Bordeaux, France. mobile.bg team from the venue
It's not often that a manufacturer decides to completely redesign a bus from scratch, even more so if it's one of the best sellers in the industry, but here we are with the all-new fourth generation of the Renault Master. Building innovation from a "white sheet of paper" is an important move for Renault and one with which the Directorate hopes to completely close the gap with direct competitors with the Ford Transit and Mercedes Sprinter, which currently occupy first and second place as the best-selling large vans in Europe, but not here. In Bulgaria, the best-selling large bus is the Renault Master.
This fourth generation Renault Master replaces the Mk3 model, introduced in 2010 and later facelifted in 2019. As the largest van in the brand's range, the new generation offers much greater possibilities in every respect. There are currently three different length and height combinations available for the body and cab, and along with a range of quite a few factory conversions, the choice is vast. In total, Renault offers 40 body configurations.
Exterior
Subtle design decisions, including a flatter windshield and small-looking but highly effective new aero elements in the front bumper, help to significantly reduce drag, which is as much as 20 percent compared to the outgoing Master. This is an especially important metric when it comes to extracting as much EV range as possible. But this also has an excellent effect on diesel buses, which are characterized by economical and extremely silent engines.
The stylistically simplified body has a positive effect on the cargo volumes, which in the fourth generation of the Master vary from about 11 cubic meters in L2H2 form to 15 cubic meters for L3H3. Importantly, the load area is 100mm longer than in the outgoing model, while the sliding door opens 40mm wider to facilitate loading and unloading of bulkier items.
Cabin and interior
The cabin of the new Renault Master feels like a big step forward compared to the old model. Renault looks to big trucks for inspiration for the new S-shaped dashboard, which improves legroom and directs some of the key controls towards the driver. The feel is a far cry from the Renault vans of old, being much closer to a regular passenger car than a typical commercial vehicle. There's plenty of adjustment for both the seat and the steering wheel, so we had no problem finding a comfortable driving position, and visibility is great thanks to the large mirrors flanking the A-pillars.
There are two trim levels to choose from - both come with a crisp 10-inch infotainment touchscreen that runs a Google-based software interface with Apple CarPlay and Android Auto connectivity. It is easy to operate, very responsive and easily accessible from the driver's seat. Plus, the dashboard is comfortable to even rest your hand on when using the touch screen on the go. The climate control dials are large and sturdy and sit above a large wireless smartphone charging pad. Electric Masters come with a digital driver display, while diesel models are equipped with analog dials (the digital display will be available as an option in 2025).
In addition, you get 135 liters of storage space spread throughout the cabin, including several large alcoves above the dashboard and a large space under the middle seat. Said seat can be folded down to create a comfortable desk area with USB-C ports to keep devices charged. There's a large cup holder on each side of the dash, only the middle passenger has no choice but to hold their coffee in hand.
Cargo space and practicality
The new Master has a decent range of bodies to choose from, including versions with dual crew cabs, chassis and several factory-approved conversions. The standard "closed" the bus can be ordered in L2H2, L3H2 or L3H3 configurations, offering 10.8 m3, 13.0 m3 and 14.8 m3 cargo volume respectively. This is slightly more than in the equivalent Ford Transits, and in this indicator the Master is behind only the Iveco Daily, which offers 19.6 m3 of cargo volume.
Diesel Masters are currently only available with a maximum gross weight of 3.5 tonnes, while the Master E-Tech can also be ordered in a 4.0 tonne configuration. Maximum load capacity for the L2H2 diesel version of the Master is 1,971kg, and here again the Renault beats the Transit, which of equivalent size has a load capacity of 1,472kg.
As for the electric version, by using a relatively small battery of 87 kWh, Renault manages to keep the weight of the Master E-Tech relatively low. As a result, maximum payload capacity is higher than electric competitors, with the 3.5-tonne Master E-Tech able to carry up to 1,125kg and the 4.0-tonne Master E-Tech up to 1,625kg. For comparison, we will say that the 3.5-ton Mercedes eSprinter has a payload of only 774 kg.
Other pluses for the new Master are that the cargo area is 100mm longer than before and the sliding door opening is now 40mm wider, increasing these dimensions to 3,225mm (3,855 mm for L3 modifications) and 1,312 mm. There was no problem getting a European through the door of the old Master before, so now it will become even more convenient.
Reliability and safety
As it is a brand new van, it is difficult to accurately assess reliability at this stage. However, safety is up to par. The Master comes with a comprehensive range of safety and assistance systems across all models. There are 20 features in total, with highlights including autonomous emergency braking, driver attention monitoring, intelligent speed assist, traffic sign recognition and lane keeping assist. Other useful technology includes standard rear parking sensors, trailer stability assist and (optional) a digital rearview mirror. We think the latter is worth paying for - it's clear, bright and practically lag-free.
Engines and driving characteristics
As already mentioned, thanks to a more streamlined body, the new Renault Master has 20 percent less drag than the old model and is the most aerodynamically efficient van in its class. In the real world, this means improved fuel economy and CO2 emissions, as well as longer electric range for the Master E-Tech.
Diesel variants use a new 2.0-litre three-power Blue dCi four-cylinder engine. The basic motor has a power of 130 horses, and after it follow the two more powerful ones, with 150 and 170 horsepower, respectively. All three variants provide enough power for the big bus, but in our opinion the best ratio between dynamics and economy falls on the medium variant.
The 150-horsepower engine averages just over 8 liters in a combined real-world cycle. Note that this figure refers to a Master equipped with a manual transmission. It was with this that we tested the new generation, but we expect a slight drop in fuel consumption if a nine-speed automatic transmission is installed. CO2 figures are also impressive for the class, down 39g/km from the previous Master. Emissions vary between 196 and 236 g/km for all engines, with the exact figure dependent on specification. There is an "Eco" for maximum fuel economy, but this mode reduces engine power by 30 percent.
The electric Master E-Tech is equipped with an 87kWh battery, which is smaller than those of its direct rivals, but the aerodynamically efficient bodywork means that the mileage is identical. During our test drive, we saw the battery lose less than 25 percent of its charge over 100 kilometers, with a payload of 400 kg, suggesting a near-realistic range. We should mention that we drove through a mixture of highways and city roads, in 27-degree temperatures with the air conditioning on.
The battery can be quickly charged with direct current at speeds of up to 130 kW, allowing the addition of over 225 kilometers in 30 minutes. At home, AC charging time is also good from 10 to 100 percent recharge in about four hours. Interestingly, the van has no heat pump technology to speak of, but Renault is implementing a unique battery heat management system that it claims is more efficient. The battery itself is made up of 12 separate modules that can be removed, repaired or replaced individually, theoretically making possible repairs easier and cheaper.
Driving and Performance
All diesels use the new two-litre Blue dCi engines with precise outputs of 128bhp, 148bhp. and 168 hp The first two get a six-speed manual gearbox as standard, while the most powerful of the three gets a new nine-speed automatic gearbox. The automatic box can also be installed on a version with an engine with 148 hp, but at an additional cost.
What we felt is that in motion the modification with 148 hp. it has plenty of power, although its 360Nm peak torque lags behind the equivalent Transit. We tested it on a variety of roads with 400kg of payload in the back and definitely had no problem handling city and highway traffic. It's only above 3000rpm that pulling power starts to drop, but we think this variant is more than powerful enough for most customers. If you're going to be approaching the Master's maximum payload on a regular basis, then go for the most powerful version, which has a bit more thrust, but it's only really noticeable when overtaking at highway speeds.
The six-speed manual transmission is a pleasure to use, with a short throw and a steady action that makes it easy to shift through the gears. Similarly, the clutch pedal is intuitive and well-weighted for easy city driving. The overall refinement of the diesels is also good, with engine noise, as already mentioned, extremely low. It's really not much different than driving a car.
The electric Master E-Tech is even more refined to drive, thanks to a quiet and smooth engine and the lack of gears. With only 138 hp and 300Nm of torque, it's no faster than the diesels, but feels nimble enough around town with 400kg of payload in the back. The regenerative braking mode, labeled “B“, allows for almost single-pedal driving and slows the van down quite a bit when you lift your right foot, but there's no way to adjust its force, which is slightly disappointing.
The Master brakes are unique in that they self-adjust to compensate for any rear load, the system ensuring that the pedal feels the same regardless of load. While we weren't able to test the Master with a variety of loads, the brakes were strong and predictable at all speeds, with a pedal that felt well-weighted.
This new generation Renault Master offers a shorter wheelbase than before, resulting in a smaller turning radius, and we found no problem steering the Master through narrow French streets. The steering is just as enjoyable at higher speeds, with good precision that makes it easy and intuitive. Ride quality is also a highlight, the Master handles both small and large bumps remarkably well and the cabin is devoid of any noises, rattles or squeaks. The standard bulkhead does a good job of isolating the driver from the cargo area and prevents any impacts reverberating through the cabin.
Conclusion and prices
Stepping out of the old Master and into the new one, we see that the changes to the interior are just as significant as those on the outside. The dashboard is completely new, featuring a sleek 10-inch touchscreen with the same openR Link infotainment system found in Renault cars. There is enough space for three, and the 135 liters of storage space in the cabin make it not only comfortable but also very practical.
The parallels between the Master and Renault passenger cars also extend to the on-road experience. Unlike most large vans, the steering feels nice like a car, but none of that comfort gets in the way of practicality and load capacity. In other words, the Master is an excellent large bus that is available in our country at attractive prices.
Prices for Bulgaria are not yet clear, but we will tentatively say that in France they start at 40,000 euros for the basic diesel Master in L2H2 configuration. Master E-Tech is more expensive, of course, it costs 50,000 euros, but it is ideal for businesses operating mainly in big cities. In fact, the choices of variants, drives and transformations, as already mentioned, are more than enough and everyone can choose their own, and the prices, based on the competition, can be defined as attractive.