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Renault’s all-new Master aims to undercut and outperform the large van competition. Can it succeed? Lawrence Allan gets behind the wheel to find out.
Things you'll like
- Improved comfort and tech
- More efficient yet still practical
- E-Tech has 285-mile EV range
Things to consider
- Limited model line-up for now
- E-Tech isn’t the most powerful electric van
- Single sliding door as standard
What is the Renault Master?
Transit, Sprinter, Crafter, Ducato – many of the big players in the large van market are long-established and, if you’re in the trade or a delivery driver, household names. The Renault Master is no different, with 45 years of service under its belt and three million examples having found homes.
Amazingly, in that time the Master has only been through three generations, with the last version faithfully serving for 14 years. But with most rivals offering something fresher (bar the even longer-lived Ducato) 2025 sees the all-new, fourth-generation Master arrive on the scene.
There’s a new, more aggressive-looking front end and aerodynamic improvements, but the new Master isn’t just a visual update – it sits on a new platform with more advanced technology and comfort features, while still offering substantial payload and towing capacities.
As with the old Master there’s a variety of diesel power options, while you’ll also find the all-electric Master E-Tech. The latter offer massive improvement in performance and range capability over the old model. But can the Master blow away the tough competition? We’ve sampled both diesel and electric versions for this in-depth review.
Verdict: is the Renault Master a good car?
It’s not hard to see why the new Renault Master has already picked up several awards. It’s improved in every key area, from the driving experience to cab comfort and load capacity, while also being noticeably more efficient. The new E-Tech electric model’s class-leading range and payload capacity is equally impressive. For the money, it’s the large van to beat.
Pricing, specs & rivals
The cheapest way into the latest Renault Master is with the medium wheelbase, medium roof size (L2H2) in Advanced trim with the 130hp diesel engine, which starts at £33,500 ex. VAT.
That makes it significantly cheaper than an entry-level Ford Transit, VW Crafter or Mercedes-Benz Sprinter, even if the ageing Fiat Ducato/Vauxhall Movano and its other Stellantis cousins are slightly cheaper still. The Master looks to be a good value option overall.
A mere £750 extra gets you the more powerful 150hp model, while the nine-speed automatic gearbox commands a £2,000 premium. Steeping up to long-wheelbase form adds just £750 to the base price, too, while long-wheelbase high-roof models start at £35,250 ex. VAT.
Extra trim brings the option of a range-topping 170hp diesel engine in auto-only form, which starts at £38,500 ex.VAT.
Meanwhile, the E-Tech electric version also looks striking value at £42,500 ex.VAT – and that’s not including the £5,000 plug-in van grant that can bring the price down to just £37,500. Again, the long-wheelbase version adds £750, but there’s currently no high roof option with the E-Tech.
Instead, four-tonne versions are offered from £45,500 ex. VAT before the grant. That’s cheaper than the smaller Ford E-Transit Custom, impressively.
In terms of standard equipment Advance models come with all the kit you’d need including air-con, auto lights and wipers, LED running lights, heated and electric mirrors, a six-way adjustable driver’s seat with armrest and lumbar support, rear parking sensors and cruise control. You also get a 10-inch touchscreen with wireless Android Auto and Apple CarPlay, plus a host of safety tech.
Top-spec Extra trim is only offered on the diesel version to keep costs down with the E-Tech electric model. Its main upgrade is Google features including Google Assistant voice control and Google Maps – handy if you’ve got a day of multi-drop routes ahead of you.
But you also get front fogs with a cornering function, one-touch electric windows, LED load area lighting (essential in British winters), additional 12-volt sockets and blue seat stitching.
Rivals
The Master might be an all-new van, but with cost-conscious fleet buyers ruling the market its closest competitors are the Fiat Ducato along with the near-identical Citroen Relay, Peugeot Boxer and Vauxhall Movano. Nissan also offers the Interstar, which is nearly identical to the Master but has a cheaper, smaller-battery electric variant.
The considerably higher price of models like the Ford Transit, VW Crafter, MAN TGE and Mercedes-Benz Sprinter makes the Master look good value, but private buyers may prefer the performance, quality and reputation of those models.
Renault Master: Interior, cab comfort & technology
The outgoing Master had a functional but clearly dated cab design, so it’s nice that things have moved on a fair bit with the new model.
Granted, it’s not a wild array of bold colours and plush finishes – it is a van after all. But the hard-wearing plastics look and feel nicer, while the trio of seats are very comfortable – small wonder, because they’re effectively the same seats you’ll find in Renault’s Austral family SUV.
Although there’s a suite of new on-board tech, Renault hasn’t gone for form over function. There are plenty of easily accessible physical buttons for controls, and we like the rotary selectors for the climate control (you’ll also find those in Renault's passenger cars).
Quality is good and the Master feels built to withstand plenty of punishment – the cupholder on the driver’s side, for example, is engineered to withstand 300kg of load and doubles as a grab handle to aid access.
The well-padded seats – which come with lumbar adjustment, a built-in armrest and optional heating - also give you a good driving position with loads of visibility. The door mirrors are larger than the old model, too, which aids parking and lane changing.
Our only bugbear is that the centre passenger has limited space due to the gearlever position. This is addressed on the E-Tech model which has a column-mounted drive selector, but the dash still juts out somewhat.
Infotainment, sat-nav, stereo and connectivity
It’s great to see that even entry-level Advance models come with a 10-inch ‘OpenR Link’ central touchscreen which uses very similar Android Automotive software to Renault’s passenger car range.
It’s mounted in the centre of the dash within the driver’s line of sight, with bright and clear graphics, a simple menu layout and a responsive screen. Both wired and wireless Apple CarPlay and Android Auto are built in on all versions, with over-the-air updates set to bring a range of apps too.
Extra models go one step further with Google built-in tech that’s optional on Advance. This includes Google Maps sat-nav, the Google Assistant voice control system and the Google Play app catalogue that gives you access to YouTube, Microsoft and Gmail, among other functions.
There’s also a smartphone app to access key functions and locate your van easily. This becomes more advanced with the Master E-Tech, giving you remote preconditioning, charging control and access to the Mobilize Charge Pass – Europe’s largest charging network.
Wireless phone charging is optionally available, with USB-C connections in the cab on all models. Analogue instruments with a 3.5-inch TFT display are standard, but the E-Tech gets a full 7-inch digital dial display instead – optional on the diesel.
How practical is the Renault Master?
As well as plenty of space for two (and sufficient space for three if needed) the new Master has plenty of in-cab storage. Renault claims there’s 135 litres in total, including roof-mounted compartments, deep bins in the dashboard, reasonably-sized door bins and under-seat storage.
One disappointment is that right-hand drive UK models don’t get the huge sliding glovebox that European versions get due to the space needed for the fusebox. You do, however, get a middle seat that can be folded down to create a desk-like area with extra USB-C ports – great for a laptop should you need to be checking emails or work sheets on the go.
Diesel versions only get two cupholders, which is somewhat stingy, but there’s a third where the gearstick would otherwise be in the E-Tech.
Of course, your simple panel van design isn’t the only offering with the Master. Renault will let you order platform cab, Luton van, tipper and dropside versions of the Master, too, with the latter two bodystyles converted in the UK and taken back to the factory.
You can even specify bespoke apps to be installed in the infotainment system to prevent operators needing to retrofit panels and switches for added functions, which keeps things neater when the time comes to sell the van on.
Payload, volume and load bay capacity
The Master hasn’t sacrificed load bay practicality with its new aerodynamic body. In fact, the maximum payload capacity (in the L2H2 configuration) has a payload of up to 1,971kg – the best in its class and half a tonne more than the same-sized Transit.
Diesel Master models can only be ordered with a 3.5-tonne maximum gross weight, whereas the electric E-Tech can be ordered with a four-tonne maximum – the licence restrictions these models have mean they aren’t likely to be big sellers anyway.
Even the Master E-Tech offers impressive payload capacities, with 1,125kg on the 3.5-tonne model and 1,625kg with the four-tonne model. The former is considerably more than most EV rivals.
In terms of cargo volume the Renault Master is pretty good but not class-leading, with a maximum of 14.8 cubic metres in the L3H3 model. That’s more than a Transit, but well behind an Iveco Daily, for example.
The new Master also has a longer load bay than before by 100mm, while the sliding door opens 40mm wider - claimed to be the widest in the market. That gives plenty of space for a Euro pallet to slide through the door. The rear doors swing out 180 degrees to further aid access.
While the diesel version can tow 2.5 tonnes as expected, it’s great to see that the E-Tech model can also manage this – more than electric rivals.
Performance & drive: What is the Renault Master like on the road?
So far our experience of the all-new Master is limited to the smallest ‘MM35’ variant in 150hp diesel manual form and the E-Tech electric model, though more powerful diesels are available.
The 2.0-litre four-cylinder diesel powers the front wheels in whatever version you choose from, and although output varies from 130hp to 170hp torque only varies from 350Nm to 380Nm. There’s only three outputs – far fewer options than the old Master – and no rear-wheel drive variants are currently offered.
This 150hp version is probably the best balance of performance and price, with ample acceleration in reserve to keep up with traffic and deal with motorway inclines. Power drops off above 3000rpm, but below that it’s strong enough.
It shouldn’t struggle when fully loaded, either, though those regularly maxing the payload in larger Master variants will want to consider the 170hp model. Overall, performance is roughly on a par with a like-for-like Crafter, Ducato or Transit, though the ever-powerful Sprinter is faster still.
The standard six-speed manual gearbox has a slick, satisfying action and the clutch is easy, making urban driving a doddle. Renault claims the nine-speed automatic is a huge improvement on the old Master’s unpopular semi-automatic box.
It’s the electric Master E-Tech that impresses most, however. That’s despite its modest power on paper – just 140hp and 300Nm of torque. That’s less than the more powerful diesel options and significantly less than the Ford E-Transit.
We reckon the E-Transit is faster than any large van needs to be, however – the Master’s more modest pace is still good enough for it to feel nippy away from the lights and up to about 50mph, where it starts to tail off a bit. It’s still perfectly capable of mixing it with faster motorway traffic, though a limited top speed of 75mph may limit its appeal if you plan on going to Europe.
The Master E-Tech also has regenerative braking, like most electric vans. There are only two modes, however, with the stronger of the two almost strong enough for one-pedal driving. With the diesel, there’s a neat feature where the brake assistance adjusts to compensate for the load in the rear to ensure the response feels the same.
Power, top speed
- Blue dCi 130: 130hp/ 101mph
- Blue dCi 150: 150hp/ 106mph
- Blue DCi 170: 170hp/ 110mph
- E-Tech: 140hp/ 75mph
Ride and handling
With a shorter wheelbase than the previous-generation Master, the first thing you’ll notice behind the wheel is the turning circle. It’s been reduced by 1.3m – it’s actually less than the LWB version of the smaller Trafic – meaning piloting the Master around town is easy for a large van – much more so than the Ducato and its ilk.
The steering is accurate and well-weighted, firming up for stability on the motorway but feeling light enough in low-speed manoeuvres. The Master’s body doesn’t heave about in the corners, either, though the Transit still has the edge for driver appeal – not the key selling point with vans, admittedly.
What impresses most is the ride comfort, however. Even in the unloaded examples we tried the Master smoothers rough surfaces and big bumps very well regardless of the speed, with very few unwanted rattles. On the motorway, too, it’s commendably smooth – you’d have no problem racking up huge miles in one.
Noise and refinement
Most of the time the Master’s diesel engines are well-hushed thanks to extra sound deadening over the old model. Only when you extend it beyond 3000rpm with full throttle does the engine note penetrate the cabin. Motorway refinement is decent, if not outstanding.
Wind noise is as noticeable as you’d expect from such a bluff shape, but it’s not intrusive by van standards, while road noise is kept in check. You could comfortably have a conversation at 70mph, that’s for sure.
Euro NCAP: is the Renault Master a safe van?
Unlike with cars, Euro NCAP only tests vans for safety assist performance rather than physical crash testing. From 2023-onwards the organisation has made its tests stricter, however, so older tests can’t be compared.
The new Master was given the top-ranking Platinum award with a safety assist performance score of 84%. That’s beyond models such as the Iveco Daily and all the Stellantis large vans, but the Mercedes-Benz Sprinter performed better, while the Ford Transit impressed with a 95% score.
Standard safety kit includes autonomous emergency braking with pedestrian and cyclist detection, lane keep assistance, driver monitoring and traffic sign recognition. There’s also intelligent speed assistance, while four-tonne E-Tech models come with blind spot monitoring too. We like the configurable button to the right of the steering wheel that lets you preset which systems you want to deactivate on each drive – borrowed from Renault’s cars.
All Masters feature rear parking sensors to help avoid reversing woes, but an option is a digital rear view mirror that uses a camera and display in place of the mirror glass.
Fuel economy and running costs
One of Renault’s biggest boasts with the new Master is much improved aerodynamics thanks to extensive wind tunnel testing. It’s 20% more aerodynamic than the old model and claimed to be best-in-class. You’ll notice the slope off in the roof at the back compared to the usual squared off shape.
This benefits fuel economy most. Both 130hp and 150hp diesels promise the same fuel economy figure of up to 37.2mpg combined – a significant improvement on the old model. We don’t yet have figures for the auto models but expect them to be a little lower.
CO2 emissions drop by an impressive 39g/km over the old Master, too, which is particularly important if it’s a company van.
That’s nothing compared to the improvements of the Master E-Tech, though. Whereas the old model had a 52kWh battery pack and a modest WLTP range of 124 miles on a charge, the new model uses an 87kWh battery and promises double the range – up to 285 miles.
That makes the Master E-Tech the longest-range large van on the market, beating the 249 miles of the E-Transit.
DC rapid charging of up to 130kW allows 140 miles of range to be added in under 40 minutes. AC charging is also an impressive 22kW, allowing a full charge in four and a half hours – ideal for overnight depot charging. Vehicle-to-Load tech is also coming later, allowing things like power tools to be powered from the van’s battery.
Renault also claims that battery replacement cost shouldn’t be as big a concern for fleets as it has been in the class. The battery is comprised of twelve models that can be replaced or repaired individually, making it cheaper to keep the E-Tech on the road.
As for the warranty, Renault offers a decent three-year, 100,000-mile cover period – the first two years of the warranty are unlimited. By comparison a Ford Transit is only covered to 60,000 miles, though the Sprinter has unlimited mileage cover in the full three-year period. The E-Tech’s battery is covered for a guaranteed charge level of 70% up to eight years and 100,000 miles.
Service intervals after the first-year service are every two years and 24,000 miles, reducing the downtime – particularly important for fleets.
Renault Master FAQs
Is the Renault Master bigger than a Ford Transit?
In its largest L3H3 form the Renault Master is 6,315mm long and 2,780mm tall, with a 2,466 width including mirrors. The Transit is available in L4H3 form, making it 6,704mm long, 2,790mm tall and 2,474mm wide including mirrors.
Is the Fiat Ducato the same as the Renault Master?
No, the Renault Master is not the same as the Fiat Ducato, although both are similarly specified large vans. The Master is closely related to the Nissan Interstar.
Can I drive the Renault Master on a car licence?
All 3.5-tonne versions of the new Renault Master can be driven on a car licence – that’s all diesel versions. The Master E-Tech is available in a four-tonne configuration, which needs additional qualifications for drivers.
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