If you were trying to find out about how a T1N or NCV3 Sprinter works in Alaska, you took a pretty broad shotgun approach
.
With all due respect for Altered Sprinter for example, I would hardly look to Sunny Australia for hints on Arctic issues
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Of course there is suitable fuel, lubricant and other fluids throughout the Alaska Road System. Summer and winter!
Indeed, WalMart Anchorage has about the lowest cost MB approved motor oil on the planet with $9.50USD/gal (no sales tax) for non-synthetic Delvac 1300 Super 1300 with MB 228.3 rating and $23.00USD/gal for Mobil 1 or Delvac 1 Synthetic with MB 228.31 and 229.51 rating
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So here is some info on Arctic operations
.
Data base is our three circumnavigations of the US (45,000 miles) including five trips over the Alaska Highway; two in Winter (December 07 and March 10). The test-bed is our 2006 2500 T1N chassis with 2007 LTV camper build, normal highway weight with fluids, payload (that be us) and camping gear is about 500-800 pound
under GVW of 8,500; average mileage over 45,000 miles is 23.9 MPG.
Winter Traction. On the December '07 trip we had snow or ice covered roads for 99% of the 2,500 miles from Seattle to Anchorage; ran the OEM Michelin LTX A/S all season tires...no chains. In March '10 the same 2,500 miles were 20% ice and snow using new Michelin LTX M/S. In both cases the traction was excellant
. Indeed the Michelin shod Sprinter handled better on the ice than any 2-wheel drive vehicle I have ever operated on snow/ice in 47 years of driving in Arctic conditions (thanks in part to ABS, traction control and the anti spin-out program; and of course I have not driven another 2-wheel drive vehicle in Alaska since they started importing Subaru).
Low temp. Conditions were moderate this Spring with the coldest weather around 15F between Ft. Nelson, BC and Whitehorse, YT. The real test was December 07. Prince George, BC was -5F when we awoke after a nights sleep in a WalMart parking lot (the LTV has a nice propane furnace). Engine lit right up. From there to Ft. Nelson the temperature dove to -20F. Stayed in Motel to use the shower. Sprinter lit right up in the morning. Approaching Watson Lake, YT the outside air temperature on Scan-Gauge II registered -37F and after Watson Lake held at -40 (Fahrenheit and Celsius are the same at -40) all the way to Whitehorse, YT. After a night in wind at -40, Sprinter would not start on it's engine battery, but did light-up quickly (without heat source) with a jump from the house battery (to give you some perspective on -40, a bottle of Sapphire Gin in an unheated compartment froze into a mush too thick to pour...not that a G&T is the drink of choice in those conditions). Our last night on the Alaska Highway was Glennallen, AK where we again slept in the camper at 0F and had no trouble starting in the morning. I was using Delvac Supper 1300 15W-40 (MB 228.3) motor oil and probably should have had Mobil 1 0W-40 "European Car Formula" (MB 229.5) for cold starting properties.
Throughout Canada and Alaska low sulfur fuel was always available in "winter blend" (50/50 diesel #1 and #2 with extra lubricity additive). As a precaution against fuel gelling, I always added Power Service additive.
Bottom line; Sprinter works in Arctic condition as well or better than any available van
. I personally favor the T1N over the NCV3 for its much better fuel economy, although it does suffer from some well documented shortcomings (eg Turbo-resonator failure, Black Death, RSN and sub-par handling until Koni shocks and aftermarket sway-bar are added). Even with those faults, it is in a class by itself
. You will, however need to store your booze in a heated area
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