Renault Master vs Fiat Ducato

What's the difference?

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 latest Fiat Ducato, in MWB MR configuration with optional nine-speed auto, is a competent competitor in the 3501-8000kg GVM segment. Its class-leading two-tonne-plus payload rating would have considerable appeal for those who need to carry exceptionally heavy loads and we couldn’t find any major flaws in its design and performance. However, the warranty is short and there are niggling issues in terms of driver comfort, which if addressed would increase the Ducato’s appeal.

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 MWB MR's front-wheel drive chassis rides on a 3450mm wheelbase with 12.5-metre turning circle. It’s 5413mm long, 2050mm wide and 2539mm tall, so like numerous van rivals in this GVM class it can’t access shopping centre and underground carparks which typically have a 2.2-metre height limit.

Underpinnings are simple and rugged, combining coil-spring strut front suspension with a leaf-spring rigid-tube rear axle that’s well designed for heavy load-carrying, with compressible rubber cones between body and axle that provide a second stage of support. There’s also four-wheel disc brakes, power-assisted rack and pinion steering and ample hard-wearing black plastic protecting the most vulnerable areas of the bodywork from scrapes and dents.

A sealed steel bulkhead separates the cabin from the cargo bay, insulating driver and passengers from load area noise and doubling as a robust cargo barrier. Its sliding window is ideally positioned to allow the driver or passenger to make a quick over-shoulder glance to check that their load is secure. Leg room for the centre passenger is unusually generous, even for tall adults, which would be appreciated by a crew of three.

Interestingly, the rear barn-door windows are heated but there are no wiper/washers fitted. At first this appeared to be an oversight, but having driven the Ducato in heavy rain we were surprised at how spray-free the rear screens remained and how clean they were afterwards.

Our only gripes are that the driver’s left footrest is so short you can only rest your toes on it. It’s a shame the excellent full-length one that resides in the passenger footwell (which of course is the driver’s footwell in LHD models) can’t migrate across the cabin for RHD versions. Driver comfort would be further improved with more rake adjustment in the base cushion.

The small 5.0-inch infotainment screen also makes it difficult to see much detail in the vision provided by the reversing camera. The optional 7.0-inch screen would be an improvement here, but is only available as part of the Comfort and Tech Pack.

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.

The Ducato’s 2060kg kerb weight and 4250kg GVM results in a huge 2190kg payload rating which dwarfs rivals we've tested including the Mercedes-Benz Sprinter, Ford Transit and its Peugeot Boxer sibling. It's also rated to tow up to 2250kg of braked trailer but given that Fiat does not publish a GCM (Gross Combination Mass) number, we can’t confirm if it can tow that weight while carrying a full payload.

The cargo bay, with a competitive 11.5 cubic metres of load volume, has an unprotected load floor that’s 3120mm long and 1870mm wide with 1422mm between the wheel housings. Therefore, it can easily carry two 1165mm-square standard Aussie pallets or three 1200 x 800mm Euro pallets, held in place by eight sturdy load-anchorage points.

There’s also ample forklift access through either the rear barn-doors, which can swing open to 270 degrees with a combined 1562mm-wide opening, or the sliding side doors with their 1250mm-wide openings.

All doors and walls are lined to mid-height and the raised roof cavity allows even tall adults to stand inside without stooping. It also provides a large and very useful storage area over the driver’s cabin, which is ideal for stowing ropes, straps, load-padding etc.

There’s plenty of cabin storage too, with large-bottle holders and two levels of storage bins in each front door. The dashboard offers numerous open storage bins plus small-bottle/cup holders, a glovebox, large overhead map shelf and storage tray under the driver’s seat. The centre seat’s backrest also folds forward to reveal a handy work desk on the back of it, complete with a spring-loaded clip to hold documents in place, a pen holder and two more small-bottle/cup holders.

Our white test vehicle is the MWB MR, which translates to Medium Wheel Base Mid-Roof. It’s one of four Ducato van configurations featuring medium, long and extra-long wheelbases and two roof heights.

They’re all powered by a new 2.3 litre turbo-diesel engine, with a list price of $48,300 for the MWB MR with standard six-speed manual or $51,190 with the optional new nine-speed torque converter automatic like our test vehicle. It also has an extra side-sliding door that adds another $1190.

A few of the standard features include 16-inch steel wheels with heavy-duty 215/75 R16C tyres and a full-size spare (16-inch alloys optional), infotainment system with 5.0-inch touchscreen, USB/AUX connectivity and steering wheel controls, power-adjustable and heated exterior mirror, dual passenger seat with three-point central seatbelt, single cargo bay side-sliding door, twin rear barn-doors with 270-degree opening, reversing camera/rear parking sensors plus an upgraded safety suite headlined by AEB.

There’s also a wide choice of colours and other options including the Comfort and Tech Pack which for an additional $2190 brings a larger 7.0-inch infotainment touchscreen with DAB digital radio, Apple CarPlay/Android Auto, plus sat-nav, LED daytime running lights, automatic climate control and tyre pressure monitoring.

For the same price you can also get a Safety Plus Pack comprising rain/dusk sensor, auto high beam, traffic sign recognition, blind-spot monitoring and rear cross-traffic alert, fog lights, traction control and all-season tyres.

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 all-new drivetrain features Fiat’s latest 2.3 litre four-cylinder turbo-diesel with Multi-Jet 2 electronically-controlled common rail direct injection, variable-vane turbocharging, intercooler and Euro 6-emissions compliance using AdBlue. It produces 130kW at 3500rpm and (in automatic models) 450Nm of torque which peaks at 1500rpm. In case you’re wondering, the red ‘180’ body badges denote European metric horsepower.

The new ZF nine-speed torque converter automatic is a sweet-shifting transmission which Fiat claims is designed to optimise the engine’s torque delivery and fuel economy. It has a sequential manual-shift function if required, which could be useful if hauling big payloads in hilly terrain, but works most efficiently when left alone.

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.

Fiat does not publish a combined average consumption figure for the Ducato, but the dash display was claiming 10.2L/100km at the end of our test, which covered almost 300km of which more than a third was with a heavy payload. We also had the auto stop-start function switched off. That consumption figure was very close to our own, calculated from fuel bowser and tripmeter readings, of 10.6L. So, based on our numbers you could expect a real-world driving range of around 850km from its 90-litre tank.

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.

There’s a commanding view for the driver thanks to a panoramic windscreen and clear eye-lines to the truck-sized door mirrors. There’s also reasonable but cluttered vision through the central rear-view mirror, which is partly obscured by the centre seat’s headrest.

The cabin bulkhead is effective in all but eliminating cargo bay noise and engine/wind noise volume is commendably low even on the highway. The highest audible intrusion at those speeds comes from the front tyres, which is acceptable on smooth bitumen surfaces but increases on coarser grades.

Its leather-rimmed steering wheel is nice to use and thanks to the driver’s door moulding and fold-down in-board armrest, there’s evenly balanced elbow support to relieve strain on the neck and shoulders.

The engine and nine-speed auto transmission are well matched, providing energetic performance when prodded and crisp, decisive shifting. Long-legged highway gearing allows 100km/h at 1500rpm (which is also bang on maximum torque) and less than 1700rpm at 110km/h. Ride quality when empty or lightly loaded can get bouncy on bumpy roads, which is not unexpected from suspension with a two-tonne-plus payload capacity.

Our main criticism is insufficient rake adjustment in the driver’s seat base cushion. There’s not enough angle available to stop the driver sliding forwards, requiring constant repositioning that becomes tiring after a while. More rake in the base cushion, combined with a decent-sized left footrest, would solve this issue.

Also annoying is the audible lane-departure warning, which is too loud and sounds like you’re being zapped by a ray-gun in an old sci-fi movie if you step out of line. A less confronting warning would be welcome.

There’s no ANCAP ratings for this GVM division and above, but the latest Ducato is equipped with AEB, forward collision alert, lane departure warning, rear parking sensors, reversing camera plus driver and dual-passenger airbags as standard. Buyers can also option the Safety Plus Pack mentioned earlier.

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.

Three years/200,000km warranty looks undercooked compared to the five years/unlimited km offered by some rivals. Scheduled servicing, though, is excellent for hard-working vans at 48,000km/12 months whichever occurs first. Five years of Fiat Professional servicing, based on a total distance of 240,000km, equals $6756.99 or an average of $1351.40 per year.