Mercedes-Benz drops a hat trick of van information on already shellshocked fleet customers. First came Mercedes-Benz’s 2015 statement that it is moving $500 million to make a brand-new plant in Charleston, South Carolina, where it will join runner and Metris vans from scratch here in U.S. Then, in July of this year, M-B uncovered the Metris person van in Passenger ($30,990) and Cargo ($26,990) deviations, which are bare-bones, lower-cost versions of the Metris mid-size van. The Metris Worker is positioned at customers who value service over beast supports. Finally, Mercedes introduced that the Metris merchandise just affixed a swelling sub-eight-minute lap of the Nürburgring Nordschleife. Satisfactory, we made up that last part. But merchandise vans are an enormous and suddenly agonistic enterprises. Ford’s E-series vans basically owned the segment for eons, but the past decade has perceived more van creations and preferences than the preceding four combined.
Ford now offers the Transit and the junior-size Transit Connect, Ram brings us the Fiat-derived ProMaster and ProMaster City and Nissan touts the NV and the tight NV200 (the latter of which also is vended by Chevrolet as the City Express).
It was Mercedes that essentially compelled everyone else’s extremity with these European-style vans when it started trading its Sprinter to the States under the Freightliner and, later, the Mercedes-Benz and Dodge around the turn of the millennium. Now it adds the Metris. Just 1.6 inches shy of 17 feet long, the Metris is longer than either the Transit Connect SWB or LWB (14.5 and 15.8 feet) or the Ram City (15.6 feet) and dwarfs them all in load capacity.
The Metris is the only rear-wheel-drive version, designed first and best as a robust work automobile. Evaluated for a limit load of 2502 pounds, the Metris can regulate 619 more pounds of tool, or substances than the Ram ProMaster City, the runner-up in that collection. The inequality grows when it comes to towing.
Evaluated to move an even 5000 pounds, the Metris more than doubles the ability of the 2000-pound evaluating that applies to the front-ride Ford Transit Connect and Ram ProMaster City. Nissan says towing with its NV200 is not proposed and that goes for the badge-engineered Chevrolet, too. Evaluated at 21 mpg in the municipality and 24 mpg on the freeway, the Metris productions a tiny freeway ratio to the long-wheelbase Transit Connect and Ram ProMaster City (27 and 29 mpg). The Metris merchandise van we rode was supplied with a robust solid dividing partition directly behind the front rooms and a very Tetris-like shelving and retention system from M-B–desirable upfitter Sortimo.
The upside to a merchandise partition, besides keeping tool out of sight to give a layer of security from would-be criminals. The side is that it restricts those last few indentations of rear seat journey, making large chauffeurs expect a slightly incommodious steering point. Aside from that, the steering space is a doppelgänger of the passenger version.
The information and entertainment system still looks like a set part from the film War Games, the rooms are cozy, but the bottom dampers are a tiny abbreviated and the steering wheel, which is cheated from the C-class, is perfectly coated but offers only struggle improvement, no telescoping. A transportation driver’s indispensable inclinations find a welcome USB port on the elegance, with easy-to-use phone-holding rooms determined on either side of the infortainment head unit. Unique mention goes to the A/C system, which effortlessly put us in hazard of injury despite high wetness and temperatures exceeding 100 degrees.
Underway, we were immediately overwhelmed by the need of boominess and irrelevant sound that is emblematic of merchandise automobiles. Some approval no doubt goes to the merchandise taxonomist, but it’s still an action to suppress sonic motions in what’s essentially a reflection enclosure on wheels. The turbocharged four-cylinder fuel motor no disel is accessible, shuttles its 208 horsepower through a seven-speed automatic transmission. With all 258 lb-ft of torque accessible from 1250 to 4000 rpm, the powertrain makes abbreviated work of getting to freeway speed.
The passenger version we experimented previously got to 60 mph in 8.4 seconds, this may be yawnsville for a family sedan, but it’s decently fast for a van. Just for smiles, we put the merchandise version’s transmission in its Manual method, Comfort and Economy are the other environments and moved some runs to redline with the grade bat stagehands. It was category of enjoyable, but we entangled like misfits.
Mercedes-Benz knows that the number of these vans will be bought for work, so it has grouped up with suppliers such as Sortimo, Knapheide, and Ranger Design (to name just three) to uniform turnkey automobiles for selling to commercialized customers. Likewise, to contour the requesting of plant options, they are packed into some beautiful across-the-board collections, such as the Driver Efficiency collection (rearview camera, navigation system, cruise regulate, and other nutriments), the Active Safety collection (leather-wrapped steering wheel, heated mirrors, and a suite of safety options) and the cold Weather collection (heated windshield-washer system, heated rooms, and an electric booster for the cabin-heating system).