Toyota HiLux vs Renault Master

What's the difference?

It might be a new generation HiLux but we get the (oh what a) feeling that Toyota has adopted a that-will-do approach with this one, based on its cautious view of the ute market.

Although it’s still a competent load-hauler that will no doubt continue to attract Toyota loyalists, even a major facelift and tech upgrades can’t hide its decade-old origins.

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.

Toyota states this was the first time in HiLux history that a new exterior design was spearheaded by the company's Australian design team, with its confronting appearance claimed to be inspired by the stance held by Japanese sumo wrestlers at the start of a fight. Really?

Regardless of its inspiration, there’s no denying the imposing new-look front with its high slimline headlights, gaping body-coloured grille and trapezoidal side air intakes polarised opinion among passers-by we spoke to during our week of testing.

The cabin and doors are carried over from the previous generation but the rear styling has also been refreshed, with a more hard-edged appearance that incorporates concave rear side-steps for load tub access plus ‘TOYOTA’ lettering stamped into the tailgate like the good old days.

The squared-off styling theme inspired the HiLux’s interior design featuring new dash and centre console layouts, plus tasteful blending of soft-touch and hard-wearing surfaces to create a visually appealing cabin environment.

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 2125kg kerb weight and 3090kg GVM, our test vehicle has a useful 965kg payload rating.

It’s also rated to tow up to 3500kg of braked trailer but with its 6300kg GCM (or how much it can legally carry and tow at the same time) the payload would need to be reduced by 290kg to tow the maximum trailer weight without exceeding the GCM.

Even so, that still leaves a practical 675kg of payload capacity, so these are useful numbers for any number of working roles given that few owners (if any) would need to tow 3500kg with a HiLux.

The load tub is 1570mm long, 1645mm wide and 495mm deep, offering an enclosed load volume of more than 1.2 cubic metres. However, with 1105mm of load floor between the rear wheel housings, it can’t carry a standard Aussie pallet but can fit a Euro.

The SR does not come standard with a spray-in or slide-in tub liner so its painted surfaces are vulnerable to load damage. There’s a sturdy front bulkhead that provides rear window protection and is fitted with pivoting load retainers on the top rail for securing long lengths of timber, conduit, PVC pipe, etc.

The load tub is also equipped with four load anchorage points mounted at mid-height (not ideal for low loads) and hydraulic struts provide lowering/raising assistance for the tailgate. Externally there are also new concave rear steps on each side to provide easier access to the load tub.

There’s ample cabin space for the driver and front passenger, and storage that includes a bottle holder and bin in each door, along with two cupholders, upper and lower gloveboxes in the new dash and an overhead glasses holder.

The front of the new centre console includes a wireless phone charging pad and two USB-C ports, plus a single cupholder in the middle (why not two?) and a lidded box at the rear which also contains a 12V socket and AC220V inverter socket that’s compatible with devices or appliances that use a domestic three-pin plug.

Rear seating for tall people (I’m 186cm) is still as restrictive as it’s always been, with minimal knee/shoulder/head room combined with a notably short distance between the top of the base cushion and floor creating a steep thigh angle that concentrates body weight on your lower back.

It’s worse in the slightly higher centre position, with my head pressed firmly into the roof lining, knees squeezed together between the front seat backrests and feet either side of the transmission tunnel. So, for any trip longer than the local shops, the HiLux rear bench is strictly a two-seater.

Even so, there’s a bottle-holder and bin in each rear door plus pockets on both front seat backrests and two USB-C ports and a storage slot on the rear of the centre console. The centre seat backrest also folds forward to provide an armrest with two cupholders.

Only the narrower driver’s side of the 60/40-split rear seat base cushion can swing up and be stored vertically as the passenger side is now fixed, given the V-Active’s 48V battery resides beneath it.

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.

The ubiquitous 1GD-FTV 2.8-litre four-cylinder turbo-diesel with V-Active 48V mild-hybrid assistance produces the same 150kW and 500Nm as it does without V-Active, driving through a six-speed torque-converter automatic that offers the choice of sequential manual shifting and three drive modes.

V-Active is claimed to improve fuel efficiency, acceleration and smoothness, along with enhanced off-road prowess, as it can send up to an additional 8.4kW of power and 65Nm of torque through its motor-generator to assist the engine.

The part-time, dual-range 4x4 system includes a switchable rear diff-lock and a choice of numerous multi-terrain driving modes to enhance off-road ability.

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.

Toyota claims combined average consumption of 7.2L/100km which is aligned with rivals like the Ford Ranger XLS 2.0L (7.2L/100km) and Isuzu D-Max X-Rider 2.2L (7.1L/100km).

The HiLux’s dash display showed 9.5L/100km at the completion of our 457km test, which included the usual mix of suburban, city and highway driving of which about one quarter was hauling a near-maximum payload.

Our own figure calculated from fuel bowser and tripmeter readings was slightly higher again at a neat 10L/100km. That’s just within the usual 2.0-3.0L/100km discrepancy between lab-based official and real-world consumption but thirstier than figures we’ve achieved in some rival 4x4 dual cabs like the JAC T9 with 8.3L/100km and Nissan Navara SL with 8.4L/100km.

So, based on our test consumption, you could expect a realistic driving range of around 800km from its 80-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.

Big handles on the windscreen pillars assist climbing aboard the new interior where (in stark contrast to the rear seat) even tall drivers can find a comfortable position, with ample seat and steering wheel adjustments plus a large left footrest.

The new wheel design feels nice in your hands and Toyota’s switch to electric power steering provides good feel and more noticeable changes in steering weight compared to the previous hydraulic system, being light at parking speeds but increasingly firm as speeds increase like variable-ratio steering should.

The job-focused WorkMate and SR grades have a heavy-duty suspension tune not shared with other HiLux models, which is primarily designed for carrying and/or towing heavy loads. However, that comes with an unwelcome trade-off in unladen ride quality that is notably harsh and jiggly, particular on bumpy roads.

The diesel engine is relatively quiet with good refinement and all-round response, even though we can’t detect any noticeable gain in acceleration, braking or smoothness from the 48V hybrid system compared to the standard engine.

That’s not to say V-Active is not delivering up to 8.4kW of power and 65Nm of torque, as Toyota claims. It’s just that these gains are modest and delivered so seamlessly that they are undetectable in real-world driving.

By contrast, there is a noticeable spike in engine response using the ‘Sport’ drive mode. it’s also a low-stressed and quiet highway cruiser requiring only 2000rpm to maintain 110km/h without the need for raised voices.

To test its GVM rating we forklifted 650kg into the load tub which combined with our crew of two equalled a total payload of 830kg that was about 130kg under its legal limit. The stout rear leaf springs compressed about 50mm, leaving ample bump-stop clearance that ensured there was no bottoming-out on our test route.

The HiLux always shines when it’s heavily loaded, as it maintains a sure-footed stance on sealed or unsealed roads, and the ride quality noticeably improves given the large increase in sprung weight that its heavy-duty suspension is primarily designed to support.

The drivetrain also made light work of this payload, particularly on our 13 per cent gradient, 2.0km set climb at 60km/h where the six-speed auto promptly self-shifted down to fourth gear and 2300rpm (within its peak torque band) to easily haul this load to the summit.

Engine-braking on the way down, in a manually selected second gear, was not as robust but adequate given the large payload it was trying to restrain and well within the capabilities of the brake pedal to maintain the 60km/h speed limit. Overall, it’s still a competent load-hauler.

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.

Toyota has a five-year/unlimited kilometre warranty (which is short compared to Mitsubishi’s dealer-serviced 10 years/200,000km offer) that is extendable to seven years with exclusive Toyota dealership servicing.

The 48V hybrid battery has a separate five-year warranty which can also be extended for up to five years (so 10 years in total) subject to annual battery health checks.

Scheduled servicing is Toyota’s usual six months/10,000km whichever occurs first, with capped pricing of $395 for each of the first ten scheduled services up to five years/100,000km. That totals $3950, which is significantly higher than rivals like the Ranger XLS ($1995) or D-Max X-Rider ($2245) for the same five-year period.

Toyota currently has 275 dealers across its vast Australian network located in metro, rural and regional areas. Toyota dealerships are also service centres.

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.