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ot the most dynamic of vehicles, the tipper is the
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staple transport of builders, tradesmen and cowboys alike. Currently undergoing an increase in popularity as more people recognise their versatility, the market has historically been the preserve of specialist body builders. They would acquire the basic vehicle from the manufacturer and attach their own tipper unit, then sell it directly to the customer.
This method could lead to problems regarding the vehicle's availability, as turn-round time tended to be on the slow side. And when it came to the body warranty it was often a question of how much you could squeeze out of the bodybuilder.
But in the last few years vehicle manufacturers have cottoned on to the fact that by selling bodies direct through their dealers, they can simplify the process, turning the order round in less time and hopefully, build up a relationship with the operator.
It is this trend that has helped raise the proffte of tippers and encouraged previously reluctant manufacturers to take the plunge into the market.
Citroen and tippers are not normally associated, so it was interesting to see how the end product would fare. Fortunately, the popular Relay, on which it's based, has already been given the CM 'thumbs up' in van form.
PRODUCT PROFILE
Launched at the Commercial Vehicle Show earlier this year, the tipper is based on the proven Relayi800 medium wheelbase chassis cab. It enters a market that has gradually expanded over the years to include the Ford Transit, Mercedes Sprinter, Nissan Cabstar. Toyota Dyna and Vauxhall Movano to name a few. As we said, we're impressed by the Relay van, so it is only to be expected that the tipper should inherit some of this quality. To recap, the Relay is a product of the Sevel joint venture between Citroen, Peugeot and Fiat and was originally introduced back in 1981.
It underwent a major redesign in 1994 and has since had several nips and tucks to keep it up to date. The latest extensive revision was last year, which saw a new interior and a subtle redesign of the exterior. This included new bumper and grille, clear headlamps and body strengthening to improve crash protection.
Engine availability in the tipper range is limited to a pair of four cylinder turbo-diesels; a 2.2HDi as tested producing io3hp at 4,00orpm and a 2.8HDi producing 127hp at 3,600rpm.
As is the norm in this sector, the tipper body comes courtesy of a specialist manufacturer. Tipmaster has been in the business since 1968 so there should be no worries regarding the quality of the device. The tipper body is an alloy/steel mix attached to an allsteel underframe, floor and headboard. Tipmaster's own-make electro-hydraulic power pack with under-floor scissor action ram provides the lift.
Features include a heavy-duty oil reservoir with visual level check facility and full weather protection for the motor and other electrical components. And the underside of the body floor and the body sub frame are under-sealed to provide further corrosion resistance.
All Relays come with either a two-year unlimited mileage or three-year/Loo,o00mile warranty, with service intervals set at 12,500 miles for the 2.2HDi and 20,000 miles for the 2.8HDi.
PRODUCTIVITY
While this particular type of:vehicle is never going to be known for exceptional fuel economy, it's still an important factor when all things are considered. Unlike other similarlysized commercial vehicles, tippers tend to make shorter, more frequent journeys. So the Kent test route, with its variety of road types, would prove an ideal opportunity to put the Relay through its paces.
Though no records were set, the tipper produced a respectable 29.6mpg fully laden. A quick look into the archives shows that the van version of the Relay (CM 2-7Jan) with the same engine produced 28.5mpg. Considering that tippers are not known for their aerodynamics, this is not a bad result. Further comparisons show that the lighter Toyota Dyna 300 managed 31.4mpg while the Ford Transit :
D 350 LWB produced 25.mpg. The tipper body was one of the better types we have come across. The recessed fasteners for the lightweight dropsides are easily operated. The payload of 1,300kg is achieved within body dimensions of 3,200MM long by 2,03o mm wide, with the body sides 400mm high.
Actual load area for the Relay works out at 6.5mz, which is above average for the class. The Toyota and Nissan offerings previously tested had 4.6rnz and 5.7mz respectively, with the Ford Transit by far the best with 7.8m2.
Raising and lowering the body was easy, with simple-to-use controls and a solid, smooth action from the Tipmaster hydraulics. The tipper body incorporates a heavy duty, cab-high ladder rack with galvanised mesh infill to stop any loose cargo visiting the cab through the rear window. This may sound like a standard feature but it's by no means universal in this sector.
One area where the Relay excels is in its price. At £12,995 (ex-VAT), this is extremely competitive considering its size and spec. To get some perspective on that figure, the Ford Transit 125 T35o is £19,001, the Toyota Dyna 350 D-4D is £16,650 and the Nissan Cabstar is £15,580.
ON THE ROAD
Anyone who's ever driven a lightweight tipper will know that they have characteristics that, while not completely unruly, often have less in the way of driver dynamics than the corresponding van, especially unladen.
Though present to some degree, this element was not overbearing on the Relay and the overall ride was above average for the class. Of course, there will be a degree of 'bounce' at the rear but this was not intrusive. Front-wheel drive, while of debatable value from an off-road traction viewpoint, does at least eliminate the wheelspin that can afflict rear-drivers at higher speeds and over bumps.
Citroen has a good reputation for its chassis and it comes as no surprise that the Relay conducts itself well on the road. Turning into corners produced neutral, safe handling with the accurate steering giving good feedback. Out on the motorway, the Relay felt well planted with little interference from crosswinds.
Acceleration was modest, though the engine did pull well from low-down and was not overly intrusive when revved. To get the best out of it you had to work the dashboardmounted gearlever, which had a light, mechanical action.
In the braking department, the Relay comes with discs all-round, which give the progressive braking feel needed to cope with varying loads and surfaces, with sufficient 'bite' to stop easily under more extreme circumstances.
CAB COMFORT Recently given a makeover, the interior of the Relay was surprisingly pleasant. Our recent tipper group test (CM 17-23 July 2003) had given us an opportunity to compare cabs in this class and most fell into the 'could do better' category, Poor plastics and outdated instrument layouts seemed to be a common theme.
The Relay's interior, though, was well appointed with a decent dashboard, well laidout controls and viewed next to some of its rivals, dare we say, classy.
Standard equipment includes electric windows with one-touch operation and electric heated dual-zone door mirrors, which were of a satisfactorily large design. Also included were a six-speaker RDS stereo/radio and central locking. Options are minimal with ABS, driver and passenger airbag and metallic paint the highlights.
A good seat in a commercial vehicle is a prerequisite in our book and the Relay doesn't disappoint. Adjustable for rake, height and reach, it comes with lumbar support and a folding armrest; it's comfy too. To help matters the steering wheel was also adjustable for height. All this added up to a good driving position and the dashboard-mounted gearstick was within easy reach, along with the radio and heating controls.
As usual, grey is the dominant theme but the quality of plastics lifted it above much of the competition.
There were several useful storage compartments including deep door pockets and a handy retractable clipboard for notes and files. Visibility was good and the cab had a light, airy feel to it.
SUMMARY
It's hard to compare tippers with any other light commercial vehicle. They are very much a one-off and you are unlikely to get the ultimate driving experience due to their physical makeup.
For starters there will always be a certain element of compromise in the suspension, especially when unladen, and the chassis will flex to a greater degree than the van equivalent. These traits come with the territory. But in the context of its market it has to be said that the Relay hits the mark.
The combination of a good chassis, smart interior and competitive price has created a tempting package.
For a product that has just entered the market, Citroen should be congratulated for a good first effort. Compared with its nearest rivals from Ford and Mercedes, the class leaders, the Relay holds its own.
Build quality and residual values may prove to be slightly below these two over time but with the competitive front-end price of £12,995 (actually cheaper than the standard chassis-cab) compared with ii7k for the Mercedes and £19k for the Ford, it's easy to see the Citroen's attraction for cost-conscious buyers.
If you're in the market for a tipper, you could do a lot worse than consider the Citroen Relay.
• by Julian Wines