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Monthly lease and finance payments are ESTIMATES ONLY. While every effort has been made to assure the accuracy of the information, Mercedes-Benz Financial Services does not guarantee that the information or the calculations are accurate or reflect current finance and lease offers. The ESTIMATED PAYMENTS excludes taxes, freight, pre-delivery inspection and charges, license and registration fees, any retailer administration fees, tire duties or other governmental charges, or PPSA/RPMRR registration fee of $17.85 to $87.00 depending on the province in which registration occurs and the term of your contract. The VEHICLE PRICE excludes taxes, pre-delivery inspection and charges, freight, air conditioning tax, license and registration, any retailer administration fees, tire duties or other governmental charges and a PPSA/RPMRR registration fee of $17.85 to $87.00 depending on the province in which registration occurs and the term of your contract.
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In addition to the down payment, you will be responsible upon signing for the first month's payment and the refundable security deposit in the case of an Open End Lease. At lease signing you may also be responsible for any administration fees charged by the Retailer, a PPSA/RPMRR registration fee of $17.85 to $87.00 (depending in the contract term and province of registration) and licensing and registration fees. You will also be responsible during the term of the lease for insurance, maintenance and repairs. In the case of a lease, at maturity, you may be liable for any deficiency in the residual value.
The base model of a vehicle is used for all calculations and rates. Options are extra. ACTUAL PAYMENTS, rates and applicable rebates or delivery allowances may vary by model and options selected. ACTUAL PAYMENTS may be lower as the Retailer may sell or lease for less and special rates or local offers may be available. Consult your Mercedes-Benz Dealer for actual price and payments. These estimates apply only to Canadian residents and are in Canadian dollars.
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* Based on Greenhouse Gas Emissions Standard Testing of 2014 model year Sprinter 2500 cargo van, 144″ wheelbase, standard roof, at 50% load capacity, and at highway speeds according to the standards of the "CONTROL OF EMISSIONS FROM NEW HEAVY-DUTY MOTOR VEHICLES [Title 40 Code of Federal Regulations - Part 1037]" as conducted by Mercedes-Benz in September 2013. Fuel efficiency test results determined using Government of Canada approved test methods are not available.
Since building the world's first work van in 1896, we've been solving business needs through innovation and hard work. That's why we've been able to set class-leading standards in efficiency, durability, and safety for over a century. During those 120 years of experience, we learned that dependability isn't a luxury, it's a requirement. And it comes standard in every van we've ever made.
The first Daimler truck was completed in 1896. This groundbreaking vehicle was fitted with a 4-speed belt transmission and a 2-cylinder “Phoenix” engine. Although the Phoenix still used the hot tube ignition system, it was already equipped with a spray jet carburetor and developed a creditable 4 hp. The Daimler truck had a payload of 1,500 kg, which would qualify it as a van by today’s standards. The first vehicle completed was delivered to England.
In 1898 Gottlieb Daimler changed the drive system in his delivery vans (as he called his small commercial vehicles), swapping the belt system for a chain drive. In addition, the engine was mounted under the driver’s seat. With the help of its 2-cylinder engine, which boasted an output of 6 hp, Daimler’s delivery van could shoulder a payload of 1,200 kg.
The Daimler pick-up van, built in 1900, was powered by a 12-hp, 2-cylinder engine with a hot tube ignition system. It could transport payloads of up to 800 kg.
The Benz Break was an open carriage-type vehicle with a detachable roof for sunny weather. The driver’s seat was positioned above the front axle. Two rear seat benches were fitted horizontally to the direction of travel, giving the vehicle a capacity of 12 people, including the driver. The rear-mounted, 4-stroke, 2-cylinder Benz “Contra” engine (today known as a Boxer engine) in the 1,400-kg Break used a chain drive to channel its power through the rear wheels. It was capable of developing 13–15 hp at 820 rpm.
On 26 September 1902 the Mercedes name — submitted as a trademark by DMG (Daimler-Motoren-Gesellschaft) — was protected by law. This official christening was inspired by Emil Jellinek, an instrumental figure in the development of Daimler cars from 1898. Jellinek demanded even faster and more powerful cars, which he could enter in races under the pseudonym Mercédès, the first name of his daughter born in 1889. The first genuine “Mercedes” was a 35-hp racing car that celebrated spectacular success in the Nice Week race meeting in March 1901.
On 30 March 1904, the logo submitted by Benz & Cie. to the Imperial Patent Office on 4 September 1903 was registered as a trademark. It shows the lettering “Original Benz,” surrounded by a ring gear.
The Daimler light delivery van built in Marienfelde was available in two different sizes. Payload capacity was 750 kg or 1,000 kg, depending on the variant. Fitted with rubber tires, it was powered by a 9-hp, 2-cylinder engine, with braked output of 8 hp, and featured a rear-wheel chain drive system. Top speed was 16 or 18 km / h on smooth roads.
The petrol/electric vehicles with electric wheel drive sold in 1908 were especially popular with city dwellers. DMG’s Marienfelde plant produced trucks, beer transporters, waste collection and other municipal vehicles, buses for city tours, and, above all, fire engines. The battery-powered and later petrol/electric drive systems were developed by Ferdinand Porsche for the Lohner company based in Vienna. Lohner then sold the patent to the Austrian branch of DMG, and from there the technology was transferred to Marienfelde.
On 24 June 1909, DMG applied for a patent for the three-pointed star, which was soon to become one of the world’s most familiar trademarks. Four days later a patent application was also submitted for the four-pointed star, although it wasn’t until 1989 that this logo was first used — at the Dasa aerospace company. Both designs were entered in the list of registered trademarks on 9 February 1911.
From 1913 to 1916, the Benz-Gaggenau delivery van, with a payload of 750 kg, was built in three different variants with 20 hp, 25 hp, and 28 hp respectively. The 4-cylinder engine used a propshaft to power the 1,500-kg vehicle to a maximum speed of approximately 40–45 km / h.
The 1 C was powered by a Benz-Gaggenau S100 4-cylinder engine with displacement of 4,760 cc and output of 30–35 hp at 1,200 rpm. It was capable of transporting loads of 1–1.5 t. Two tire variants were available: solid rubber or pneumatic. The rear axle had two sets of tires. The 1 C reached a top speed of 35–42 km / h, according to the tires used. The wheelbase was 3,600 mm.
The Benz-Gaggenau 1 CN van had a similar engine output to the 1 C. However, the wheelbase of 3,750–4,300 mm was longer than that of the 1 C. The special fire engine variant of the 1 CN had a wheelbase of 3,300 mm and a stated pump output of 500 L/min.
The amalgamation to form Daimler-Benz AG was completed on 28/29 June 1926. The two companies had already enjoyed extremely cordial relations as part of a community of interests for two years prior to the merger. Berlin was chosen as the new company’s base, with its central administration located in Untertürkheim. The brands were rolled together to form a single “Mercedes-Benz” brand.
Daimler-Benz presented its new commercial vehicle range from 20 to 31 May 1927 in Cologne. It included the L 1, L 2 and L 5, plus the N 1 and N 2 models. The L 5 5-t truck, powered by the first V6 diesel engine to be fitted in a road-going vehicle anywhere in the world, caused quite a stir. It became the world’s first series-produced diesel truck. The new model series were actually derived from the earlier commercial vehicles built at the Benz factories, with no influence coming from the construction of the old Daimler trucks. In the years following the merger, all commercial vehicles were produced in Gaggenau.
The L 3/4, built between 1927 and 1928, were based on the Mercedes-Benz 8/38-hp passenger car designed by Dr. Ferdinand Porsche and produced from 1926 to 1928. The V6 inline engine with displacement of 1,988 cc developed 38 hp at 3,400 rpm. The van weighed in at 1,430 kg, with an additional payload of 770 kg, bumping the gross vehicle weight up to 2,200 kg. The engine’s output proved to be somewhat insufficient and, as a result, the L 3/4 was delivered with a 2.6-L powerpack from autumn 1928.
The Mercedes-Benz L 1000 Express delivery van, built from 1929 to 1936, was the direct successor to the Mercedes-Benz L 3/4 delivery van. The 2.6-L engine now developed 50 hp at 3,400 rpm, allowing the panel van version to offer a payload of 1,000 kg. The L 1000 Express was given a lower purchase price than its predecessor.
The L 300 was fitted with a V6 in-line engine generating 32 hp at 3200 rpm. The 3-speed transmission of the rear-wheel drive vehicle was designed with a special overdrive feature. The L 300 was 3,700 mm in length and offered a load area measuring 1,260 x 1,260 x 980 mm. Payload capacity was 300 kg and fuel consumption stood at 11.0 L per 100 km. The L 300 was derived from the Mercedes-Benz 170.
The Mercedes-Benz 170 V was technically less complex than its predecessor, the 170, and designed as a reliable and economical vehicle for everyday use. The rear-wheel drive 170 V was available as a panel van, delivery van, or ambulance and was powered by a 4-cylinder engine with output of 38 hp at 3,400 rpm. Maximum speed stood at 108 km / h and fuel consumption was 11.0 L per. 100 km. More units were built of the Mercedes-Benz 170 V — in all its different variants — than any other Daimler-Benz AG vehicle prior to the second World War.
In the extremely difficult conditions of the immediate post-war period, Daimler-Benz defied the lack of specialist personnel and raw materials to resume vehicle production. The first vehicle to be produced at Daimler-Benz in the aftermath of the war was a van constructed according to the design of the 170 V built between 1936 and 1942. This was followed, in May 1946, by the final assembly of the first vehicle, also in Untertürkheim. A total of 1650 panel vans, ambulances, pick-ups, and police patrol cars were built in the period up to 1949.
515 Mercedes-Benz 170 D panel vans were built in the years between 1951 and 1953. The van’s 4-cylinder diesel engine had displacement of 1,767 cc and developed 40 hp at 3,200 rpm. Fuel consumption figures were 8.0 L per 100 km.
It was immediately apparent that the Mercedes-Benz L 319 van presented in 1955 was derived from neither a passenger car nor a truck. Every aspect of the L 319 was designed with the needs of short-radius distribution in mind and with competitors such as Hanomag and Borgward in the company’s sights. Production of the L 319 panel van, pick-up, and tipper variants began as early as September 1956 at the Sindelfingen plant. Meanwhile, at the Mannheim plant, the O 319 minibus also went into series production. It was powered by a 32-kW (43-hp), 4-cylinder diesel engine, manufactured likewise from 1956.
In January 1967 Daimler-Benz presented the new L 406 D and L 408 vans built at the Düsseldorf plant. The robust construction of these vehicles stood out in particular. The O 309 minibus was one of the variants produced. The van’s flatter bonnet section was eye-catching, but the technical highlights found under the bonnet drew attention, too. The first ever 4-cylinder diesel engine had displacement of 1,988 cc and developed 55 hp at 4,350 rpm, whilst the 4-cylinder petrol unit delivered 80 hp at 5,000 rpm from identical displacement. The vehicle’s innovative modular construction system allowed a wide variety of model variants.
In 1949 the Tempo factory (in Hamburg-Harburg) brought a 4-wheel drive delivery van with a VW engine onto the market — the Tempo-Matador. This proved to be the predecessor to the Hanomag Matador E, which went into production in 1965. Up to 1970 the Hanomag-Henschel light vans could be ordered with either an English-made Austin carburetor engine or a 2.0 L, 50-hp diesel engine from Daimler-Benz. January 1972 saw the arrival of a considerably more powerful 2.2 L, 60-hp diesel engine, and in January 1973, the light van was given a chassis with a simplified, less complex construction.
In March 1972 Daimler-Benz presented the LE 306 test vehicle, the first electro van with battery exchange technology. It could climb gradients of up to around 16%, had a range of 65 km on just one charging and was capable of a 70 km / h top speed. The LE 306 was powered by a direct-current shunt motor developing 31 kW (over longer durations) or 52 kW (over shorter durations). In terms of size and equipment, the LE 306 mirrored the L 306 D and was available as a panel van and crewbus with payload of 1.45 t.
The new TN van model series, which included the 207 D, 208, 307 D and 308 (601 series), made its debut between 25 and 29 April 1977. Although the exterior design of this powerful van took some getting used to at first, it was soon accepted as original and, indeed, practical. The short bonnet allowed convenient access to the engine compartment and the driver’s cabin was also easier to climb into. September 1981 saw the addition of the 407 D and 409 D with gross vehicle weight of 4.6 t to the range. From autumn of that year, the 88 hp, 5-cylinder diesel engine fitted in the 409 D was also available for the smaller models.
Eighty Mercedes-Benz vehicles, including the 208, were involved in large-scale testing that took place as part of the “alternative drive systems” project initiated by the German Ministry for Research and Technology. Tests were carried out with the alcohol-based fuel M 15, a mixture of 85% four-star petrol and 15% methanol. The testing was evidence of Daimler-Benz AG’s activities in the area of alcohol-based fuels.
A new Mercedes-Benz large-capacity van was presented in Rome between 17 and 22 March 1986. The newly developed T 2 series included the 507 D–811 D models with permitted gross vehicle weights from 3.5 to 7.5 t. Payload capacity ranged from 2,505 to 4,635 kg. The wide variety of variants available for even the standard models was another new feature of this large-capacity van range. The basic versions were the pickup, panel van, tipper, and bus. Five engines were available — joined by a sixth option in autumn 1987 — with output ranging from 53 kW (72 hp) to 100 kW (136 hp).
On 15 January 1987 on the island of Majorca, Daimler-Benz presented the new MB 100–180 van series designed for payloads from 1,000 to 1,800 kg. An MB 100 had been built as early as 1980 by Mercedes-Benz España, S.A in Vitoria (near Bilbao in northern Spain). In 1986 the van was technically reworked and its styling updated. The MB 100 was available in Germany as a pickup, panel van, and crewbus. All 1987 models were powered by the same 2.4 L diesel engine with 53 kW (72 hp).
The T1 van first presented in 1977 was technically reworked and improved for its relaunch in March 1989. The engineers identified three main targets in the reworking of the T1: improved output, higher speed, and lower emissions. The two new engines were awarded the title of “Diesel 1989.” The 2.3 L, 4-cylinder unit delivered 79 hp and the 2.9 L, 5-cylinder developed 70 kW (95 hp).
With the MB 100 E, Daimler-Benz gave added impetus to the further development of the zero-emission vehicle. The vehicle had a range of as far as 80 km without needing to recharge, boasted a top speed of around 70 km / h, and recorded energy consumption of approximately 40 kW per 100 km. The load area of this electrically powered variant was no less than that in the standard MB 100. The MB 100 E allowed Daimler-Benz to build on its successful tradition in electro van development.
On 13 April 1994, Daimler-Benz unveiled a fuel cell-powered vehicle in the research centre in Ulm, Germany, based on the MB 100 and christened the “NECAR” (New Electric Car). The vehicle only produced emissions of non-combusted air and steam. The NECAR was developed in close cooperation with the Canadian firm Ballard Power Systems, based in Vancouver.
Since its launch in 1995, the Mercedes-Benz Sprinter van series has kept the 2.5 to 4.6-ton vehicle weight class fully covered. The Sprinter is available in every conceivable form: as a crewbus, panel van, or pick-up, and with a standard or high roof, with a crew cab and in three different wheelbases. Its load volume can be as much as 13.4 m3 and payload capacity rises to over 2.8 t. As early as 1995, the Sprinter was fitted with the ABS braking system as standard in Germany and six other European markets. Three different engine variants ensure power delivery from the moment you set off.
With the Natural Gas Technology (NGT) Sprinter, Mercedes-Benz was preparing another, particularly environment-friendly alternative drive system for series production in the van segment. Natural Gas Technology allows natural gas to be injected as required into the engine’s combustion chamber thanks to the Motronic control unit. This ensures even greater environmental compatibility than is possible with conventional continuous gas injection. The engine has displacement of 2,295 cc and develops 92 kW (125 hp) at 5,200 rpm.
On 7 May 1998 the merger of the century became a reality. Daimler-Benz AG and the U.S. Chrysler Corporation put pen to paper on the link-up of the two companies. The amalgamation of these two historical pillars of the automotive industry was the largest merger in business history. The result, measured by revenues, was the world’s third-largest automaker. Combined vehicle production ran at over 4.4 million units and, as at the end of 1998, the newly created Group employed 441,502 employees.
The Vito was introduced as a crewbus, minibus, or panel van with a choice of five engine variants. In addition to the high-torque, yet economical CDI units, which deliver 60 kW (82 hp) to 90 kW (122 hp), the range also includes high-performance petrol engines with 95 kW (129 hp) or 105 kW (143 hp). The panel van variant of the Vito has a load capacity of 4.8 m3 and a load area of 3.6 m2. This model will be built upon, and introduced to the Canadian market as the Metris in late 2015.
Under the hood of the newly remodeled Sprinter are new CDI engines with output of 60 kW (82 hp) to 115 kW (156 hp). As far as safety is concerned, the front section, driver and front passenger airbags, and side airbags — available as an option for the first time — ensure optimum crash protection. The Sprinter can now be ordered from the plant in around 140 model variants. Three different drive system concepts — electric, natural gas, and petrol/diesel units provide the power. Three 4-wheel drive variants are also available.
The 6-t Sprinter is built around a robust integral frame, which follows straight lines and is compacted in front of the rear axle. The shock absorber struts on the front axle and the shock absorbers on the rear axle all have additional strengthening. The front axle can bear up to 2,100 kg, the rear axle up to a maximum 4,360 kg. The 5-cylinder turbocharged CDI engine with intercooler develops 115 kW (156 hp) and ensures both increased output and lower fuel consumption. The 6-t Sprinter is available as a pick-up or tipper, with a standard driver’s cab or crew cab.
After the second facelift the Sprinter is more dynamic, more comfortable, more economical, and safer than ever. The new Sprinter crewbus and panel van are the first vans in their class available with ESP® in connection with ABS, ASR, and BAS – in some countries these features are even standard equipment. The improved design and further ideas for more economy, comfort, and safety complete the facelift.
Production of the Vito light van was started in 1996 in the Spanish automobile plant of Vitoria. Since then, the Vito has been continuously developed, setting new standards from its first model upgrade in 1999 right up to the production of 2003’s updated model. The new Vito is packed full of clever design innovations, offering a variety of solutions for a company’s individual transportation needs. It is available in three models, each with three different body lengths. In addition to this, the choice of two roof heights and five different engines creates an unparalleled level of variety and individuality.
The second-generation Sprinter enters North America market with advanced features like BlueTEC® diesel technology and a new lightweight Sprinter body made of aluminum and weight-saving alloys. The most recent release of the Sprinter sets a class benchmark in standard equipment features as the latest generation of Electronic Stability Program ESP®4, Load-Adaptive ESP®4 becomes standard. This upgraded safety system helps maintain stability and vehicle control by adjusting to the conditions on the road and payload inside. The Sprinter’s new longer front end and standard front airbags for driver and front passenger, deliver improved safety for passengers and cargo.
The Sprinter continues to rack up awards from Canada’s top third-party cost of ownership experts Vincentric™. Using its Dynamic Cost to Own™ — a comprehensive, proprietary cost-of-ownership database – the company measures and analyzes the overall cost of owning and operating vehicles and its impact on the value provided to buyers.
2013 marks the second year the Mercedes-Benz Sprinter has won the lowest total cost of ownership in its class in Canada. Mercedes-Benz submitted 3 vehicles for consideration: the Sprinter Cargo Van 2500 Standard Roof 144″, Sprinter Cargo Van 3500 High Roof 144″, and the Sprinter Passenger Van 2500 Standard Roof 144″. The results were undeniable as the Sprinter successfully swept all three categories.
The Mercedes-Benz Sprinter has been awarded the Vincentric Best Fleet Value in Canada™ award out of all full-size commercial vans for three years in a row. With its advanced fuel efficiency, the longest routine maintenance interval, and unrivalled retained value, the Sprinter is the hardest-working van on the road.
In 2014, Mercedes-Benz improves upon the highest-quality commercial vehicle available by introducing the All-New 2014 Sprinter. Not only does the All-New 2014 Sprinter boast an unmatched powertrain and striking new frontend design, it also offers a litany of advanced safety features that outdistance the competition even further. Features like Blindspot Assist, Lane Keeping Assist, and COLLISION PREVENTION ASSIST are the new standard for safety, once again putting the Sprinter in a class by itself. The All-New 2014 Sprinter also receives Canadian Black Book's highly sought after Best Retained Value award in the full-sized van category. This award, which tracks vehicle values over a four-year period, is awarded to those that hold the highest percentage value of their original MSRP.
The All-New 2014 Sprinter receives Canadian Black Book’s highly sought after Best-Retained Value award in the full-sized van category. This award, which tracks vehicle values over a four-year period, is awarded to those that hold the highest percentage value of their original MSRP.
New to the Sprinter lineup in 2015 is the Sprinter 4x4. Available in both Cargo and Passenger models, it’s the only 4-wheel drive commercial van in Canada. Featuring an automatic, electronically engaged operation, the Sprinter 4x4 delivers increased traction, enhanced directional stability, and road adhesion in snow and tougher terrain. Also available on the 2015 Sprinter is the world’s only Super Ultra Low Emission Vehicle (SULEV)-certified diesel engine. The SULEV engine optimizes combustion and exhaust system calibration to exceed the lowest emission making it the “green-leader” with outstanding fuel efficiency and emissions.
This is the fourth consecutive year that the Mercedes-Benz Sprinter is recognized for its superior fuel efficiency, holding the longest routine maintenance interval, and delivering unmatched retained value out of all full-size vans in the Canadian market. We are proud to announce, once again, the Mercedes-Benz Sprinter has brought home the coveted Vincentric Best Fleet Value in Canada™ award. The experts at Vincentric™ compile automotive data from over 1,800 vehicle configurations, and recognize those who offer true value.
Every manufacturer strives to build a work van that will stand the test of time. For the sixth consecutive year, the Mercedes-Benz Sprinter is the only van that proves its worth over the long run, earning it Canadian Black Book’s Best Retained Value award out of all full-size vans. This award, which tracks vehicle values over a four-year period, is presented to those that hold the highest percentage value of their original MSRP. An investment in your work vehicle, is an investment in your business.
In 2000, we introduced the Vito to the European market. After more than 15 years of innovation and refinement, this revolutionary van has been reborn and introduced to the Canadian market as the Metris. Canada’s only mid-size commercial van, the Metris is smaller than a full-size van, yet bigger than a compact van. This right-size van is available in two models — cargo and passenger. The cargo model boasts an ample cargo payload of up to 1,135 kg (2,502 lbs) and volume of up to 5.27 m3 (186 cu ft) in a van that navigates congested streets and underground parking garages with ease. The passenger model, which seats eight adults, gives transportation businesses a safe, comfortable alternative to a full-size shuttle van. Powering the Metris is an incredibly fuel-efficient 2.0 L, 4-cylinder turbocharged gas engine with Mercedes-Benz engineering at its core.
For five years consecutively, the Mercedes-Benz Sprinter has received the coveted Vincentric Best Fleet Value in Canada™ award. We are proud to announce that this year the Metris has also been recognized for its impressive fuel efficiency, long routine maintenance interval, and exceptional retained value in its class in Canada. The experts at Vincentric™ compile automotive data from over 1,800 vehicle configurations, and recognize those who offer true value.