I own two sprinters: an 02 medium wheelbase high top and an 04 long wheelbase. Both single axle rears.
When I was looking at these, the weight rating between the dually wheels and the single light truck tire singles weren't significant enough to consider the extra headaches of dealing with 4 rear tires.
From the earliest sprinter in the US (01 or 02) up to 2007, ALL sprinters were diesel engines. In 2007 the newer body style was introduced and I believe that the new model embraced a gas motor option, which, imo, for a vehicle this size, I'd never consider one with a gas motor.
For the early US Sprinter here's how they "worked":
The units were actually manufactured in Dusseldorf Germany at the Mercedes sprinter plant. From there, the units were loaded onto containers with the drive shafts disconnected so that Chrysler could claim they were importing parts instead of a complete vehicle and paying the tariffs on a complete vehicle.
Once they arrived in the US, the drive shaft was reconnected and voila, a drivable van labeled as a Freightliner or Dodge emerged for sale.
My 2002 has the earlier non CA emissions rated engine. The 2004 has a CA emissions rated engine. There are some slight differences in the two. They use different fuel filters. There's a visible difference in the intake manifold. There's a visible difference in the EGR valve. The non-CA emissions motor has mechanical pumps while the CA emissions rated motor has an electric fuel pump. (Changing the CA rated fuel filter is MUCH easier...You don't even have to prime the new one with fuel. Bump the key a couple times and she fires right up...the non-CA rated fuel filter change? heh...let's just say I've been overdue on changing that one more than once....I have gotten better at it - doesn't mean I like doing the 02 at all though
)
The 2002 has been through 2 EGR valves so far.
The biggest issues I've had with either truck follow:
- tensioner (2002)
- turbo (2002)
- electrical issue (2004)
- idler pully (2002)
We've done our own conversion on the 2004 for traveling. We do not live in the unit full time at this point.
There's a ton of misinformation out there about OIL for these units.
Many claim that you MUST use a very thin product by Mobil or from the dealer. The owner's manual for these clearly states the MB specification that oil needs to meet in order to not void any warranties.
There were issues with the reassembly of the drivetrains where a fluid leak would emerge at the back of the transmission. Because of the mileage I had on the vehicle when I took it in for this repair (under warranty) I was questioned about the motor oil that had been used. I was prepared for the line of questioning from due dilligence prior to purchase and I answered with "a fluid that meets the proper MB specification." Needless to say they didn't like that answer and I had to take in a quart of oil I had been using.
The 2002 is currently at 270,000 miles and the 2004 is at 173,000. I've used 15W-40 Rotella in both trucks since day one with no issue whatsoever.
Because of the tensioner, idler pulley and belt issues I've had, I started keeping a tensioner, belt and set of idler pulleys underneath the passenger seat. When we travel (usually a number of weeks to a couple of months at a time) I have a set of tools with me so that I'm prepared to service the belt, tensioner and idler pulleys if needed on the side of the road.
Both vans have been used as mobile service vehicles, so, downtime wasn't an option and I have changed the tensioner on the side of the road.
For background sake, I've never liked working under the hood of a vehicle but I actually don't mind working on the Sprinters at all. I've done my own brakes, oil changes, fuel filters, tensioner/belt related repairs since I've owned both. The best advice I could give a sprinter owner is to get a set of external torx sockets. These will make working on your 02-07 sprinter quite easy.
I have had colleagues with 02-07 sprinters that hate them. I've ridden with a couple of them. Prior to starting the business I worked in the transportation sector and for a period drove tractor trailers. In riding with those colleagues, they whaled about crazy repairs that were needed. Well, riding with them made it clear why their truck wasn't treating them well - they were driving it like a gas engine. These trucks have plenty of power at take off and flooring it from a standstill is a surefire way to reduce the vehicle's overall lifespan.
My apologies for probably the most boring read you've ever read about a sprinter. I hope it's helpful....
Bringing it back to the ProMaster topic - In my business I'm around a variety of delivery people including many that drove the same era of sprinter I have, ragged 'em out, then were given ProMaster vans.
There is a consistent point I hear about visibility: The rear edge of the door on the ProMaster has a limited view compared to the sprinter. The windshield is also shorter in height. I've also heard this: The ProMaster isn't immune to driver fatigue like the sprinter seems to be. I can attest to this as well. The whole time I've had/driven sprinters, I can say with certainty that I have never felt "driver fatigue" regardless of how far I've driven it. I have felt tired from being up a long time, working/playing hard but I have never felt driver fatigue in the sprinter at all. Quite a few of those delivery folks I know have mentioned feeling driver fatigue that they never felt in the sprinter as well.
