Overview

RENAULT has launched its fourth-generation Master large van in Australia, bringing sweeping updates to a platform that hasn’t seen a ground-up redesign in more than a decade; yet remains the brand’s top-selling model.

The diesel line-up kicks off at a competitive $55,990 plus on-road costs for the mid-wheelbase (MWB) standard roof manual variant, before rising to $59,990 + ORC for the MWB standard roof automatic, $61,990 + ORC for the long-wheelbase (LWB) standard roof, and $65,990 + ORC for the LWB high roof automatic.

Due in the first half of next year, the E-Tech electric variants will start at $77,990 for the MWB and $79,990 for the LWB standard-roof, both before on-road costs.

This represents a slight price jump over the third-generation model, ranging from $790 for the entry spec to $4790 on automatic mid- and long-wheelbase variants, but the new model adds a lot of tech, refinement, and functionality for the extra coin.

The new model uses a wind tunnel-optimised ‘aerovan’ body that offers a 10 per cent fuel use reduction, achieved through the use of a tapered rear-end, inclined windscreen angle, tweaks to the mirrors and wheel covers, and air intakes on either side of the bumper.

It looks undeniably better than the outgoing model, which was facelifted in 2020 but lacked the visual refinement of dominant segment players like the Ford Transit Custom or Mercedes-Benz Sprinter.

The diesel line-up scores an updated Euro 6-compliant turbocharged 2.0-litre diesel engine, producing 125kW/380Nm, mated to a new ZF nine-speed true automatic transmission that replaces the old eight-speed automated manual, driving the front wheels only. A six-speed manual remains available in base MWB trim.

It is, however, the first locally delivered Master that requires Ad-Blue, filled via a separate 20-litre tank.

While Renault has not yet provided fuel use figures, the slippery body, smaller engine, and additional ratios should allow it to slip in under the old model’s claimed 8.1-8.3 litres per 100km.

E-Tech models use a front-mounted motor producing 105kW/300Nm, underpinned by an 87kWh battery for a claimed WLTP driving range of up to 409km.

From a packaging perspective, the redesigned body also offers productivity improvements, like an additional 23cm of cargo length and 40mm of extra side door width.

The result is a 1312mm side door opening (which will fit a standard pallet) across the line-up and improved cargo capacity ranging from 10.8 to 14 cubic metres depending on the variant, and all models score rear barn doors that open a full 270 degrees.

Diesel variants feature a Gross Vehicle Mass (GVM) of 4000kg and offer a payload capacity ranging from 1811 up to 1973kg, while electric models get a reduced 3500kg GVM for a payload of between 1084 and 1164kg.

Inside, the three-seater cabin centres around a driver-centric S-shaped dash with parts lifted from Renault’s passenger car range, offering an all-round more premium experience compared to the old runner.

Interior features include a 10.0-inch infotainment touchscreen, two USB-C charge ports, and standard steel bulkhead window, as well as a handy optional folding workstation fitted within the middle seatback.

Safety gets a bump too, with a full ADAS suite included across the line-up, and the new model scored the maximum Platinum safety rating under Euro NCAP testing protocols for vans.

The Renault Master is covered by a five-year/unlimited-kilometre warranty with five years of roadside assistance, and scheduled services will come around every 12 months or 30,000km.

Renault also offers capped-price servicing, with maintenance costs for the first five years/150,000km (whichever comes first) coming in at $4125.

Driving Impressions

On the move out of Sydney, heading west towards Camden, the first thing we noticed was the undeniably firm ride which isn’t uncommon in the van segment but did highlight some of the rougher roads we wound up on.

We drove a mix of loaded and unloaded models, and with 750kg of ballast the Master still felt firm but was far more compliant, and a bit more weight would have helped even more, we think.

The updated engine and transmission work really well together, delivering a refined drive with plenty of punch during take-off. It never feels underpowered, as many vans can.

Renault’s move to a torque converter auto, rather than the old AMT, makes the Master much better around town and while we’d have to spend longer in it to tell, it’s surely more fuel efficient too.

The steering wheel has been moved to a more upright position, which makes this feel a lot more like a car, and a new brake booster delivers an assured, progressive pedal feel while apparently also sharpening the autonomous emergency braking responsiveness.

Making vans easier to drive is the key to getting bums into seats, particularly as companies struggle to find experienced drivers. This feels like a big car, rather than a van, so hats off to Renault.

In terms of the Master’s quirks, the cockpit layout remains unapologetically French. It has character and goes against the status quo, which we respect, but some things do feel harder than they need to be.

For starters, volume and audio skipping are controlled using a stalk positioned below the steering wheel column, which sure, you’ll acclimate to, but it’s not particularly intuitive given the vast majority of audio controls are on the steering wheel these days.

It actually works really well, particularly when applying steering lock (it’s legal to multi-task), but would steering wheel buttons have made more sense? Maybe. Probably. 

The gear selector is also hanging off the steering column, but this is smart in a van because it frees up cabin through-space.

If you’re used to right-hand indicator stalks, which most vans have now moved away from, you’ll probably knock it into neutral on a left lane change, but that’s something you only do once or twice.

On the topic of cabin space, the S-shaped dashboard sweeps forward to envelope the driver, though the partition means it compromises your ability to walk through the cabin. If you’re used to a true walk-through cab, or frequently exit via the passenger door, the Master might feel cramped… unless you’re built like a rake.

Other quirks include enormous cupholders that double as grab handles, and the accelerator and brake pedals are set relatively close together, which had us stabbing both at a couple of points, so if you wear work boots it’ll probably happen to you, too.

Thankfully, Renault has listened to operators tired of overbearing active safety alerts, because the ADAS calibration on the Master is nice and chilled out. We’re not sure we remember it chiming in once.

Also, tucked down to the right of the steering wheel is a dedicated ‘Perso’ (French for personalise) button, which allows you to customise the ADAS to your liking, silencing it with a double press after start-up.

After a couple hundred kilometres, it’s fair to say Renault has delivered a Master that is, in every way, better than the last. And the last was pretty damn good.

It’s priced well, rivals segment leaders on paper and has plenty of French flair, which in the age of rinse-and-repeat, appliance-on-wheels design is a big plus.