2020 Renault Master vs 2023 Renault Trafic

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.

There is no doubt the new (newer?) Renault Trafic is an improvement on the last iteration, being safer, nicer inside, easy to drive and featuring some more up to date features.

It isn’t going to challenge the likes of the HiAce or Staria Load for benchmark status in other ways, but it is still a solid proposition for business buyers, and a great upgrade for existing owners who want to keep their fit-out but freshen up their van.

For those who want to make their van suit their needs, it'd be hard not to recommend going for the Pro model and speccing it up as you see fit.

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.

To consider this a ‘new’ van might be stretching it, but this heavily facelifted version does have a distinct look that you should be able to pick it in traffic.

There are new-look LED headlights with C-shape LED daytime running lights, a revised grille (the Pro version has a bit less chrome than the Premium), new front bumper and new bonnet. 

There are 16-inch steel wheels on most versions to keep it simple (17-inch alloy wheels are reserved for the Lifestyle crew van), and aside from that, nothing is different outside. Oh, but you can't option that green colour that was very popular with the pre-facelift model. The brand says even though about 20 per cent of buyers choose that colour at the height of its popularity in Australia, globally it wasn't such a hit (about 2 per cent of customers chose it), so it has been axed. There are seven colour choices, though.

Perhaps the most crucial design changes come inside the cabin, where there is a new dashboard with upgraded materials used, a new steering wheel, new instrument cluster with 4.2-inch colour screen, new buttons and switches that mirror the passenger car range, and of course, that new 8.0-inch touchscreen media system. The subtle changes make it feel considerably more modern and less plasticky than before.

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.

That updated interior sees a few new storage options, and you score cup holders on top of the ends of the dashboard, huge door pockets with multiple storage zones, additional loose item storage on top of the dash, a flip-down middle seat with a cup holder and configurable clipboard setup, and there’s a wireless phone charger on the Premium and Lifestyle versions.

There are a few USB charge points including one on the media screen to connect to Apple CarPlay or Android Auto, and for the record, I had plenty of problems with the CarPlay dropping out on my relatively new iPhone 13 Pro.

That aside, the new media screen is a big improvement on the old one, and it helps the Trafic feel more car-like than before. The driver’s seat comfort and adjustability (eight-way seat, rake and reach steering) add to that, though the passenger two-seat bench is a bit flat.

The design of the cargo area is unchanged - meaning customers with expensive fitouts will be able to switch over to the new model without reworking anything.

As before, there are two different versions - short-wheelbase (SWB) and long-wheelbase (LWB) - and the cargo capacity varies as such, with the SWB up to 5.8m3, the LWB up to 6.7m3, and the crew van models at 4.0m3.

Payload spans between 1053kg and 1279kg, depending on the variant and transmission.

There are numerous tie-down points (10 in SWB, 12 in LWB), multiple flooring options, half-height protective panels fitted as standard, and you can option a bulkhead on the base model for just $400. Other options for the base van include a driver’s side sliding door ($600), and rear barn doors instead of the tailgate ($400).

Those who know their van will work hard might want to consider the Trade Pack, which adds a wooden floor, full height wood wall lining, LED cargo zone lighting, a heavy duty battery, and a spare wheel protection basket - it adds $2000 to Pro or Premium models.

If you want to show up and show off, there’s also the Business Pack for Premium models ($2200), which adds climate control, tinted windows, 17-inch alloy wheels, a heated driver seat, LED cabin lights, satellite-navigation, chrome front grille highlights, a colour-coded front bumper door mirrors, and rear tail-light columns.

There are other options including things like glazed sliding doors (Premium only, $400), a switch back to a tailgate rather than barn doors for the Premium or Lifestyle models (no cost), removal of the bench seat and bulkhead in favour of two-seat open-plan layout (no cost for Premium models), a single passenger seat for Pro models ($100). There are other options available, but suffice to say, you can essentially add or even subtract what you need if you choose a Trafic van.

Formerly one of the most affordable vans on the market, times have changed for the facelifted Renault Trafic line-up. Prices are up between $4610 and $8610, depending on the grade.

But justifying the jump is the inclusion of a number of new features - including forward AEB (auto emergency braking), lane departure warning, a new media screen with smartphone mirroring technology (Apple CarPlay and Android Auto), and a few other items like LED headlights and daytime running lights. And of course, customers score an upgrade to a larger diesel engine, too.

You can read all the details in our 2023 Renault Trafic pricing and specs story, but I’ve covered a few of the choice options in the practicality section below.

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.

This is not a new engine, but for a lot of the models in the range it is an upgrade from the existing 1.6-litre four-cylinder that was previously offered in two different tunes (85kW or 103kW).. In fact, there was an even lower output 66kW version ages ago, too.

For some, then, the 2.0-litre with 125kW of power (at 3500rpm) and 380Nm of torque (at 1500rpm) is a big step up, and one that Renault Australia said customers wanted. 

That 2.0L engine is now available whether you choose the six-speed manual or six-speed ‘EDC’ dual-clutch automatic transmission. All Trafic models are front-wheel drive only.

All versions have 750kg of unbraked towing capacity, while braked towing capacity maxes out on the base manual version at 2500kg in SWB or LWB. The rest of the range has braked towing capacity of between 1630-1720kg.

Concerned about the Trafic’s gross vehicle mass (GVM)? It varies between 2980kg and 3070kg. And the gross combination mass (GCM) spans from the auto models at 4700kg through to the base manual at up to 5570kg.

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 official combined cycle fuel consumption figures are an impressive (on paper) 6.5 litres per 100 kilometres for the auto model and 7.2L/100km for the manual versions, no matter the wheelbase or seat capacity.

On our test drive at the launch, with no significant weight in the back and in the auto Premium version, the dashboard display was showing 7.8L/100km.

In the Trafic’s favour is an 80-litre fuel tank, meaning a decent theoretical driving range of up to 1230km if you can get it down to the official number, or a more realistic (but still impressive) 1025km at the average consumption I saw on test.

You don’t need to worry about Adblue, either. It doesn’t have it, and it meets Euro 5 standards only (manual - 188g/km CO2; auto - 171g/km CO2).

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.

One of the key things that was discussed at the launch event was ‘comfort’. For Cameron at Lindenvel Group - a commercial fit-out business based in Gosford, but with projects all over Australia - comfort is the key purchase decision for his team. His business currently has three pre-update Trafic models, and he reckons the team has put almost a million cumulative kilometres on their vans since they first upgraded from a 2000 Toyota HiAce back when this generation of Trafic launched in 2015 locally.

It was also a key discussion point for the brand’s product manager, Charly Clercin, who pointed out that comfort is more than just seat cushioning. It’s also about adjustability, vision from the driver’s seat, material finishes, and the new touchscreen which should make things easier for people who spend as much time in their van as they do in their bed.

And it is comfortable. In fact, my co-driver and I were very impressed by the driving seat comfort, with the adjustable arm-rest adding to the “I could drive this for hours” vibe.

But for passengers? Not as good. The bench seat is a bit flat and lacks side support, but at least it’s wide enough to actually fit two adults, if needed.

The suspension is very well sorted. I drove a SWB version and there wasn’t too much to whinge about with it unladen. The suspension picked up on the odd sharp edge or lump, but it was never uncomfortable.  

The steering was great, too, with nice weighting and responsiveness, and it was very easy to park the van - so easy, in fact, yours truly absolutely smoked the ‘parking gymkhana’ challenge that Renault put on at the event, where I had to reverse from a tight parking ‘garage’ made of witch’s hats, drive into two other ‘garages’. 

Suffice to say, it’s not too hard to park. The surround-view camera on the Premium model, and front and side sensors, certainly helped, but so did the revised mirrors, which are a bit bigger and offer a slightly better view for drivers.

And the engine? It’s a good’n. With easily enough pulling power from low in the rev range, the only complaint was a touch of hesitation from a standstill, and when shifting from D to R (or vice versa) in a hurry.

But the six-speed dual-clutch auto was very good, shuffling through the gears without hassle, and without too much of that slow-speed slurring/lurching sensation some dual-clutches can offer up.

There are now safety tech items that were never available before on the old Trafic. 

Things like autonomous emergency braking (car to car only, no pedestrian, cyclist or junction detection), lane departure warning (no active lane keeping assistance), a reversing camera, rear parking sensors, and six airbags (dual front, front side and curtain) are included on all vans.

There are more standard goodies if you choose the Premium or Lifestyle model, including adaptive cruise control, blind-spot monitoring, and front+side parking sensors, traffic sign recognition, and tyre pressure monitoring, too.

Other vans are streets ahead in terms of the range-wide safety tech on offer, so if safety is a big priority for you, be sure to look at the Toyota HiAce or Hyundai Staria Load.

Further, the Renault Trafic scored a three-star Euro NCAP safety rating back in 2015, and the updated version hasn’t yet been tested - but based on the current criteria, it would be surprising if it even maintained that rating.

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.

The Renault Trafic is supported by a five-year/200,000 kilometre warranty plan, which is the standard for the class.

The brand also offers a five-year capped-price servicing plan, which is a bit expensive by class standards but more affordable than the last iteration over a five-year span.

It costs $649 per service for visits one, two, three and five, and service four costs $949. That means an average annual service cost of $711 (previously: $739 avg over five years).

But the thing is, if you do a lot of kays in your Trafic, you might be okay with that - because the intervals are every 12 months or 30,000km, meaning potentially less down-time for your van.

If you abide by the service plan, you also score five years of roadside assist.