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If the modern van, with its multitude of extras and
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refinements, is fast becoming like a palace, then the dropside is more in the vein of a sturdy two-up twodown thanks to the differing role it's designed for.
Operators who require such a machine tend to want something that'll do what's required without any flouncy (and expensive) extras.., and you can forget heated seats.
These vehicles also have a propensity to lead thankless lives: no casual cruising round on easy multi-drop deliveries carrying nice shiny things. Think more 'load up with aggregate/bricks/soil then head off to nearest ditch/ building site/off-road track for further abuse'.
So, if that's the sort of vehicle you're after, Citroen's Relay dropside should fit the bill for two significant reasons. First, it comes from a manufacturer that offers practical no-frills products with little in the way of excessive elaboration. Second, it's cheap. We don't mean competitive. we mean bordering on the scandalous. Priced at £13,100 for the 35 120 (3,500kg GVW, 118hp), it comes in long-wheelbase guise with Ingimex Thor body. And, to add to the madness, the standard chassis-cab is more than £17k.
But that's not all. Although you may be thankful for a steering wheel at this price. Citroen has also managed to throw in a fair few extras for good measure.
Remote central locking, CD/radio. ABS with EBA, electric front windows, electric heated mirrors and steering wheel-mounted audio controls all come as standard.
Power comes from a 2.2-litre turbo-diesel, which produces 118hp and is linked to a six-speed manual gearshift driving the front wheels.
Productivity
Not being particularly aerodynamic gives dropsides a disadvantage at the pumps, and the Relay is no different. It produces 25.6mpg on a laden run, with things improving to 32.2mpg when unladen.
This, however, is a decent result when compared with the competition. Our records show that the previous champ, a VW Crafter dropside (CM 26 July 2007), albeit with a 2.5litre five-cylinder engine, delivered 24.4mpg when laden. Shifting to the rear, Ingimex's Thor edition body is a sturdy affair and comes with some rather neat touches but the basics first.
Its subframe is made of galvanised steel and includes underfloor sheeting hooks, while the side and tail panels arc double-skinned anodised aluminium, complete with forged steel hinges and flush centre locks.
The deck is made from 15rnm birch plywood and is top-fitted for easier repair and replacement, while the bulkhead's wire-mesh upper panel is among the best combination we have seen for cabin protection and rear driver visibility.
What raised the Ingimex's game was the twin-level lashing points located on the lower section, along with the eight recessed tie-down points set along the edge of the deck length, allowing you to maximise the load space available.
The panel-release catches are also easy to use and we liked the quick-release tail board latches, which enable you to fully drop the rear in seconds not minutes like other arrangements. On the road
Attaching a body to a chassis cab has the potential to highlight a light CV's deficiencies when it comes to the driving part. Whereas panel vans tend to benefit from the extra stiffness provided by their design, fitting a heavy tipper body can unnerve what is an already less-thanconvincing vehicle.
What we found with the Relay was an example of when things work well. In fact, we were surprised by the overall performance when on the move.
The Relay feels well put together, suffering from little of the scuttle shake or flex that dropsides can experience, while the level of composure from the suspension — particularly the rear, and specifically when unladen — gave us no cause for concern.
OK, it may not feel 'wieldy', but.
importantly, it feels safe. There's also little to fault through the corners, where it throws up no surprises when pushed, or at speed with the Citroen unaffected by cross-winds or undulations.
Loaded up, the Citroen doesn't feel overburdened or blunted and it keeps moving briskly thanks to the 2.2-litre engine's ability, delivering torque from low down whenever you need it.
This element can be further exploited through the gearshift, which benefits from a tight operation and well-spaced ratios.
The power plant is admittedly not the most refined example, displaying some gruffness when stretched — but, in most scenarios, its ability is more than adequate for the Relay.
Steering is generally sharp, with the variable assistance welcome at low speeds. The brakes do the job but could have a little more bite when laden.
Cab comfort
Initially, all seems well with the Citroen's interior. It's well planned, convincingly appointed and practical.
The design is very much aimed at the user, and displays no aspirational tendencies in terms of styling cues or colour schemes (grey dominates). And yet its determined mission to deliver functionality is undermined by a few indiscretions.
We've said it before, and it's something the Relay has been sticking with for more than a decade now, but having the parking brake located on the driver's door side leaves the Citroen, and the driver, vulnerable to a selection of negative scenarios—particularly as dropside work demands plenty of cabin exiting/entering.
There's also room for improvement in the driver's footwell area, where the cramped environment and tight pedal spacing become a chore on long distances for taller folk, and space is also at a premium for cross-cab access with overall dimensions generally unaltered from the previous model, and less convincing than some.
What we can point to in its defence are the expertly laid-out controls, clear dials and boldly labelled switches. This is not a cabin you'd have much trouble navigating around. It also benefits from excellent storage, highlighted by the double gloveboxidouble cubby section on the passenger's side.
Add to this a centrally mounted fold-up A4 clipboard and a fold-down work surface and the Relay more than redeems itself in terms of usability. •