Renault Master LWB Diesel FWD LM35 Blue DCI 130 Advance Medium Roof Van

Ten Second Review

The Renault Master has been redesigned for a new era, this large LCV now smarter, more efficient and more car-like. There are three different powertrain formats, including a much improved full-EV version. And all of them are as practical with this MK4 design as the Master has always been.

Background

Here's a very different kind of Renault Master. This, Renault's large LCV model line, has been around since 1980, with over 3 million examples sold in 50 countries over three generations, all of them built in Batilly, near Metz in Eastern France. This fourth generation version though, is arguably the most significant yet, described by its maker as 'the next generation multi-energy aero van'. That's a reference to the way this sleeker big LCV's new platform can accommodate three power sources - diesel, electric and hydrogen. Whatever your choice of variant, Renault claims it will be able to go further, carry more and cost less. Well, cost less to run anyway. All the engineering, as before, is shared with the Nissan Interstar (though this time round, not with the Vauxhall Movano). And brings Renault much closer to the new standards being set in this class by latest versions of the Mercedes Sprinter and the 2-tonne Ford Transit. Let's take a closer look.

Driving Experience

This MK4 Master's 'Multi-Energy' platform has been engineered for three completely different kinds of drivetrain. One of these - a hydrogen engine and fuel cell set-up - is for the future. For now is the previous model's usual diesel Blue dCi unit, available with 130 or 150hp, the latter with an auto transmission option. At the top of the range is an auto-only Blue dCI 170 variant. The alternative is a much improved E-Tech electric powertrain with a much bigger 87kWh battery that provides for a vastly improved range figure of up to 285 miles. The EV variant has much improved pulling power too, thanks to a new 140hp motor delivering 300Nm of torque. Renault's also worked hard on a novel new power-assisted dynamic braking control system that keeps braking effectiveness and pedal feel the same, regardless of how much weight the van is carrying. It also triggers the automatic emergency braking system sooner (response time has been halved) and enhances regeneration, extending the range of the electric versions. And, as you'd expect from an all-new design, the portfolio of camera and radar driver assistance and safety features has been widened. There are now 20 available systems to maximise safety for people in and around the vehicle. It's active safety features include its lateral stability, automatic emergency braking and trailer stability assist systems. It also comes with Intelligent Speed Assist to help the driver stay within the speed limit. The shorter wheelbase and redesigned front axle provide for extra manoeuvrability, including a 1.5-metre-shorter turning diameter. Customers can choose an L3 version for the city driving (L2 is the base vehicle, L3 is available with front wheel and rear-wheel drive and L4 has rear-wheel drive).

Design and Build

Renault describes this fourth generation Master's exterior design as 'show stopping', which might be a slight exaggeration but it's certainly a more attractive thing than its rather non-descript predecessor. The grille showcases the brand's latest logo and is surrounded by extra-large full-LED headlamps in a signature C-shaped array. Lots of work has gone into aerodynamics - hence the 'aerovan' marketing; the bonnet's shorter, the windscreen is further forward and tilted, the wing mirrors, air intake, ducts in the bumper and roofline slope are all streamlined and the rear is narrower. Things are also very different in the cab. The S-shaped dashboard and the dark-upholstered seats have a more car-like feel - as does the steering wheel, which now houses the transmission controls in automatic models. There's also a new 10-inch centre screen and various different kinds of seating options. Choose the bench format most customers will want and the back of the middle seat folds down into a desk, while the base houses a slot to store a laptop and there are USB-C ports to power devices. Renault claims 135-litres of total cabin storage space (a 25% increase), which is market-leading. The available space is spread across the dashboard, side cupholders, glovebox drawers, ceiling slot and two storage tiers in the doors.

Market and Model

The ex-VAT prices for diesel versions start from around £33,500 and range up to just under £40,000, with a choice between two trim levels - 'Advance' and 'Extra'. There's a choice between two body lengths and two roof heights; and three versions of the Blue dCI diesel engine, the '130', the '150' or the '170'; the latter two can be had with auto transmission. If you'd prefer the E-Tech electric version, ex-VAT prices start at £42,500 before you factor in the £5,000 Plug-in Van Grant. There's only one trim level for the E-tech, base 'Advance'. Across the line-up, there are 20 panel van derivatives. And a further 20 derivatives available across the chassis cab and platform cab ranges that offer a basis for conversion, where workshops can handle several alterations directly (adding tippers, deepening interiors, adding volume, etc.). This catalogue of factory-mounted kits also shortens turnaround times and simplifies transport logistics. You'll be able to equip your Master with Vehicle-to-Load (V2L) and Vehicle-to-Grid (V2G) capabilities. These include charging other devices from an outlet in the interior or load area, as well as adaptors to plug power tools, computers and other devices into charger outlets. You can also power custom-built body parts (refrigerated compartments, automatic tailgates, extra heating or air-conditioning systems, etc.) directly from the battery. The EV E-Tech version will also be able to feed energy from its battery to the grid (V2G) using a bi-directional charger.

Practicalities and Costs

Master panel van load capacities range from 10.8 to 14.8 cubic metres, with a 40mm wider opening at the sliding side door and 100mm longer load areas - the longest in the category. This MK4 model's greater payload capacity, length, width and volume should grow its market share. There's a choice of medium or long wheelbases (cargo area length 3225mm or 3857mm); and medium or high roof options. Payload capacities range between 1,547kg to 1,971kg. There's 750kg of unv=braked trailer capacity. As for running costs, well, Renault says it's worked hard in this area. The diesel versions are said to consume substantially less fuel (1.5 litres less per 100km on average) and emit less CO2 (39 grams less per km, below 200g/km). Depending on the version, the engines can be paired to a 6-speed manual gearbox or a highly efficient new 9-speed automatic gearbox. The Master E-Tech electric version's 87kWh battery provides a WLTP range of up to 285 miles. And this variant has class-leading payload capacity (1,625kg) and towing capability (2.5 tonnes). Its consumption remains reasonable, at a WLTP standardised 21 kWh/100km, thanks to the battery heat management system. A 130kW DC fast charge adds 229km of range in just 30 minutes. A 22kW AC home charger tops up the battery from 10% to 100% in just under four hours. You'll need 28 hours and 30 minutes to top up completely from a 7.4kW garage wallbox. As usual with a Renault van , a 3 year/100,000 mile warranty is provided, with no mileage limit for the first two years and roadside assistance for the entire duration. You also get a 3 year paintwork guarantee and a 12 year anti-corrosion warranty.

Summary

This generation of Master needed to take a big step forward to stay competitive with its Ford, Volkswagen, Mercedes and Stellantis Group competitors in the large van segment. It has. As before, it's certainly true that all the same design and engineering can be yours in this model's Nissan Interstar clone. But if the deal on offer and the convenience of your local Renault franchise swings you this Master's way, there's lots to like here. It's no surprise that the diesel engine line-up's much the same, but it would have been nice to see a Transit-like PHEV option for those undecided about the switch to electric. That EV option's certainly more palatable thanks to this Master's switch to a larger, more usable 87kWh battery. To look at and to sit in, this Renault now feels like an LCV product of this century's third decade rather than its second. Whether that's enough for this model to significantly grow its market share it'll be interesting to see.