Renault Master 2015 Review

Renault Master L2H2 mid-roof MWB Energy dCi 165
Road Test

After three years on the market, Renault updated its Master large LCV range this January (2015) with a new look, a new engine and three new models to the 20-strong line-up. There are more safety features too, and a choice of powerplants that span both manual and automated-manual variants.

For the latter the single-turbo M9T dCi 150 unit is carried over, delivering 110kW and 350Nm. Shift gears for yourself and the new direct-injected twin-turbo M9T Energy dCi 165 will reward with 120kW and 360Nm. Meanwhile, smaller L1H1 models remain available with the Energy dCi 135 unit, which makes 100kW and 340Nm.

Though it mightn’t seem like the largest increase in power and torque, the differences to the highest-spec engine (as tested here) are a real surprise. The flexible low-end torque and improved fuel economy endow the 2.3-litre twin-turbo-diesel — which is shared with the new NP300 Nissan Navara — with amazing pulling power from just 1500rpm.

In fact the accessible torque means you need to recalibrate the way you drive. Petrol and diesel drivers alike will find gearshifts are dealt with much sooner than anticipated. Steep hills are no match for the twin-turbo Master, which easily tackled a long 60km/h, 15 per cent grade north of Melbourne fully loaded in fifth gear.

The front-wheel-drive Master’s six-speed manual transmission is a willing accomplice in the cut and thrust of stop-start traffic too. The shifter is clean and communicative, cooperating well with the progressive, well-assisted clutch. A gearshift indicator on the dash, and standard idle stop-start, help conserve fuel, and on test we managed an average of 7.6L/100km. The number means a theoretical working range of over 1300km from the Master’s 100-litre tank.

The mid-roof, mid-wheelbase variant on test offers a payload of up to 1583kg (on test we hauled up to 750kg) with 10.8 cubic metres of space and a dozen tie-down points. Add a kerb mass of 1927kg into the equation and the Master’s GVM comes in at 3510kg, which means it can be driven on a car licence. Renault rates the Master with a braked towing capacity of 2500kg.

Renault’s L2H2 Master rides on a basic but well-sorted strut (front)/torsion beam (rear) arrangement suspended by coils up front and leaf springs at the rear. The ride is a touch firm unladen (naturally) but settles quickly with a few hundred kilos up the back. Steering is assisted via an electro-hydraulic arrangement offering a turning circle of around 15.5m, while braking is handled duly by a strong disc/drum combination backed with ABS plus stability and traction control.

In the rear, and in addition to the tie-down points listed earlier, the Master's painted all-steel interior offers protective inner skins half way up the walls and doors. The area is accessed via 50:50 barn doors at the rear and a single 1260mm-wide sliding door on the kerb side. A single internal light is offered, but it's annoying to note there are no grab handles at either entrance and that the rear compartment cannot be locked/unlocked independently of the cabin.

The cabin itself, separated from the load area by a sturdy steel bulkhead, is again free of grab handles for entry/exit. Considering the height of the cabin this oversight is quite profound, and potentially could be an OH&S issue in the wet on Master's slippery vinyl floors. Also, the polyurethane steering wheel and gearshift knob are a little coarse to the touch, which is less than pleasing during constant use.

Staying on the ergonomic front we also found the seat itself lacked thigh and bolster support, and that the cushion did not provide as much, err, cushioning as we'd have liked after two very long days at the wheel. Renault offers a suspension seat as an optional accessory and we'd recommend this to anyone considering the Master for longer trips or all-day use.

On the bright side, the Master's cabin is well screwed together and, excusing the comfort of the seat, ergonomically correct. The seat's travel, armrests and the steering column are adjustable to offer a decent driving position while vision, the large wing mirrors and the view of the instrument panel is excellent.

We found the headlights to be very good for Australian conditions and the wipers cleared the screen well. There's also a nifty amount of storage within including overhead shelves, multiple door pockets, dash-top recesses and a number of cupholders. The Master also offers 12-volt and USB power outlets and a decent glovebox.

Unfortunately, and in spite of that bulkhead, noise levels in the cab are a little high. There's a fair amount of wind and road noise and the engine's turbocharger can be heard to emit a high-pitch whistle when under load (dogs will hate it!). The audio system offers the usual array of sources for playback and standard Bluetooth, though we found the radio reception poor and the sound quality merely passable.

The Master is easy to reverse, in spite of the lack of a reversing camera, and the steering well assisted. The rear wheels are placed far enough back to make manoeuvring into tight spots a breeze, though getting out of them means running the nose further than usual from your turning point to avoid striking the rear wheel against the kerb.

The Master, like all LCVs, is not (yet) obliged to meet ANCAP or EuroNCAP safety regulations and as such does not have a safety rating. It does, however, come as standard with anti-lock brakes, electronic brake-force distribution, hill-start assist, stability and traction control (with Renault Grip Xtend for use on soft or loose terrain), and a pair of frontal airbags.

Capped-price servicing is included for the first three services (service intervals are set at 12 months/30,000km) at $349 a pop while a three-year/200,000km warranty should suffice for most small fleet operators. Add fantastic fuel economy and easy driveability to the mix and the Master is not without its plaudits – perhaps the installation of a suspension seat and a couple of grab handles would make it all the better.