itroen's new Relay could hardly have been born into a
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tougher market: the Mercedes Sprinter and Ford Transit were always strong contenders, and their latest incarnations will be ready, willing and able to slug it out for market share.
The Relay is cheaper than most of its competitors' vans in this class, so many potential customers will give it a close look for this reason alone. But other vans are also competitively priced, and Citroen will also be hoping to attract the attention of bodybuilders, which it sees as a key to increasing its share of this competitive sector.
We tested a medium-wheelbase 1800 van with the turbo-diesel unit. This model packs the second highest payload in the range at 1,570kg including driver—a real test of the Relay's economy.
PRODUCT PROFILE
Citroen sell Relays from the baby moo Ds with 7.5m' of cargo space and just over a
tonne capacity, to the big 1800 longwheelbase versions carrying 1.5 tonnes. Medium-wheelbase equivalents lose a little in space, but can carry up to 123kg more than their longer siblings. Chassis-cabs are available in 1400 and 1800 versions; the 180o can also be supplied with a crew cab.
The latest engines feature three-valves-percylinder technology and were designed, according to Citroen, with "performance, reliability and fuel economy" in mind. So no surprises there, then.
The 2.5-litre turbo-diesel develops irohp at 4,000rpm with 235Nni of torque at 2,25011)M. Any 1400 or 1800 can be supplied with this unit, or with the unblown version which develops 86hp at 4,350rpm and 153Nm at 2,250rpm. Short-wheelbase l000s come with a naturally aspirated 1.9-litre 7thp unit giving r2oNm at 2.000rpm. Power is delivered through a five-speed synchromesh box with the same ratios as the previous Relay. Prices begin at Di ,87 5 arid end at LT 8,795, with a driver's airbag costing 1220. For another £450 you can have electric front windows and central locking; ABS will set you back an additional 1500.
All Citroen CVs come with a two-year unlimited distance warranty, six-year anti-corrosion and Commercial Assist, the company's roadside assistance scheme.
PRODUCTIVITY
The Citroen posted another fine set of fuel returns from our Kent route with a figure just shy of 30mpg.
The unladen route was interfered with by a closed road (a railway bridge hit by a series of determined trucks) and unfortunately must be disregarded as unrepresentative of the Relay's real capabilities.
Carrying capacity is increased a little from the last version to an impressive 1.370kg. Space is also good at tom and the load space is well shaped thanks to the limited tumblehome of the boxy body. Lashing points are in sensible places and the rear doors feel robust enough to hold a load in,
However, the new rear step on the Relay should carry a health warning. Even when dry it has to be used with caution, and when wet it is best avoided: put your foot on and push and you'll find yourself flying forward; if you're unlucky, like the Commercial Motor test drivers, you'll scrape your shin a treat as well. Fortunately, the Relay's loadbed isn't high enough to pose a problem—it proved simpler to step over the whole affair.
Rear doors open good and wide, helped by an easy-to-release catch. One sliding side door is provided as standard on the passenger side; a second is yours for £260. Central locking is a welcome feature on any delivery vehicle but this also costs extra.
ON THE ROAD
Unsurprisingly, the ride and handling of the Relay are similar to the Ducat°, which means very good. Tracking on the straight is direct with good response from the steering and calm progress around corners.
Acceleration is good without being astonishing for today's market. It takes just over 14 seconds to reach 50mph from a standstill; 8.4sec from 30-50m ph; and II.2SCC from 406omph. Those are figures that put the Relay way ahead of the Ducato, helped by ix more horses: performance will certainly satisfy most users in most situations.
Motorway performance is good too. Things slowed down a little toward the top of the long M20 hill climb on our test route— but with a r.5-tonne load in the back that seems fair enough.
The braking feel is comforting with safe retardation, but unstartling figures emerged from the track. However, the handbrake failed to do its stuff, even on the relatively easy 25% (1-1n-4) test hill.
Gear changing was nice and smooth, with the dash-mounted gear lever. These are becoming more common, and a good thing too; they're more comfortable to use and allow for good cross-cab access.
The top of the windscreen is low in the Relay, along with the well sized wing mirrors. replete with excellent blind-spot sections. It's a little strange to start with, but after a while you feel as if you've got a great : 0 vantage point, looking down on the rest of the (stationary) traffic.
One niggle common to the Relay and the Ducat° is the positioning of the dipper switch on the indicator stalk. Even with practice, care is needed to avoid flashing your headlights at other road users every time you signal your intention to turn left or right. Another oddity is the steering column which is "un-surrounded" and simply enters the floor through a greased hole. Anyone with large boots may find them rubbing against the bare pole.
We also wondered if this barebones design would mean noise from the gearbox creeping its way into the cab. In fact the Citroen's noise levels are corn mendably low, even on long motorway stretches, thanks no doubt to the full bulkhead. Despite the fact the test track was a lake by the time we conducted our noise readings, the Relay acquitted itself very well.
CAB COMFORT
Citroen wins support from the technical team at CM by fitting a full bulkhead with a window, but loses favour by charging punters £220 for it (Li 5o if you're prepared to do without the window). This isn't uncommon, of course, and the manufacturers would doubtless say they're letting buyers choose for themselves.
Do yourself a favour if you're going to be driving a Relay van by buying the full bulkhead, or make yourself popular with your drivers by having them fitted. They're good for cutting noise and will protect passengers from shifting loads (a driver's ladder frame comes as standard).
The driving position is good with plenty of adjustment and a fair amount of support from a seat which could, perhaps, be a little wider. The seat back flexes noticeably if you pull yourself into the cab with it, but this is not a problem when on the go.
The radio-cassette is well sited with fairly clear controls a little larger than the devil's own midget-buttoned Sony which is popular at the moment.
The centre passenger now gets a threepoint seat-belt and this is a welcome change from the old version, as is the blue background to the instrument panel for the driver. In-cab storage is not too bad at all—somewhere between the awful LT/Sprinter and the new Transit. The pocket on the driver's door is particularly good for big bottles and plenty of empty wrappers, but is not duplicated on the passenger door. Instead this side of the van sports a glovebox (which reveals cup holders when folded down) and there's a coat hook on the B-pillar by the seat-belts, which are heightadjustable. Overall the cab is a lot brighter than before and a much better place to spend the day at work.
SUMMARY
A turning point for this model, and the market as a whole, will be the fuel efficiency of the new Transit and Sprinter (on paper the latter posing more of a threat).
Compared with newer vans on the market the Relay might lack a little sophistication, but it's hard to argue against the numbers, so we won't bother—good fuel economy at a low list prices adds up to great value. It certainly keeps the Relay well in the race.
II by Peter Lawton