Sector: Large van  Price: TBA  Range: From 6.3l/100km  CO2: From 165g/km

Vans that are new from the ground up tend to come around every 10 to 12 years with good reason. Firstly fleets want to be able to transfer equipment such as racking when the vehicle is replaced with a new one. If it is a different size, buyers would simply buy an alternative. Simple economics also play a large part. Sales volumes are considerably lower than for a car, so it takes far longer to sell enough to cover the cost of the initial investment. Like heavy trucks, the replacement model cycle now tends to be dictated by emissions regulations, where required changes can be engineered into the vehicle structure and engine revisions made as necessary.

Mercedes has established a loyal following for the current Sprinter range, launched in 2006. Rumours of a new model have been circulating for around two years and it seemed logical that it would be designed to meet the next round of emissions regulations in Europe – Euro6 – which, depending on the complicated weight definitions applicable to a vehicle in this class, will come into force between September 2014 and September 2015. The principal change that the legislation will bring is to reduce emissions of oxides of nitrogen (NOx) still further. To do so will mean that additional exhaust after-treatment and engine cooling will be needed.

In essence that is what the new Sprinter has been designed to do. The basic body structure remains unchanged and the same basic engine range from 1.8-litre petrol engine to V6 diesel is used, but the front of the vehicle has been re-designed to improve cooling and the engines have been re-engineered to meet the Euro6 emissions limits.

Mercedes was the first manufacturer to fit electronic stability control (ESC) as standard to its vans – the Sprinter first – and it’s no great surprise that the company’s focus on safety has also been stepped up. The new Sprinter will be equipped with Crosswind Assist as standard, to help drivers maintain straight line stability in a severe crosswind. The system uses the ESC system to correct for the force of the wind and was first introduced on the GL Class model in 2011. Now it’s the Sprinter’s turn.

The Sprinter retains the same appearance from a distance, but on approach the subtle changes become more obvious. The grille is larger and more upright than before and the headlamps have also been modified to adopt the latest lighting technology. The bonnet is higher than before, to improve pedestrian protection. Inside, the dash moulding and interior are fundamentally the same as before, but there is new seat trim, a new steering wheel and other subtle changes.

Euro6 diesel engines will use selective catalytic reduction (SCR) after-treatment to control NOx emissions. It’s the same system used on trucks and some diesel cars and involves using the AdBlue additive that is injected into the exhaust stream. Sprinters will carry 18 litres of the fluid with AdBlue consumption of around 3.5l/1,000km. Operators will have to get used to topping up the tank to prevent it going into limp-home mode. BlueEfficiency models will offer combined fuel consumption as low as 6.3l/100km.

On the road, the Sprinter feels like the current model, which is no bad thing, as it is one of the best vans in its class to drive. A demonstration of the Crosswind Assist, which is only activated at speeds above 80km/h, shows that it works effectively to keep the vehicle in lane.

Verdict:

Enough to keep the Sprinter ahead, at least until the new two-tonne Ford Transit next year. The additional safety features should make it more appealing to fleets.