Renault Master LWB Standard Roof Automatic 2026 Review

The 2026 Renault Master LWB standard roof automatic we’re testing lands at $61,990 plus on-road costs, up $4,790 over the outgoing model. The extra cost brings more technology, an updated powertrain, and improved payload and cubic capacity.

The fourth-generation diesel models kick off at $55,990 plus on-roads for the MWB manual, stepping up to $59,990 for the automatic transmission variant of the mid-length version. The high-roof LWB diesel automatic jumps to $65,990, while the zero-emissions E-Tech electric variants will arrive in the first half of 2027 starting from $77,990 plus on-road costs for a medium wheelbase and rising to $79,990 plus on-roads for a long-wheelbase layout.

Standard equipment is strong for the van segment, with the new model scoring auto headlights, rain-sensing wipers, and functional inclusions like an integrated front bumper step, 270-degree opening rear barn doors, and a left sliding door wide enough to accept a standard pallet.

There’s also a range of optional upgrades available, with the handiest being a Trade Pack worth $800, which gets you a centre workstation, underseat storage, LED cargo lighting and a rear step board.

Infotainment is handled by a driver-facing 10-inch touchscreen with both wired and wireless smartphone mirroring, paired with a quirky audio control stalk positioned on the right-hand side of the steering column, as opposed to the usual wheel-mounted buttons.

The new Master achieved a Platinum Euro NCAP rating, offering a full suite of advanced systems that include autonomous emergency braking, lane-keep assistance, blind zone warning, rear cross-traffic alert, speed-sign recognition and a handy under-wheel ‘Perso’ button that lets drivers customise the ADAS system and silence alerts with a double-tap.

Powering the diesel models is an updated Euro 6-compliant 2.0-litre four-cylinder turbo-diesel engine producing 125kW at 3500rpm and 380Nm of torque from 1500rpm, mated to a new nine-speed torque-converter automatic transmission driving the front wheels.

The mechanical updates are rounded out with a new electronic brake booster setup that improves brake pedal feel while also speeding up automated emergency braking reaction times in the event that AEB kicks in.

Renault offers a five-year/unlimited warranty with five years of roadside assistance, alongside light-truck-rivaling service intervals of 12 months or 30,000km (whichever comes first).

For starters, it drives better than the model it replaces, which we think is largely due to the new nine-speed torque converter automatic that replaces the old eight-speed automated manual 'box.

The new transmission makes use of the eager little 2.0-litre diesel as its 380Nm rolls in, particularly from a standstill where a torque converter makes all the difference. It feels punchier off the line, smoother on the move and generally more intuitive.

Renault executives also claim that the wind-tunnel optimised body, which uses a tapered rear profile and inclined windscreen, delivers a 10 percent fuel use reduction. While we don’t have claimed fuel use figures yet, the combination of a smaller-capacity engine, additional gears, and aerodynamic body should out-do the previous generation's claimed combined cycle use of 8.3L/100km.

Speaking with media at the model’s launch, Renault’s LCV Design Project Director, Yannick Bignon, explained that his team went to great lengths to optimise the cargo carrying potential of the new model, without increasing its overall length.

To achieve this, designers shortened the dash-to-axle ratio, which basically means a smaller distance between the dash and the front wheels, delivering up to 23cm of additional cargo length for a total cubic capacity of 13 cubic metres.

The side door opening was also widened by 40mm, to achieve a 1312mm opening to fit a standard-sized pallet.

Within the cabin, the passenger-car-inspired interior makes a significant difference out on the road, particularly if you’re new to the van segment or stepping out of a modern dual-cab ute. The steering wheel angle is more upright, so it’s more like a car and less like a truck, and while the driver-facing cockpit does limit through-cab manoeuvrability it offers a cosy environment for operators.

An unusual but handy feature is the cupholders which are massive and double as functional grab handles. Large iced coffees, or even a full-size kebab (yet to be tested), would fit with ease and they beat out the piddly little cupholders much of this segment gets.

While the S-shaped dashboard offers a great driving position with easy access to every control you’ll need, it won’t be ideal for operators that regularly exit through the passenger door or are used to a true walk-through cabin. You can still walk through it, but it’ll be more of a shimmy.

Inside, the controls also feature a heavy dose of French quirk, opting for a column-mounted stalk to control the audio side of things. It works well, but wheel-mounted buttons are easier to work with.

The Master’s suspension setup offers decent unladen ride quality while also being capable of carrying up to 1973kg (1892kg in this particular variant). We drove one with 750kg of ballast over the rear axle and it was significantly more compliant, but it was still on the firm side so we’d be eager to see if more weight improves things.

But, these are a workhorse and most operators will run these up near GVM, so unladen ride won’t be a concern. Just don’t expect a van of this size to ride like a dual-cab ute without weight in the back.

Finally, meeting Euro 6 emissions requirements introduces a secondary 20-litre AdBlue tank alongside the 80-litre diesel tank, which adds a small additional cost for operators coming out of a previous generation Master.

However, that’s the way of the world, and the upside is less fumes when you’re idling at a stop.

If you’re looking to step out of a ute and into a full-size van that doesn’t compromise on payload, cargo volume, safety or driveability, the new-generation Renault Master is a strong pick. If you’re currently in a third-gen Master, well, the new model is better in every way so you won’t be disappointed.

While the new Master is around $5,000 more expensive, the upgrades to safety, driveability, comfort, and fuel-saving aerodynamics more than justify the extra spend. It’s a lot of van for $61,990 plus on-roads, and you’ll be able to tell people you own a French car.

2026 Renault Master LWB Standard Roof Automatic at a glance:
Price (as tested): $61,990 + on-road costs
Engine: 2.0-litre four-cylinder turbo-diesel (Euro 6 compliant)
Power: 125kW @ 3500rpm
Torque: 380Nm @ 1500rpm
Transmission: Nine-speed torque converter automatic
Driven wheels: Front-wheel-drive
GVM: 4000kg
GCM: 6000kg
Payload: 1811kg to 1923kg (depending on final spec)
Towing Capacity: 2000kg (braked) / 750kg (unbraked)
Dimensions: 6315mm (L) x 2080mm (W) x 2498mm (H)
Turning Circle: 14.9m
Fuel tank: 80-litre diesel tank, 20-litre AdBlue tank
Safety: Platinum Euro NCAP rating and full ADAS suite

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