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| Photo: DaimlerChrysler Additional preparation for the web by MBEP webmaster |
Articles from "Hamburger Abendblatt", DaimlerChrysler
press text Feb 24th 2000 and Nov. 3rd 1999
Translation of an article from German daily newspaper "Hamburger Abendblatt" from November 10th 1999
The Sprinter strongly pepped up
Mercedes-van with joystick-type gearshift and economic
engines
Mercedes has given the Sprinter a face-lift. From February
2000 on CDI diesel-engines (four- and five-cylinder) with common-rail ignition-technique
(CDI), exhaust gas turbocharger and intercooler for the drive train. New
flagship is the five-cylinder with a power output of 115kw/156hp ((DIN))
with a maximum torque of 330Nm. The entry-level engine delivers 60kw/82hp
((DIN)). Besides that variants with 80kw/109hp ((DIN)) and 95kw/129hp ((DIN))
are offered.
In the new styled cockpit the gears are shifted by a
joystick. An automated manual shift transmission is available ((as an option))
which consists of a electrohydraulically actuated six-gear transmission
with automatically operated clutch. As an option the service computer „Assyst”
can be ordered which - based upon the condition of the engine oil - between
22.500 and 40.000 kilometres after the last service calls for an oil change.
From the outside the face-lifted Sprinter is to be recognized
by the newly styled headlamps, by the front grille with integrated star
and the chrome-coloured model designations with red CDI lettering as well
as by the air intake slits in the right front fender. Two tread-plates
integrated into the ((lower part of the)) plastic front skirt ease the
cleaning of the windshield. The front end has been extended by 57mm compared
to the predecessor. That shall enhance the ((vehicle's)) crash safety.
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| Photo: DaimlerChrysler Additional preparation for the web by MBEP webmaster |
All seats will be equipped with three-point seat-belts.
Also new is the optional engine start-stop system, which automatically
cuts off the engine three seconds after the vehicle came to halt and restarts
the engine by stepping on the clutch ((pedal)). The new technique shall
reduce the emissions as well as the fuel consumption by up to eight per
cent.
End of article - translation by MBEP webmaster. As usual remarks
in ((blabla)) but (blabla) belongs to original text.
DaimlerChrysler press text February 24th 2000 by Joachim M. Strampp
Mercedes-Benz Sprinter
Short text version:
Mercedes-Benz Sprinter: more than just an ordinary model
update
Long text version:
New thrifty CDI diesel engines
Turbocharger with variable nozzle turbine
“Sprintshift” – the new six-speed manual
transmission
Engine start/stop system
New exterior design with a new headlamp
unit
New workplace with a passenger-car like
feel
Heating and climate control
Temperature-controlled air conditioning
Equipment refinement
Thrifty at the petrol station, easy-going
at the workshop
“Assyst” service computer
Brake and restraint systems that are
better than ever
“James Cook” – even homelier, with even
more creature comforts
Recycling and protection of the environment
More than just an ordinary model update:
Mercedes-Benz Sprinter: new technology and equipment
New CDI diesel engines, a redesigned instrument panel
with a joystick shift and a redesigned front end – these are just some
of the highlights offered by the updated Sprinter. The most important innovations
are the powerful and yet economical four and five-cylinder CDI diesel engines
with Common-Rail Direct Injection (CDI) and turbochargers with variable
turbine geometry, as well as charge-air cooling (the exception is the basic
model with 60 kW). The CDI engines distinguish themselves from their predecessors
by virtue of a significantly higher power output. The most powerful engine
is the new five-cylinder engine OM 612 DE 27 LA with 115 kW (156 hp), that
sets new standards in this segment. This engine develops its maximum torque
of 330 Newton meters (Nm) at 1400 to 2400 revolutions per minute. The power
range of the four-cylinder OM 611 DE 22 LA engines now extends from 60
kW (82 hp) to 95 kW (129 hp).
With the exception of the 60 kW variant that has a conventional
turbocharger, all other CDI engines are fitted with a turbocharger with
variable turbine geometry (VTG). With their adjustable vanes, these superchargers
achieve high efficiency over a wide operating range by optimising boost
pressures. The dynamic adjustment of the vanes not only results in lower
pollutant emissions and better fuel economy, but also leads to a definite
improvement in acceleration and flexibility values, combined with agile,
sporty handling.
“Sprintshift” – the new automated-shift six-speed manual
transmission
Whoever appreciates the ease of operation of an automatic
transmission will find the new, automated shift six-speed manual transmission,
“Sprintshift”, true value for money. It is available with the CDI engines
and consists of an electrohydraulically-shifted, redesigned six-speed transmission
with automatic clutch activation. The driver can choose between automatic
and manual mode. The former corresponds to the operation of a conventional
automatic transmission, which greatly relieves the strain on drivers in
short-radius transport in particular. In manual mode, the driver can use
the joystick to change gears actively. The desired gear change is only
made once the control unit has performed a plausibility check. If it detects
any danger due to the engine speed limit being exceeded, the gear is not
changed.
New workplace that feels like a passenger car – front
in new design
In the instrument area, the redesigned, well laid-out
instrument panel with integrated gearshift lever is an eye-catching feature.
It creates completely free through-access between the front seats. The
instrument cluster now has a tachometer for economical driving as standard.
In addition, it is networked with a CAN bus system and is thus be diagnosis-capable.
A compact control panel with radio, heater controls, switch panel and speedometer
is located in the centre console. Thought was also given to comfort features,
such as the cupholders in the centre console or the illuminated glove compartment
(optional equipment) in the passenger area. Generously-sized, open stowage
pockets are integrated into the driver and passenger doors. In the crewbus,
the dashboard cover has a soft surface with passenger-car flair (“soft
look”) as standard.
From the outside, the updated Sprinter is recognisable
due to its longer front end and lowered bonnet. The Mercedes-Benz star
is now integrated into the radiator grille and fits harmoniously into the
bonnet. The model designation in the radiator grille has a chrome shimmer,
stands out proud from the grille and, as in the Vito, the CDI engine versions
also have red CDI lettering. The delivery van and passenger van also have
chrome “Sprinter” lettering that stands out on the right rear door. Gills
(air slits) in the right wing are used for air intake, and this improves
the fording depth. This used to be 25 to 30 centimetres, and it is now
50 cm. Furthermore, the Sprinter has a new headlamp unit with impact-resistant
plastic lenses and free-form reflectors, which improve road illumination.
Fuel economy and long service intervals
The CDI engines not only offer better performance, smoother
running and greater torque than the predecessor engines, they also offer
much better fuel economy. Depending on the final drive ratio, the 211 CDI
and 213 CDI only consume between 7.3 and 8.9 litres per 100 km (urban and
EUDC) in accordance with EU directive 80/1268/EC, version 93/116/EEC (§47d
StVZO). The long oil-change intervals of 22,500 km or two years also ensure
greater economy. In conjunction with the optionally available service computer,
“Assyst”, even longer oil-change intervals of up to 40,000 km are possible.
The multi-function display tells the driver approx. 3,000 km before the
next oil change is due.
New optional equipment
The Sprinter is now available with various items of optional
equipment, such as the engine start-stop system (MSS). This is a further
effective measure for reducing fuel consumption, noise and emission levels.
This automatically switches the engine off when the vehicle has been running
at idle speed for longer than three seconds with no gear engaged. In urban
short-radius transport with a large proportion of stop-and-go and nose-to-tail
traffic, MSS can make fuel savings of up to eight percent, depending on
the conditions of use.
The new automatic heater control, also optionally available,
compares the temperatures of the external air and that inside the vehicle
with the desired interior temperature (target value) and controls the water
flow at the heat exchanger in accordance with the amount of heat required.
A temperature-controlled air-conditioning system enhances comfort even
more. It adds “cool” and “dehumidify” to the temperature-control functions.
One of the advantages offered by the controlled air-conditioning system
is that the desired interior temperature can be maintained at a constant
level, regardless of the external temperature and the insolation. With
the residual engine heat utilisation (MRA), fitted as standard in conjunction
with the automatic heat control or controlled air-conditioning system,
the existing thermal energy can be used to continue to heat the passenger
compartment for a good thirty minutes after the engine has been switched
off. The updated Sprinters with passenger-car registration (crewbus, panel
van without partition, James Cook and “Euro-Sprinter” chassis with CDI
engine) have an heater booster as standard: this is based on a fuel-operated
water heater that heats the interior more quickly via the cooling circuit
when the engine is running.
The Sprinter with new technology and equipment will be
launched on the European markets from February. It replaces the first generation
of this model series that has clocked up tremendous successes since its
launch in 1995. More than 500,000 Sprinters have been manufactured in five
years of production; this figure is more than 100% greater than that for
the predecessor model series (T1: 225,000). With the Sprinter, DaimlerChrysler
has opened up new markets in South America and South Africa. 20000211
----------------------
More than just an ordinary model update:
The Sprinter starts off the new millennium with a
myriad of innovations
The model year 2000 Sprinter dazzles with an upgrade
package that amounts to far more than just a facelift. The technical highlights
of the new Mercedes-Benz van include CDI diesel engines with variable nozzle
turbine delivering up to 115 kW (156 hp), a joystick gearshift and, as
an option, the new “Sprintshift” automated manual transmission. With fresh
new looks, a redesigned instrument panel and a whole host of innovations,
the new vans are set to further improve the cost-effectiveness of fleet
operations by offering the highest degree of quality, comfort, safety and
practicality.
The Sprinter will continue to be available in five variants:
as a panel van, a crewbus or mini-bus, a pick-up available with and without
crew cab (all with a maximum GVW of 2.59 to 4.6 t), as a tipper (max. GVW
3.5 to 4.6 t) and in a chassis version. All variants can also be ordered
with all-wheel drive. This all means the Sprinter will continue to be the
ideal basis for a multitude of tailored solutions for different sectors
of trade. The CDI diesel and petrol powered engines are now complemented
by a van running on Natural Gas Technology (NGT). An electrically powered
version of the Sprinter is also available, making DaimlerChrysler the only
renowned manufacturer to offer two “alternative” propulsion systems.
New thrifty CDI diesel engines with
more power
The most significant new feature is the range of powerful
yet economical four and five-cylinder CDI diesel engines boasting common
rail injection, exhaust gas turbocharging with variable geometry and charge-air
cooling (apart from the 60 kW model). This new engine technology is founded
on the high-pressure injection method developed jointly by DaimlerChrysler
and Bosch, known as “Common Rail Direct Injection” or CDI for short. The
principle of CDI is to inject the fuel directly through one injector per
cylinder. This system has clear advantages over conventional injection
systems as both the quantity of fuel injected as well as the injection
timing can be adjusted almost infinitely by the engine electronics.
The Common Rail principle works based on three components:
the high-pressure pump, the shared fuel supply line or “common rail” and
the individual injectors. A high-pressure pump (three-plunger radial piston
pump) supplies fuel to the common rail. In order to ensure even injection,
the high system pressure of up to 1350 bar is regulated electronically
by a pressure control valve, which matches injection to the current engine
speed and engine load. Both the injection timing and quantity injected
are precision-controlled by the engine electronics using extremely high-speed
solenoid valves.
The quantity of fuel injected is therefore no longer
subject to the influences of mechanical system components but is regulated
by the precision of computer-controlled electronic shift impulses sent
to the solenoid valves. This leads to improved distribution and cleaner
combustion of the injected droplets of fuel in the cylinder. The combustion
process is optimised yet further by a pilot injection stage which also
greatly reduces combustion noise, so that the CDI engine’s noise emissions
lie far below those of a pre-chamber diesel engine. Reduced noise and lower
consumption figures translate into a clear advantage out on the road. The
CDI principle is further consolidated by innovative engine technologies,
the most significant of these being its networking with the vehicle control
modules via the CAN (Controller Area Network) data bus. Furthermore, overall
operation of the entire engine is assisted by standard fuel pre-heating,
which is particularly effective at low outside temperatures.
The CDI engines distinguish themselves from their predecessors
by virtue of a significantly higher power output. The top-of-the-range
engine is the new five-cylinder OM 612 DE 27 LA with 115 kW (156 hp), which
sets new standards in this segment. The maximum torque of 330 Newton meters
is available from as low down as 1400-2400 rpm. The power range of the
four-cylinder OM 611 DE 22 LA engines now extends from 60 kW (82 hp) to
95 kW (129 hp). The engine range is rounded off by the four-cylinder M
111 E 23 CAN petrol engine which also benefits from electronic engine management
and CAN bus networking. This unit delivers 105 kW (143 hp) at 5,000 rpm,
with maximum torque of 215 Nm available between 3200 and 4700 rpm. The
CAN bus networking also improves diagnostic compatibility of the petrol
engine, as other major components such as the ABS and the Sprintshift transmission
are also linked in. The inclusion of an anti-knock control (AKC) now makes
manual resetting when refuelling with low octane fuel a thing of the past.
The Sprinter’s top speed is limited to 160 km/h.
Turbocharger with variable nozzle
turbine
With the exception of the 60 kW variant, which has a
conventional turbocharger, all other CDI engines are fitted with an exhaust
gas turbocharger with variable nozzle turbine (VNT). With their adjustable
vanes, these turbochargers achieve high efficiency over a wide operating
range by optimising boost pressures. At low engine speeds, the vanes close
thereby reducing the cross-section of the exhaust flow, resulting in a
spontaneous increase in boost pressure. On the other hand, at high engine
speeds the vanes are opened to increase the flow area which reduces the
flow speed. The resulting decrease of boost pressure (wastegate effect)
ensures that the limit speed of the exhaust gas turbocharger is not exceeded.
The dynamic adjustment of the vanes not only results in lower pollutant
emissions and better fuel economy, but also leads to a definite improvement
in acceleration and flexibility, combined with agile, nippy handling.
If registered as a truck, the CDI engines fulfil Euro
2 emission limits in accordance with 88/77/EEC , version 96/1/EEC; if the
vehicles are registered as passenger cars they all meet the emission limits
specified in EU 2 Group III, and the majority conform to the EU 3 Group
III limits, depending on the particular model of engine and the rear axle
ratio. The CDI engines also meet the levels stipulated in the future Euro
3 Standard, which is now to become law. Euro 3 engines will be available
for delivery once homologation proceedings have been concluded in mid-2000.
Vehicles fitted with the M 111 E 23 petrol engine conform to the emission
regulations of EU 2, Group 1 or D3 in Germany.
“Sprintshift” – the new automated
six-speed manual transmission
The CDI engines are also available in conjunction with
an automated manual transmission, called “Sprintshift”. Sprintshift is
a new six-speed transmission with electro-hydraulic shift coupled with
automatic clutch control. Its operation is similar to that of a conventional
automatic transmission without a clutch pedal, which greatly relieves the
strain on drivers in short-radius transport in particular.
Sprintshift smoothly combines all the functions and advantages
of an automatic transmission with those of a manual unit. In automatic
mode (fully-automatic operation), the driver can enjoy the same level of
convenience as with a regular automatic transmission while reserving the
option to override the program and change gear manually at any time.
The Sprintshift automated manual transmission is operated
using a joystick-type selector lever integrated into the instrument panel
with three fixed shift positions and three one-touch positions. The fixed
positions are “R” for reverse, “N” for neutral and “0” for the basic position.
With a flick of the lever, the driver can also select between “A” for automatic
mode or change up and down through the gears in manual mode by selecting
“+” or “?”. However, the desired gear change is only made once the control
unit has performed a plausibility check. If it detects any risk of damage
due to the engine speed limit being exceeded, the gear change will not
be carried out.
Another new feature is the start-off assist (AAS), which
makes hill starts with the Sprintshift transmission a great deal easier.
Whenever the brake pedal is depressed with the vehicle at standstill, the
brake pressure is maintained for about a second after the pedal is released,
preventing the vehicle from rolling back. This allows enough time to depress
the accelerator pedal and pull away smoothly when the vehicle is on a slope.
The Sprintshift automated manual transmission is not
available with the engine start/stop system, the M 111 E 23 petrol engine
or with the natural gas engine, nor can it be equipped with a power take-off
unit.
The model year 2000 Sprinter is fitted as standard
with a manual, full-synchromesh five-speed transmission. Based on the tried-and-tested
G 16 and G 28 transmissions, the G 20 and G 32-5 five-speed overdrive transmissions
have substantially improved characteristics. These two manual transmissions
are now operated in the Sprinter by a remote cable shift system functioning
via a joystick which is integrated into the instrument panel. This configuration
has already received wide approval in the Vito. It allows unobstructed
access both through to the co-driver’s side and to the load compartment
or passenger compartment.
Engine start/stop system
DaimlerChrysler’s engine start/stop system (MSS) presents
a further effective measure for reducing fuel consumption, noise and emission
levels. The engine start/stop system is available as optional equipment
for vehicles fitted with a diesel engine, manual transmission and mechanical
clutch. The system can be activated by pressing the “MSS” switch whenever
the engine is running provided the following conditions, which help to
protect engine and battery, are met: the ambient temperature must be above
zero, the coolant temperature between 40 and 100 ° C and the vehicle
must already have reached a speed in excess of 3.5 km/h. Once these prerequisites
have been fulfilled, the system switches the engine off automatically whenever
the vehicle has been running at idle speed for longer than three seconds
with no gear engaged. In urban, short-radius transport with a large proportion
of stop-and-go and nose-to-tail traffic, MSS can make fuel savings of up
to eight percent, depending on the conditions of use.
New exterior design with a new headlamp
unit
The new Sprinter can be recognised instantly from the
outside by its longer front end, extended from the A-pillar forwards by
57 mm, and its lower bonnet. The new design means that the Sprinter now
cuts a more elegant figure, as well as offering improved crash safety.
The Cd value is as low as ever, varying between 0.34 and 0.36, depending
on the model chosen.
The Mercedes-Benz star is now integrated into the radiator
grille and blends harmoniously into the bonnet. The model designation in
the radiator grille has a chrome shimmer, stands out proud from the grille
and, as in the Vito, the CDI engine versions also have red CDI lettering.
The panel van and the crewbus also have raised chrome “Sprinter” lettering
on the right rear door.
The extended front end gives the Sprinter cab a more
streamlined and dynamic profile. Gills (air slits) in the right wing are
used for air intake, improving the fording depth from previously 25 - 30
centimetres to 50 cm. Furthermore, the Sprinter has a new headlamp unit
with impact-resistant plastic lenses and free-form reflectors, which improve
illumination of the road. The plastic front apron is also new. To allow
the windscreen to be cleaned simply and safely, the apron now comes with
integrated, non-slip steps on the left and right below the headlamps. The
wheel size has been modified too, slightly widening the track width of
both axles.
New workplace with a passenger-car
like feel
The interior is equally as impressive as the exterior.
Here, the tone is set by an array of practical design features and unexpected
details, greatly enhanced visual appeal with attractive fabrics covering
all seats, roof trim and side walls (crewbus) and a new interior colour
concept based on the “saturn grey” colour shade instead of the previous
“blue grey”. In the crewbus, the instrument panel cover has a soft surface,
with a passenger-car flair, as standard (“soft look”).
A particular highlight of the updated Sprinter is its
new instrument panel, with its clear layout and integrated shift lever,
which allows unobstructed access between the front seats. The diagnosis-compatible
instrument cluster with CAN bus networking plus standard rev counter for
economic driving and the compact control panel in the centre console housing
the radio, heater controls, switch panel and tachograph are also integrated
into the new instrument panel design.
Vans used in commercial road transport whose maximum
gross vehicle weight exceeds 3.5 t as a solo van or with a trailer attached
must be equipped with an EC tachograph. The Sprinter now comes with the
new MTCO 1324 tachograph, which sets new standards in terms of performance,
technology and design thanks to its modular construction with independent
display and recording. As well as vehicle road speeds, the familiar tamper-proof
display disk also registers the distance travelled, the time at the wheel,
and the working times and break times of each driver. The working time
groups and stationary times are specified using the control keys. If a
system fault is registered or if the unit is not operated correctly, the
tachograph indicator lamp (TCO) lights up.
Between the rev counter and the fuel tank gauge in the
instrument cluster there is an LCD multi-function display for mileage,
trip recorder, time, temperature, Sprintshift and Assyst. Below the display,
there is a strip of indicator lamps with coloured LEDs. The instrument
cluster is illuminated day and night by yellow LED back-lighting which
can be dimmed electronically.
Thought was also given to convenience features, such
as the cupholder in the centre console, the illuminated glove compartment
(optional equipment) and the additional oddment trays with non-slip linings.
Generously-sized, open stowage pockets are integrated into the driver’s
and co-driver’s doors. There are two extra, standard-size stowage compartments
in the central section of the instrument panel, which can be used to house
communication equipment such as a radio. These are complemented by a pen
holder and a clip for notes and papers. The inside of the glove compartment
lid has two high-lipped recesses to hold cans or cups. There is also a
holder for credit card-size data carriers such as telephone cards or petrol
station reward cards. As in the Vito and the V-class, the familiar switches
for electrical adjustment of the exterior mirrors and the power windows,
available as an option, are now located in the driver’s and co-driver’s
door pulls.
Heating and climate control
The efficiency of the heating and ventilation system
plays a decisive role in terms of safety on the road, and helping to ensure
that the occupants feel comfortable and the driver stays fresh and alert.
The coolant-based heating and ventilation system with a heater output of
12.5 kW is now controlled using a new diagnosis-compatible control panel
which is even more user-friendly, with a more attractive design and even
more setting options. There is also a new “long-range nozzle”, which conducts
fresh air, and cooled air if air conditioning is fitted, directly into
the passenger compartment at head-height.
The high efficiency of the common rail diesel engines
means that less heat is dissipated to the coolant. Consequently, to make
sure that the customer is always kept warm and comfortable, the updated
CDI Sprinter crewbus, panel van without partition, James Cook and “Euro
Sprinter” chassis for camper van bodies are all fitted with a heater booster
system as standard in vehicles for export to countries with cold climates.
This booster system is based on a fuel-powered water heater which warms
up the interior much more quickly via the coolant circuit when the engine
is running. Auxiliary heating with integrated booster function is available
as an option. The auxiliary heater is based on a fuel-powered water heater
too but can also be operated when the engine is turned off and is available
for both diesel-powered and petrol-powered Sprinters. The booster system
is temperature-controlled, while the auxiliary heater is activated via
a switch. For added convenience, a timer with multiple pre-set times is
also available which allows the cab to be warmed up on icy winter mornings
even before the engine is started. This also puts an end to those cold
starts which place such a load on the engine. The auxiliary heater can
be left running for up to two hours, and only consumes 0.6 litres of fuel
an hour even at full power, with consumption dropping further as the required
output is reduced.
The new automatic heater control, also available as an
option, compares the external air temperature and the temperature inside
the vehicle with the desired interior temperature (target value) and controls
the water flow at the heat exchanger in accordance with the amount of heat
required. The temperature of the automatic heater control is set using
the rotary temperature switch in the control unit.
The optional auxiliary hot air heater with a heater output
of approximately 3.5 kW will continue to be available for the updated Sprinter.
This operates independently of the vehicle’s coolant circuit and can also
by used when the engine is turned off (includes timer with pre-set function).
The auxiliary hot air heater is available in combination with the auxiliary
hot water heater but not with the additional heat exchanger in the rear.
Temperature-controlled air conditioning
An optional temperature-controlled air-conditioning system
enhances comfort even further. It adds “cool” and “dehumidify” to the automatic
heater control functions. One of the advantages offered by the temperature-controlled
air-conditioning system is that the desired interior temperature can be
maintained at a constant level, regardless of the exterior temperature
and the amount of sunlight shining into the vehicle. The temperature of
the air-conditioning system is set in precisely the same way as for the
automatic heater control, using the rotary temperature switch in the control
unit. With the residual engine heat utilisation system (MRA), fitted as
standard in conjunction with the automatic heater control/temperature-controlled
air-conditioning system, the remaining thermal energy in the coolant circuit
can be used to continue to heat the passenger compartment for a good thirty
minutes after the engine has been switched off.
Both the crewbus and the panel van without partition
are available with an additional heat exchanger in conjunction with auxiliary
heating, which warms up the load compartment or rear passenger compartment
in air recirculation mode. The second heat exchanger is integrated into
the coolant circuit in parallel to the heat exchanger in the front end.
Both the blower and the pulse valve can be controlled with the separate
two-position rocker switch in the instrument panel.
Equipment refinement
The list of standard equipment has now been extended
further to include a rev counter, an oil level check and an immobiliser.
The front axle is now fitted with a stabiliser as standard, with larger
225/30 R15 tyres.
The range of special equipment includes a new generation
of radios, a warning lamp for the washer fluid level and central locking
which allows the load compartment and the cab to be locked separately via
a rocker switch in the instrument panel. The central locking is now operated
by pushbuttons on the key.
The new anti-theft alarm system (ATA) has been
extended to include interior motion sensor, tow-away protection and protection
of the rear window. Ultrasonic sensors monitor the interior of the vehicle.
Another new feature is the pollen and particulate filter
which removes all manner of suspended particles, spores, bacteria and fine
dust from the air – a decisive plus for anyone allergic to pollen. This
filter is fitted as standard on vans with automatic heater control. Gaseous
pollutants and unpleasant odours are also filtered out by the activated
charcoal filter, which greatly improves the climate inside the vehicle.
The activated charcoal filter comes as standard on vehicles with a temperature-controlled
air conditioning system.
A manually operated glass tilting sunroof with integrated
sun protection (tinted glass) is available for the cab of all models apart
from Sprinters with a raised roof. Ventilation of the passenger compartment
of the crewbus and panel van can be greatly improved by the addition of
the optional electric glass tilting/sliding sunroof which can be operated
conveniently from the driver’s seat.
DaimlerChrysler is able to delivery tailor-made solutions
for all communications equipment, including radios and increasingly telephones,
mobile phones, channel group communications devices and the APS navigation
system. The optional APS system consists of a control unit with integrated
radio-cassette player radio fitted in the radio recess, a separate navigation
computer and a combined radio/GPS aerial on the roof.
Thrifty at the petrol station,
easy-going at the workshop
The CDI engines not only offer better performance, smoother
running and greater torque than the previous range of engines, they also
offer much better fuel economy. For example, depending on the final drive
ratio and the exact model (216 CDI, 316 CDI), the OM 612 DELA CDI diesel
engine, with five cylinders, four valves per cylinder and an output of
115 kW (156 hp), fitted in a Sprinter panel van with a standard roof and
the manual five-speed transmission, only consumes between 8.4 and 9.8 litres
of diesel overall per 100 km (urban and EUDC), measured in accordance with
EU directive 80/1268/EEC, version 93/116/EC (§47d StVZO – German motor
vehicle licensing regulations). The OM 611 DELA four-cylinder, four-valve
CDI diesel engine, delivering 95 kW (129 hp), is even more frugal, with
the 211 CDI and 213 CDI only consuming between 7.3 and 8.9 litres overall
per 100 km. These low figures are achieved by a combination of the CDI
principle with revolutionary engine technology and CAN bus networking of
the control units. These are now complemented by highlights such as the
turbocharger with variable nozzle turbine, the newly developed five-speed
manual transmission and the new Sprintshift automated six-speed manual
transmission.
“Assyst” service computer
Greater economy is also ensured by the long oil-change
intervals of 22,500 km or every two years, compared to only 15,000 km with
the previous pre-chamber diesel engine and petrol engine. In conjunction
with the optional service computer, “Assyst”, even longer and more flexible
oil-change intervals of up to 40,000 km are possible. The multi-function
display informs the driver approx. 3,000 km before the next oil change
is due.
Maintenance-related labour and material costs and the
resulting downtimes have a decisive influence over the life-cycle costs
of a vehicle. For this reason, much care was taken right from the design
phase to minimise the Sprinter’s service operations and to develop streamlined
work sequences. Examples of this are the “Assyst” service computer, the
easy accessible interface between the engine and the chassis wiring harness,
the lifetime Sprintshift oil fill and the new STAR workshop diagnosis system,
which can be connected up to the vehicle to read out stored faults quickly
and reliably. Repairs of worn parts are straightforward thanks to a comprehensive
service package, including: the 24 hours a day, 365 days a year, pan-European
breakdown service complemented by a dense network of workshops, the “10
p.m.” workshop service, with some outlets even offering a 24 hour service
without a night-time surcharge, the original parts supply service, CharterWay
and the vehicle collection and delivery service. The full service package
also covers items of optional equipment such as the loading tailgate or
refrigeration units.
Brake and restraint systems that
are better than ever
The Sprinter was the first van series to be fitted as
standard (in Germany and a number of other countries) with the four-channel
ABS 5.3 system in conjunction with automatic brake differential (ABD) and
sliding caliper disc brakes on all wheels (internally ventilated at front),
including a sensor on each brake caliper which indicates the level of brake
wear. The different electronic systems have now been networked via CAN
bus, and the braking system has been upgraded to ABS 5.7, giving even better
performance. This further development is accompanied by a host of new features:
automatic brake differential (ABD) has been extended to assist acceleration
skid control (ASR) by inclusion of engine intervention. The ASR can be
deactivated by pressing a switch, indicated by the ASR warning lamp lighting
up.
The objective of the Sprinter safety concept is not just
to meet all test criteria with supreme ease, it aims far more to present
an “all-round safety concept” assuring a high level of passive safety for
vehicle occupants, while at the same time protecting other road users too.
For this reason, all seats in the passenger compartment of the crewbus
are now fitted with three-point safety belts and head restraints. All vehicles
in Germany and a number of other countries come with a driver’s airbag
as standard. Furthermore, as vans are often used to carry three people
in the front, a twin airbag for the co-driver’s area is available as an
option for the Sprinter to offer co-drivers the same level of protection
too. Windowbags are scheduled to be introduced in mid-2000 as an additional
restraint system. These extra airbags reduce the risk of injury for both
the driver and the co-drivers in the event of side-on impacts and complement
the protection offered by the front airbags and the safety belts. When
deployed, the windowbags inflate in front of the window of the driver’s
or co-driver’s door like a protective curtain.
The loads which the vehicle occupants are exposed
to in a head-on collision are determined by the structure of the front
end and in particular by side members with an energy-absorbing design.
Both these areas have been optimised in the Sprinter. The elevated seating
position and raised side skirts together with the solid structure of the
floor mean that the Sprinter also offers excellent protection in the event
of collisions from the side. This extremely high standard of crash safety
was achieved and optimised to a level far beyond the legally prescribed
minimum over a series of more than 30 crash tests based on passenger car
or internal company specifications.
Carried out in addition to the model approval crash prescribed
by legislation in accordance with 74/297/EEC, which is conducted without
dummies and which checks that the steering wheel does not move by more
than 127 mm, the “vehicle-to-vehicle crash” with a passenger car tests
the level of protection for other road users. In this test, the Sprinter
was driven head on (0°) against an E-class at a speed of 50.9 km/h,
with 50% overlap (driver’s side). The Sprinter weighed 3,198 kg against
the 1,800 kg of the E-class. The test calculated the loads transmitted
to the vehicle occupants, compatibility and the survival space. One remarkable
aspect of this test is the extremely high levels of kinetic energy which
are released. The “vehicle-to-vehicle crash” with a truck also examined
the level of protection for other road users, while the “crash barrier
impact” test concentrated on the loads transmitted to the vehicle occupants
and on development of the windowbag. Development of the windowbag was also
aided by the “side impact" test in which the Sprinter was struck from the
side by a deformable barrier weighing 950 kg and moving at 50 km/h. Finally,
the windowbag, and in particular the sensor system, were further optimised
following the “pylon impact” test.
At the end of the exhaustive series of testing, the windowbags
had reached series production standard. Their inclusion in the Sprinter
means that the loads transmitted to the vehicle’s occupants in high-speed
collisions are markedly reduced.
“James Cook” – even homelier, with
even more creature comforts
The James Cook camper van has also benefited from the
list of innovations. Driving has been made far more comfortable courtesy
of the new, smoother and more economical CDI engines and the newly developed
manual transmissions, particularly the Sprintshift automated six-speed
manual transmission. The redesigned interior, with its unobstructed through-cab
access and driver’s and front passenger’s seats which can be pivoted 180
degrees, has now bestowed passenger car looks on the Sprinter. In addition
to this, the camper van has undergone a whole series of improvements designed
to create a more pleasant living space, especially on longer journeys,
and to make the James Cook the ideal travelling companion.
The entire interior has been given an even more pleasant
appearance. The instrument panel now comes in “Softlook” effect with a
soft, foam-backed surface to give a passenger-car feel. The basic shade
of colour used is now “saturn grey”, replacing the previous “blue grey”.
The “Arrow” flat-fibre fabric which was previously used to upholster the
seats has now been replaced by the more luxurious “Las Vegas” Dralon velour
familiar from the Vito F. As part of the colour scheme conversion in the
cab, the trim colours as well as the cabinet handles, the handle of the
bathroom door and the roof curtain are now all colour co-ordinated. The
floor covering with its non-slip studs has an even more attractive finish
and is easier to clean. As in the Marco Polo, it is colour co-ordinated
to match the “mid-aero grey” tone, with streaks of “dark aero grey”.
The plastic previously used in the sliding door at the
side and the adjoining window has been replaced by green-tinted, insulated
double-glazed glass. These windows are extremely flat and resistant to
scratches, further enhancing the overall visual impression of the vehicle.
The double bed in the raised roof (200 x 155 cm) now comes with a safety
net. The net is attached to the underside of the raised roof, the side
wall and the bed itself by means of quick-release catches. The double bed
in the lower level (195 x 128 cm), formed by sliding the two seat benches
together, remains unchanged. The same applies to the large, removable dining
table.
James Cook camper vans which are fitted with the new
CDI engines also come with a heater booster system as standard. This means
that the engine needs less time to reach its operating temperature. A third
brake lamp is fitted to the lower edge of the raised roof at the rear of
the James Cook as standard.
Due to the new EC model homologation guidelines 98/14,
all updated James Cook models can only be registered as passenger cars
(M 1).
Recycling and protection of the
environment
When the Sprinter was launched back in 1995, an integral
vehicle recycling concept was introduced, which was extended in the years
to follow to cover the Vito, Actros and Atego. In 1997, Daimler-Benz was
the first automobile manufacturer to set up its own-brand recycling operation,
the “Disused Vehicle and Parts Centre”, which trades in Stuttgart under
the name of “Mercedes-Benz ATC GmbH”. In April 1998, the company Dekra
Umwelt GmbH certified that “Mercedes-Benz ATC GmbH” had fulfilled all the
requirements of the regulations concerning disused cars and was therefore
authorised to issue certificates as evidence of correct recycling. Since
then, the ATC disposal and recycling concept has been implemented in many
other countries.
Vehicle fluids as well as all worn parts and parts crucial
to vehicle safety are disposed of in an environmentally friendly manner.
Parts which still have useful life are loggeed into a data base and recycled
as used parts. This allows DaimlerChrysler to offer its customers cost-effective
repairs for older vehicles too. Depending on the extent to which the removed
parts can be reused, the last registered owner is generally paid the vehicle’s
residual value. Since late 1993, disused parts which can no longer be used
enter the Mercedes Recycling System. Over 90 percent of all Mercedes Benz
dealers in Germany participate in the system, and a number of dealers outside
Germany have also been integrated.
All stages in the disposal process are meticulously documented,
meaning that proper disposal can be verified at a later date from start
to finish. The materials gained from the recyclable disused parts are almost
all used as base materials or filling material for new vehicle parts. The
number of disused parts sent for recycling is rising constantly, increasing
from 340,000 parts in 1993 to four million parts in 1998.
Each and every vehicle is included in this concept,
starting as early as the vehicle development phase. Later on, during facelift
programs, attention is again given to the objective of enabling as many
parts as possible to be sent back for recycling as some time in the future.
The functioning of the system depends on strict observance of a number
of aspects: ease of disassembly, limitation of the diversity of materials
- particularly plastics, use of plastics specially suited to recycling,
use of parts which have been recycled themselves and the marking of plastics
for sorting purposes. Care is also taken that no materials which are harmful
to the environment are used, such as those containing asbestos, cadmium
and CFCs. The use of solvent-free primers and fillers, top coats with low
solvent content and long-lasting anti-corrosion protection to increase
vehicle life are just as much a part of the Sprinter’s environmentally-friendly
concept as drastically reducing noise and exhaust emissions and fuel consumption.
20000211
End of DaimlerChrysler press text from February 24th
2000
DaimlerChrysler press text November 3rd 1999 by BS/SD
Facelifted Sprinter with powerful CDI engines
- New CDI diesel engines with up to 115 kW/156 hp
- Joystick gear lever allows more space for climbing
across
- Improved economy due to flexible service intervals
- Market launch February 2000
New design, a reworked instrument block with joystick-type
gearshift, new powertrain with CDI engines and optional automated manual
transmission – these are just some of the highlights of the facelifted
Sprinter that will be available from February 2000.
The most important innovation is the range of powerful
and economical 4-cylinder and 5-cylinder CDI diesel engines with common
rail diesel injection (CDI), exhaust gas turbocharger and intercooler.
The flagship engine is the OM 612 DELA with five cylinders, a power output
of 115 kW/156 hp and a torque of 330 Nm (1400-2400 rpm), which sets new
standards for this segment. The entry-level engine delivers 60 kW/82 hp
(OM 611 DELA), followed by variants with 80 kW/109 hp and 95 kW/129 hp.
The engines with 80 kW and over are equipped with exhaust gas turbocharger
and variable turbine geometry (VTG). The adjustable blades and resulting
variable airflow not only bring a tangible improvement in acceleration
and elasticity but also help to reduce pollutant emissions and fuel consumption.
Economy is further improved by the long oil change intervals of 22,500
km or two years, together with the flexible service intervals of 22,500
to 40,000 km, which – in combination with the optionally available „Assyst”
service computer – are notified to the driver about 3000 km in advance.
The CDI engines can optionally be combined with an automated manual transmission
(ASG) ((abbreviation for the German expression "Automatisiertes
Schaltgetriebe")),
which consists of an electrohydraulically actuated 6-speed transmission
with automatically operated clutch. This transmission is operated like
a conventional automatic transmission – in that it operates without a clutch
pedal – so that the previously available automatic transmission has been
discontinued.
The ergonomically designed instrument panel now receives
– as standard in the window van and James Cook versions – a soft, foam-lined
surface that provides car-like looks and has a more agreeable feel. This
„Softlook” instrument panel is also available as option for the panel van,
flatbed and bare chassis versions. The newly designed instrument cluster
now has a rev counter to aid more economical driving. Outwardly, the facelifted
Sprinter can be recognised by its newly designed headlamps with their increased
light output, the radiator grille with integrated 3-pointed star and chrome-coloured
type number and red CDI logo (e.g. 316 CDI), and by the air intake slits
in the right-hand wing. Two tread-plates are built into the plastic air
dam to help clean the windscreen. The front end has been extended by 57
mm compared to the predecessor model, thereby improving the vehicle's crash
safety.
As a highlight of the optional extras – and unique among
the competition – window bags will be available from 2000. The air conditioner
is now automatically controlled by a sensor in the instrument panel, so
that the interior temperature is maintained constant regardless of the
weather outside. All seats, including the middle seat of the passenger
compartment, are fitted with 3-point seat belts. Another new feature is
the optionally available engine start-stop system, which cuts off the engine
after about 3 seconds at standstill and restarts it as soon as the driver
steps on the clutch. The advantages of this system are that both pollutant
emissions and fuel consumption are reduced by up to 8%.
The facelifted Sprinter can be ordered from November
2nd 1999 and will be unveiled to the public in February at the RAI Commercial
Vehicles Show in Amsterdam ((The Netherlands)).
End of DaimlerChrysler press text - remarks by MBEP webmaster in
((blabla)), but (blabla) belongs to original text.
Last revised: Feb. 28th 2000 Visits since Nov.
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