REVIEW
Renault Master 2014 Review
Want big payload and big comfort? Renault's long-wheelbase, mid-roof Master offers capacity and numerous mod-cons for less than you may think…Renault Master L3H2
Road Test
For delivering the goods, Renault's Master is equally adept in both town and country. The L3H2 (long-wheelbase mid-roof) van isn't the biggest Master available – that title goes to the L4H3 (extra-long wheelbase high roof) – but it still has an impressive 1500kg payload, a 2500kg towing capacity and 13.0 cubic metres of load space. The Master range starts at $40,490 (plus on-road costs).
Renault's Master currently holds third-place in the sales chart for big-capacity LCVs, the French maker selling 441 examples here to the end of June 2014. That's a long way behind the 1261 sales of the class-dominant Mercedes-Benz Sprinter, and a step down from Fiat's Ducato (566), but still ahead of the Ford Transit, Iveco Daily, and Volkswagen Crafter.
Master's influence, however, is growing. Like the rest of the Renault light commercial range the Master's sales are surging, those 441 units representing massive year-to-date growth of 47.0 per cent over the corresponding 2013 period. And with a refreshed Master looming (due here towards the end of 2014), there's no sign of the momentum letting up.
After a week behind the wheel of Renault's Master L3H2 van, which is the largest of the front-wheel drive Masters, motoring.com.au can see the appeal. It proved a capable and willing performer over the 600-odd kilometres we covered, that distance evenly split between town and country.
We loaded the Master up at Melbourne's Motorsport Safety & Rescue to assess its credentials with some weight. In this case we chucked (well, carefully positioned and secured) 1000 kilograms in the back, which accounts for two-thirds of this van's maximum payload.
The Master only comes to our shores with the most powerful of Renault's engine options: the dCi 150. A 2.3-litre four-cylinder turbo-diesel, it's good for 110kW at 3500prm and 350Nm between 1500-2750rpm.
Unladen this engine laughs in the face of the Master's 1970kg kerb weight. There's useable grunt from just off idle and the delivery is smooth and tractable from 2000-3000rpm. It willingly revs higher (its rev-limiter is set at 4300rpm) but for most situations that 1000rpm-wide midrange is fat enough.
Acceleration tests with GPS-based equipment reveals a 0-60km/h time of 7.7 seconds and a 0-100km/h time of 17.0 seconds, which is really only just behind the comparative figures achieved by Renault's Trafic in motoring.com.au's upcoming 2014 medium LCV comparison review.
A one-tonne load does little to dull the shine. With our load in place the Master grunts its way up appreciable gradients, making steady progress from 2000rpm in third gear with the right foot planted. There's no issue here as to whether or not it can handle some weight…
On the highway the manual six-speeder ticks over at 2000rpm at 100km/h; it's nice and relaxed for longer work. The clutch is on the lighter side and the take-up point is progressive, making small adjustments in tight confines a breeze.
The lack of an automatic transmission may put some off although Renault does offer the Master with an automated manual transmission.
Our six-speed manual shifted cleanly through its nicely spread ratios and that's straight out of the box. Our test vehicle had all of 120km on the clock upon collection but the diesel didn't seem tight as new engines often do.
Over the course of the week we achieved a fuel economy average of 9.5L/100km, which equates to a working range of over 1000km from the 105-litre fuel tank. That figure was achieved with mix of city and country driving, largely unladen.
Electro-hydraulic steering combines with a fairly basic MacPherson strut front / single-leaf torsion beam rear suspension package to deliver a ride of surprisingly high quality. Sure, it's a little choppy over road irregularities when unladen but its settles nicely with some weight.
The neutral steering adds to the Master's sure-footed nature. Yes, it's a big bus to get around tighter bends, but it does so with a grace that belies its size – just give roundabouts and sharper corners a wide berth to avoid clipping the kerb with the (single) rear wheels.
The cruise control and speed limiter are standard items and have inset steering wheel controls.
The brakes are a highlight, the all-wheel-disc and antilock-backed affair hauling the unladen Master down from 60km/h in 15.6 metres. That's impressive.
So it’s a big tick for performance, but what about the rest?
The Master comes well-equipped for its workhorse brief. The voluminous load bay offers up a claimed 13.0 cubic metres of space. We measured it to be 3640mm long, 1370mm between its wheel arches and 1900mm high, the latter helping it on its way to a 2495mm travel height. The load bay floor height is a low 560mm.
In standard trim the load bay is a painted steel affair with plastic bodywork protection only on the lower halves of the walls – the upper halves are single-skin affairs which means they're potentially prone to panel damage. A total of 16 tie-down anchor points are provided but they're not incredibly sturdy, while the two internal lights work well.
The single all-steel sliding side door is 1260mm wide but, as we found when attempting to load our one-tonne weight on a standard pallet – the steel bulkhead restricts that aperture. The bulkhead is a standard feature; we ended up loading the weight from the rear instead.
There are a heap of holes and stamping marks in the back but the edges are all quite smooth. We would have appreciated a grab handle by the side or rear 50/50 barn doors. Come to think of it, we would have appreciated wipers and demisters on those rear doors too…
The cabin impressed with its comfortable seating, relaxed ergonomics and abundant storage, the latter comprising overhead shelves, generous multi door pockets, cup holders, dash-top bays and a decent glovebox. There's a coin slot, two power outlets and a variety of hidey-holes, while the centre seat folds forward to reveal a laptop work pad and more cup holders. It's a nice touch but two hands are required to fold it up or down – awkward when in the driver's seat.
A driver's suspension seat is available as an accessory.
The steel bulkhead dampens cabin noise and enhances the efficiency of the heating and cooling systems. We recorded 76dBA at 80/km/h, which is a pretty good figure for a vehicle of this type. The stereo/telephony system (with Bluetooth, USB input and audio streaming) works well and the audio controls are on a stalk off the steering column.
The quality of the fit and finish in the cabin is good; it's a pity we can't say the same for the chunky exterior welds joining the Master's various body panels.
Visibility is generally good. The large split side mirrors (standard and convex) are superb, although the centre seat headrest restricts rear vision through the glazed bulkhead window, as do those standard barn doors.
Our test vehicle was fitted with the $1490 Premium Pack comprising integrated sat-nav, reversing camera, extra cabin storage and a 12V outlet in the load bay.
While the TomTom sat-nav is beneficial it has a fiddly remote, while the reversing camera display is mounted on the back of the driver's sun visor – we'd prefer a touchscreen info display that combines the lot.
Reverse parking sensors are standard – that's a handy thing in a vehicle with a 15.7-metre turning circle.
There's no obligation for Australia's ANCAP or Europe's NCAP to give commercial vehicles a safety rating and as such there's no star rating available for the Master. It has several safety features, however, including antilock brakes, stability control, and driver and passenger front airbags. Head and side airbags are an option (not available with the accessory driver's suspension seat).
Yes, a new Master is in the pipeline, but there's much to like about the current iteration. At $47,480 (as tested, plus on-road costs) Renault's Master L3H2 delivers bang for your buck and a whole lot more, with capped-price servicing ($349 for the first three services), 30,000km service intervals and frugal economy promising plenty to boost a business's bottom line.
2014 Renault Master L3H2 van pricing and specifications:
Price: $47,480 (plus on-road costs)
Engine: 2.3-litre four-cylinder turbo-diesel
Output: 110kW/350Nm
Transmission: Six-speed manual
Fuel: 8.3L/100km (ADR Combined)
CO2: 227g/km (ADR Combined)
Safety Rating: N/A
| What we liked: | Not so much: |
| >> Potent and flexible engine | >> Fiddly nav & reverse camera |
| >> Cabin convenience | >> Spindly tie-downs |
| >> Powerful brakes | >> No rear wiper, demister |
Share this article
Written byRod Chapman
See all articlesOur team of independent expert car reviewers and journalistsMeet the team
Expert rating
74/100
Engine, Drivetrain & Chassis
17/20
Price, Packaging & Practicality
18/20
Safety & Technology
15/20
Behind the Wheel
16/20
X-Factor
8/20
Stay up to dateBecome a carsales member and get the latest news, reviews and advice straight to your inbox.
Looking for a tradie car?Get the latest advice and reviews on tradie car that's right for you.
Explore the Tradie Hub
Related articles
Disclaimer
Please see our Editorial Guidelines & Code of Ethics (including for more information about sponsored content and paid events). The information published on this website is of a general nature only and doesn’t consider your particular circumstances or needs.
If the price does not contain the notation that it is "Drive Away", the price may not include additional costs, such as stamp duty and other government charges.
Please see our Editorial Guidelines & Code of Ethics (including for more information about sponsored content and paid events). The information published on this website is of a general nature only and doesn’t consider your particular circumstances or needs.
If the price does not contain the notation that it is "Drive Away", the price may not include additional costs, such as stamp duty and other government charges.
Contact
Local marketplaces
International marketplaces
Download the carsales app
