Last Updated: 09/07/08
Straight from the source
Whether it is concern over whole vehicle type approval, the desire to retain business within its dealers and factories, or a genuine desire to provide a complete van, manufacturers are increasingly keen to equip their chassis with a body. Call it Good To Go, One Stop Shop or, in the case of Citroen Ready To Run, you’ve got to really want something individual these days not to be able to order it off the shelf from the van manufacturer.But are these single source conversions any good, or are they simply van builders taking the middle line in terms of quality, specification and capacity, in the hope of pleasing most of the people, most of the time?
Citroen has been offering its Ready To Run programme for some time and can supply tippers, dropsides, fridge and freezer vans, as well as specialist vehicles such as glazing vans and a number of minibuses. The company has sourced what it claims are the best bodies and components from UK suppliers, and now keeps most of these core conversions in stock across the UK.
If it’s a dropside that you’re after, you can have a choice of wheelbases and chassis lengths, with single or double crew cabs at 3, 3.5 and even 4 tonnes GVW. The dropside body is a full aluminium construction from Ingimex, with smooth double skin sides, a galvanised steel subframe and a steel front bulkhead with mesh gantry infill.
Our test vehicle sits on the L3 chassis, which means a wheelbase of 4,035mm and an overall length of 6,230mm. As mentioned you can opt for the L4 chassis if desired, but you would have to really need the extra space, as the L3 is already absolutely massive.
Citroen claims a body and payload allowance of 1,845kg on the L3 120 chassis and with the lightweight construction of the Ingimex body it says you still get a payload of 1,500kg, including the driver, fully bodied. While this is an impressive specification, I can’t help worrying that with such a large body less experienced drivers might be tempted to keep on filling up the back until it looks full, which could easily put the truck over weight.
The Relay chassis cab is well proven, coming with up to 25,000 mile service intervals, low insurance grouping and strong residuals. All models also get the firm’s flexible two year unlimited mileage/three year 100,000 mile warranty package, which should offer long term peace of mind.
Certainly the vehicle has a purposeful looking cab, with that jutting chin and strong double chevron grille. The black bumper sections offer scuff-proof protection and there are truck-sized wing mirrors, though some may question the indicator repeaters being the outermost point of contact. Certainly on smaller country lanes progress is accompanied by regular scraping and tapping from bushes and low hanging branches on the left hand mirror.
The workmanlike design continues inside the van, with a well designed interior that looks as if it can stand up to a bit of graft. It’s slightly free of luxuries in there, but the Relay does have electric windows and mirrors. Unusually the mirror adjuster has four positions, electrically adjusting both the two big main mirrors and the two lower convex wide angle mirrors to give an excellent view all around the vehicle.
You also sit high up in the Relay chassis, providing a commanding view forwards over cars. The cab has numerous storage boxes and cubby holes, including a full width shelf above the windscreen. There are also two lockable glove boxes beneath the dash and huge door bins.
As the L3 120 name tag suggests, the truck is powered by a 120hp version of Citroen’s 2.2HDi diesel engine. This Euro IV motor can also be had with 100hp, or you can opt for a 3.0HDi that kicks out a powerful 160hp.
The 120hp motor is a strong performer, easily enough for the 3.5 tonne dropside. With 320Nm of torque from just 2,000rpm there is enough pull to accelerate briskly and the Relay easily copes with motorway work. A six-speed manual gearbox transmits the drive to the front wheels, as with all Relays.
There was a time when a front wheel drive dropside might have raised a few eyebrows, particularly from builders and the construction sector. But the Citroen will cope with everyday site use, if you need greater off-road ability then you probably need a 4x4 truck.
The Relay is primarily a road vehicle though and it has plenty of get up and go. However rougher sections of asphalt do show a chink in the big Citroen’s armour, the suspension is simply rock hard. Even with half a load on board it failed to soften up much, and on anything but the smoothest road it throws the driver and passengers around the cab.
You feel every ripple in the road through the seat and steering wheel, while larger pot holes and bumps can be measured on the Richter scale. The ride only smoothes out at higher speeds on dual carriageways, which have less bumps and dips anyway, but they are hardly a dropside’s natural habitat.
That said, the Citroen has nicely weighted controls and parking in town is easily accomplished with very little effort required to spin the big steering wheel. There is also genuine room for three to get comfortable in the Relay, thanks to the stubby gear lever which sprouts from the dash within easy reach of the wheel.
At the back Citroen has chosen well with the Ingimex body, which looks beautifully built. I’m not sure how those smooth aluminium sides will stand up to prolonged builder use on site, but they certainly provide an excellent backdrop for sign writing. The body has recessed load lashing rings in the floor and the rear corner posts can be removed if you want a flat bed to carry larger loads.
So, low speed ride aside, the big Relay seems to be ticking all the right boxes. However Citroen’s biggest ace remains up its sleeve. The basic 35 L3 120 chassis cab will set you back £17,150 plus the VAT. Add on a body, and the time needed to have it fitted by a supplier, and you have to be looking at around the £20k mark.
The Ready To Run Relay dropside, finished from the dealer, with full warranty, will cost you just £12,495 plus VAT, more than £4,600 less than the basic chassis. No, we’re not sure how they do it either, but be in no doubt, Citroen wants your business. The company does not want you taking your chassis cab business elsewhere.
At that price the big Citroen is barely more than half the cost of some competitive trucks, the word bargain doesn’t begin to describe it. With that sort of saving, you could even forgive a few bumps in the cab.
