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After months, if not years, of stonewalling our repeated requests for a test drive, the powers that be at Mercedes-Benz relented. Well, actually, they phoned us. Would we like a Sprinter? We could have ummed and erred or voiced our indifference but in a flash we swallowed what little pride journalists hold and accepted.

We told him when we'd like it delivered. No problemo, said the man in typical PR speak, what version would we prefer?

Prior to this call we'd been left with the impression that Security Installer was just too hands-on for the Teutonic masters. Mercedes-Benz' reputation is almighty: like its passenger cars, the company's vans sell themselves, so little need for marketing, especially to the trades. After all, they continue to buy the product despite the fact that reviews are limited to the specialist LCV press. (In fact, an editor of the latter suggested we hire an M-B van because the press office would never offer one).

So, while the opportunity of three weeks with a Sprinter is our unexpected good fortune, have hard times befallen Mercedes-Benz?

No, not exactly. However, although LCV registrations continue on an upward spiral (313,411 during 2001 and 322,258 for 2002) - so there are more buyers for no greater number of manufacturers - the competition is certainly keener, fiercer and of an equal standard.

Status not important
Transit/Movano/Master, Relay/Ducato/Boxer and LT are all as competent as the Sprinter. And all are relatively cheaper. Perhaps the sole differentials remain status and high residuals (low depreciation).

Security Installer would strongly argue that status is hardly an acute commercial decision-making factor. Your sales staff may kid you into believing that a BMW 3-Series will impress existing and potential clients so much more than a Mondeo but you would scoff at your engineers suggesting that a Sprinter cuts more of a dash than a Transit.

Who cares about the van, or notices its manufacture, just as long as it delivers efficiently and promptly from A to B? Frankly, the sign-writing has much more of an effect. As for the decent residuals? Well, surely they're offset by Sprinter's higher initial purchase prices.

We can safely say that the unsolicited offer of a Sprinter (we gave up asking some while back) means Mercedes-Benz has woken from its marketing slumber.

A solid reputation and slick advertising is insufficient in this highly competitive world. Seemingly, the manufacturer has realised that it's the likes of security equipment installers, painters and decorators, cleaning and maintenance contractors, plumbers and shopkeepers – the blue collared workers - who buy its product in as many numbers as fleet operators. Seemingly, Mercedes-Benz is feeling the pinch from Ford and the rest.

Gargantuan space
Hopefully we have toppled the Sprinter from any pedestal that Mercedes-Benz may have had you believe it stood upon. Now you'll begin to see the Sprinter for what it is – four wheels, some sheet metal, a whole lot of mechanical stuff and, in the case of the LWB High Roof model (as tested), a gargantuan space between bulkhead and rear doors. No more, no less than the competition. Even the availability of an automatic gearbox isn't unique in the van world - Transit offers one too.

Sprintshift, Sprinter's optional fully automatic or manual gear change without a clutch pedal, costs £770 plus VAT and is money well spent. Having said that, adding at least another £900 to the £23,500 or so list price of the Sprinter 313 may have you gasping for breath. We say at least because, like its passenger cars, few 'toys' are standard fitments. A driver's airbag will set you back an additional £170, an anti-theft system £315, central locking £220, electric windows £270, a radio/cassette £190 and a side loading door on the right hand side £350, all plus VAT.

So what of Sprintshift, perhaps Sprinter's most noteworthy feature? With the gear lever protruding from the dash, allowing easy passage for the driver to the nearside, and no clutch for your left foot to work, this automatic/manual has everything going for it.

In full automatic mode the shifts are barely noticeable except when the gearbox is 'cold' inducing some forward driver lurch or when it gets slightly confused about which of its six gears to select. Such confusion usually happens when slowing for a junction but not stopping. When in full automatic mode manual changes can be performed by moving the lever either forward (down a gear) or downward (up a gear). This feature is particularly useful to shift into a lower gear when, say, descending a steep hill – an action an automatic may not recognise as necessary when the brake pedal isn't depressed.

Safety features
Mercedes-Benz hasn't forgotten the safety aspect. For instance the vehicle cannot be started in gear and to shift from neutral into gear the foot brake has to be depressed thus preventing an unexpected jump forward. With the clutch operation and gear selection being undertaken electro-hydraulically the engine cannot be stalled, incorrect gearshifts cannot be made and gearshifts are (usually) smooth. Sprintshift addresses the problem of smooth hill starts too with a feature called 'Starting Assistant'. This maintains braking pressure for one second after release of the brake pedal thereby preventing the vehicle from rolling backwards.

There are four different reasons why the Sprinter seems to be the courier companies' favourite for thundering down the outside lane of Britain's motorways. Four variants of the Mercedes-Benz CDI diesel, with direct injection and common rail technology resulting in less noise, fewer emissions, high performance in the lower speed range and lower fuel consumption.

Described as a "revelation" by the aforesaid editor, choose from 82, 109, 129 or 150bhp variants, all of which "pull strongly in all gears thanks to a wide spread of torque." From 109bhp upward CDI diesels are fitted with an exhaust gas turbo-charger. Upon accelerating, the turbo-charger is said to respond quicker, deliver more power and make turbo-lag redundant. Certainly, the CDI engines are convincing where it matters – on hills and gradients with full payload, overtaking, pulling away and in the city. Diesel clatter isn't an issue either.

So, Sprinter has a versatile transmission and diesels to command respect but what of its road manners and ride? Standing 2.59m high and 6.59m from bumper to bumper, Sprinter looks tall, skinny and a little ungainly with its 1.93m width and 4.025m wheelbase.

That said, and always remembering its 1.625m rear overhang, manoeuvrability is significantly aided by well-weighted power steering, although, given Sprinter's length, Nissan's rear parking sensors would be most welcome.

Thoughtfully, as well as being four-way adjustable, Sprinter's driver's chair features its own suspension - as fitted to HGVs. This serves to dampen the otherwise mediocre suspension set-up (albeit independent front and live rear axle), which is not immune to the ever-increasing disrepair of our roadways. Not being of the courier mentality, we didn't chuck the van through the corners but have it on good authority that Sprinter "hangs on well…" However, we were aware that side winds caused a marked degree of deviation.

Austere interior design
Sprinter's cab is typically (for a German) austere and rather too bland for our liking. Little in the way of creature comforts, save a spring-loaded cup holder. Shallow, narrow door bins, a slight dash recess ahead of the passenger and a cubbyhole or two. Yet there's loads of space should Mercedes-Benz interior designers put their minds to it. A secure, overhead storage locker wouldn't infringe on the mass of available headroom and isn't a litre bottle holder de rigeur these days?

Finally, the load area. What to say, besides it's massive having a load length of 4.215m, a maximum width of 1.736m, a height of 1.855m and capable of swallowing 13.4 cu m. Truly massive. Access is via two rear doors that open all the way round to the flanks or through the nearside aperture of 1.52m height and 1.045m width. Sprinter offers the option of a useful, sturdy rear step (£100 plus VAT) and, as standard, a wooden floor with a non-slip finish and fat topped wheel arches.

Impressed as we were with Sprintshift and by the sheer size of the Sprinter – and none can better it besides the Iveco and something called the Transit El Jumbo – there's precious little more to differentiate this offering from those of other manufacturers. If you need buckets of load space then go for it but if you're more concerned with your bank balance then 'stoop' to the 'common' brands.