I thought some forum members may be interested to learn more about the new replacement for my über dependable 2000 416 T1N, and also to read about the 2010 Model Year Euro5 NCV3. Forgive me if I piqued your interest a few weeks ago and then kept you waiting. It seemed as though some members wanted to know more about the 2010 NCV3 - I just wanted to let you know that a first hand report of the Euro5 model was imminent. I’ve not bought many new vehicles so this is quite an occasion personally. Life is pretty busy on all fronts lately, but I wanted to compose this post in such a way as to do the new arrival justice. There has been a lot to think and write about. Also getting the van ready for use post delivery took longer than I thought it would.
A brief background: I bought my 416CDI in 2000 at the T1N’s birth. Mine has easily been the best van I’ve owned to date, we’ve done ~830,000kms together (imagine how it felt to have 160bhp in a van back then – people couldn’t believe a manufacturer had given a van so much power. Before the inline five T1N you thought it was good if you had over 100bhp…). She’s still a fine looking van:
I had been wondering for a few years when would be a good time to replace it. Someone asked me: “Why bother changing if this one is so good?”. It’s a fair enough question, only recently justifiable for the first time in my own mind since the NCV3’s debut. In principle I dislike buying brand new vehicles: taking that initial depreciation hit just seems such a waste of money to me on the one hand, however I knew I would never find a pre-registered or good used model with the specification I wanted sitting around on a dealer’s forecourt somewhere – I need a bit of an oddball, not a mainstream fleet variant. I reconciled the depreciation issue to some extent in the knowledge that a) I am likely to keep it a long time, b) it’s deductible for a few years and c) like my T1Ncan it will always be worth good money in years to come because it will be well kept and usefully different (my previous T1(N)s all achieved excellent resale values). I also recognised last time around that “specific ideas” translates into “built to order” for me. It’s not always the cheapest way, but it’s not always the most expensive way either and it's usually the simplest in terms of subsequent effort to get where you want to be.
The reasons to change:
1. My 2000 416 T1N has only two single seats. Recent arrival of our first baby makes this more of an issue than before. I started thinking last year how a Sprinter with more seats would be better for us. As our family grows, we’d like to be able to camp away at weekends. Being able to take road trips and holidays in comfort in a dual-purpose vehicle could make a lot of sense. Having more cab space would be good for me when I’m working away too, as I sometimes sleep in it at short notice. Maybe I could have a vehicle that better suits all my needs, whilst recognising that in some ways it will be a compromise solution? What if I could introduce some of the desirable qualities of a classic mile munching GT with the practicalities of a working vehicle? I start thinking how I might minimise any compromises.
2. The Low Emission Zone (London). Although the date for introduction of its next phase has been put back from 2010 to 2012, the new date will soon become a problem for those in “non-compliant” vehicles (don’t you just love the Gestapo-esque phraseology…). My 2000 416 T1N isn’t “compliant” post this date so £100/day to drive into Greater London. Clearly every £100 in the Mayor’s pocket is £100 less for me to spend. (Edit: the date for introduction of the next phase has been put back, but only nominally – it’s still something to consider).
3. Someone I regard as one of life’s good guys wanted to buy my 2000 416 T1N. Actually he’s wanted it for a couple of years, at least. I don’t know about you, but whenever I’ve needed to sell a vehicle no one’s ever interested? I don’t need to sell the T1Ncan but to have someone asking is something to take seriously, so we talked and a deal was done, we’re both happy. Three other parties had expressed interest in buying it but I prefer to sell to this guy. It’s at odds with the convention not to sell vehicles to friends, but I know the vehicle is totally sound mechanically.
4. There was a impending DC ten percent price increase on both vehicles and parts as of 1st January 2010, plus the loss of Daimler-Chrysler’s £2,000 “old for new swappage” incentive on new registrations (EDIT: the same NCV3 I now have is at least £5,100 more than I paid).
No one thing in particular then, just a few thoughts and things changing in the background.
It’s November 2009 and I start speaking with dealers about a 2010 MY Euro5 NCV3, quickly I feel like I’m educating some of the dealer network about their upcoming model changes (too much time on Sprinter-Forum?). They’re first to get dropped off my list - I need to know that the vehicle is going to be right if I order from you. If you don’t know the answers on your own products I’m not interested, I don’t want to risk delivery of an incorrectly optioned vehicle. I decide I will definitely order through the main dealer network rather than through a broker. It will be more expensive but there are too many people going out of business at the moment, a broker is cheaper but I think riskier. I know DC will honour any orders placed through its dealer network even if the dealer goes bust.
We don’t have quick order packages in the UK, you have to tick the boxes you want and there’s lots to think about if you’re inclined. I’m surprised at the gap between the highest and lowest quotes (£9,000). Happily there were a few dealers who really wanted the business and knew what they were talking about. One bloke in particular is a total marque geek. We talk specification and his starting price is competitive. I’m surprised to learn that I’m likely to have another “416” model designation, inspite of a nine year model difference (I thought it would be “415”, but the Euro5 four pot now has 163bhp, so “416” again). A few days of chat and this is what we end up with, some of these are “Series” options (i.e. standard for the model):
2010 MY 416CDI OM651 Euro5 Extra-long High Roof Euro5 Super singles (the so called “SuSi” axle variant) in Reseda Green
BB2 Handbrake lever, folding
CL1 Height and rake adjustable steering wheel
D93 Omission partition, B-posts fully trimmed
E43 Trailer socket 13 pin
E46 Plug socket in cab
F46 Headlamp washing system
F68 Heated rear view mirrors, electrically adjustable
FF4 Shelf above roof trim
FJ1 Hinged lid stowage compartment
FR7 Provision, electrics, reversing aid (camera)
FZ8 Convenience opening/closing windows on remote fob
FZ9 Two additional master keys
H00 Hot air duct to passenger compartment
H21 Heat insulating glass with band filter on windscreen
HH2 Electrically powered hot air auxiliary heater
KB0 Main tank 100litres
L16 Fog lamps halogen
LB3 Additional flat turn signal lamps at rear of roof
LB5 Third brake light
LB9 Illuminated exits
LG1 Bi-xenon headlamps with cornering function
MS1 Speedtronic speed control
P47 Front mud flaps
P48 Rear mud flaps
S22 Armrest for driver’s seat
S25 Armrest for co-driver’s seat
SA6 Airbag, co-driver
SK0 Convenience head restraint, driver’s seat
SK1 Convenience head restraint, co-driver’s seat
VA2 Load space internally trimmed up to roof in wood
W16 Fixed window front left in sw/load compartment / sliding door
W17 Fixed window front right in sw/load compartment / sliding door
CL4 Multifunction steering wheel
G40 Automatic gearbox, includes Start Off Assist.
HH9 Air conditioning, automatic heater control
SB3 Suspension seat, comfort version, driver’s seat
SB4 Suspension seat, comfort version, co-driver’s seat
AR5 4.727 Final drive ratio (see comment “6” below)
Series ESP Trailer Stability Assist
Series Sound 5 (this will be coming out)
- Local supply only of the factory reverse camera (I know I can just fit it, make it work with the Pioneer unit I’m intending and save myself £400 over the factory camera / monitor offering).
- Local supply of a bare SuSi wheel