, airport shuttle driver or plumber who needs a big van to do work.
Infotainment Controls
This “Dodge” shows its Mercedes roots most clearly in the stereo controls. We're not saying that they look yanked out of an S-Class, but they're obviously Mercedes-issue items. The stereo itself is a big unit, with a CD player standard. A premium audio system is also available, but in a big empty box like this don't expect dynamic sound reproduction. We're happy that it just drowns out the wind and road noise.
Climate Controls
Like the audio system controls, the climate controls are Mercedes-issue items. Mounted conveniently next to the console-mounted shifter, the three knobs control air flow, speed and temperature. It's all relatively stylish, and as functional as it possibly could be. For passenger versions, a roof-mounted air conditioning unit is available as an option to keep occupants chilled on their way back from bingo.
Competition
The Sprinter is up against two well established players, the Chevrolet Express, GMC Savanna and Ford E-Series. The E-Series is the king of the segment, accounting for roughly 50 percent of all full-size van sales. It's also a favorite of upfitters, thanks to the Ford's total and complete lack of a redesign in the past 15 years. The Express is not quite as popular, but is a newer platform than the E-Series. The Sprinter's advantages are its much larger cargo volume and palette-friendly loading.
Specifications
Test Vehicle: 2007 Dodge Sprinter 3500 Cargo Van
Base Price: $ 47,110 (including a $980 destination charge)
Engine Size and Type: 3.0-liter V6 diesel
Engine Horsepower: 154 at 3400 rpm
Engine Torque: 280 lb.-ft. at 1200-2400 rpm
Transmission: Five-speed automatic
EPA Fuel Economy: N/A
Dimensions
Curb Weight, lbs.: 5,862
Length, inches: 273.2
Width, inches: 79.7
Wheelbase, inches: 170
Height, inches: 107.5
Legroom, inches: N/A
Headroom, inches: N/A
Max. Seating Capacity: Two (cargo versions)
Max. Cargo Volume, cu.-ft.: 494
Photos courtesy of Dodge