2016 M-B Sprinter Dump Truck: Test Drive
No one disputes the inherent advantages a pickup truck provides when carrying heavy and awkwardly sized cargo, but suppose you need more capability and versatility than a conventional pickup offers? We think we've found the answer.
At a recent Mercedes-Benz press event we drove a Sprinter chassis-cab one-ton with a ScattoMaax dump bed, made by European equipment manufacturer Scattolini, mounted to the frame; we immediately put it on our post-Lotto-win "must-have" list.
The aluminum-and-high-strength steel dump bed mounts solidly to the frame (unique only to the chassis cab) and includes a strong center-mounted hydraulic ram that turns the flatbed into both a rear- and side-directed dump bed. With just a few pin pulls that take only a few seconds, you can convert your heavy-duty pickup bed into a commercial dump truck.
The chassis-cab Sprinter alone weighs a good chunk less than 5,000 pounds, while the dump bed, with all the plumbing, bumper reinforcements, safety gear and tire fender covers, weighs just less than 3,000 pounds. Gross vehicle weight ratings for the Sprinter 3500 chassis cab is just a touch more than 11,000 pounds, meaning the Sprinter dump bed has a payload rating less than 4,000 pounds. Unfortunately, Sprinter 3500 chassis cabs are only offered in two-wheel drive, but they do come in short- (144.3 inches) and long-wheelbase (170.3 inches) versions.
We had a chance to drive the Sprinter dump truck through the Rocky Mountains near Telluride, Colo. Although we didn't get a chance to motor around at max payload, we did get to test-drive the truck over a few high-altitude mountain passes and along several high-speed highways. We found the truck responsive and quite controlled around tight corners. We've found all Sprinter vans — even high-roof models — handle quite well, and this one was no different.
We should also note this is a commercial van cab, so it is a large, open cab with a good amount of wind noise at highway speeds, especially with the larger side mirrors.
Steering feel is a standout feature, as is the power of the turbo-diesel V-6. It moves the van, even at 9,000 feet above sea level, quite well. However, it does take a few seconds for the turbo to spool up before you get the acceleration you want. The iron-block 72-degree V-6 is rated at 188 horsepower and a respectable 325 pounds-feet of torque. During our drive without payload, the trip computer recorded 24 mpg for the 90-minute cruise from mountain town to mountain campsite.
The cost for the total package is close to $50,000, meaning that if the Sprinter 3500 chassis cab cost $37,000 (a good ballpark estimate), the ScattoMaax install and bed runs less than $20,000. But depending on how you plan to use the vehicle and for how long, this could be a downsized choice that could save your business a great deal of money and provide convenience over the long haul. Or maybe you'll just want it for fun.
For a price list of all 2015 Mercedes-Benz Sprinters, click on the icon below.
Manufacturer images
Comments
That hydraulic dump bed makes quick work of unloading.
I love the option of having both side or rear dump!
For less money you can get a f550 cc with a dump installed, gvwr 19500# empty weight with dump around 10000#, payload over 4.5 tons.
@Mark Williams
Ultralight Dumpers are used a lot in Europe for small jobs, because they are easy to drive. The Chassis truck version of Vans goes to 7 Tonne or 15,400 lb GVWR
This is a 4.5 tonne Fiat Ducato(Promaster in the U.S, no Gas option as a Ducato) with 2.1 tonne dump payload, or 4,600lb
http://heavycherry.com/imgs/a/b/k/s/t/fiat__ducato_4_5_tonne_tipper_2100_kg_payload__2011_1_lgw.jpg
They do push the envelope with these Cab Chassis versions of Vans in Europe
http://i11.photobucket.com/albums/a186/RobRyan7/image.jpg1_zpsykcscpxc.jpg
The Sprinter (and Transit) could definitely stand to have a higher GVW group. At one point there was talk of bringing over the Daily, but since Iveco is completely seperate from Fiat now, it's not that likely.
"For less money you can get a f550 cc with a dump installed, gvwr 19500# empty weight with dump around 10000#, payload over 4.5 tons." -- Posted by: crfq68 | Jun 21, 2015 3:46:10 PM
Perhaps. But why bother when that F-550 doesn't have the ability to get where you're wanting to go? Maneuvering and handling is more important than payload weight capacity in many places. And that dumper you mention is rear-dump only vs this rear/side dump ability.
This is an interesting set up. The comparison to a larger class 6 truck is absurd. How does this compare to other class 3-4 trucks? That would be F350/450, Ram 3500/4500, and GM 3500. The only real limiting factor to this truck is the fact that it is only 4x2. That means it is suited to urban centres or job sites with solid ground.
Interesting how they can do this with a unit body van, unit body's will be making their way to pickups soon.
Winning.
@Lou_BC
I scratch my head how these do what they do,with a tiny 3 litre Diesel. In the case of the Ducato it is even smaller a 2.3 litre Unit, that has a 4,600lb Dump Payload
@Lou_BC
I scratch my head how these do what they do,with a tiny 3 litre Diesel. In the case of the Ducato it is even smaller a 2.3 litre Unit, that has a 4,600lb Dump Payload
@Lou_BC
I scratch my head how these do what they do,with a tiny 3 litre Diesel. In the case of the Ducato it is even smaller a 2.3 litre Unit, that has a 4,600lb Dump Payload
Apologies for Multiple posts, Modem on last legs
@mrknowitall
This is the IVECO Daily 40c, the series goes up to the 70c
http://heavycherry.com/imgs/a/c/u/t/f/iveco__40c17_hpi_cars_car_transporter_3_2006_2_lgw.jpg
Robert Ryan - when I see news like this and like the GM/Isuzu story I wonder why Ram 1500's have such pizz poor tow haul ratings in the Ecodiesel 1500.
The same sized engines are in MDT's and even in this truck.
Shows me that the Ram 1500 is the limiting factor not the engine.
When you consider how big and heavy modern pickup trucks have become, is there any wonder you get lower payload capacities when you're trying to stay within a certain class?
The IVECO is different to the others built on a fairly hefty ladder chassis, like the now defunct Renault Trucks Mascott, another 3 litre Cab Chassis Van on steroids
Road Whale - Ford and GM seem to have no problems within Class 2a limits and offer a decent cargo capacity.
Ford and GM both offer stiffer frames and suspension packages as well as upgraded axles and rear diffs.
When the world was simple way back in the "good ol' days" light pickups were regular cab and came in an 8 foot STANDARD bed. 6.5 foot was an OPTION.
We now have CrewCab light duty pickups. They are heavy. If the chassis isn't up to the task then capacity drops.
@Lou_BC
Europeans use these Cab Chassis Vans for a vast range of uses and then go to "Lorries" as the English call them when they want heavier. They then range from light trucks to 700hp Beasts
these are very good!
@Robert Ryan
>I scratch my head how these do what they do,with a tiny 3 litre Diesel. In the case of the Ducato it is even smaller a 2.3 litre Unit, that has a 4,600lb Dump Payload
It just comes down to chassis/drivetrain capacity and how slow you are comfortable going at max GVW/GCW. I used to have a 1988 Mitsubishi Canter (Cab over truck). 8,800kg/19,500lb GVW. Was powered by a 2.8l NA diesel making about 90hp. It got the job done - albeit slowly.
"Ford and GM seem to have no problems within Class 2a limits and offer a decent cargo capacity.
"Ford and GM both offer stiffer frames and suspension packages as well as upgraded axles and rear diffs."
No problem, Lou? No problem when they both were caught removing parts like bumpers and interior pieces to keep them within their respective classes? That argument has been made more than once right here on PUTC. Ford's going aluminum-bodied is a big help in recovering usable payload, but honestly there's no reason they should weigh 5500 pounds and more in the first place. Even with the aluminum body, they barely pulled the F-150 below the 5,000# mark.
@Flys Lo
They use the 50C Daily to tow a 28ft 5ver and the 70C towing a 35ft 5ver. The 50C has no problem keeping and exceeding the speed limit.
The 70C can do 50mph on a stretch of hill that a F250 Diesel would do 70mph. People use LPG injection into the Diesel to keep up with the F250 up a hill, basically chemical supercharging
http://www.caravanningnews.com/jayco5th
http://www.caravanningnews.com/jayco5th.jpg
http://i11.photobucket.com/albums/a186/RobRyan7/IVeco35ftPlaymor.gif
Off Road version of IVECO Daily towing a U.S.Travel Trailer, it's a Off Road ability similar to the Unimog
http://www.goingbush.com/iveco/cell2.jpg
Robert Ryan - I've seen a few Iveco camperized units in BC. I saw the EU version of a camperized ProMaster a few days ago.
This vehicle is fantastic for light duty work, almost 20 MPG, with a seven speed trans and 4 cyl turbo. Dumps from the sides and rear as well as a full flatbed with d rings built in and fold down sides. The body is about $15K and the vehicle is solid and easy to drive. A contractor can demo a kitchen dump it and go straight to the supply house drop the sides and load up the new parts! Landscaping this dump body and a 7500 lb trailer covers all your needs, comes covered as well with a canvas top!
I occasionally drive a 2500 Sprinter (V6 3.0), loaded with at least 1-ton and it runs fine.
@Robert Ryan,
I have noticed in France so far not many new light commercials from two years ago. I only saw one Dodge Ram 1500 north of Paris. I am now near St Emillion and heading out to the Perigord or Dordogne and keep an eye open for any more 1/2/HDs.
@Lou BC
I think the greatest limiting factor on US pickups is the suspension and chassis. A vehicle the size of a US pickup in the EU and many other places carry larger loads.
The reality with chassis design regarding towing means the load on the chassis is from the front of the springs back. The drive and load is located in this part of the frame.
Many forward control EU/Asian light commercials bear a larger load over the front axle than a US equivalent size pickup.
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