New Renault Master review

A van model's lifespan is significant. Unlike cars, which are replaced anywhere between five and eight years, a van lasts twice that. So the Renault Master we're reviewing here is getting ahead of the pack with an all-new version after "just" 14 years.

And the 2024 Master really is an all-new large van. It's built on a new platform and has been completely overhauled for its fourth generation, with a fresh design, improved aerodynamics and a host of modern technologies aimed at making it more practical, efficient and comfortable.

The Master's rivals haven't been standing still though. The Ford Transit is as capable as ever, while the Mercedes Sprinter and VW Crafter provide stiff competition. The Vauxhall Movano and its Stellantis stablemates – the Citroën Relay, Fiat Ducato and Peugeot Boxer – have fresh style and tech too.

Renault’s focus with the new Master has been on creating a large van with wide appeal. There are versions suitable for conversions but the focus is the panel van, which comes in three body sizes, with one 2.0-litre diesel engine with a choice of three power outputs, one gross vehicle weight and two trims. (There’s also an electric van – to read about that see our Renault Master E-Tech review.)

The Master's conventional nature means it might not stand out when brochures are side by side, but Renault has optimised every area of the van to push it right to the top of the class. Has it succeeded? We run the numbers and take it on to UK roads to find out...

Read more: The best vans in every class

Large vans tend to spend a long time on the road rather than parked up on site, so how they drive is important. By using an entirely new design, Renault has modernised the Master so it’s a capable and comfortable van to spend the day in. And – whisper it – enjoyable to drive.

You won’t, though, get thrown back in your seat from acceleration. The 2.0-litre diesel engine is available in 129bhp, 148bhp and, if you go for the top-spec Extra model, 168bhp versions. All offer similar levels of torque (from 250lb/ft to 280lb/ft).

Whichever power output you pick, the Master has enough performance to keep up with traffic, even on motorway hills, but the middle (148bhp) option strikes the right balance between power, torque, performance, efficiency and cost. There’s a little more power than a like-for-like Ford Transit, VW Crafter or Vauxhall Movano and a little less than a Mercedes Sprinter.

The six-speed manual gearbox is a highlight, featuring short, precise throws that feel well-suited to the stop-start nature of urban driving. Renault offers a new nine-speed automatic gearbox on the 148bhp and 168bhp for those seeking a more relaxed drive.

The Master feels reassuringly stable and composed, even when fully loaded, with steering that’s light but precise. That’s great for low-speed manoeuvrability but firms up at speed to provide higher-speed confidence. Thanks to a slightly shorter wheelbase than the previous generation, the turning radius is tighter, making the Master surprisingly easy to guide through narrow streets or crowded cities.

Ride quality is excellent, with the caveat that the new Master we've driven wasn’t fully loaded. The suspension absorbs bumps and potholes well, even on some of the very broken roads we used for our test drive. It’s wonderfully smooth on the motorway too.

“A dashboard button in the Renault Master switches on Grip Xtend, which changes the traction-control programming. I think it might just be enough to get you out of a slightly sticky situation on site.” – Phil Huff, Van Reviewer

If you like grey, you'll love the new Renault Master. While the French manufacturer hasn't gone wild with colours, it's done a great job of developing a modern, comfortable cab.

The previous-generation Master's dated dashboard has been junked and replaced by a swish S-shaped design that's understated but thoroughly contemporary.

A 10.0in infotainment touchscreen is mounted in the centre of the dash, with sharp graphics and a bright display. The software depends on the grade of the van, with the Extra gaining Google Built-In, which adds voice control a Google sat-nav app and other features.

Both Extra and entry-level Advance models have Android Auto and Apple CarPlay as standard, allowing you to just plug your phone in and use your own apps.

We're big fans of the physical controls below the Master's touchscreen. There are chunky knobs for the temperature settings and buttons for frequently used functions like locking (including a button to lock and unlock the load area) and Eco mode.

Comfort has seen a significant upgrade, with well-padded seats that include lumbar support, an armrest and optional heating. There are three seats – a driver's seat and a two-person bench – but the unlucky middle passenger will feel a little aggrieved because the dash-mounted gearstick juts out, robbing them of room. That's a problem typical of many large vans.

Storage space is abundant, with 135 litres of cubby holes. Highlights include deep dashboard bins, ceiling-mounted compartments, and under-seat storage. The door pockets are spacious but awkwardly low, making them hard to access once seated.

The Master's expansive windscreen provides a commanding view of the road, and an optional digital rear-view mirror relays a clear, real-time image of the area behind the van. That complements the 20 advanced driver-aid systems installed in the Master, including automatic emergency braking (AEB), lane-keeping assist, cruise control and intelligent speed assist.

“You need to use a key to start the van and there’s a traditional handbrake lever, so despite the modern design, the Renault Master feels strangely old-fashioned at times.” – Phil Huff, Van Reviewer

The Renault Master is more than just a panel van. Pop into a Renault dealer and you’ll be able to order a platform cab, a chassis cab, a dropside, a Luton van or a tipper. In fact, it's the most transformed vehicle in Renault’s range.

A third-party conversion into anything from a simple refrigerated van to an ambulance or motorhome is all well and good, but the reassurance of having a factory-built and warrantied product has value for many buyers.

Van converters can connect their own applications to the infotainment system, giving the driver control of additions from the cab without the need for drilling holes in the dashboard to attach extra panels or switches. It’s simpler, neater and keeps resale values higher.

Most, however, will want a simple panel van, and the Renault Master does panel-vanning very well. Three load boxes are available, allowing for payloads of up to 1,971kg – way ahead of rivals, and by as much as 700kg in some models.

Ford, Mercedes and Vauxhall all offer vans over 3.5 tonnes gross weight, with the Iveco Daily reaching 7.2 tonnes, which allows for heavier loads. These N2 classified models count as heavy good vehicles, which need extra licences for the driver, while businesses face more stringent operating restrictions.

Payload volumes range from 10.8m³ in the back of the L2 H2 model (called MM by Renault), rising to 14.8m³ in the largest L3 H3 (or LH) van. (Renault dropped the smallest model, leaving that to be covered by the medium-sized Renault Trafic.)

While not the very largest volume in the large van class, the biggest Master is right up near the top. It’s more spacious than any comparable Ford Transit and ever-so-slightly behind the Mercedes Sprinter and the Stellantis models (the Vauxhall Movano and so on)

Overall load lengths are impressive too, with the Master able to take a longer item than any of its rivals except the Sprinter. However, the Sprinter is 252mm longer than the Master, explaining how it bests the Master’s 3,225mm (L2) or 3,855mm (L3) long cargo bay.

Access to the load bay is easy, with the Master’s twin barn-style doors opening to 180 degrees, while the sliding side door – there’s just one – is a huge 1,312mm wide. The higher-spec Extra model also gets LED lighting in the back.

“LED lighting transforms the van's usability, especially in winter, but I think it's a bit stingy that it’s an option on the entry-level model.” – Phil Huff, Van Reviewer

While it’s not the cheapest large van on the market, the Renault Master is very competitive. The entry-level Vauxhall Movano and its closely related Stellantis models undercut it slightly, but the Master is significantly cheaper than a Ford Transit, a Mercedes Sprinter or a VW Crafter.

The Maxus Deliver 9 is more affordable than all of them, but sacrifices so much payload that a medium van might be a better option.

Running costs for the diesel models benefit from the Master’s improved aerodynamic efficiency, which reduces drag by 20% compared to the outgoing model. The improvement translates into respectable fuel economy, with the 148bhp promising 34mpg according to WLTP testing. We did somewhat better than that in some real-world driving, with the onboard computer reporting 41.5mpg – although that was with an empty load bay.

The Master's Eco mode can help maximise fuel efficiency by reducing engine power, although the 30% drop in power is very noticeable and probably won’t be appreciated when fully loaded.

Maintenance costs are kept manageable, with two-year service intervals, limited to 24,000 miles – the same as the Ford Transit, although the Vauxhall Movano will go further between services. Mercedes uses a system based on wear and tear, but that means you can stretch a Sprinter’s service intervals to as far as 37,500 miles.

Renault also offers comprehensive service packages that will cover your van for up to four years and 84,000 miles, and work out cheaper than regular servicing. It does keep you tied to your Renault dealer though, even once the three-year warranty has expired.

The warranty is limited to 100,000 miles and matches most other rivals. For better or worse, the stand-outs are Mercedes, who don’t place a mileage limit on their three-year cover, and Ford, who are miserly with their 60,000-mile cut-off.

Read more: How we test vans

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