Citroen Relay Review 2025: Price, specs & load capacity

Written by Ivan Aistrop
Quick overview
Pros
- Diesel engine is strong and flexible
- Cargo bay is spacious and versatile
- Durable build quality
Cons
- Ride isn’t the smoothest
- Driving position feels rather awkward
- Newer rivals have cleverer features
Overall verdict on the Citroen Relay
"Panel vans tend to last a lot longer on the new vehicle market than cars. While your average passenger car will probably be replaced with a new model every eight years or so, many vans will often serve for double that time. Even by van standards, though, the Citroen Relay is old-hat."

Yes, the Relay that you’ll recognise today has been around since 2014, which by the standards identified, is by no means unreasonable. However, look beneath the recognisable bodywork, and the modern-day Relay is actually just a reworked version of the previous incarnation, which has been in service since way back in 2006. That makes its mechanical technology extremely old, then, but in lots of other areas, the Relay has undergone almost constant change in order to keep it competitive with newer rivals in the large van market.
The Relay’s origins lie in a joint development programme between Citroen and Peugeot - who many will know have been part of the same ownership for several decades - and Fiat. For that reason, the Relay is mechanically identical to the Peugeot Boxer and Fiat Ducato vans of the same vintage. In more recent years, that relationship has become even closer, because, in 2021, the companies merged completely to form manufacturing giant Stellantis, which builds and sells vehicles from a wide variety of brands. That collection of brands also includes Vauxhall, so the latest incarnation of the Vauxhall Movano now shares the same underpinnings and tech as all its sister vans.
Throughout its life, the Relay has been offered with a wide variety of diesel engines, but in the present day, the range has been rationalised down to just one, but thankfully it’s a really good option. It can also be had in all-electric form, first introduced in 2021, but if you’re interested in one of these, we’d recommend getting one built after the big facelift of 2024. This facelift brought big changes to the powertrain, the most important of which was a much bigger battery pack, giving a vastly improved range.
Despite its very advanced years, the Relay is a competitive offering in the large van sector. It posts very convincing figures for loadspace and payload, it's well built, and thanks to the constant upgrades we mentioned earlier, it’s even reasonably well equipped these days (although if you’re looking at an older example, that wasn’t always the case). Okay, so it’s a little rough and ready to drive, with a jumpy ride and outdated refinement, but if practicality is the most important thing for you, then it’s nothing you can’t live with.
Is the Citroen Relay right for you?
If you need a large van for your business that has lots of space, versatility and flexibility, then there’s plenty to recommend the Citroen Relay. You have lots of choice over the length, height and style of your vehicle, and there are a variety of off-the-shelf conversion and customisation options available at source, too. You also have a variety of powertrain options to choose from, so you should be able to find a Relay to suit your needs.
What’s the best Citroen Relay model/engine/battery to choose?
The answer to this question might well be different for everyone, because the Relay is available in a vast variety of different forms to suit a wide range of business needs, and it’s likely that no two sets of business needs will be the same.
When making your choice, keep a couple of things in mind. We’d advise selecting a van that’s as small as you can get away with because that will reduce your purchase prices and running costs. However, be sure that you don’t overdo it so that you end up with a van that’s too small for you to be able to conduct your business easily.
If you work all over the place, then you’ll need one of the long-legged diesels, but if your work is concentrated in your local area, then the all-electric version could save you a significant slice in running costs.
What other vehicles are similar to the Citroen Relay?
Similar? How about identical? Yep, there are several large vans that are pretty much identical to the Relay in terms of their mechanicals, and also look very similar, too. These are the other large-van offerings from other brands within the enormous Stellantis umbrella company, and they include the Fiat Ducato, Citroen Relay, and Vauxhall Movano.
Other large van rivals from other companies include the full-size Ford Transit, Mercedes Sprinter, Volkswagen Crafter, Renault Master, Nissan Interstar, and Iveco Daily.
Comfort and design: Citroen Relay interior
"With the Relay being such an enormous vehicle, you sit up very high at the controls, high enough that you peer out at the road ahead over the top of most other traffic, so your forward visibility is good."

It’s not perfect, mind. When you’re turning a corner and you’re trying to keep an eye on the inside kerb as you do so, your view of it is blocked by the thick windscreen pillars and massive door mirrors. Those pillars can also block your view slightly at junctions, too.
With a steel bulkhead behind you, your rear visibility is obviously limited to what you can see in those door mirrors, at which point their massiveness becomes a very good thing. All versions get rear parking sensors as standard, but manoeuvring a vehicle of such an enormous size is made a great deal easier if you add the rearview camera that comes as part of some of the option packs available on the Relay.
Finding a comfortable driving position could take you quite a while because the adjusters are rather unconventional. You don’t crank your seat up and down with a lever like you do in most passenger cars and small vans. Instead, there are two catches on the side of the driver’s seat that adjust the angle of the seat base, one from the front, and one from the back. Basically, you have to faff about with these until you find the right height (usually by accident), at which point you level the seat off.
Whatever you do with the strange adjusters, though, you might not be awfully comfortable. The driving position feels awkwardly upright, with the pedals placed a long way below you, so you have to angle your feet in an awkward-feeling way to reach them. The steering column adjustment is also rather strange in that it moves for reach, but not height.
The dashboard design is refreshingly simple by modern standards, with physical buttons and knobs in the centre for controlling the air-con and a few other minor functions. That’s much easier - not to mention much less distracting - than relying on a touchscreen interface for operating such functions. The dashboard was redesigned during the 2024 facelift for a smarter, less cluttered look, and the redesign was effective in its aims while keeping the layout simple.
Quality and finish
You wouldn’t expect a large panel van to be the last word in plushness and sumptuous quality, so you’ll be in no way disappointed that the Relay isn’t. The hard plastic finishes in the cabin are textured reasonably nicely so that they look a little bit more tactile than they actually are, and they should also wear well, even under hard daily use. The switchgear, meanwhile, works in a reasonably slick way for an extra feeling of solidity and polish.
Infotainment: Touchscreen, USB, nav and stereo in the Citroen Relay
There’s been quite a bit of change with the Relay’s infotainment provision over the years: that’s because it’s been on sale for such a very long time, and Citroen has made frequent changes and upgrades over that time in order to keep it competitive with newer rivals. With older versions, low-end versions had DAB radio with Bluetooth and a USB port, while higher-end versions got a five-inch touchscreen with integrated navigation. We never got to experience either system, though.
Things are a little different with today’s modern-day Relay. Go for the all-electric e-Relay, and the infotainment system you get centres around a seven-inch touchscreen fitted with DAB, Bluetooth and a USB port (but with no nav), accompanied by a seven-inch digital instrument screen behind the steering wheel. In diesel-powered Relays, the central screen is demoted to a five-inch item (again, with no nav), while the second instrument screen is replaced by traditional analogue dials.
However, we’ve never encountered either layout because all Relays we’ve driven have been fitted with the optional infotainment upgrade. This brings a 10-inch touchscreen with integrated navigation, Android Auto and Apple CarPlay, and restores the digital instrument panel. You also get double USB ports, plus wireless phone charging.
The upgraded system is actually pretty basic compared with some of the super-complex ones you see in many passenger cars nowadays, but that actually makes it easier to find your way around. Not all the menus are completely clear, but you should find the function you’re looking for without too much faffing.
Space and practicality: Citroen Relay cargo space
Depending on what your business needs are, you can have your Relay in a variety of different forms. The most common body style is the good old panel van, but it can also be had as a Window Van, Chassis Cab, Chassis Crew Cab and Floor Cab. Depending on your loadspace needs, you can choose between three different heights (H1, H2 and H3), three different lengths (L2, L3 and L4), and two different Gross Vehicle Weight (GVW) options (3.5 tonnes and 4.25 tonnes). A few years ago, and even more length and GVW options were offered, but these have since been discontinued.
No matter which of these modern-day options you pick, the width of your load bay (between the wheel arches) is always the same at 1,422mm. And, depending on what choices you make regarding the height and length of your van, your loadspace will be between 1,662mm and 2,172mm tall, and between 3,120mm and 4,070mm long. If you’re looking at overall load volume, even the smallest Relay (the L2 H1) has a capacity of 10 cubic metres, while the biggest version (the L4 H3) can take up to 17 cubic metres of stuff.
For many users, payload will be more important than capacity. The precise permissible figure of your particular van will depend on its size and powertrain. The worst figure you’ll find is on the very smallest version of the all-electric e-Relay, which has a payload of just 710kg. However, all other e-Relays have far better figures of between 1,385kg and 1,460kg.
By and large, the diesels have better payload figures across the board. The lowest you’ll find is 1,235kg, but the norm within the diesel range is more like 1,400kg or thereabouts, and the biggest figure you’ll see is a whopping 2050kg.
Working vehicles like this often need to tow, so it’s handy to know that all electric versions are rated to pull a braked trailer of up to 2,400kg: that’s really good because many EVs are a bit rubbish on this score. Go for a diesel, meanwhile, and towing weights will range between 2,250kg and 3,000kg.
In terms of access to your loadspace, all Relays get a pair of doors on the back end, and these can open up to 180 degrees to allow you to get at the space a bit more easily. Your standard equipment also includes a sliding door on the nearside of the vehicle, giving a nice, wide opening, while a second sliding door can be added on the other side of the vehicle as an optional extra. The floor of the load area is finished in bare metal, and your standard kit also includes a light inside the load bay.
Up front, the cabin features three seats side-by-side, and happily, there’s enough space for three chunky workmates to travel in reasonable comfort thanks to the width of the vehicle.
Handling and ride quality: What is the Citroen Relay like to drive?
"Depending on which version of the Relay you choose, it measures between five-and-a-half- and six-and-a-half metres long. No wonder, then, that it feels rather cumbersome on the road."

You have to be properly concentrating when moving such a vast vehicle around, and you have to also be careful about the speed with which you do it. Not that you’re ever tempted into infringing speed limits, mind, because unless you’re on a wide, open motorway with ample space around you, you’ll be much happier and more relaxed if you keep your speed to a minimum.
Having said that, though, once you become accustomed to the vast size of the Relay, you will find it surprisingly easy to manoeuvre about the place, thanks to excellent forward visibility and very light steering. That steering is also very slow, however, which means that your arms will be working overtime when flinging the wheel from lock to lock, but the Relay’s turning circle is actually tighter than you might think due to there being lots of articulation available on the front wheels.
While cumbersome handling is entirely forgivable in a vehicle like the Relay, however, you might legitimately wish that the ride were more comfortable. Whatever your speed, or the surface you’re on, the suspension feels jumpy and jittery, and while that improves a little when you load a significant amount of weight into the back, it still never settles. Move from a smooth surface onto one featuring more in the way of bumps and potholes, and you’ll feel a fair amount of crashiness to boot.
None of this is entirely surprising given that the platform on which the Boxer is built dates way back to 2004, but that doesn’t excuse the fact that several other rival vans are more comfortable.
What engines and gearboxes/motors and batteries are available in the Citroen Relay?
Vans always tend to have far longer lifespans than cars, and this generation of the Relay is no exception. It’s been plying its trade for such a massive amount of time, in fact, that it’s been offered with a vast variety of different engine options over its lifetime to keep pace with competitors and comply with changing laws. For instance, it was originally offered with 2.2-litre diesel motors of various different outputs, but Peugeot switched these out in 2016, swapping them for 2.0-litre units in order to comply with new emissions laws. The Relay range then returned to 2.2s a few years later down the line. We never got to try any of these early engines, though.
These days, the majority of Relay versions are powered by a 2.2-litre diesel engine developing 140PS, and it can be specified with either a six-speed manual transmission or an eight-speed automatic gearbox.
You’ll have very little reason for complaint if you choose to settle for the manual. The engine feels grunty and strong right throughout the rev range, so you don’t have to work it too hard to make the Relay build speed at a decent rate. In fact, if you do feel the compulsion to apply more revs, then you’ll soon be going a bit faster than is comfortable in a massive vehicle like the Relay.
With the tremendous mass of the massive body it has to haul, plus the added mass of whatever goods are on board, the engine might require you to make a downshift to rebuild your speed when the traffic around you slows, but that’s to be expected. That said, the automatic gearbox does make your life a bit easier in the ebb-and-flow of traffic, and it operates pretty smoothly, too. You’ll also like the way that it manages to keep the engine within its power band very effectively, but without over-revving it.
If you’re after a wee bit more power, there’s another version of the 2.2 diesel with 180PS, offered exclusively with the automatic gearbox. We haven’t yet had the chance to try it, though.
Early pre-2024 examples of the all-electric e-Relay had a 120PS electric drive motor, fed by a battery of either 37kWh or 75kWh in capacity. However, we never got to try an e-Relay of this vintage.
We did get to try one from after the Relay’s 2024 facelift, though, at which point the electric powertrain was completely overhauled. It received a much larger 110kWh battery and a much more powerful electric motor developing a maximum power output of 279PS, and maximum torque of 410Nm. If you’re thinking that those numbers might sound quite high for a large commercial vehicle, then you’re certainly not wrong.
There are three driving modes to choose from. The van defaults to Normal mode when you start it up, but from there, you can select Power mode to maximise performance at the expense of a little bit of range or select Eco mode to shift the bias in the opposite direction.
We can’t see much of a need to switch things up if we’re honest. Normal mode already delivers surprisingly strong acceleration, both away from the mark and on the move. Power mode kicks things up a small amount on both scores, but in a large and unwieldy vehicle like the Relay, the level of acceleration it gives you actually feels like it’s a bit too much. You’ll find yourself scurrying forwards at an unnervingly fast rate, and then getting on the brakes to get your speed back to more comfortable levels. Most Relay drivers simply won’t be in that much of a hurry.
Select Eco mode, and there’s a minuscule drop-off in away-from-the-mark acceleration (although it really is minuscule), but your on-the-move acceleration is reined in rather more, and your top speed is limited to 56mph. Even then, though, you’ll have more than enough pace for most driving situations, so you can happily roll around in Eco most of the time to maximise your range, and only resort to Normal mode when you hit the motorway.
Citroen e-Relay range: how far can you travel on a charge?
Once upon a time, the e-Relay was available with two choices of battery pack, one with a capacity of 37kWh and one with a capacity of 75kWh. The first option was borderline pointless because it had a frankly abysmal range of just 74 miles according to official WLTP figures. Also consider the fact that you’ll likely get a good deal less in the real world from any EV, especially in cold weather or on the motorway, and it becomes even more pointless. The larger battery, meanwhile, gave the e-Relay an official range figure of 154 miles, which still isn’t brilliant.
Happily, the electric powertrain was completely overhauled during the 2024 facelift, giving it not only a much more powerful electric motor but also a far bigger battery, with a capacity of 110kWh. This boosted the range up to a much more respectable 263 miles, which by the standard of large electric vans, is really good.
Refinement and noise levels
The diesel models sound pretty old-school as you pick up speed, and the clatter can get pretty loud if you really work the engine particularly hard. Happily, though, the engine has enough low- and mid-range muscle that you don’t often have to, so the noise rarely gets to problematic levels.
Get yourself up to motorway speed on a constant throttle, and the engine noise fades away into the background. You’ll still feel vibrations coming through the pedals and steering wheel, though, as these are pretty much ever-present.
The gearshift in the manual model is a wee bit notchy but not problematically so, while the automatic transmission swaps between its ratios smoothly, and fairly quickly. The electric version doesn’t have a gearbox at all, so your progress is unhampered by gearchanges of any sort, and you hear barely a whine from the electric motor at any speed.
You might expect wind noise to be an issue at motorway speed in a vehicle with such a blunt shape as the Relay, but it’s actually not. However, it’s difficult to tell whether that noise is surprisingly well suppressed, or whether it’s simply being drowned out by the considerable road noise. You hear it at moderate speed, but it gets louder the faster you go, and by the time you get to motorway speeds, it can be properly wearing.
Safety equipment: How safe is the Citroen Relay?
The Citroen Relay was first released at a time when safety measures such as automatic emergency braking weren’t legally mandatory, so on most early Relays, such features were optional extras that cost buyers extra, and so used examples might not have them as a result. Of course, these measures have since been made standard across the board in line with the law, and in a similar vein, the precise amount of safety kit you get as standard has changed regularly over the Relay’s long, long life. The general rule of thumb is simple: if buying a used Relay, then the later an example you buy, the more standard safety gear it’s likely to have.
Today, the Citroen Relay’s roster of standard safety equipment includes three front airbags to help keep you and your colleagues from harm should the worst happen, plus a variety of driver aids to help ensure that the worst doesn’t happen in the first place. These include automatic emergency braking, a lane support system, traffic sign recognition, driver drowsiness detection, and intelligent speed limit assist.
More safety measures are available on the options list. Side- and curtain airbags can be added for a few quid extra, while a speed limiter is a no-cost option. The City Plus Pack adds blind spot assist, rear cross-traffic alert, 360-degree parking sensors and a digital rear-view mirror to your van. A reversing camera can also be added with other option packs.
Interestingly, adaptive cruise control is not available on the Relay despite it being an option on another large van from within the Stellantis stable, namely the Fiat Ducato.
The Relay, along with all the other related large-van offerings from the Stellantis Group brands, has achieved the Gold standard in Euro NCAP’s Commercial Vehicle safety ratings. This is the second-highest accolade you can get behind the Platinum standard, which initially sounds quite impressive, but it becomes rather less impressive when you consider that of all the vans ever tested, only one has failed to achieve one of the top two levels.
MPG and fuel costs: What does a Citroen Relay cost to run?
"The most efficient examples of the diesel Relay are those from after the 2024 facelift. These have engines that are 9% more efficient than those that went before."

The maximum combined-cycle returns sit at between 37mpg and 44mpg on these later versions according to official WLTP figures. The minimum figures sit at between 21mpg and 31mpg depending on the version, though, so expect your Relay’s average to be roughly in the mid-to-late thirties.
Do bear in mind, though, that real-world returns are likely to sit closer towards the lower end of that range, and that’ll be even more likely if your van is constantly loaded up with weighty cargo.
Charging times: How much does it cost to charge the Citroen Relay?
If you’re considering an early example of the e-Relay, then Citroen says that the version with the 37kWh battery will need around six hours to take on a full charge from a regular 7.4kW AC home wall box charger, while the 75kWh battery will take around 12 hours. If you need to charge more quickly when you’re already on the move, then Citroen says that a sufficiently powerful public DC rapid charging station will take around an hour to deliver a 0-80% charge on both versions (which is confusing given the considerable difference in battery size). That’s due to a rather modest maximum DC charging speed of just 50kW.
If you’re considering an example from after the 2024 facelift, however, then the picture changes significantly due to its much bigger 110kWh battery. The considerable extra capacity, while also bringing a lot more range, will also mean that the battery pack will take much longer to replenish on a domestic wall box charger; Citroen gives a figure of 16 hours and 40 minutes.
However, the facelift also brought a significant hike in maximum DC charging speed, so in the unlikely event that you can find a powerful enough charging station running at its full potential, the facelifted e-Relay can take on charge at a rate of up to 150kW. At that speed, that same 0-80% top-up can be delivered in just 55 minutes, despite the extra battery capacity.
Do bear in mind, of course, that DC chargers cost way more to use than charging at home, so shouldn’t be relied upon on a regular basis. As a ballpark, a full charge at home will cost either £11 or £21 on the pre-facelift e-Relay depending on which battery you have, and around £31 on the post-facelift one: that’s all assuming that your domestic power is billed at the UK’s national average price. Power that comes out of DC public rapid chargers, meanwhile, usually costs around three times that price.
Citroen Relay reliability and warranty
Our usual source of data on the subject of reliability is the HonestJohn.co.uk Satisfaction Index, put together by our brilliant sister website. However, it won’t be of much use where the Relay is concerned, because it doesn’t include commercial vehicles, only passenger cars.
That might be a good thing for the Relay, though, because it means this vehicle didn’t contribute to Citroen’s fairly woeful performance in the study. In the last instalment, the brand was named as the fifth-least reliable manufacturer in the entire study, out of 29 carmakers. What’s more, a couple of the brands with which the Relay shares its mechanical fared even worse, with Peugeot voted as the second-worst manufacturer, and Fiat third-worst. Yikes.
It will come as some considerable comfort, then, that you get an unlimited-mileage manufacturer warranty for the first two years of your ownership, plus a third year of retailer-supplied cover, limited to 100,000 miles. With the e-Relay, the battery pack is covered for eight years or 100,000 miles, and if it falls below 70% of its original capacity during that timescale, then it will be replaced or repaired free of charge.
Citroen Relay insurance groups and costs
Buy yourself an e-Relay, and the chances are that it’ll sit in group 43 for insurance. There’s just one version of the electric-powered Relay that doesn’t, and that’s the sole version with a GVW of 3.5 tonnes rather than 4.0 tonnes, and that sits in group 39 instead. The diesels sit between groups 36 and 38, with the majority occupying group 37. Since insurance groupings run from 1 to 50, with group 1 vehicles being the cheapest to insure and group 50 vehicles being the most expensive, you can deduce that no version of the Relay will be particularly cheap to cover.
VED car tax: What is the annual road tax on a Citroen Relay?
Buy yourself a Relay, and it’ll fall into one of two tax classes. The vast majority of them have an official Gross Vehicle Weight (GVW) of 3,500kg, and as such, will be taxed as Light Goods Vehicles (LGVs). These will be taxed at a flat rate by the DVLA, a rate that currently stands at £335 per year.
Relays with a GVW of more than the 3,500kg threshold (the giveaway is the number 40 in the name of the van, rather than 35), however, are taxed as Heavy Goods Vehicles (HGVs). With these, there are way more variables in the precise amount of VED you pay, so it gets rather complicated. For a definitive answer, check your vehicle's V5C document for its precise tax class, and check it with the DVLA or online.
Citroen Relay price
"If you’re looking to buy brand new, then the diesel-powered versions of the Relay panel van are the most affordable, starting at around £32,000 (excluding VAT) and rising to around £39,000 for bigger versions with higher GVW figures and punchier diesels with automatic gearboxes.”

If you’d prefer to go all-electric, the prices for the e-Relay range between approximately £50,000 to £52,000, although if you apply - and qualify - for the Government’s Plug in Van Grant (PiVG), then you can slice another £5,000 off the purchase price. Regardless of whether you’re considering diesel or electric power for your Relay, Window Van variants sit at the upper end of the pricing scale, while Chassis Cabs sit at the lower end.
If you can settle for a used example, though, there are colossal savings to be made, partly because the Relay has been around for so long, and partly because there are so many of them on the used market. A quick browse of the heycar classifieds shows that prices start from as little as £12,000, and that’s for a diesel from 2019 or 2020. Mileages will be pretty punchy at that money though: expect around 80,000 or so on the dial.
Electric versions are much harder to come by on the used market and will be much more expensive.
Trim levels and standard equipment
If you’re considering a used Citroen Relay, then scouring the classifieds might turn up trim level names including X, Enterprise, Driver and Worker. That’s because, in years gone by, the Relay has been offered in quite a wide variety of trim levels at the same time. And, even at those points in time when the choice of trim levels has been more limited, the Relay has been on sale for such a long time that the amount of kit provided at each stage has changed frequently, creating more and more complexity.
Unravelling it all in detail here would be both massively time-consuming and utterly pointless, so just remember this: Citroen upgraded the Relay’s trim levels almost constantly as time passed to keep this aging vehicle competitive with newer rivals, so the later the example of used Relay you buy, the more standard kit it’s likely to have.
These days, there’s just one ‘Enterprise’ equipment grade offered, although there are a few very minor differences in standard kit depending on whether your Relay is a panel van, a window van, a chassis cab, or whatever. There are a few slightly greater differences depending on whether you pick a diesel Relay or an electric one.
Go for the EV, and the list of standard-fit kit includes automatic climate control air- conditioning, rear parking sensors, electrically adjustable and heated twin-lens door mirrors, electric front windows, an electronic parking brake, and fabric upholstery.
Go for the diesel, and your climate control is demoted to manual air-conditioning, and your electric parking brake is substituted by a manual one, but you’re compensated by gaining cruise control. There are also a handful of differences in infotainment specification between diesel and electric, which we’ve documented in the corresponding section of this review
Ask the heycar experts: common questions
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