Renault Master vs LDV T60

What's the difference?

If you’re after a budget-conscious offering in the large van segment, the Renault Master could be a really solid proposition. It falls short of the safety expectations set by its newer rival, though, and that’s something you might not be able to put a price on.

The eT60 presents as an electric vehicle clearly converted from a combustion vehicle to take advantage of being first in our market. 

It comes with some significant downsides, from the lack of key specifications and safety equipment to the downright average drive experience, but in other areas it’s specified right, with decent charging specs, and surprisingly good software on that centre multimedia screen. 

In some ways, these impressions are a reflection of how far the ute market has come in Australia in the last few years, with many commercial offerings now feeling just as complete as passenger cars in terms of specification and driving prowess.

LDV has left open the door for future tweaks and improvements to the eT60’s spec, ride, and features, and we’re keen to get it in for a longer test in the near future. Either way, though, the brand says it has no shortage of buyers lining up to be a part of the zero emissions future of commercial vehicles.

The front-end styling of the Master has been modernised with a “robust” new look which sees it adopt a more upright nose with a bulkier grille, squared-off headlights (with LED daytime running lights as standard, along with halogen headlights).

There were no other changes made to the exterior, so if you see it side on or from the rear, you’d be hard pressed to tell if it's the new model.

This is the second facelift for this generation (X62) Master, which originated back in 2010. It is also offered in some markets as a Nissan, Opel, and Vauxhall. And this version certainly freshens up the appearance, though the practicality of the Master line-up remains unchanged.

That’s a good thing: you can still get the van as a short-wheelbase with low roof (L1H1), a mid-wheelbase with mid roof (L2H2), a long-wheelbase with mid roof (L3H2), or an extra-long-wheelbase with high roof (L4H3). There’s also the choice of a single cab-chassis Platform ute model, too. 

Our test model is the L2H2, meaning dimensions of 5575mm long on a lengthy 3682mm wheelbase (giving it a 13.6-metre turning circle), while the width is 2070mm and the height is 2499mm. Too tall for car parks (and drive-thru windows, in this age of social distancing). 

The good news about the height, though, is that it allows you excellent interior dimensions. The cargo hold of this version is 3083mm long, 1765mm wide (and 1380mm between the wheel-arches, enough for Aussie pallets to slide in easily), and the height is 1894mm inside. I’m six-foot tall (1820mm) and that meant I could safely step in and out of the cargo zone without fear of hitting my head. The load space is 10.8 cubic metres in this spec. 

As you’ll see in the interior section, the cabin has been given a bit of attention too - you can see it in the images below.

The eT60 is hard to tell apart from its combustion equivalents from the outside. If you were expecting a blanked-out grille, aerodynamic wheels, or some other special EV-specific design flair, you’ll be surprised to find there are none.

To that end, the eT60 shares the exterior appeal of the combustion range, with a big, tough-looking grille, modern LED DRLs, sturdy looking alloy wheel designs, and enough chunky personality from the wide stance and additional bits like the sidesteps and sports bar.

Peeking underneath reveals the housing for the batteries, notably no spare wheel, and the tray is utilitarian with the spray-in tubliner. At least the ute scores colour-matching bodywork all around.

The same goes for the inside, which certainly feels like a commercial offering. Again, all the items in there mirror its base combustion equivalent, with the only giveaway of its electric nature being the dial-shifter which replaces the lever on the centre console.

The cabin surroundings are largely hard-wearing plastics, including the steering wheel, making the swish touchscreen with surprisingly fast software look somewhat out-of-place.

The analogue dash cluster, for example, looks a bit old-school for an EV, and in terms of look and feel, the T60 generally feels a bit behind the pace compared to its traditionally more expensive rivals.

While it lacks in some areas, though, it is worth something that this dual-cab flies under-the-radar. Fleet operators won’t need to worry about a strange-looking ute with unnecessary frills, and common body panels with combustion versions will make repairs easy, too.

Like all vans in this segment there are some cabin smarts that will make your life a lot easier if you spend a lot of time in the cockpit.

There are storage options aplenty, including overhead folder holders, a trio of dash-top storage caddies, dash-top cup holders, huge door pockets with bottle holders, some smaller storage cubbies near the shifter, and a glovebox that is, in the French tradition, good to hold a pair of gloves and not much else. This model had the dual passenger bench seat, with a hidden storage section underneath, and you can fold the middle seat down to form a desk platform with cup holders if that’s what you need.

Along with the storage smarts, the updated Master has seen some major changes in terms of infotainment intelligence, too. The new 7.0-inch MediaNav touchscreen system with Apple CarPlay and Android Auto is a welcome advancement for the brand, and during my time in the vehicle it proved simple to use and quick to react. The sound isn’t terrific, with just two speakers fitted, and I had to turn it up pretty loud to overcome the wind noise from this mid-roof model.

The driver’s seat is comfortable and offers decent adjustment, with height and lumbar adjustment. It’s easy to step up into the cab, too, despite there not being side grab handles. The driver also gets a new digital instrument display section on the redesigned dashboard, which includes a gear-shift indicator (but not a gear position indicator), and a digital speedometer and trip computer.

The steering wheel is new, too, and it’s much nicer than the old grainy plastic number in the pre-facelift version. Gone are the round vents across the dash and round plastic sections of the old model - now there are squared-off, more modern looking finishes that clearly aim to mimic the exterior’s now boxy-edged body.

In the cargo zone there are multiple tie-down hooks (eight on the floor, four on the side wall pillars), making for plenty of options to secure a load - though as can often be found with these eye-hook points, they can be a little too far inboard to make good use of, and in the Master’s case, there are no tie-down points rear of the wheel-arches. There is a 12-volt outlet in the back pillar, however.

Your burning question here will be how much the eT60 can tow and haul. With the same suspension set-up as the Pro version, this ute is capable of carrying a 1000kg payload, or tow 1000kg braked.

This is limited, but when you consider its 2300kg kerb weight due to the addition of those batteries, reasonable.

Operators should keep in mind that the 330km driving range is unladen, so you can expect half of that or less when loaded to capacity.

Tray dimensions come in at 1510mm wide (1129 between the arches), 1485mm long, and 530 high. Axle load capacity at the rear is 2100kg, and the eT60 has a GVM of 3300kg.

The approach and departure angles, as well as the clearance are mostly the same as the combustion version, coming in at 27 degrees, 24 degrees, and 187mm respectively.

Technical stuff aside, the cabin is as hard-wearing and practical as you would hope for a working ute, with a total of six cupholders and four bottle holders, a glove compartment, and sunglass holder, two USB 2.0 ports, two 12V outlets, and the welcome addition of a full-size 220V household power outlet.

The synthetic seat trim is so-so for comfort, and the seat bases are quite high, leaving someone at my 182cm height quite close to the roof.

The lack of telescopic adjust for the steering wheel is a shame, but not unusual for products from LDV’s SAIC parent company (this problem is shared with the MG ZS, for example).

The rear seat continues to offer comparatively good space for this segment, even behind my own driving position, although it would be predictably quite tight with three abreast.

As this was a brief test, we can’t tell you what it looks or feels like when loaded up, but the spray-in tubliner is better than offering the eT60 with simply a painted tray, as it’s good-to-go from day one.

The eT60 is expensive. Shockingly expensive. The single variant which will initially arrive in Australia wears a before on-road costs price tag of $92,990.

To put that in perspective, its specification is equivalent to that of the base-model ‘Pro’ combustion version, which now wears a price-tag of $43,148.

Do the math. You could literally have two T60 Max Pros for the same cost as one of these electric versions, given the latter's price premium of $49,842.

To make matters worse, the eT60 is rear-drive only, and with its nearly 90kWh battery pack offers just 330km of driving range, and that’s without being loaded-up.

This price is puzzling for more than one reason, however. For a start, 90kWh of batteries certainly doesn’t cost nearly $50,000 (if you take the average price of a lithium cell per kWh in 2022, the battery should cost closer to $20,000).

In fact, even the electric Mercedes-Benz Vito van with a similarly-sized battery comes in at $85,353 before on-road costs.

To this you could argue many things, but perhaps the most salient point is the fact that big corporate commercial fleets with zero emissions targets are seemingly obliged to pay up given the eT60 has become the only zero-emissions option in the ute space.

Standard gear is mostly shared with the Pro grade of the combustion T60, but there are some real oddities.

Good things include 17-inch alloy wheels and a slick 10.25-inch multimedia touchscreen with Apple CarPlay connectivity, synthetic leather interior trim with six-way electric adjust for the front passengers, LED DRLs, and a sports bar over the tray, which itself has a spray-on tub liner pre-applied, and side-steps to make it easier to hop in and out.

A big bonus is the household-sized 220V power outlet on the back of the centre console, which can be used to power tools and charge devices.

Then things get a bit strange. For example, this is the only fully electric car I’ve ever driven which has a turn-key ignition (as opposed to a push-start system).

It also has an analogue dial cluster, a plastic steering wheel with no telescopic adjust, halogen headlights (in 2022, really?), a manual handbrake, and the example we drove didn’t even have a dedicated park gear. To exit the vehicle, you leave it in drive or neutral, rip the handbrake on, and turn it off. Very odd.

There’s some welcome items here, and it’s also nice that despite LDV’s clear focus on commercial buyers, the eT60 is a dual-cab, so you can actually use it for more than just hauling stuff, but there are just some things (the lack of a park gear in particular) which make it feel a bit pieced together on a tight budget. Rough for a vehicle which costs nearly $100K.

The power outputs and torque figures depend on the transmission you choose. 

Despite the fact that both manual and automatic versions of the Master run a 2.3-litre four-cylinder diesel engine, there’s a difference between the engines: the version with the six-speed manual transmission is a twin-turbo unit, while the six-speed automated manual transmission makes use of a single-turbo diesel.

There’s not much in it when it comes to the difference in outputs, however.

The manual version has a slight horsepower advantage, with 120kW of power (at 3500rpm) and 360Nm of torque (at 1500rpm).

The automated manual has a maximum power of 110kW (at 3500rpm) and 350Nm of torque (at 1500rpm).

Both transmissions are geared the same across all six ratios, though from experience, the automated manual is best left at the showroom. While rivals offer conventional torque converter automatic gearboxes to appeal to a broader customer base globally, the French brand persists with its pernickety somewhat-auto option instead.

The majority of models in the Master range are front-wheel drive (FWD), but there are a couple of long-wheelbase rear-wheel drive (RWD) models available. None are all-wheel drive (AWD) or four-wheel drive (4WD).

You might be interested to note the weight specs for the Master range. There are too many variables to bore you with here, but the details on the L2H2 mid-wheelbase manual I tested, according to Renault Australia, are as follows: kerb weight - 1887kg; gross vehicle mass/GVM - 3510kg; payload - 1623kg; towing capacity - 750kg un-braked, 2500kg braked. The gross combination mass (GCM) is 6000kg.

The eT60 is rear-wheel drive only, with an electric motor producing 130kW/310Nm. That’s nowhere near as punchy as the 160kW/500Nm outputs of its punchy twin-turbo 2.0-litre combustion equivalent.

There are three driving modes - 'Power', 'Normal', and 'Eco', and driving performance seems tame. Again, as this was a quick spin in what was described as a pre-production vehicle, we didn’t have a chance to try it out with extra weight in the tray.

Suspension is the same as the combustion T60 Pro, consisting of ‘heavy duty’ coils at the front, and a leaf-sprung set-up in the rear. There are disc brakes all-round.

There is no official combined fuel consumption claim figure stated by Renault, as the vehicle falls into the heavy commercial vehicle space. 

But I can tell you it’s pretty impressive for fuel economy. I saw an average of just 8.5 litres per 100 kilometres over more than 1000km of testing - more than half of which was with the van loaded up with hundreds of kilograms of load.

With a 100-litre diesel tank, you could theoretically get about 1150km to a fill, and that’s with a mix of loaded and unloaded driving. 

One thing, though: most vehicles have a graphic on their dashboard to show which side the filler neck is - you know, you see a fuel bowser and the filler is on the right, that means your vehicle’s filler is on the right. Not in the Master. It has a graphic with the filler on the right, but the actual fuel cap is on the left. And like most vans, you have to open the passenger door to fuel up.

Worried about AdBlue? No need - the engine used in the Master range is a Euro 5 unit, so there is a diesel particulate filter, but no urea after treatment setup to mention.

The eT60’s WLTP-rated energy consumption figure comes in at 21.3kWh/100km, which for a passenger car wouldn’t be great, but seems about right for a commercial vehicle of its size and aerodynamics. As already mentioned, this gives it an official driving range of 330km.

LDV says the fleet buyers it has lined up for the eT60 understand its range is “more than adequate for their daily requirements”.

There is some good news on the charging front, with the eT60 being sensibly specified from the factory. The DC charge rate maxes out at 80kW, for a claimed 20-80 per cent charge time of 45 minutes on a compatible charger, while the slower AC charging rate (important for back-to-base operators) is 11kW, meaning a nine-hour 5.0-100 per cent charge time.

On a single-phase charger (maxing out at 7.2kW, but cheaper to install) the 5.0-100 per cent charge time is a claimed 13 hours. Expect more like a 40-hour charge time on a standard wall socket.

I did a mix of driving in the Master over the week I had it, including more than 600km of unladen driving. 

Why so many kays? I used it to move house, which meant I completed two “full” trips between Sydney’s inner-west and Cowra in the Central West of NSW, and two “empty” trips back to Sydney, as well.

I’ll get to how it drove with a load on board in the section below, but the unladen experience was pretty positive.

The engine and transmission are well teamed, and there’s a good amount of usable torque and very little lag to speak of. 

As with this entire generation of engines - a derivative engine in a different state of tune is used in the Nissan Navara - the refinement is mostly good until you reach higher in the rev range, where it can get a bit noisy and clattery. But the best work is done down low in the rev zone anyway. 

The manual shift action isn’t what I’d call “slinky”, more “clicky”. But it’s easy to row between gears as the action is light and the clutch isn’t too heavy, either. The gearing is generous, meaning you can saunter in sixth gear around 70km/h without the engine labouring too hard, and it’ll accelerate from there to freeway pace - provided you’re not going uphill.

There is a bit of ratio management required if you encounter a steep incline, but generally it’s a decently strong powertrain for its intended use - more on that below.

I’m always astounded about the steering and ride characteristics of vans of this size. Yes, it’s large, and yes, it can get blown around a little by crosswinds, and yes, you need to factor in the longish-wheelbase and larger turning circle that results from that… but it drives a lot smaller than it is.

The steering is direct and accurate, easy to judge at high or low speeds - which is great news when you’re parking (and there’s a good quality reversing camera and rear parking sensors, but you’ve just gotta remember the roof height, too).

The ride is adequate without a load on board, too. The independent McPherson strut front suspension copes well with changes in surface and bump control, though it can be a little bouncy at times. The rear suspension is a leaf-spring torsion beam setup, and it can be a little clumsy over road joins when unladen. 

It also brakes well, with solid and trustworthy response from the four-wheel disc brakes at all speeds.

I said some of the standard equipment on this car is odd. This continues through to the drive experience. Keep in mind that LDV reminded us that there were some pre-production quirks about the vehicle we briefly drove on this launch.

Setting off, the eT60 emits a rather unappealing artificial buzzing sound to alert nearby pedestrians of its presence. While the audible aid is welcome, particularly for a commercial vehicle which may be frequently operating in areas shared with pedestrians, does it have to be so grating?

Even the Mifa 9 electric people mover makes a more appealing science-fiction-inspired noise. Perhaps the eT60’s noise was designed to mirror the tone of a diesel engine?

The seating position leaves a lot to be desired for someone of my height and I would also love to have telescopic wheel adjust, although visibility out of the cab is good all-around, and the reversing camera is relatively high-quality.

Manoeuvring at low-speeds is only tarnished, then, by heavy steering, which annoyingly, also gets a bit vague at higher speeds.

Higher speeds also reveal this ute’s main weakness which appears to be its ride. Keep in mind we’re driving a completely unladen pre-production example. But the ride was harsh, busy, and unsettled in our short drive, which covered a portion of freeway and some bumpy side roads.

The suspension from the combustion T60 Pro appears to struggle with the additional weight of the batteries in the eT60. Harsh bumps were easily transmitted to the cabin, whilst undulations had it jiggling and bouncing around side-to-side.

Power from the electric motor seemed sufficient, but not exciting, with tame acceleration off-the line. The obvious benefit being instantaneous response without the need for a transmission.

It is hard to tell whether the 310Nm on offer will feel too heavily burdened when the ute is loaded up. In some instances, electric motors don’t feel additional heft at all, so stay tuned for a follow-up load test.

Unlike this car’s Mifa 9 or eDeliver 9 relations (which use an electric motor with identical outputs), the eT60 does not have adjustable regenerative braking, with a single strong tune, which cannot even be turned off.

While it is welcome for extending the ute’s range and reducing the stress on the disc brakes, it is not a single-pedal driving mode.

The three driving modes don’t alter the experience much, with the Power mode making the electric motor more responsive, and Eco mode taking the wind out of its sails.

Its maximum speed is limited to 120km/h which is more than can be said for the eDeliver 9 which is limited to 90, a recipe for freeway frustration.

We’re keen to spend more time with the eT60 in the future to better evaluate its range claim and how it deals with more commercial duties. Hopefully it can shape up a little better than it did our quick and less-than-ideal testing environment.

The eT60 lags behind the competition here with a notable lack of active safety equipment, now considered industry-standard.

There’s no auto emergency braking, lane support equipment, active cruise, or blind spot support. Instead, this ute has the standard array of six airbags, electronic stability and traction controls, with the addition of hill start assist, roll movement intervention, and hill descent control.

While combustion versions of the T60 have a five-star ANCAP rating from 2017 (before active items like AEB were considered necessary), don’t expect the same from the eT60.

The Renault van range is covered by a warranty plan that isn’t as good as you’ll get from VW or Ford. That is, the Master (and Trafic and Kangoo below it) have a three-year/unlimited kilometre warranty cover, which is two years shorter than the best in the class.

Service intervals are business-friendly at 12 months/30,000km, with a capped-price service plan spanning the first three years/90,000km. The service price is $599 per visit, but keep in mind you will need to replace the coolant ($132) and brake fluid ($79) every 60,000km. There’s also an accessory belt replacement at 90,000km ($506).

If you service your van at Renault, you’ll also be eligible for up to four years of roadside assistance cover. From the showroom floor there is 12 months cover.

Concerned about issues, problems, recalls, questions, queries, complaints, or reliability issues? Check out our Renault Master problems page.

Ownership is a better story. The eT60 is offered with an industry competitive five-year/160,000km warranty, with five years and 130,000km of roadside assist. There is also a separate eight-year and 160,000km warranty for the battery (supplied by CATL).

The service intervals might be the most appealing attribute, with the eT60 only needing to visit a workshop once every 24 months or 30,000km.

Even better is the cost, which will set owners back an approximate average of just $145.80 per year for the first 10 years of ownership.