Fiat Ducato vs Mercedes-Benz Sprinter

What's the difference?

The latest Fiat Ducato, in MWB MR configuration with optional nine-speed auto, is a competent competitor in the 3501-8000kg GVM segment. Its class-leading two-tonne-plus payload rating would have considerable appeal for those who need to carry exceptionally heavy loads and we couldn’t find any major flaws in its design and performance. However, the warranty is short and there are niggling issues in terms of driver comfort, which if addressed would increase the Ducato’s appeal.

Given the original Sprinter was released in 1995, it’s not surprising the current third-generation model feels like it’s benefitted greatly from decades of continuous refinement. Although the list price difference between our test vehicle and its closest Chinese rival is substantial, the 417 MWB Panel Van is hard to fault in terms of driver comfort, safety and all-round competence. It really is very good.

The MWB MR's front-wheel drive chassis rides on a 3450mm wheelbase with 12.5-metre turning circle. It’s 5413mm long, 2050mm wide and 2539mm tall, so like numerous van rivals in this GVM class it can’t access shopping centre and underground carparks which typically have a 2.2-metre height limit.

Underpinnings are simple and rugged, combining coil-spring strut front suspension with a leaf-spring rigid-tube rear axle that’s well designed for heavy load-carrying, with compressible rubber cones between body and axle that provide a second stage of support. There’s also four-wheel disc brakes, power-assisted rack and pinion steering and ample hard-wearing black plastic protecting the most vulnerable areas of the bodywork from scrapes and dents.

A sealed steel bulkhead separates the cabin from the cargo bay, insulating driver and passengers from load area noise and doubling as a robust cargo barrier. Its sliding window is ideally positioned to allow the driver or passenger to make a quick over-shoulder glance to check that their load is secure. Leg room for the centre passenger is unusually generous, even for tall adults, which would be appreciated by a crew of three.

Interestingly, the rear barn-door windows are heated but there are no wiper/washers fitted. At first this appeared to be an oversight, but having driven the Ducato in heavy rain we were surprised at how spray-free the rear screens remained and how clean they were afterwards.

Our only gripes are that the driver’s left footrest is so short you can only rest your toes on it. It’s a shame the excellent full-length one that resides in the passenger footwell (which of course is the driver’s footwell in LHD models) can’t migrate across the cabin for RHD versions. Driver comfort would be further improved with more rake adjustment in the base cushion.

The small 5.0-inch infotainment screen also makes it difficult to see much detail in the vision provided by the reversing camera. The optional 7.0-inch screen would be an improvement here, but is only available as part of the Comfort and Tech Pack.

The 417 MWB Panel Van rides on a 3665mm wheelbase (the shortest of three Sprinter wheelbases) and is almost 6.0 metres long (5932mm), more than 2.0 metres wide (2020mm) and stands almost 2.4 metres tall (2378mm). Its 12.4 metres kerb-to-kerb turning circle is impressively tight for a vehicle of this length.

It rides on simple and rugged MacPherson strut front suspension, with a robust live axle/leaf-spring arrangement under the tail. Steering is via rack and pinion and it has disc brakes all around.

Look beyond the optional silver metallic paint on our example and there’s extensive use of unpainted dark grey plastic on all the external surfaces where hard-working vans are most prone to wear and tear, including the hubcaps, front/rear bumpers, grille, door-handles/mirror shells and along the sides.

Its work-focused exterior styling is nicely integrated, combined with an equally neat and functional interior design that offers a visually-pleasing combination of patterned fabric seat-facings and hard surfaces that blend different shades of grey with splashes of satin chrome and piano black.

We also like the feel and response of mechanical switches (rather than touchscreen prompts) for adjusting settings like cabin temperature, fan speed and media volume.

The Ducato’s 2060kg kerb weight and 4250kg GVM results in a huge 2190kg payload rating which dwarfs rivals we've tested including the Mercedes-Benz Sprinter, Ford Transit and its Peugeot Boxer sibling. It's also rated to tow up to 2250kg of braked trailer but given that Fiat does not publish a GCM (Gross Combination Mass) number, we can’t confirm if it can tow that weight while carrying a full payload.

The cargo bay, with a competitive 11.5 cubic metres of load volume, has an unprotected load floor that’s 3120mm long and 1870mm wide with 1422mm between the wheel housings. Therefore, it can easily carry two 1165mm-square standard Aussie pallets or three 1200 x 800mm Euro pallets, held in place by eight sturdy load-anchorage points.

There’s also ample forklift access through either the rear barn-doors, which can swing open to 270 degrees with a combined 1562mm-wide opening, or the sliding side doors with their 1250mm-wide openings.

All doors and walls are lined to mid-height and the raised roof cavity allows even tall adults to stand inside without stooping. It also provides a large and very useful storage area over the driver’s cabin, which is ideal for stowing ropes, straps, load-padding etc.

There’s plenty of cabin storage too, with large-bottle holders and two levels of storage bins in each front door. The dashboard offers numerous open storage bins plus small-bottle/cup holders, a glovebox, large overhead map shelf and storage tray under the driver’s seat. The centre seat’s backrest also folds forward to reveal a handy work desk on the back of it, complete with a spring-loaded clip to hold documents in place, a pen holder and two more small-bottle/cup holders.

With its 2215kg kerb weight and 4100kg GVM, our test vehicle has a sizeable 1885kg payload rating.

It’s also rated to tow up to 2000kg of braked trailer and with its 6100kg GCM (or how it can legally carry and tow at the same time), that means it can tow its maximum trailer weight while hauling its maximum payload to ensure optimum versatility.

The cargo bay, which offers a cave-like 9.0 cubic metres of load volume and internal lighting front and rear, has internal dimensions of 3316mm length (with bulkhead), 1732mm width and 1719mm height.

So, with 1350mm between the rear wheel-housings, it can comfortably fit two standard 1165mm-square Aussie pallets or up to four 1200 x 800mm Euro pallets, held in place by a choice of 10 floor-mounted load-anchorage points.

The cargo bay is accessed through a single kerbside sliding door with a wide 1260mm opening, or symmetrical rear barn-doors with large handles on each pillar to assist operator access.

The barn-doors also have internal storage bins and open to a full 180-degrees to assist forklift and loading dock access. Thoughtfully, their hinge design also holds the doors firmly open at 180 degrees, to minimise the chance of wind gusts slamming them shut with potential injury to the operator.

There’s also plenty of cabin storage starting with two tiers of bins in each door, with the highest being spacious enough to hold large bottles.

There's also a deep shelf on the passenger side lower dash, a large lidded compartment in the central dash-pad and overhead shelves with lockable storage on the passenger side. Plus, the dash offers a total of eight cup/small-bottle holders.

The base cushion of the two-passenger bench seat is also hinged at the front, which allows it to tilt forward and provide access to a large hidden storage area beneath.

A crew of three can travel in relative comfort (for a commercial van that is) thanks to a central seating position that provides a sturdy hoop-handle for support, sufficient knee clearance from the dash even for tall people, and a reasonably flat and spacious floor area.

The cabin also features the latest next-gen 'MBUX' multimedia system with 10.25-inch touchscreen, which for the first time offers wireless connectivity for Apple CarPlay and Android Auto.

There’s also digital radio and enhanced functionality including an optional navigation upgrade with seven years of map updates.

Our test vehicle is the 417CDI MWB (Medium Wheelbase) Panel Van with standard roof height, which comes equipped with a 2.0-litre, four-cylinder, turbo-diesel engine and nine-speed automatic transmission for a list price of $86,018.

Our example is fitted with a couple of factory options, including the 'Cargo Pack' ($2265) which comprises a two-passenger bench seat, solid cabin bulkhead with fixed window and side-entrance assist handle, wooden cargo bay load floor and floor-to-roof wall-trim using 5.0mm-thick wood panelling.

It also has optional 'High-Tech Silver' metallic paint ($2534) which combined with the Cargo Pack raises the total price to $90,817.

In addition to the latest model’s upgraded safety (see Safety) and comfort/convenience (see Design) features, our test vehicle comes standard with 16-inch steel wheels and 235/65 R16C tyres plus a full-size spare, keyless start, steering wheel paddles for manual shifting, multi-function leather steering wheel, three USB-C ports and two 12-volt sockets, side marker lights and heated exterior mirrors.

There’s also daytime running lights, a parking package with reversing camera and front/rear parking sensors, traffic sign assist, tyre pressure monitoring and lots more.

The all-new drivetrain features Fiat’s latest 2.3 litre four-cylinder turbo-diesel with Multi-Jet 2 electronically-controlled common rail direct injection, variable-vane turbocharging, intercooler and Euro 6-emissions compliance using AdBlue. It produces 130kW at 3500rpm and (in automatic models) 450Nm of torque which peaks at 1500rpm. In case you’re wondering, the red ‘180’ body badges denote European metric horsepower.

The new ZF nine-speed torque converter automatic is a sweet-shifting transmission which Fiat claims is designed to optimise the engine’s torque delivery and fuel economy. It has a sequential manual-shift function if required, which could be useful if hauling big payloads in hilly terrain, but works most efficiently when left alone.

The (OM654) 2.0-litre, four-cylinder, turbo-diesel, which meets Euro 6 emissions standards using AdBlue, produces 125kW of power at 3800rpm with peak torque of 400Nm served between 1700-2400rpm. The nine-speed torque converter automatic offers the choice of sequential manual-shifting using the steering wheel-mounted paddles.

Fiat does not publish a combined average consumption figure for the Ducato, but the dash display was claiming 10.2L/100km at the end of our test, which covered almost 300km of which more than a third was with a heavy payload. We also had the auto stop-start function switched off. That consumption figure was very close to our own, calculated from fuel bowser and tripmeter readings, of 10.6L. So, based on our numbers you could expect a real-world driving range of around 850km from its 90-litre tank.

The dash display was claiming average combined consumption of 9.5L/100km when we stopped to refuel at the completion of our 281km test, of which about one third of that distance was hauling a heavy payload (see Driving).

Our own figure of 11.7 (based on actual fuel bowser and tripmeter figures) was higher but still reasonable economy for a vehicle in this GVM class in mostly urban use.

So, based on our own figures, you could expect a ‘real world’ driving range of around 800km from its 93-litre tank, which has been enlarged from 71 litres as part of the latest upgrades.

There’s a commanding view for the driver thanks to a panoramic windscreen and clear eye-lines to the truck-sized door mirrors. There’s also reasonable but cluttered vision through the central rear-view mirror, which is partly obscured by the centre seat’s headrest.

The cabin bulkhead is effective in all but eliminating cargo bay noise and engine/wind noise volume is commendably low even on the highway. The highest audible intrusion at those speeds comes from the front tyres, which is acceptable on smooth bitumen surfaces but increases on coarser grades.

Its leather-rimmed steering wheel is nice to use and thanks to the driver’s door moulding and fold-down in-board armrest, there’s evenly balanced elbow support to relieve strain on the neck and shoulders.

The engine and nine-speed auto transmission are well matched, providing energetic performance when prodded and crisp, decisive shifting. Long-legged highway gearing allows 100km/h at 1500rpm (which is also bang on maximum torque) and less than 1700rpm at 110km/h. Ride quality when empty or lightly loaded can get bouncy on bumpy roads, which is not unexpected from suspension with a two-tonne-plus payload capacity.

Our main criticism is insufficient rake adjustment in the driver’s seat base cushion. There’s not enough angle available to stop the driver sliding forwards, requiring constant repositioning that becomes tiring after a while. More rake in the base cushion, combined with a decent-sized left footrest, would solve this issue.

Also annoying is the audible lane-departure warning, which is too loud and sounds like you’re being zapped by a ray-gun in an old sci-fi movie if you step out of line. A less confronting warning would be welcome.

Large handles on the doors and overhead shelves assist climbing aboard and there’s enough adjustment in the well-bolstered seat and leather-rimmed steering wheel to find a comfortable position.

Driver views from all angles are excellent thanks to well-designed mirrors along with cameras supported by active aids like blind-spot monitoring etc.

The cabin, with its high roof relative to seat height, has a spacious and airy feel and all controls are reasonably intuitive and easy to reach.

Unladen ride quality is surprisingly supple for a vehicle with a 6.0-tonne-plus GCM rating, combined with excellent steering feel that strikes a fine balance between minimal turning effort at low speeds (for loading etc) and firm handling response at higher speeds.

The drivetrain is also energetic, pulling strongly and cleanly from 1000rpm even though its maximum torque is tapped higher in the 1700-2400rpm zone. The automatic transmission has admirable refinement, with near-seamless shifting between its nine ratios.

The Sprinter is also impressively quiet at speeds up to 80km/h. Tyre and wind noise (the latter mainly around the large door mirrors) naturally increase at highway speeds, but remain far from intrusive. And with the engine requiring less than 2000rpm to maintain 110km/h, it’s well-suited to highway work.

To test its load-carrying ability, we forklifted 1.3 tonnes into the cargo bay which with driver equalled a payload of 1.4 tonnes. That's still almost half a tonne less than its limit.

Not surprisingly, it handled this load with ease, as handling and braking were largely unaffected and the ride quality became smoother thanks to such a big increase in sprung weight. Even so, the rear springs only compressed about 30mm.

It easily conquered our 13 per cent gradient, 2.0km-long set climb at 60km/h with this load onboard, as the auto downshifted to fourth gear to tap maximum torque when hauling this load to the summit.

Engine-braking on the way down, in a manually-selected second gear, wasn’t as robust but not unexpected given a 2.0-litre engine trying to restrain 1.4 tonnes of payload on a steep descent. Even so, the quartet of disc brakes efficiently kept speeds in check.

Overall, it was an impressive performance. However, we did note that the speed sign recognition function was not working for the duration of our test. And some welcome enhancements would be a driver’s left footrest and a fold-down inboard armrest for the driver’s seat, as fitted to its smaller Vito sibling.

ANCAP ratings do not apply to Heavy Commercial vehicles. Even so, in addition to the Sprinter’s existing long menu of passive and active safety features, the latest range adds significant enhancements as standard equipment including thorax-protecting airbags for driver and passenger, lane-keeping assist, traffic sign assist, rain-sensing wipers, tyre pressure monitoring and a parking package with reversing camera and front/rear sensors.

Also new is ‘Moving Off Information Assist’ which utilises a camera mounted in the grille plus six ultrasonic sensors to monitor an area 3.7 metres in front of the steered direction of the vehicle and 0.5 metres to the side.

This automatically activates at start-up and remains active up to 10km/h. So, if a road user is detected in the monitored area, the driver is alerted by audible and visual signals.

The latest range also introduces ‘Sideguard Assist’ which provides extended detection in the blind-spot on the passenger side. It activates when the vehicle is stationary and at low speeds, providing an extra set of eyes during parking, low-speed manoeuvring and traffic congestion.

Three years/200,000km warranty looks undercooked compared to the five years/unlimited km offered by some rivals. Scheduled servicing, though, is excellent for hard-working vans at 48,000km/12 months whichever occurs first. Five years of Fiat Professional servicing, based on a total distance of 240,000km, equals $6756.99 or an average of $1351.40 per year.

Warranty is five years/250,000km whichever occurs first and includes a roadside assist support package.

Scheduled servicing is every 12 months/40,000km. Pay-as-you-go capped-pricing for the first five scheduled services totals $5905, or a pricey average of $1181 per year. Service plans are also available.