When you're using a B-Unit (1-ton van) to haul expedited freight, the loads may not be as great as a Class 8 hauls, but the responsibility can be much greater than with general freight.

Expedited loads command top dollar because they absolutely must be there on time. What sits in the back of that van or straight truck may be the one critical part that keeps a factory from shutting down or keeps a communications center operating without interruption.

Expedited drivers look for the same things in their vehicles as Class 8 drivers do: performance, comfort, reliability, maintainability and, of course, capacity. That's where the Dodge Sprinter shines.

Daimler Benz first introduced the Sprinter in Europe in 1995. It came to the U.S. badged as a Freightliner, but by 2006, it will be exclusive to Dodge, eventually available for sale and service at every dealership.

Capacity

My test truck was a 3500 high roof with a 140-inch wheelbase. Sprinter 2500 models (8,550-pound GVWR) come with 118-inch, 140-inch or 158-inch wheelbases. The 3500 series has the longer two.

Its GVWR is 9,990 pounds, with a payload of 5,110 pounds. The low-roof model can carry 60 pounds more. My test ride had 53.8 square feet of floor and 321 cubic feet of cargo volume. The long model holds 473 cubic feet, but payload is limited to 4,870 pounds. Rear doors swing 270 degrees for an unobstructed 61-inch opening. The sliding side-access door provides a 41-inch opening. Load height is 26 inches.

Performance

The Dodge Sprinter offers performance beyond what I expected from the 2.7 liter, five-cylinder diesel. It's rated at 154 hp, with 243 pound-feet of torque from 1600 through 2400 rpm. It has a 5-speed automatic transmission with Touch Shift for sequential shifting like a high-priced sports car. With a few nudges of the dash-mounted lever, you can be in your lower gears almost instantly.

I found engine braking in second and even third gear to be more than adequate, requiring only a touch of the four-wheel disc brakes to hold speed on the rolling hills of south-central Wisconsin. And even through the hills, I averaged better than 22 mpg.

The Sprinter has a unit body, not body-on-frame construction. The cutaway cab, which can take a choice of bodies, has a unit cab with a rear sub-frame. I was surprised by the way this high-roof unit body vehicle held the road on curves. It holds its own against the best in its class.

Comfort

Seats have a wide range of adjustments, including seat tilt, seat height armrest position and back tilt, but the cargo bulkhead restricts back tilt when the seat is fully to the rear. I overcame this by raising the seat and bringing it forward a notch. When I was comfortable in the seat, the steering wheel was a bit too flat and a bit too far away at first. After a few minutes, I got used to it and found the cab to be comfortable for at least three hours, my longest single stretch. I understand that the next model Sprinter, due in 2006, will have a tilt-telescope steering column.

Visibility

Front and side visibility was outstanding, but it took time to discover where the front bumper was. Rearward vision was hampered by mirrors that are flat and on the small side. There is no place to attach a decent size convex mirror, and a decent-size stick-on truckstop special obstructs too much of the flat glass. I wound up adjusting the mirrors to cover adjacent lanes, but had to change position to see what might be right behind me. Vehicles close to the rear are picked up in the optional rearview TV camera that shows its image within the inside rearview mirror. The image has a bright/dim adjustment, but in daylight, especially with sunglasses on, the image was too washed out to be useful. The TV did help from dusk on. With just back-up and tail lamps for illumination, the nighttime camera range was excellent.

Maintenance

Oil drain interval is 10,000, or up to 20,000 miles with the optional ASSYST in place. This analyzes oil condition, driving style, mileage and other parameters, and computes the optimal time to change. Under hood, all fluids and fuses are handy. There are no chassis lube fittings. Everything is "lubed for life." If you're into doing your own diagnostics using a ProLink, you can't with the Sprinter. It uses a proprietary DaimlerChrysler diagnostic connector, but the next generation may have a ProLink post.

Conclusion

About the only other thing I don't like is the radio. It has rather small, close-together push buttons, and only three pre-sets in both AM and FM. My preference would be to delete the factory radio and get a satellite unit to fit in its place.

But radios are minor in the overall scheme of things. Overall, I think the Sprinter offers excellent value to the Expeditor market. It handles well, performs beyond what its engine ratings would indicate, and is comfortable and economical to operate and to maintain. What more could a B-Unit owner want?

Specifications

Dodge Sprinter 3500 6-wheel, unit body cargo van
• Wheelbases: 140-inch, 158-inch
• GVWR: 9,990 pounds
• Payload: up to 5,170 pounds
• Cargo Volume: 321 cubic feet to 437 cubic feet
• Engine: 5 cylinder turbo diesel, 154 hp, 243 lbs-ft. torque
• Transmission: 5-speed automatic
• Tires: 195/70 R 15C
• Length overall: 222 inch or 259.4 inch