Renault Master Single cab-chassis 2014 Review

Since the introduction of its rear-wheel drive, 4500kg GVM Master models last year, Renault has set about persuading a ute-mad Australian market that its Master cab-chassis is a practical and economic alternative to the proliferation of 4x4 and 4x2 utilities.

The rear-wheel drive cab-chassis models appeared in the second-half of 2013 and now sit alongside Renault's lighter (3500kg GVM) front-wheel drive Masters (two mid-roof models in medium-wheelbase and long-wheelbase formats).

There's certainly plenty going on in Renault's LCV range. The market leader in Europe for 15 years, in the last 12 months it has revitalised its Kangoo, Trafic and now Master families.

The French maker also recently revealed its next Master van revision at the 2014 Commercial Vehicle Show in Britain, with the addition of two new twin-turbo diesels headlining the update. Launching in Europe in mid-2014, Renault Australia says we'll see that iteration towards the end of the year.

After attending the Australian press launch of the rear-wheel drive Masters (Single Cab-chassis, Dual Cab-chassis, and High Roof van) in October of last year, trucksales.com.au jumped at a recent opportunity to revisit the Master single cab-chassis.

These days, the Master range comprises up to 350 potential formats, but our test vehicle – the L3H1 Master single cab-chassis – is fitted with a sizable (3730mm long x 2040mm wide x 250mm deep) Top-Dek aluminium tray. It's a solid unit with eight anchor points, and it's big enough to handle a monster load – a 2525kg payload, in fact, which is complemented by a 3000kg (braked) towing limit with the optional towing pack. The Top-Dek aluminium tray is a $3600 option; a $4200 steel tray is also available.

The L3H1 single cab-chassis (from $45,490 plus on-road costs) is also available in a longer L4H1 format (from $47,490 plus ORCs) with an overall buildable length of 7928mm (versus 6452mm for the L3H1). This chassis is also adopted by the Dual Cab-chassis (from $51,490 plus ORCs), which adds seating for four in the back at the expense of some load area.

Pushing the show is Renault's 2.3-litre dCi 150 engine – a four-cylinder turbo-diesel good for a claimed 110kW at 3500rpm and 350Nm from 1500-2750rpm. Master is offered with a number of engine choices in Europe but here in Australia we only get the one (most powerful) unit.

It's a potent engine – surprisingly so for its capacity. It winds up without complaint from just below 1000rpm, before churning out useable grunt through to 3000rpm – load or not, up hills or on the flat.

Peak power chimes in at 3500rpm and there's little need to push beyond this – in any case, a rev-limiter kicks in at around 4250rpm. At 100km/h in sixth gear Master purrs along at 2500rpm.

Renault doesn't quote a fuel economy figure for the vehicle. The trip computer indicated 10.3L/100km (average) although the actual figure at the pump was 10.8 – that figure was recorded mainly in heavy traffic and mainly unladen. With a voluminous 105-litre fuel tank, that's a working range of over 900km.

Our test vehicle had the six-speed manual transmission, and save for a slightly stiff action between first and second, it performs quite well. Sadly there's no auto option, although there is a ZF-sourced ‘Quickshift' automated manual available (add $2500).

The clutch is light and progressive and hill starts were simple, while the brakes provide good power and feel. They are equipped with anti-lock functionality with electronic brake-force distribution, while Master also receives stability control with traction control, front driver and passenger airbags, and adjustable three-point seat belts. Driver and passenger head and side airbags are options [ANCAP and EuroNCAP ratings do not apply for vehicles of this size].

Entry to the cabin is via a spacious side step but an A-pillar grab handle wouldn't hurt – as such the steering wheel does double duty. The cloth-upholstered seat is comfortable enough but those doing big distances should investigate the optional Isringhausen suspension driver's seat (add $890).

The driver enjoys a high travel height – higher than that of most 4WDs – and excellent vision through the front windscreen and rear window, although the view through the latter is impaired by the middle seat when it isn't folded forward. When it is, the back of this seat doubles as a handy workbench for a tablet or iPad.

The cabin is spacious, measuring 1480mm from floor to ceiling, yet over some cold late-autumn Melbourne mornings the heater gets things toasty in no time.

Our test vehicle was fitted with a number of factory options, including the TomTom satnav, rain-sensing wipers, auto double-optic headlights, cornering lights, foglights, glasses storage, and an A4-sized dashboard storage compartment.

There are a multitude of internal storage options, from large door side pockets to a series of slots for coins on top of the dash, plus overhead storage, a deep glovebox, and a range of other hidey-holes. Your biggest issue will be remembering which particular nook or cranny you left any given item in. A storage bin under the passenger seats is available as an option.

It's the usual mix of hard plastics and trim of varying shades of grey and the fit and finish of the panels is up to standard.

Creature comforts include a trip computer, cruise control with speed limiter function, an audio/comms system with Bluetooth connectivity and USB input, plus basic air-con.

For its dimensions, Master is thoroughly manageable on the road. The suspension package comprises leaf springs at the rear and wishbones up front and, while a little choppy when unladen, everything smooths out nicely with some weight.

Docile, neutral steering further complements Master's on-road manners. While the road and engine noise in the cabin is noticeable it's not especially intrusive and vibration is kept to a minimum.

At an overall length of just under 6400mm tip to tail, and with a width (including mirrors) of 2470mm, it requires a fair degree of care when parking or manoeuvring in tight confines, but the turning circle is par for the course.

Having said that, investing in the optional parking sensors or reversing camera would be money well spent.

It takes up the full width of a typical carpark space and at a travel height of 2283mm it will be excluded from some multi-storey carparks. A 4WD ute fares better in these respects but it only takes a day or two to acclimatise to Master's size and, once you have, it drives just like any large car.

A 4WD ute has the edge off-road but with rear-wheel drive and the optional Eaton automatic diff lock (add $1990), Renault says this Master will handle the vast majority of off-road scenarios typically encountered by 4WD utes through the working week. Engine and transmission PTOs (power take-offs) are also available, further enhancing Master's utility.

For all manner of trade applications, Renault's Master single cab-chassis makes a lot of sense. Priced from $45,490 (plus ORCs), it sits between the Mercedes-Benz 316CDI Sprinter ($48,190 plus ORCs) and Fiat Ducato ($41,690 plus ORCs) equivalents.

It's certainly practical, easy to drive, and comfortable, and Renault's capped-price servicing ($349 per service for the first three years or 90,000km) and extended service intervals (now up to 30,000km, as determined by an Oil Condition System) add to its hip-pocket appeal.

Style-conscious tradies won't be deserting their tough-guy 4WDs in droves, but as an economic alternative the Renault Master single cab-chassis has much to offer.