Iveco Daily vs Renault Master

What's the difference?

This workhorse combines good cabin comfort and storage with an expansive tray (or other service body if you prefer) and GVM/GCM ratings large enough to cater for a multitude of heavy work requirements. It would be worthy of consideration if you have a car licence and need more than a one-tonne ute or full-size US pickup to get the job done.

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 latest Daily E6 range features a revised and more streamlined grille design with more prominent horizontal louvres.

It has also switched from hydraulic to electric power-steering, bringing numerous benefits including steering wheel height/reach adjustment and the new ‘City Mode'.

The latter allows the driver to reduce low-speed steering effort by up to 70 per cent when negotiating tight worksites or loading zones. A welcome feature that allows turning with one or two fingers.

Iveco claims catering for big Aussies was of primary importance when refining its driver seating comfort which includes a taller headrest, longer seatbelts and seat-rails for greater adjustability, plus what it claims to be the first use of memory foam in commercial vehicles.

The only thing missing for RHD markets like Australia is a driver's left footrest, even though LHD markets get them as evidenced by the one residing in the passenger footwell, which is of course the driver's footwell in LHD models.

Passenger seating is often overlooked in single-cab designs but our test vehicle is unusually comfortable, particularly in the central position where even tall people can sit with sufficient knee clearance from the dash and with ample room for large boots on a flat floor.

The steel ladder-frame chassis rides on torsion-bar independent front suspension and a live rear axle, located by substantial double-stacked leaf-spring packs.

Braking is by four-wheel discs and it has a compact 13.5-metre turning circle, which certainly takes the stress out of U-turns, particularly at busy intersections.

The front bumper and lower sections of the doors, where most bumps and scrapes occur, have a low maintenance dark grey finish.

The bumper is now made in three pieces to minimise repair costs, as each section can be replaced independently if damaged rather than having to replace the entire unit.

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.

With its 2135kg tare weight and 4495kg GVM, our test vehicle offers a substantial 2360kg payload rating, which is about double that of the sturdiest one-tonne cab-chassis models.

Even after you deduct the 304kg weight of its aftermarket aluminium tray from that figure, you're still left with 2056kg or more than two tonnes of payload capacity.

It's also rated to tow up to 3500kg of braked trailer and with its 7995kg GCM that means it can legally tow its maximum trailer weight while carrying its maximum GVM.

In other words, this jigger can legally haul just under 8.0 tonnes of combined payload and trailer, which opens the door to many working tasks requiring big load capacities.

The aluminium tray has a sturdy bulkhead with rear window protection and pivoting load retainers up top to ‘book-end' long lengths of pipe or timber.

It also has side-steps up front plus external rope-rails and internal load-anchorage points along each side.

There are two drop-sides along each flank separated by short and sturdy pillars to boost strength and rigidity.

According to our tape measure, this tray's internal work surface is 4070mm long and 2055mm wide with a drop-side depth of 330mm.

There are plenty of places to store things in the cabin starting with three tiers of storage in each door, with the largest equipped with small and large bottle-holders. There's also a full-width shelf at roof height.

The top of the dash has two large bins with clamshell lids, plus a central bin with two USB ports. There's also cup/small-bottle holders on each side of the dash and an open shelf and small glove box on the passenger side.

In the central dash there's a pop-out cupholder, shallow drawer for small items and a larger swing-open bin below them.

The centre seat's backrest folds forward and flat to provide a small work desk complete with a spring-loaded document clamp.

This desk can be raised to reveal a padded compartment below that's ideal for storing pens and slender electronic devices (phones, iPads etc).

Both base cushions in the passenger seat can also be tilted forward to access a large hidden area beneath, so there's good use of limited cabin space to maximise storage.

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.

The 2020 update for the Renault Master saw prices adjusted to compensate for additional standard equipment now offered range wide.

You can read the full pricing and specs breakdown story here, but the standard goodies for the Master include: a new 7.0-inch touchscreen media system with USB input, Bluetooth, Apple CarPlay, Android Auto, sat nav and reversing camera display, a two-speaker sound system, rear parking sensors, 16-inch steel wheels with a full size spare fitted under the rear body, body-protective cladding, twin-view side mirrors with electric adjustment, electric windows, cruise control, air conditioning, remote central locking, halogen headlights, LED daytime running lights, and rear fog lights. 

The list price for the L2H2 mid-wheelbase manual model used in this review is $47,490 plus on-road costs (RRP or MSRP), but Renault is advertising this exact spec for $47,990 drive-away, which is pretty compelling - you don’t even need to be an ABN holder for that discount. 

The Master MWB van comes as standard with barn doors at the rear (270-degree opening), and a sliding side door on kerb side (left), while SWB models get 180-degree barn doors. It also features a steel bulkhead as standard, as well as a three-seat layout up front. There’s a handy lift-up base on the bench part of the seat, which allows you about 100 litres of hidden storage if you need it.

There are numerous options for buyers to customise their van to suit what they need. There are several packs to choose from, such as: the Trade Pack - wooden floor, full height timber wall lining, rear step, LED ceiling lights ($1600); the Business Pack - front fog lights, hands-free key card and push-button start, chrome exterior and interior trim finishes ($1000); and the Convenience Pack - auto high/low beam lights, lane departure warning, blind spot monitoring and front parking sensors ($1000).

You can option individual elements such as a driver’s side sliding door ($800), a driver’s suspension seat ($800 - removes the side airbag for the driver), a single passenger seat ($200 - N/A with driver suspension seat, adds passenger-side airbag protection), and if you choose RWD model there’s an available differential lock ($1000). Last but not least, you can have glazed dual sliding doors for $800, but only if you also option the Trade Pack.

Colour options include no-cost solid paint finishes in white, grey, dark blue, light blue, yellow, orange and red (the interesting colours will need to be pre-ordered). There are also three metallic paint options in grey, black or a silver/blue look, and the cost there is $1000.

Iveco's 180EVID F1C is a heavy-duty 3.0-litre, four-cylinder turbo-diesel with variable geometry turbine technology and tough Euro 6 emissions compliance using AdBlue.

It produces 132kW at 3500rpm and 430Nm of torque at 1500rpm.

The optional ZF eight-speed torque converter automatic sends drive to the rear wheels and offers a choice of 'Eco' (Economy) and 'Power' drive modes plus the option of sequential manual-shifting, all using the stumpy dash-mounted shifter.

It also has overdrive on its seventh and eight ratios to optimise fuel economy, particularly at highway speeds.

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.

When we stopped to refuel at the completion of our 303km test, the dash display was claiming average consumption of 11.3L/100km, of which about one third of that distance was hauling a heavy payload on a mix of city and suburban roads plus some highway travel.

Our own number, crunched from fuel bowser and trip meter readings, came in slightly lower at 10.9, which is excellent economy for a vehicle weighing more than 2.4 tonnes unladen and almost 4.0 tonnes for part of our test.

So, based on our figures, you could expect a realistic driving range of around 900km from its 100-litre tank.

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.

It's easy to find a comfortable driving position given the memory foam bucket seat has adjustments for lumbar support, base-cushion rake and driver weight for its inbuilt suspension.

The fold-down inboard armrest, in partnership with the door's armrest, ensures balanced elbow support to reduce neck and shoulder strain.

There are good eyelines to the big door mirrors, with the bottom thirds of each offering wide-angle views. However, with the seat in its most rearward position, the slim column that separates the fixed and sliding glass in the driver's door slightly obscures the outside edge of the driver's door mirror, which suggests the single-cab has more rearward seat travel than the van version we've previously tested.

The electric power-steering is nicely weighted (particularly the new ‘city mode' in tight spots) and the four-wheel disc brakes have good stopping power.

It's a no-brainer the ride quality is harsh over bumps when unladen, given it's designed to cope with 8.0-tonne GCMs.

Fact is, in a working role, this vehicle would rarely if ever be driven without a substantial load to engage its big rear springs, which we did when forklifting 1.3 tonnes onto the tray. With driver this payload totalled 1.4 tonnes, which was still more than 600kg below its peak rating (with tray).

Even so, it was enough to make the ride much smoother, which is most relevant in this context. The 3.0-litre turbo-diesel maintained good performance hauling this load in city and suburban driving, displaying useful flexibility either side of its 1500rpm torque peak in Eco mode.

We did sample the Power mode, but found the engine was more than capable of handling this task in its economy setting, with the eight-speed auto doing its best work if left alone without the need to manual shift.

The engine only requires 2000rpm to maintain highway speeds, so engine (and tyre) noise is low at 110km/h. The most cabin noise comes from wind-buffeting around the mirrors, bulkhead frame and payload hanging in the breeze.

In Eco mode it performed well on our 13 per cent gradient, 2.0km-long set climb at 60km/h, comfortably hauling this load to the summit in third gear without the need to select Power mode.

Engine-braking on the way down, in a manually-selected second gear, pegged the road speed at 50km/h without the brakes needing to being applied for most of the descent, until it overrode our manual gear selection and shifted up to third when the engine was approaching its 4500rpm redline on overrun.

In our experience, these engine-protecting protocols are common in European commercial vehicles. However, it can spring a surprise if you're leaning on the engine to help restrain a big payload on a steep descent and it suddenly changes up a gear.

Even so, the engine-braking performance was good given its sizeable payload.

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.

While there has been a safety revolution in the van segment in recent years led by Mercedes and VW, Renault has been left behind to a degree.

The Renault Master has never been put through NCAP or ANCAP crash testing. So there’s no safety star rating to speak of.

And it falls short of its chief rivals, as it doesn’t have any sort of auto emergency braking (AEB) or forward collision warning system at all. 

It has a reversing camera and rear parking sensors, plus dual front airbags and driver’s side airbag protection (not passenger though?), and there are no curtain airbags either. But it has electronic stability control (ESC), electronic brake force distribution, and hill start assist with Renault’s Grip X-tend system that is designed to allow better traction in slippery situations.

You can option some safety technology into the manual versions of the Master, by way of the Convenience Pack. For $1000 it adds auto high/low beam lights, lane departure warning (not active lane keeping assist), blind spot warning (not rear cross-traffic alert), and front parking sensors.

I understand the argument that buyers shouldn’t have to pay for anything they don’t need, especially when it comes to business vehicles. But I hope that behind closed doors Renault is working furiously to improve the safety equipment offering as a matter of priority.

Standard warranty is three years/200,000km (three years is short) but the option of up to five years/300,000km is available at extra cost.

Scheduled servicing is every 50,000km/12 months whichever occurs first.

Iveco offers a range of maintenance agreements to help owners manage maintenance costs.

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.