Citroën e-Relay electric van review

It wears the brand's double chevron badge, but the latest Citroën ë-Relay is essentially the same van as its Stellantis siblings — the Fiat E-Ducato, Peugeot e-Boxer, and Vauxhall Movano Electric — and faces the same challenges as each of them.

Large electric vans have proved to be a tricky challenge for van manufacturers. Many operators cover long distances in a day, and these same users often require maximum payload, an area where, due to the weight of the battery pack, things get awkward. Demand has been low, which means there’s been little investment in new products.

The basic van underneath the Citroën badge has been around for 19 years, but a recent update has seen some serious money spent where it matters. Gone is the old ë-Relay’s limited range and performance, with a new motor and battery pack giving the latest model some serious on-road prowess.

At the same time, Citroën has given the interior a small refresh, adding modern tech that’s been expected in any vehicle for a few years now.

These improvements aim to keep the ë-Relay competitive against newer rivals like the Ford E-Transit, Maxus eDeliver 9, Mercedes eSprinter and Renault Master E-Tech, and as its built-under-licence cousin, the Toyota Proace Max Electric.

Read more: How we test vans

What’s new?

- April 2025 - Onboard charger upgraded to 22kW – 150kW DC rapid charge (0-80%) can be completed in 55 minutes

- March 2024 - Facelift sees introduction of new grille and front bumper, 97.8kWh (usable capacity) battery replaces 37kWh and 75kWh units – official range increases to 263 miles

- May 2022 - 75kWh battery replaces 70kWh unit – official range increases to 154 miles

The ë-Relay benefits significantly from the latest technical update. Gone is the puny motor and small battery from the previous incarnation, replaced by a potent 275bhp unit that produces a hefty 302lb-ft of torque — all very useful for getting up to motorway speeds or facing long climbs, especially when loaded.

More important is the update to the battery. Underneath the van is a 97.8kWh (usable capacity) battery pack, which means the 3.5-tonne version can officially achieve 235 miles in – up to 263 miles in the 4.25-tonne heavyweight, which is restricted to 56mph. 

As ever with electric vans, a word of caution is warranted. If you put a heavy load in the back (more on that later), and head out onto the motorway in the middle of winter, you’ll get nowhere near that test figure. With good weather, a very light load and the flatlands of Cambridgeshire to drive around, our result of 253 miles to a full charge is likely to be the exception rather than the rule.

The Renault Master E-Tech can only boast a 141bhp motor, but despite half the power and a smaller 87kWh (usable capacity) battery, it still manages 285 miles on the test cycle due to its modern and efficient design. The Mercedes eSprinter’s battery selection goes to an even larger 113kWh option, with up to 273 miles of range, and is the van to choose if you want to carry a vast number of very light items over long distances.

Three selectable driving modes — Eco, Normal, and Power — allow drivers to balance performance and efficiency, with the Eco mode limiting the van to 56mph and reducing the power of the climate control system. There are also four regenerative braking modes, controlled with paddles behind the wheel. They range from nothing to brutal, although there’s no true one-pedal driving mode.

There’s power, performance and range, but the sum is very much less than the parts, thanks to the ageing chassis underneath the cab. Steering is vague, body roll is noticeable, and the ride can feel harsh in all circumstances, especially when unladen. Granted, it does settle down with a load on the motorway, where it’s actually quite pleasant, but rivals like the E-Transit and Master E-Tech offer far superior dynamics and comfort.

“There’s a lot to like on paper, but the power and torque on offer can’t paper over an old chassis. It’s a generation behind the likes of the Master E-Tech.” – Phil Huff, Van reviewer

Step inside the ë-Relay, and the van’s age becomes immediately apparent. A recent facelift introduced a slightly more modern dashboard and updated technology, but the cab still feels outdated compared to competitors.

Also causing the ë-Relay to lag behind its rivals — especially the new Renault Master E-Tech and even the ageing Ford E-Transit — Citroën is only providing buyers with the entry-level Enterprise trim. Still, you get the essentials, like a modest 7in infotainment system with the expected features and connectivity (DAB radio, Apple CarPlay, Android Auto), automatic climate control, and plentiful practical storage options. However, we don’t like the lack of a reversing camera on a van that can reach almost 6.4 metres long.

These features are wrapped up in a dashboard that’s best described as functional. Materials and switchgear feel robust enough for daily commercial use, but the ergonomics lag behind the class leaders. The steering wheel only adjusts for rake, not reach, while the very welcome physical buttons and knobs are distributed rather haphazardly around the cab.

As well as the dashboard-mounted cubbies, there’s a storage compartment under the passenger seat which can be used to easily stow away charging cables. 

The cab could comfortably accommodate two passengers alongside the driver, but it’s taken a simply maddening decision to place cupholders almost at floor level, right where the centre passenger’s feet would go. It’s a feature that makes life unnecessarily difficult for everyone on board.

“Cupholders might not be at the top of a buyer’s list, but it’s only when you spend all day behind the wheel that you realise what a difference they can make. Somebody at Citroën needs to go on a long drive, three up.” – Phil Huff, Van reviewer

Practicality remains a strong point for the ë-Relay, unless you need to carry anything really heavy. The large battery pack slung underneath the chassis might not interfere with the cargo bay, meaning load volume remains consistent between the diesel and electric models, but its 655kg weight makes a huge dent in payloads.

Our L3H2 van, the most popular size, has a gross vehicle weight of 3500kg, but the large van and heavy battery leave a payload of just 710kg, which is woeful compared to its rivals. The eDeliver 9 can carry 910kg, the E-Transit up to 980kg, the Farizon SV up to 1045kg, and the Master E-Tech tops out at 1047kg. Only the eSprinter fares worse, at 496kg, but offers some compromise by being absolutely massive. Even the compact Citroën ë-Berlingo van can carry up to 781kg.

The gap remains even when stepping up to the heavy 4.25-tonne models, where the ë-Relay can carry 1460kg of cargo, which is still almost 250kg less than the E-Transit.

Payload isn’t everything. For many, volume matters more, and the ë-Relay performs better there. At 13m3, the L3H2 variant is up with the very best in class, just a little behind the eSprinter, matching the Farizon and Master E-Tech, and beating the E-Transit and eDeliver 9.

The L3H2 model is the smallest ë-Relay, with a longer L4 available in H2 and H3 heights, but only on the 4.25-tonne variants. At the extreme, there can be up to 17m3 of space in the back.

It’s worth noting that opting for the 4.25-tonne variants improves capabilities but introduces regulatory complexities, including mandatory speed limiters, tachograph requirements, and additional MOT testing.

Access to the cargo area is practical, if predictable, with twin rear doors that swing open to 180 degrees and a standard passenger-side sliding door. Optional extras include a second sliding door and rear doors that fold back against the sides of the van, improving accessibility for tight loading areas.

“To compare the ë-Relay to a compact ë-Berlingo is perhaps a little unfair, but it demonstrates how much a large electric van weighs and the compromises you have to make. Carefully consider just how much space you really need in your work van.” – Phil Huff, Van reviewer

Pricing for the ë-Relay starts reasonably competitively at around £50,000 plus VAT for the popular L3H2 variant, undercutting an equivalent E-Transit and Farizon SV. However, it’s considerably dearer than the Master E-Tech, which is our Electric Van of the Year. It’s going to have to make up a lot of ground elsewhere. Unfortunately, there’s nothing standout about the ë-Relay that could swing the balance in its favour. 

Charging options are, admittedly, strong, with the van capable of rapid DC charging at 150kW, providing an 80% charge in around 55 minutes. That compares well to other vans, topping charge rates for the Farizon (140kW), E-Transit (115kW), eDeliver 9 (90kW) and Master E-Tech (130kW).

Thanks to the huge battery, a full charge from a typical 7.4kW AC wallbox is a lengthy 16 hours and 40 minutes. A three-phase 22kW charger at a depot will get the job done in six hours, though, making overnight charging viable with a little investment.

A three-year, 100,000-mile warranty is standard across all Stellantis vans, including the ë-Relay. Mercedes offers unlimited mileage cover for three years on its eSprinter, while Maxus provides a five-year warranty, limited to the same 100,000 miles.

Toyota is the elephant in the room. Despite being mechanically identical to the ë-Relay (it rolls off the same production line in Italy), its Proace Max Electric can be covered by a manufacturer’s warranty for up to 10 years, with few hoops to jump through. It’s still limited to 100,000 miles, though, so high mileage operators or those swapping their van after a three or four year lease, might not be too bothered. Owner-operators and small businesses might want to take a look, though.

“List prices are pretty good, but there are significant discounts available. Big enough to move the needle back towards the Citroën? For fleets, quite possibly…” – Phil Huff, Van reviewer

Buy one if…

- You’re looking for a van with a long range

- You prioritise value for money

- You want a van with a large load area

Don’t buy one if…

- You need a van with a large payload

- You want a van with a modern interior

- You’re looking for a commercial vehicle with a long warranty

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