Citroen Relay E- 40 L3 200KW 110Kwh Chassis CAB Enterprise Auto

Ten Second Review

Citroen has much improved the full-electric version of its largest van, the Relay, with a larger battery and a gutsier electric motor. The e-Relay shares its design and drivetrain with four key rivals from Peugeot, Vauxhall, Fiat and Toyota. And now offers the option of a heavier payload, though it still isn't as great as the diesel version. Cargo capacity isn't compromised by the EV installation and charging speeds are relatively fast by class standards.

Background

The Stellantis Group has taken its time getting into gear with its large EV van models, all of which first arrived back in 2020, including the original version of the big LCV we look at here, the Citroen e-Relay. It directly shares its design and engineering with Peugeot's E-Boxer and Vauxhall's Movano - and, less directly, with Fiat's E-Ducato. The original e-Relay used a Turkish-installed EV drivetrain that left it woefully under-powered and under-endowed with range compared to competitors like Ford's E-Transit, so lots of work has gone into improving this significantly updated version. This now gets a vastly bigger 110kWh battery, which also brings with it a vastly improved level of EV driving range. Plus in this updated form, this now-smarter-looking big EV van can take much heavier loads too. Let's take a closer look.

Driving Experience

The original e-Relay felt a bit feeble for an EV van - but that's all changed now. It now gets a much larger 110kWh battery (to replace the previous 37kWh and 70kWh battery options); and that new battery pack energises a much more powerful 270PS motor (up from 122PS before). As a result, pulling power rises from 260 to 410Nm. The performance and range of the e-Relay can be optimised depending on conditions thanks to three driving modes, and features paddles located just behind the steering wheel that activate four levels of regenerative deceleration, thus enhancing range - now rated at 261 miles (up from 154 miles in the old 75kWh model). The steering's quite a old-fashioned set-up that's quite heavy at low speeds, but lightens up at faster ones. Whatever e-Relay variant you select, around town, this van can make light work of tricky urban situations; the 'L3H2' variant offers a relatively tight 14.14m turning circle between kerbs.

Design and Build

Apart from the badging and the charging flap, there are no exterior giveaways to this e-Relay's full-EV status. The front end of this updated e-Relay has been redesigned to add a bit of personality while improving this van's aerodynamic characteristics. The bumper, radiator grille (now the same colour as the bodywork) and rear-view mirrors have also been redesigned with this in mind. The black lower section has been reinforced to further enhance the vehicle's impact protection. The smarter LED headlamps are also 30% more efficient than their halogen predecessors and the rear lights have been given a fresh design. As before, there's a multi-piece front bumper to minimise accident damage and reduce repair costs. There are changes in the passenger compartment too, where the dashboard has been redesigned to offer improved ergonomics and a bit more style, with a digital instrument cluster and larger 10-inch central screen with 'Apple CarPlay' and 'Android Auto'. The steering wheel, gearbox controls and door trim have also been upgraded. As before, there's a dual passenger seat incorporating a drop-down desk unit. Up to ten in-cab storage areas are available, including the glovebox, a dash-mounted document clip and various open or lidded compartments on the dashboard. In addition, there are large door pockets, storage space beneath the passenger seat and a sizeable 22-litre overhead storage compartment. There's been a clear effort not just to improve the perception of quality in the cab but also to beef up high use, high stress items such as the rear doors. These have been reinforced and high strength door hinges are used. Similarly, the sliding side load doors benefit from reinforced rails, runners and door locks - all of which raise durability and security standards.

Market and Model

Prices, as you'd expect, are much the same as those being charged for the Vauxhall Movano Electric, Peugeot e-Boxer, Fiat E-Ducato and Toyota Proace Max Electric models that share this Citroen's engineering. That meant at the launch of this updated model that without VAT but after deduction of the government's £5,000 Plug-in Van Grant, you're looking at starting figures beginning at just under £45,000 for the L3H2 35 version. Add around £800 more for the weightier '40' variant. There's only one 110kWh battery option - and only one trim level ('Enterprise') too. To give you some price perspective, at the time of this updated model's launch, an equivalent 35 L3H2 140hp BlueHDi diesel auto version of this Relay cost from just over £34,000. At least your business will get a reasonable amount of kit for its money. Cruise control with programmable speed limiter is standard, while for added practicality, a 12V socket is fitted to the load area. There's also a USB charging socket on the dashboard. The e-Relay now features 'My Citroën Play Plus' package featuring a 10-inch colour touchscreen with Citroen Connect DAB radio, 'Apple CarPlay' and 'AndroidAuto' with TomTom 3D connected navigation. The interior is enhanced with a wireless phone charger, automatic climate control and upgraded fabric upholstery.

Practicalities and Costs

On to practicalities. You don't get a choice of roof heights with the e-Relay - just the standard H2 model. And body lengths are limited to the longer L3 and L4 models. There's now a heavy duty version, so payload isn't quite so limited. 1,385kg will be the most you can carry - compared to 2-tonnes in the diesel variant. That's better than a Mercedes eSprinter. But Citroen shouldn't congratulate itself. In contrast, the distantly-related Fiat E-Ducato can take up to 1,570kgs. Outside the Stellantis Group, other rivals can easily better this Citroen's payload showing too. Load capacity figures are the same as with a diesel-powered Relay. That's because the drive system's lithium-ion battery is mounted under the floor between the front and rear axle and so doesn't impinge on the cargo bay. In L3 configuration, the e-Relay has a load deck length of 3705mm and an internal load height of 1932mm, which gives a 13m3 capacity. The largest e-Relay L4 has a load deck length of 4070mm and a 17.0m3 capacity. We gave you the range figure - 261 miles - in our Driving section (up from 154 miles previously). The e-Relay is fitted as standard with an 11kW onboard charger. A full charge from an 11kW AC charger will take 12 hours. While using a 150kW DC rapid charging point, 55 minutes is enough to charge the battery to 80%. Like Citroen's other fully electric LCV models, the e-Relay is exempt from current ultra-low and congestion charge payments. The zero emissions powertrain also allows businesses to save significantly on company van tax, with a 0% Benefit-in-Kind tax rate. This provides eligible businesses with immediate and significant annual savings that can amount to thousands of pounds.

Summary

With this updated e-Realy, there's no longer such a feeling of getting first generation EV large van tech. This is really the kind of e-Relay we should have had from the start, with, with competitive range and payload stats, plus an interior that no longer looks like it was designed in the last decade. Get a good deal and you now really could consider choosing an e-Relay over a Ford E-Transit or even a Mercedes eSprinter. Whether you'd want one over a mechanically-identival Vauxhall Movano Electric or Peugeot E-Boxer is another question of course. Still, if your fleet already runs Citroens - and particularly e-Berlingo and e-Dispatch models - it would make sense to keep things common and add a few e-Relays as well. This might still be a somewhat strange confection, but it's the first really competitive large Citroen EV van. And that makes it a significant milestone in Citroen development.