he Citroen Relay may look the same, but scratch under
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the skin and you'll find that practically the only things that haven't changed radically are the Relay's appearance and loadspace. In this world of constant change for change's sake, Citroen and its joint-venture partners have concentrated on keeping a 22-year-old contender bang up to date.
The policy must work: combined sales of the tri-badged Sevel are sufficient to threaten the theoretically bigger global brands. Citroen remains the dominant member of the trio in the UK, outstripping the combined sales of its bed-fellows at Peugeot and Fiat—aggressive marketing and a shrewd idea of what spec buyers actually need are significant factors in that success. We've taken a typical, modestspec Relay to see how the latest generation holds up in the 21st century.
Product profile
The New Look Relays 57 varieties results in a range with just about every permutation of wheelbase and body height needed to give load volumes from 7.5-14.om3, with a choice of three diesel engines (and one petrol, just in case).
GVWs span 2,900-3,500kg; the chassis selection for bodybuilding goes from a semiscuttle (comprising cab floor, dashboard, bonnet and wings) to a seven-seater crew-cab.
The story behind the Relay should be known to most by now, but to recap, it is Citroen's version of the Sevel van produced jointly with Peugeot and Fiat at Val di Sangro in Italy. Although hailed as the third generation since the first Sevel van in 1981, in terms of structure its changes are considerably less radical than the thorough redesign of 1994.
This revamp is somewhat diluted by the fact that some of its features were introduced in a mid-term facelift for the 2000 model year.
The Relay's latest incarnation has clear headlamps, new bumper and grille and larger pair of chevrons. The bodyshell has been strengthened in a number of areas to give improved crash performance and greater refinement. In most variants the resulting weight penalty has been offset by a corresponding increase in GVW to maintain payload levels.
HDI engines range from the PSA Group's 83hp 2.o-litre DWI() to the well proven 2.8litre Sofim unit producing 126hp. In between them is a newcomer, the io3hp DWI2 which is effectively a higher capacity, charge-cooled version of the DWro. Like all of its diesel stablemates, it is fuelled by a common-rail injection system. The other hidden change is the adoption of rear disc brakes on most versions, with the parking brake provided by an integral mini-drum.
Productivity
On the fully laden part of our test routine the 2.2litre Relay came in with a fuel result of 28.5mpg, which is respectable enough. Running unladen, however, it managed a highly commendable 38.4mpg. So for all you carriers of low-density goods out there, the Citroen is especially good news. Despite a slight loss of time on the hilliest sections when running at maximum weight, its average speeds were also towards the higher end of this sector's spectrum.
With the combination of long wheelbase and high (as opposed to extra-high) roof, this Relay provides 12m3 of load volume in a reasonably square-edged box. Full-height barn doors at the rear open to 90° and 18o0; they incorporate a useable rear step and a protector for the rear edge of the floor. At i.25m, the sliding side door is commendably wide, but the front of its opening is set so far back from the bulkhead that it might cause a problem when trying to insert a pallet.
Our test van came with the security of a frill steel bulkhead and unglazed rear doors (b5o and no-cost options respectively). The only trim in the loadspace is provided by hardboard panels fitted to the lower third of the sidewalls and there's no floor covering as standard. But you do get eight substantial tiedown points in the loadspace. A useful amount of extra space is also provided by the "Luton" shelf above the cab.
Citroen now offers either two years' warranty with no distance limit or three yearstioo,000 miles, to satisfy high and low-mileage operators. Its Commercial Assist package covers European roadside repair and recovery, vehicle replacement or overnight accommodation and an accident management service.
Service intervals for the DWto and DWiz models are 12,500 miles; with the petrol and z.8 diesel units that extends to 20,000 miles. –
On the road
This middle-rated member of the Relay diesel range is more of a high-tech device than its 2.5-litre naturally aspirated predecessor—its relative lack of cubic capacity only shows up when working hard. During the fully laden slog up the M20 towards Brands Hatch it could only manage 58mph, although its electronically provided reserve of torque allowed it to stay in top gear. At lower loadings and on more level terrain the Relay's performance was more than lively enough to keep pace with most traffic.
The 2.2-litre engine proved fairly noisy while accelerating through the gears, but quietened down considerably at cruising speed.
Disc brakes on the rear of all but the lowliest models are new to the Relay range, but ABS is a L4o o option that we weren't treated to. The brakes' performance was well up to the task, although we did experience a slight but consistent pull to the left during proving ground brake testing.
The dash-mounted gearlever is within easy reach, but its linkage seems to be angled to suit left-hand-drive. We did eventually get used to it but it is all too easy to confuse third and fifth gears if you're not concentrating.
The steering lock gives a turning circle of 13.2.m, which is a respectable figure for a long-wheelbase 3.5-tonner. At higher speeds the accurate steering combines with a firmly sprung chassis to give satisfyingly responsive handling through the bends. The downside is a firm (but well controlled) ride on poorer surfaces.
Cab comfort
This is where the real changes to the Relay have taken place, with an all-new cab interior. The improvements affect both ergonomics and quality. Sitting on a proper Isri mul ti adjustable seat (complete with lumbar support) the driver faces a commendably clear instrument panel housing a speedo, rev counter, fuel and temperature gauges, digital odometer and oil level check. Seats are trimmed in a reasonably tasteful grey cloth with brighter coloured inserts and rather hard rubberised head restraints. All three occupants get full lap-and-diagonal seat-belts.
There are a number of innovations to brighten up the van driver's humdrum life. The fold-away document holder on the dash-top is a great idea in principle but in practice it's a little short—A4 sheets have to dangle in front of the radio. The backrest of the central seat folds down to create a work surface, complete with another document clip.
There's no shortage of choice for fresh air fiends, with io vents around the dash, and the rotary heater knobs and assorted switches are all chunky enough to be operated with gloved hands. Switches for the electric windows and mirrors are mounted on the door panels, above cavernous door bins.
An above average amount of storage space also includes that welcome rarity, a lockable glovebox large enough to accommodate the handbook. There's further storage in plastic trays beneath the seats, and the gear lever mounting is mirrored by a receptacle for drink or mobile phone, with another deep bin on the lower dash. If, as was the case with our van, you don't specify a passenger airbag, you get an extra storage tray in its place.
The Relay also comes with two coat hooks—a feature often overlooked—a cigarette lighter and separate DIN socket, and excellent dual-zone mirrors.
Overall, the new cabin is a significant advance for vankind.
Summary
At first glance the Citroen Relay does not appear to represent a revolutionary move forward. But behind the new headlamps and bigger badge it has quietly evolved to keep in touch with the challenges of an increasingly sophisticated market place.
Manufacturers are constantly urged to make the driver's life a better one; the Relay's improved accommodation and driving characteristics certainly do that. At the same time the latest clean, efficient engine, Citroen's keen pricing and a generous and flexible warranty will appeal to those with a financial stake in the business.
• by Colin Barnett