Kia Pv5 vs Renault Master

What's the difference?

The PV5 Cargo has been designed from scratch as a full-electric van resulting in a refined and sophisticated workhorse that's enjoyable to drive. Its modest cargo volume won’t suit all mid-size van buyers but its compact dimensions, clever cabin design with ample storage, zero 'tailpipe' emissions, 3.6kW V2L practicality and long service intervals should make it well suited to a wide variety of working roles.

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.

The PV5 Cargo’s exterior styling is clean and boxy with a practical appearance that embraces Kia’s signature ‘Tiger Face’ design language, including distinctive LED daytime running lights that extend into the windscreen pillars. Its slippery aerodynamic drag co-efficient of just 0.286 Cd would be impressive for a passenger car and outstanding for a commercial van in optimising energy efficiency (see driving range).

The minimalist cabin design is spacious and practical with a fabric-trimmed pair of bucket seats and a dash that’s free of protrusions to allow drivers ‘walk through’ access to the passenger door, which is appealing for delivery work.

The PV5’s compact 4695mm overall length is not only more than half a metre shorter than the Toyota HiAce but also slightly shorter than a Peugeot Partner LWB small van, so it makes light work of accessing tight parking spaces.

It also rides on a 2995mm wheelbase with a compact 11-metre turning circle to enable easy manoeuvering in confined spaces. And the PV5’s 1899mm height is almost 100mm lower than the HiAce, providing more clearance in height restricted areas like multi-storey car parks which is handy if carrying loads on the roof.

The front motor/front-wheel drive layout also eliminates the need for a driveshaft to the rear wheels, resulting in a conspicuously low floor height of only 419mm for easier loading and generous internal load height (see Practicality).

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.

Its 1910kg kerb weight is relatively light for a full-electric van which when deducted from its 2650kg GVM results in a 740kg payload. It’s also rated to tow up to 750kg of (braked or unbraked) trailer which although small compared to diesel rivals is probably not a high priority for electric van buyers.

The cargo bay’s key dimensions are 2250mm in length and 1565mm in width with its low floor allowing 1520mm of internal load height, which surprisingly is 180mm more than the HiAce and superior to Transit Custom and Staria Load despite the PV5’s lower roof height.

However, its compact dimensions also result in a cargo bay load volume of 4420 litres (VDA) or just over 4.4 cubic metres which is less than major mid-size rivals (typically around low-5.0 to high-6.0 cubic metres) so it may not suit buyers requiring higher load volumes.

Even so, according to our tape measure the PV5 should just fit a standard 1165mm-square Aussie pallet or two 800 x 1200mm Euro pallets with the rear pallet loaded longitudinally, given the relatively narrow 920mm floor width between the rear wheel housings dictated by the low-riding suspension architecture.

High build quality is evident throughout the solid-walled cargo bay which is accessed via sliding doors on each side with 775mm openings (so no side pallet loading) or from the rear through twin-swing doors with 180-degree opening to optimise forklift and loading dock access. No swing-up tailgate option is available.

The walls and doors are lined to mid-height and the load floor is equipped with eight sturdy load anchorage points. There’s also bright LED lighting and a 3.6kW V2L three-pin wall socket behind a neat sliding cover.

Abundant storage is evident throughout the well-designed cabin, including three tiers in each door with the largest central bins providing twin bottle holders.

The dash has a sizeable clamshell-lid compartment ahead of the driver with its own USB-C port, along with a glove box and central fascia offering two more USB-C ports, A 12V socket, wireless phone charging and a large drawer at floor level.

There’s also storage compartments under each seat and lidded underfloor storage in both footwells, plus a sizeable console between the seats containing two cup holders and a large bin. An unusual but welcome inclusion is bins behind each seat, which are ideal for storing items like the portable AC charger/cable bag.

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.

The PV5 Cargo is powered by a front-mounted electric motor that produces up to 120kW of power and 250Nm of torque, which drives the front wheels through a single-speed automatic transmission.

This drivetrain offers three selectable drive modes comprising ‘Normal’, ‘Eco’ and ‘Snow’ plus adjustment of regenerative braking intensity/battery replenishment using the steering wheel-mounted paddles.

These include levels from L1 to L3 topped by the premium ‘i-Pedal’ setting, which allows convenient one-pedal driving that makes the brake pedal largely redundant.

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.

The PV5 Cargo is equipped with a lithium-ion NCM (Nickel Cobalt Manganese) 71.2kWh long-range propulsion battery mounted under the load floor which Kia claims has (WLTP) combined average consumption of 19.1kWh/100km and up to 416km of driving range.

Only the much higher priced VW ID Buzz Cargo has a longer range and not by much (431km). All other full-electric vans have ranges starting with a two or three.

The PV5 uses a Type 2 CCS charge port capable of AC and DC charging. Kia claims charging from 10-100 per cent in around six hours 30 minutes using an 11kW AC wall-box, which is ideal for overnight charging. Alternatively, 10-80 per cent with a 50kW DC fast charger takes around one hour, which drops to only half an hour with a 350kW DC charger.

Our test vehicle had 100 per cent charge at the start of our week-long test, during which we initially drove 197km unladen in busy metro traffic with 44 per cent charge and 199km range remaining. Using the portable AC charger/cable with three-pin domestic plug, we charged at home which provided enough battery top-up to cover the remainder of the test.

Our total test distance was 293km which including more than 50km hauling its maximum payload. Even so, we managed average consumption of 17.4kWh/100km across the week which was lower than Kia’s official figure and no doubt enhanced by consistent use of either (L3) high regen or one-pedal settings.

So, based on our test figures, Kia’s claim of up to 416km from a single charge is credible and impressive efficiency for a full-electric van in real-world use.

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.

The cabin ergonomics are excellent even for tall people, as they provide a car-like driving position enhanced by numerous comfort features including a fold-down inboard armrest, power adjustable lumbar support, large left footrest and well-placed padded elbow rests on the doors.

There’s also ample headroom and the flat-bottom steering wheel ensures easy boarding with plenty of torso room. Glazed inserts within the windscreen pillars combined with a low beltline and large door windows provide a bright and airy ambience with excellent driver visibility.

Despite being a solid-walled van with no rear vision for its central mirror (it’s only fitted to meet ADRs) all-around vision for the driver is excellent thanks to large door mirrors and numerous active safety systems including multiple parking sensors and camera monitoring.

Kia’s local ride/handling team has done a commendable job in combining load-carrying practicality with a smooth and supple ride, car-like handling and nice steering feel which provides a level of driver enjoyment not usually associated with commercial vans.

We found the i-Pedal mode appealing given its ability to require only one-pedal driving most of the time while optimising battery charge/driving range.

Although the PV5’s 120kW/250Nm outputs are modest on paper, its relatively light kerb weight combined with near instant torque reaction from its electric motor results in energetic response from standing starts, with 0-100km/h acceleration that matches its diesel rivals.

It’s also very quiet thanks to its electric drivetrain combined with the cabin bulkhead which largely insulates the driver from the cargo bay’s rear tyre noise, which is typically the loudest noise path in commercial vans.

To test its GVM rating we used a forklift (fitted with long tynes) to load 650kg into the front of the cargo bay through the rear doors, which with driver equalled a total payload of 740kg that was right on its payload limit. The rear suspension only compressed 33mm under this weight.

Acceleration was slightly subdued as you'd expect but more than adequate for keeping this big payload moving without feeling sluggish. Handling response was barely affected, with the supple rear suspension ensuring no bottoming out over bumps.

Average energy consumption displayed on-screen barely increased under this load which was hauled mostly on metro roads. However, greater increases could occur if carrying similar loads in hilly terrain, strong headwinds, towing etc.

Overall, the PV5 Cargo is hard to fault from a driver’s point of view apart from the cabin’s climate settings being controlled by relatively small central touchscreen prompts, which can be tricky at times for large fingers to operate while driving compared to physical buttons and dials.

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

Comes standard with a seven years/150,000km warranty plus a separate warranty of the same duration covering the propulsion battery. Roadside assist for up to eight years is also available if serviced at an authorised Kia dealer.

Scheduled servicing is every 24 months/30,000km whichever occurs first, with Kia offering a pre-paid service plan covering the first four scheduled services up to four years/120,000km which totals $2246 or an average of $562 per service. This is one of the strongest warranty/service packages offered for a full-electric van, backed by a national network of more than 150 Kia dealers across all states and territories.

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.