Isuzu NMR vs Renault Master

What's the difference?

A truck like the NPR (or any other truck, really) is never going to replace a dual-cab ute in terms of its duality. While the latter can tend to weekday chores and be quickly reconfigured for weekend fun, the light truck has no such facility. Nope, it’s a workhorse. Period.

You need a fair bit of real estate just to park the Isuzu overnight and it certainly won’t fit in the typical supermarket car space. It’s hardly sporty to drive, either, although the latest upgrades have made it more user friendly in a total sense and safer than ever before.

But what it does do that a dual-cab ute can’t often do, is tackle bigger, heavier jobs with a fair bit of bandwidth still up its sleeve. And if the nine-to-five side of things is where you need to be, then a vehicle like this has to be worth a look. And if you consistently find that you’re sailing close to the wind in terms of exceeding a ute’s legal payload, towing capacity or GCM, then the extra bigness of a light truck could make a huge difference.

That’s especially so given the price tag. Okay, you’re not buying a lot of high tech for your money, but you are getting some seriously stout engineering and an expectation that you won’t be working the thing to death anytime soon.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

The first Renault Master was launched in 1980 and its evolution through four generations and almost half a century of commercial service has resulted in the latest model winning numerous European industry and media awards. It combines practical payloads, tow ratings and load volumes with good driver comfort, energetic performance and thrifty fuel economy, making it worthy of consideration for those wanting a large commercial van that can meet a multitude of job requirements.

It can’t be easy to make a light truck look fashionable, but Isuzu has done a reasonable job of making the thing look, at least, current. The lighting has all been changed to LEDs now, and the bold, angular face the truck presents looks pretty modern.

But new tech has also forced some design changes. The bull-bar that is part of the Tradepack deal, for instance, has been redesigned with changes to the main hoop. That’s all to accommodate the radar units inside each headlight that inform the front cross-traffic warning system of anything in the way.

Also notable is the attention to detail of the optional (rather than the alloy tray seen here) Australian-made service body. With a choice of internal layouts, the flip-up sides reveal a proper workshop on wheels when configured that way.

It’s also nice to see that all the clips and catches on the drop-side tray can be easily replaced if damaged.

Our test vehicle rides on an expansive 4215mm wheelbase with external dimensions of more than six metres in length (6315mm) and more than two metres in width (2080mm) with a height of almost 2.5 metres (2498mm). Its turning circle is 14.9 metres.

The latest Master features new wind tunnel-developed body styling to optimise aerodynamic efficiency (and therefore fuel economy). There’s also ample use of unpainted dark grey plastic in all the usual areas prone to bumps, scrapes and wear in hard-working vans including the grille, bumpers, door handles/mirror-shells and along each lower side.

The latest interior design brings a larger multimedia screen and the e-shifter for the automatic transmission has been relocated to a stalk on the steering column, even though the prominent dash protrusion which previously housed the auto’s shift lever remains (repurposed here with a small storage bin) to accommodate the base model’s manual shifter.

Although seating for up to three occupants is standard issue, a two-seat configuration (with or without the steel bulkhead) is available for MWB Mid-Roof/LWB Mid-Roof automatic models as a $400 option.

The new cabin Isuzu has brewed up certainly brings the truck into the present, but it’s still very much a light truck in some respects. As in, it’s still a pretty good climb inside, although there are steps and handles to make that easier. The steering column still gets in the way as you swing your left leg inside, though.

The plastic surfaces would still make a car interior designer cringe, and the floor is vinyl and the seats cloth. But the three-abreast seating arrangement makes sense and, should you choose the dual-cab N Series option, there’s actually seven seats in all.

Cabin storage has obviously been a priority for Isuzu, and there are three large, netted overhead bins above the top of the windscreen, as well as bins and buckets across the width of the lower dashboard. Interestingly, each door has just a single, slim pocket and no bottle storage.

The centre console addresses that somewhat with a pair of cup-holders and a pen slot, while there’s also a large bin behind the seat on the bulkhead. There’s also an interior light that wouldn’t look out of place in an industrial kitchen.

The dashboard is home to a pair of USB charge-ports in the centre and the truck stuff continues with a wand for the exhaust brake and a knob near the steering column for a fast-idle setting. It’s also nice to see that even though Isuzu has adopted keyless entry and start for the N Series, the starter button resembles a conventional key and is located right where it should be in the side of the steering column.

What’s missing? Mainly a vanity mirror on either side of the cabin and a physical volume knob for the stereo. Oh, and paddle shifters would be nice too, especially when towing.

Externally, the Tradepack option gets you an aluminium drop-side tray, sturdy ladder racks, a tow bar, bull bar, toolboxes fitted below the tray between the axles and even a wash station for after-work clean ups.

The tray is fitted in Australia (many of the Ready to Work body options are also made here) and the load floor is a vast expanse of alloy with the ability to cope with small, heavy objects thanks to its high-impact materials. But the usual drop-side tray caveats apply including a high loading height, rattling from the sides and the legal requirement to lash everything down before hitting the road.

Meantime, part of the overall appeal of the Isuzu line-up is that there are something like 40 different permutations of cabin width, wheelbase, GVM, overall length and driveline.

But here’s perhaps the N Series’ greatest trick when it comes to being practical: While it’s easy to dismiss the vehicle for being too big and unwieldy, many operators would possibly find that the extra payload and real estate in the cargo area means that they might not need to tow a trailer every time they venture on to a job site. At which point, the dual-cab ute with a tandem trailer starts to look less convenient, especially if there’s any reversing or squeezing on to a tight site involved.

Oh, and if tight spaces really are an issue, the N Series’ sub-10m turning circle makes a typical dual-cab’s 12.5 metre turning circle look ridiculously ungainly. And that’s before we get to that trailer.

Typically for a vehicle like this, a full-sized spare tyre is included.

Our test vehicle’s 2108kg kerb weight and 4000kg GVM results in a payload rating that’s nudging two tonnes (1892kg).

It’s also rated to tow up to 2000kg of braked trailer and with its substantial 6000kg GCM (or how much weight it can legally carry and tow at the same time), it can tow its maximum trailer weight while carrying its maximum payload. And that’s a practical set of numbers for tackling a multitude of jobs.

The cargo bay, with its cavernous 13 cubic metres of load volume, measures 3857mm in length and 1537mm in width with 1885mm of internal load height. And with 1380mm between the rear wheel housings, it can carry up to three standard 1165mm-square Aussie pallets or up to four 800 x 1200mm Euro pallets.

Alternatively, if kitted out with a work bench, cabinets and shelving it could serve as a spacious mobile workspace for a variety of trades.

The cargo bay is accessed via a large kerbside sliding door with a class-leading 1312mm opening width (allowing side pallet loading) or through the twin-swing rear doors which open to a full 270 degrees (with body-mounted magnets to hold them there) for optimum forklift and loading dock access.

It doesn’t come standard with a load floor-liner (ours is fitted with a thick rubber mat) which we’d recommend to avoid scratches and dents, but all walls and doors are lined from floor to roof. There are also internal lights, a 12V power socket and large handles in the side and rear entry points to assist climbing aboard.

Cabin storage includes full-width overhead shelving, two tiers of storage in each door plus three open bins across the top of the dash with cupholders on each side. There’s a small glove box on the passenger side plus more dash storage and another 12V socket.

The hinged passenger seat base cushions also tip forward to reveal a large hidden compartment beneath. And, given our example is fitted with the optional Business Pack, the centre seat backrest folds forward to reveal a large multi-function work station (see image) for those needing an office on wheels.

Australia’s MY27 Renault Master range consists of four diesel models comprising Mid-WheelBase (MWB) and Long-WheelBase (LWB) with a choice of Mid-Roof (aka standard roof) and High-Roof body styles.

Our test vehicle is the LWB Mid-Roof (L3H2) finished in standard solid white paint (premium paint options available) which comes standard with a 2.0-litre turbo- diesel engine, nine-speed automatic (only the entry-level model is manual) and front-wheel drive for a list price of $61,990 plus on-road costs.

That pricing compares well with numerous European rivals including the Fiat Ducato 2.2L LWB Mid-Roof Auto ($60,500), Iveco Daily 35 S14V H2 LWB Auto ($75,447) and Mercedes-Benz Sprinter 315CDI LWB Auto ($86,107).

It comes standard with numerous work-focused features including:

• 16-inch steel wheels with replaceable covers, 215/75 R16C tyres and a full-size spare
• LED Daytime Running Lights (DRL)
• Heated door mirrors
• Auto dusk-sensing headlights
• Rain-sensing wipers
• Reversing camera
• Rear parking sensors
• Steel cabin bulkhead with window
• 10-inch multimedia screen (Apple CarPlay/Android Auto wired and wireless)
• Analogue instrument cluster with 3.5-inch digital display
• Two USB-C charging ports
• Two 12V power sockets
• Steering wheel paddle-shifters and more

Our example is also equipped with the optional Business Pack ($1000) which includes a fold-down work station (see Practicality), climate control air-conditioning, LED cabin lighting, card-type sensor key with automatic walk-away locking and push-button start.

Believe it or not there’s actually a family connection between the 3.0-litre turbo diesel in the Isuzu NRL and the Isuzu D-Max dual-cab and MU-X SUV.

While the displacement of the D-Max remains, the unit in the light truck has been retuned to liberate more torque at lower engine speeds. In this case, that’s 129kW at 2860rpm and 430Nm of torque anywhere between 1450rpm and 2860rpm. That gives the engine great flexibility, but the transmission also plays a part.

That’s either a six-speed manual or a nine-speed dual-clutch unit. The latter has either manual or fully automatic shift modes, and it’s worth is backed up by the potential for lower fuel consumption thanks to the inherent efficiency in such a transmission as well as the three extra ratios.

Designed and made in-house at Isuzu, the brand says it’s confident the wet-clutch unit doesn’t carry the potential flaws of some other dual-clutch units we could name. That said, Isuzu has downgraded the towing capacity from 4.5 to four tonnes if the nine-speed is fitted.

And just like any good truck, there’s the provision for a power-take-off on the side of each transmission option, as well as an exhaust brake to help the mechanical brakes when fully laden.

Unlike many light trucks before it, the Isuzu doesn’t get stuck with a rigid front axle. Instead, you get a proper independent set-up with coil springs, while the rear end remains a live axle with leaf springs in the interests of carting lots of heavy stuff.

Our test vehicle is powered by a turbocharged 2.0-litre four-cylinder diesel engine which complies with Euro 6 emission standards using AdBlue and produces 125kW of power at 3500rpm and 380Nm of torque at 1500rpm. Those outputs represent gains of 15kW and 30Nm over the previous model.

It drives the front wheels through a nine-speed torque converter automatic which offers the choice of sequential manual-shifting using the steering wheel-mounted paddles.

This is a cursed subject in the truck segment, because there’s just no standard pattern of usage, nor a typical loading scenario. Some trucks will spend their whole lives heavily loaded going from red light to red light, others will be less burdened and driven between regional towns.

But what we can tell you is that unladen and driven sensibly, this truck should be able to return fuel consumption figures in the low teens per 100km. Throw the full payload and a trailer on the back and head for hilly country and you could easily double that and then some.

As such, the range from the 100-litre fuel tank is going to vary enormously, but should be somewhere between 500 and 800km.

The other thing to bear in mind is that the upgrade to this model has brought the Isuzus in line with Euro 6 emissions or their Japanese equivalent. So they now need AdBLue and there’s a 14-litre tank for that.

Official consumption figures issued by manufacturers are not mandatory in commercial vehicles above 3.5 tonnes GVM, but for the record we completed a total test distance of 306km in mostly metro driving, of which about one third was hauling a one-tonne-plus payload. We also had the engine’s auto stop/start function switched off for the duration.

When we stopped to refuel, the dash display was claiming a thrifty 8.3L/100km which was close to our own figure of 8.8 calculated from fuel bowser and tripmeter readings.

That’s outstanding sub-10L/100km economy for a vehicle of this size (better than many utes), which should deliver a real-world driving range of around 900km from its 80-litre tank.

Actually climbing aboard the Isuzu is job one, and you’ll need the handles and step to do it safely. Then again, it’s probably no more testing than getting into a really low sports car in a degree of difficulty sense.

With that accomplished, you’re met with two things; the view out and the very un-car-like driving position. The first is fantastic for forward vision. And it’s not just the height advantage over other traffic. The cab-over-engine layout also means you’re almost at the very front of the truck, meaning you can see a lot more of what’s directly in front of you, even if it’s almost under your nose. Jumping back into a dual-cab ute for comparison emphasises the point enormously.

The driving position, meanwhile, might take more getting used to. The steering wheel is almost flat and you tend to sit pretty upright. Long-distance drivers will tell you this is actually great for long stints at the helm, and it honestly feels pretty natural after just a few minutes. But the steering column placement means there’s no chance of left-foot braking which some drivers (this one included) prefer.

Once you’re rolling, the dual-clutch transmission starts to feel pretty handy with short, sharp upshifts and a calibration that sees it keen to downshift on deceleration to help balance the vehicle, take the stress off the brakes and ensure that the engine is in its power band for when you next throttle on.

Speaking of which, the engine is not exactly overpowering, but it does produce the meat of its muscle in the right places, helped no end by having nine ratios to play with. And here’s an interesting point: The way the engine is installed in the NPR – and despite the fact that you’re sitting pretty much right on top of it – there’s less noise and vibration from the 3.0-litre than in an Isuzu D-Max ute. Obviously, low vibrations and less noise are factors in staving off driver fatigue, and clearly Isuzu knows how to achieve this.

Ride quality will vary hugely depending on what’s on board. We tried the NPR with a full load of gear on the tray, taking it almost to its payload limit. At that point, the ride was actually quite compliant, and the only odd sensation is that of having your backside right over the front axle.

The other mantra held dear by fleet managers is that the best way to reduce breakdowns is to take the driver out of the equation as much as possible. That explains the dual-clutch transmission, for one, but it also perhaps explains why the NPR is set up to be actually very easy and simple to drive. It’s definitely scarier to look at than to pilot. And that turning circle is something else!

It has a commanding driving position with ample headroom, large glass areas and good vision along both flanks courtesy of its large truck-style mirrors with their lower sections offering wide-angle views.

The height/reach-adjustable steering wheel feels nice in your hands and the driver’s seat offers ample comfort with its fold-down inboard armrest and adjustable lumbar support.

However, some rake adjustment in the base cushion would be welcome as it can feel like you’re sliding forwards at times, given there’s no dedicated left footrest to brace against like the one in the passenger footwell (which of course is the driver's footwell in LHD models).

Unladen ride quality is firm, as you’d expect given its big GVM rating, but supple enough for acceptable driving comfort. The diesel powertrain is impressively quiet which combined with strong braking and responsive steering makes it easy to manoeuvre in busy metro traffic.

Ample torque ensures spirited acceleration from standing starts, combined with efficient gearing that keeps the turbo-diesel engine mostly within its peak torque zone at typical urban speeds.

Although sequential manual-shifting is available using the steering wheel paddles, we found the nine-speed auto’s snappy but smooth shifting optimised the engine’s performance. It’s also a low-stressed highway cruiser requiring only 1800rpm to maintain 110km/h, at which speed the cabin bulkhead blocks most of the cargo bay noise.

To test its GVM rating we forklifted 975kg into the cargo bay which combined with our crew of two equalled a total payload of just under 1200kg, which was still about 700kg short of its payload limit.

There was minimal compression in the leaf spring/solid beam rear suspension and although acceleration was slightly subdued it hauled this one-tonne-plus load with competence, including our 13 per cent gradient, 2.0km set climb which it easily cleared in fourth gear.

Engine-braking on the way down, in a manually-selected second gear, was not as robust as it overrode our manual selection when the engine reached 4000rpm on overrun (tacho reads to 7000rpm with no redline) and self-shifted up to third, which is an engine-protecting protocol commonly found in European vans we’ve tested.

Although the four-wheel disc brakes proved capable of maintaining the speed limit to the bottom of the descent it’s important to be aware of these engine-braking limits in commercial vans, particularly when hauling heavy loads in hilly terrain.

ANCAP safety ratings do not apply to large commercial vans in Australia but the latest Master did earn a premium Platinum safety rating from Euro NCAP. Comes equipped with standard driver and passenger front airbags plus active safety features including:

• Autonomous Emergency Braking (AEB) with pedestrian/cyclist detection
• Lane keeping
• Blind-spot monitoring
• Rear parking sensors
• Traffic sign recognition
• Tyre pressure monitoring
• Reversing camera
• Hill-start assist
• Driver attention/drowsiness warning
• Cruise control (non-adaptive)
• Auto dusk-sensing headlights
• Rain-sensing wipers and more

Despite the hard life many trucks are destined to live, Isuzu offers a standard six-year/250,000km warranty on the cabin and chassis of this model. The rear RTW body (whatever form that takes) is covered for three years. There’s also a three-year warranty on genuine accessories provided they were installed by a certified fitter.

Service intervals are every 25,000km, 12 months or 5000 hours of operation, whichever comes first. There’s also six years of roadside assistance thrown in.

Isuzu offers a range of service agreements ranging from the basic package right up to a plan that covers everything including wiper blade replacement.

There are currently 84 Isuzu dealers or authorised service outlets around the country, including some pretty far flung spots, so service and parts should be less of a problem than for some other brands.

Mechanically, Isuzu has worked to reduce servicing times, including the use of sealed-for-life wheel bearings.

The Master comes standard with a five years/unlimited km warranty plus five years' complimentary roadside assistance if serviced within the Renault dealer network.

Scheduled servicing is 12 months/30,000km whichever occurs first. Capped price servicing for five years/150,000km totals $4125 or an average of $825 annually which is at the higher end of service pricing among its European rivals.

Renault Australia has a national network of 50-55 dealerships across most states and territories and most provide vehicle servicing.