Go ahead, laugh at the old man.

But let us make something absolutely clear. This giant box on wheels is an engineering marvel as absolutely as a Mercedes SLS, or perhaps a CLS or perhaps an E63 AMG... It's a bent for optimizing transmission operation and gear ratios to eke the acceleration out of considerable weight and small hp. You do not need to cross and pucker your fingers if you are merging or changing lanes in this cargo van. Mileage? Over 200 miles with more surface roads than expressway, the Sprinter provided more than 18 mpg. There is some thing to be said for as it pertains to transferring 3, 400 pounds of payload 188 hp. The steering system is oldschool Mercedes, with some the dead area on center and then easy, progressive reaction as the wheel turns in either direction. The brake pedal is on the delicate side, but astonishingly simple to modulate. You'll be able to get the Sprinter ceased from 50 -- slowly or fast -- as easily as a chauffeur driven Rolls Royce. Which might be one of the most notable thing of -- the complete simple, secure modulation. With a fairly constant hand, this giant, empty block of metal will speed up, slow down or shift direction as free of rock, as a correctly damped midsize sedan rebound or lurch.

The Sprinter is lengthy, but it does not feel excessively wide, and there's no such thing as obstructed sight lines perched up in its driver's seat. The stability control is tuned to compensate for changes in fat and ride height. In its unique manner, the Sprinter is gratifying -- dare we say enjoyment -- to drive.

As a Dodge sprinter hit these shores. Sales were already lively when Daimler ditched Chrysler in 2007, so Daimler two tracked the Sprinter under both its Freightliner brands and Mercedes. The two Sprinters share the same specification and cost, and Freightliner accounts for only 1-5% of Sprinter sales. It really is geared toward local governments that need to prevent the political fall-out of purchasing a luxury badge, imported municipal vehicle. No matter the brand, it is safe to say Sprinter started a trend toward

Eurostyle cargo vans in The United States.

It's not affordable. The diesel will almost certainly deliver lower running costs and longer service times than the V8 powered domestics, and the 150 MB vendors that sell Sprinters are geared toward gratifying finicky, pampered S class buyers. Still, the tendency is likely rooted in function. Sprinter delivers more volume -- and complete standup height -- in about the same floor room as a domestic cargo van. Nissan has since taken the Ford with the Transit Connect, and same tack with its NV van.

Probably not much. The Sprinter makes an expensive method to haul the bikes or transfer the child into the school dorm. And there likely is not enough torque in the 3.0 liter diesel for actually serious towing. No, Gomotors subscribers are prone to strike a Sprinter as the luxury-trimmed party bus, or just as a resort's airport pick-up, or maybe they possess an Interstate -- probably the most successful Airstream motor home (as opposed to tow behind) to date. The Sprinter also supplies the basis for two or three Winnebagos, a range of specialized research vehicles, ambulances and much more.

Conversions are the real growth industry for the Sprinter. But none will be any more fascinating to drive when compared to a big ol' cargo box on wheels.

2013 Mercedes-Benz Sprinter 2500