Mercedes-Benz Sprinter 516 CDI Cab-Chassis 2015 Review

While vans account for the majority of Mercedes-Benz Sprinter sales, the model is also available as a cab-chassis in both single- and dual-cab formats and a choice of medium or long wheelbases, ready for custom fit-out, a motorhome conversion, or – as reviewed here – a factory-fitted tray.

The rear-drive-only Sprinter cab-chassis range begins with the 3550kg GVM 316 CDI and tops out with the 5000kg GVM Sprinter 519 CDI. The latter is powered by 'Benz's 'OM 642' 3.0-litre V6 turbo-diesel, good for a claimed 140kW and 440Nm, while the remainder of the ranges gets the 'OM 651' 2.1-litre four-cylinder turbo-diesel, which produces 120kW and 360Nm.

The 2.1-litre four is mated with a six-speed manual transmission as standard or an optional five-speed auto, while the 3.0-litre V6 gets the '7G-TRONIC' seven-speed auto.

Our test vehicle is the 516 CDI in a long-wheelbase, single-cab format, with 2.1-litre four-cylinder engine, dual rear wheels, the optional five-speed auto ($2345) and the factory-fitted tray ($4205). Rated with a GVM of 4490kg it can be driven on a standard car licence and, with tray, has a payload of 2080kg. The 5000kg GVM model sees the payload rise to 2590kg, but requires a Light Rigid heavy vehicle licence.

If weather protection and security aren't an issue, this 516 CDI offers significantly more load space than your average ute, while having a level of interior comfort and refinement well above that of most light trucks. This combination doesn't come cheap – this test vehicle is priced at $63,095 (plus on-roads). Still, a blinged-out top-spec dual-cab pick-up doesn't cost much less…

trucksales.com.au spent a week in the 516 CDI, with the majority of that time spent in Melbourne with a one-tonne test weight strapped down in the tray – roughly half of the vehicle's available payload.

Any amount of time behind the wheel reveals why the Sprinter dominates its market niche, as it brings near-passenger-car refinement to the LCV segment. The 2.1-litre four-cylinder turbo-diesel delivers smooth and torquey performance and excellent response, while its broad band of peak torque (360Nm) spans 1400rpm to 2400rpm. Peak horsepower (120kW) chimes in at 3800rpm, just below its 4200rpm indicated redline, and around town this translates to surprisingly swift acceleration, both from a standing start and at around-town speeds.

The five-speed auto is slick and decisive, but its short gearing means off-the-line punch comes at the expense of relaxed highway running. At 100km/h in fifth the engine is spinning at a heady 3000rpm – about 800rpm higher than the Sprinter van with seven-speed auto we reviewed late last year.

We acclimatise soon enough, but it really does feel like it needs an extra cog for the open road, even though a model like this will invariably be pressed more into short-haul work than inter-city runs.

'Benz says the gearing will suit an imminent boost in towing capacity. Currently limited to two tonnes, a 3500kg tow bar will become available as a local factory option for the Sprinter later this year. That will address a shortfall the model has when compared with some rivals.

The handling is assured, with body roll controlled nicely and road shock soaked up with aplomb. Even without a load the ride is far from harsh – surprisingly so for an LCV.

It really is just like driving around in a car, albeit a sizeable one with a 15.3m turning circle. There's a pleasing weight to the power steering but it's still light enough for easy manoeuvring in tight spaces, while the large mirrors complement the excellent vision all round.

The dreaded NVH is kept at bay for the most part. We recorded 80dB(A) at 80km/h – fairly standard for a commercial – with wind and road noise more prominent than the growl of the diesel. It's a smoothie though, devoid of any intrusive vibes.

While the brakes lack initial bite they do offer plenty of feedback and good, progressive power. They're backed by anti-lock, brake assist and electronic brake-force distribution; we'd just prefer a little more of that power earlier in the pedal stroke.

The cruise control and speed limiter are easy to use and the HVAC also works well, generating impressive heating and cooling over a seven-day period of typically variable Melbourne weather.

The cab's doors open wide, with entry aided by a decent step and forward grab handles. The steering wheel (with integrated controls for the trip computer and stereo/telephony) is adjustable for tilt and reach and the driver's seat offers six-way adjustment (but no lumbar support). The seating is a quality affair, and the attractive cloth trim appears quite robust.

Controls are all logically placed and close to hand, and there is plenty of clever storage – we like the twin overhead shelves, the large dash-top trays (the centre one with hinged lid), the large door pockets (with bottle holders) and the cavernous space beneath the two-seater passenger seat.

For those who still partake, there's a slide-out ashtray with cigarette lighter and cup holder at the bottom of the centre stack, just above a 12-volt outlet.

While there's plenty of space by the brake pedal, there's no dedicated dead pedal as such – a fairly minor omission, all things told.

There's an informative trip computer and the stereo works well enough, while a USB slot and 3.5mm jack are found in the driver's side dash-top tray (along with a further cup holder). The Bluetooth/telephony system isn't the most intuitive we've seen but pairing a phone is a one-off operation. Apart from the digi trip computer between the speedo and tacho, the stereo/telephony/media menus are displayed on a 5.8-inch TFT colour screen on the centre stack.

The cab strikes a nice blend of comfort and durability. The fit of the plastic panels of a variety of tones and textures is good and the chrome highlights add a touch of class, while the vinyl flooring is tough and easy to clean. The pull-out workspace in the centre seat back is a nice touch, while all three seats get three-point seat belts.

Mercedes-Benz takes safety seriously and, to that end, the Sprinter doesn't miss out. While there's no ANCAP rating for the model (there's no obligation for commercial vehicles to be assessed), the Sprinter features load-adaptive stability control, with anti-lock brakes, traction control, and front driver and passenger airbags. An optional driving assistance package adds Collision Prevention Assist (which sounds a warning if the distance to a leading vehicle is insufficient for a given speed), lane departure warning and high-beam assist.

The Scattolini tray is a quality item, featuring a steel frame, a grippy MDF base, and 10 recessed hooks. A nifty locking mechanism drops the aluminium sides and tailgate in a second. The tailgate features a fold-out step to aid tray access and there are handy toolboxes on either side. It's a smart set-up, and optional ladder racks are also available.

We recorded an average fuel consumption of 12.8L/100km, which gives a range of over 500km from the 75-litre tank. That was recorded with the test weight on board, in largely city traffic. Mercedes-Benz provides a three-year, 200,000km warranty with roadside assist, while service intervals are pegged at 30,000km.

It's readily apparent why the Mercedes-Benz Sprinter sells in the volumes it does. With car-like comfort, refinement and features, it adds a dose of civility and class to the knockabout commercial segment, not to mention a high degree of ability and performance. There may be cheaper alternatives, but if your business can handle the price the Sprinter surely won't disappoint.

2015 Mercedes-Benz Sprinter 516 CDI cab-chassis pricing and specifications (as tested):
Price: $63,095 (plus on-roads)
Engine: 2.1-litre four-cylinder turbo-diesel
Output: 120kW/360Nm
Transmission: Five-speed automatic
Fuel: 12.8L/100km (as tested)
CO2: 208g/km
Safety Rating: N/A