Renault Master 2027 review: Australian first drive

Price and features – Does it represent good value for the price? What features does it come with?

7 / 10

Here’s a fun fact. With over 23,000 Masters sold locally since it debuted in 2004, the van is poised to overtake the beloved R12 of the 1970s as Australia’s best-ever-selling Renault.

Now, to help keep punters interested, pricing has largely remained similar to before, meaning the base Mid Wheel Base (MWB), Standard Roof (SR) manual starts from $55,990 (all prices are before on-road costs).

The auto is $59,990. But the expected best-seller – the Long Wheel Base (LWB) SR auto – now costs nearly 10 per cent more from $61,990, while an LWB High Roof adds $4000, taking that to $65,990. Cab-chassis models also arrive early next year.

The E-Tech electric vehicle (EV) versions, meanwhile, land sometime in mid-2027, costing $18,000 over their corresponding diesel equivalents. That’s the MWB SR from $77,990 and $2000 more for the LWB SR EVs.

Back to the present, Renault reckons the extra cost over last year’s diesel models is more than made up for by the latest Master being bigger, stronger, more comfortable, better equipped, safer and more practical than before.

All come with a three-person bench seat and a steel bulkhead with window, though a two-seater walk-through configuration that deletes the bulkhead completely for $400 more is available on diesel auto standard-roof versions.

Also featured is a left sliding windowless door, a reversing camera with rear sensors, rain-sensing wipers, auto headlights, a 10-inch central touchscreen, wireless Apple CarPlay/Android Auto, two USB-C ports, overhead and under seat storage, rear barn doors, paddle shifters, a full-sized spare wheel and a host of advanced driver-assistance systems (ADAS) including Autonomous Emergency Braking (AEB). More on safety later on.

However, cruise control is non-adaptive. Adaptive cruise control is not available for now, nor is digital radio.

And you’ll need another $1000 for the Business Pack option that adds nice-to-haves like climate control, keyless entry, push-button start and folding centre armrest/work table. That last item is also part of an $800 Trade Pack that also brings LED cargo lighting, a rear step board and a reverse buzzer. Both packages can be bundled together for a $300 saving. Do it.

As in most rival vans, a sliding right-hand-side door, wooden floors, wall linings and side windows also cost extra as individual options, but the Renault remains competitively priced amongst Euro alternatives.

Plus, the Master looks freshest of the whole pack.

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Design – Is there anything interesting about its design?

9 / 10

A new-from-the-ground up design, the fourth-gen (XDD-series) Master’s nose was inspired by large American pick-up trucks, apparently. That’s probably more evident in the Nissan Interstar version we won’t get in Australia.

Despite this, it is surprisingly aerodynamically efficient, with the frontal area being 20 per cent more slippery than before. The claim is a 10 per cent fuel consumption drop from this alone.

For now, three industry-standard sizes are available: L2H2, L3H2 and L3H3. L2 equals mid wheelbase and L3 equals long wheelbase, while H2 equals standard roof height and H3 is high roof. Elsewhere, short wheelbase L1 with H1 low roof versions are offered, but not in Australia for now.

In the Master’s case, length is 5685mm (L2) and 6315mm (L3), width is 2080mm (body only) and 2466mm (mirrors extended), height is 2498mm (H2) and 2788mm (H3) and wheelbase is 3585mm (L2) and 4215mm (L3).

Total cargo bay volume is 10.8 cubic metres in the L2H2, 13.0 cubic metres in the L3H2 and 14.8 cubic metres in the L3H3.

Renault boasts that it’s managed to squeeze in 100mm of extra load length within a similar footprint, whilst also making the side aperture some 40mm wider – widest in class, in fact, by just 1.0mm, at 1312mm.

The rear barn doors swing 270 degrees, meeting a magnetised doorstop-like protrusion to stop panel damage and keep it in situ on inclines or during strong winds.

Stepping inside the back, load area length is 3225mm (L2) and 3857mm (L3), width is 1537mm and 1380mm between the wheel arches, and height is 1885mm (H2) and 2119mm (H3).

Payload varies between 1811kg and 1973kg, Gross Vehicle Mass (GVM) is 4000kg and Gross Combination Mass (GCM) is 6000kg. Braked towing capacity is 2000kg and unbraked is 750kg, while minimum ground clearance is 140mm.

Meanwhile, large front doors open wide into a modern, Euro-centric interior offering oddly Germanic vibes in its solid feel and sensible, practical presentation.

There’s also more than sufficient space to move about in, despite a reduction in the dash-to-axle ratio (the gap between the front wheel arch and door) compared to the previous Master resulting in a very-slightly shorter passenger compartment.

Practicality – How practical is its space and tech inside?

8 / 10

Sat high, with a vast view ahead and deep side windows aiding peripheral vision, the driver feels tall and in control at the wheel of a Master.

The height, reach and lumbar-adjustable driver’s seat with armrest is firmly supportive, and far-more accommodating than the fixed dual-person bench beside it. These are fixed, narrower items that – as in all vans with the same three-person configuration – are barely any larger or comfier than a pair of bus or train seats, especially if a couple of burlier passengers are squeezed in. This cabin is all for the driver.

With certain models, the bench can be swapped out for a normal passenger seat that is far comfier, though the accompanying removal of the flat rear bulkhead also makes this a much louder van to travel in.

Angled before them is a wide, horizontally orientated dashboard with a gentle curvature providing unimpeded access to most switchgear, as well as ample ventilation.

In the middle is a 10-inch touchscreen that’s stupendously easy to operate, an ultra-clear part-analogue/part-digital instrumentation display and a reach/height adjustable steering column with paddle shifters as well as a simple column-mounted auto lever that’s equally easy to use. Kudos to Renault, too, for retaining a big mechanical hand brake.

A pair of cupholders flank either side of the fascia, huge compartments are discreetly placed above the occupants, there is a trio of shallow recesses for keeping loose items in (these are lidded elsewhere), a couple of smaller shelves with USB-C ports for charging phones and tablets and a small but very deep glove box.

The door cards can also carry a surprising number of items like brief cases and soft bags.

If you choose one of the option packs the open space under the two-person bench is boxed in and each cushion tilts up to reveal a massive, enclosed cavity, providing more secure storage.

Along with the optional folding centre armrest/workbench, these are must-haves in this van, and they also add the convenience of keyless entry/push-button start and walk-away locking, among other items.

Issues? There’s an oddly-shaped cupholder that juts out right where a splayed knee might rest, restricting leg movement for some people. Though just a cupholder in auto models, it’s where the gear lever is in manual versions.

Plus, Australian models don’t have any traditional grab handles to help haul yourself in and out, relying instead on the extremity cupholders that don’t quite feel up to the task of bearing the weight of a person pulling on them.

Otherwise, the Master’s passenger compartment is a thoughtfully presented, beautifully made and welcoming environment, even if not every expected convenience feature comes as standard equipment.

That also goes for the optional side wall covering and flooring out back, but there’s no shortage of features, including ample lighting, 12-volt access and anchorage points dotted throughout.

In very French style, a full-sized spare wheel is placed beneath the van.

Under the bonnet – What are the key stats for its engine and transmission?

8 / 10

Under the bonnet is a fresh 2.0-litre four-cylinder turbo-diesel engine.

Delivering 125kW of power at 3500rpm and 380Nm of torque from a low 1500rpm, these are comparable with most rival powertrain outputs.

The engine is mated to either a six-speed manual in the base car, or a new nine-speed ZF torque converter automatic transmission driving the front wheels.

No more robotised semi-automatic nonsense for the Master for this latest generation.

Meanwhile, the all-electric, 105kW/300Nm E-Tech versions with a big 87kWh battery and 409km of WLTP range arrive sometime in 2027.

Efficiency – What is its fuel consumption? What is its driving range?

7 / 10

Earlier, we mentioned the new Master’s aerodynamics help cut fuel consumption by 10 per cent alone, according to Renault.

So, it is odd that Renault won't reveal what the fuel consumption figure is in Australia, because there is no requirement for vans at 3.5 tonnes or over to do so.

However, driving around outer-suburban Sydney, mostly with only two people on board and no load in the back, the trip computer averaged 8.0 litres per 100km.

Back in Europe, using WLTP protocols, the Master with the same 125kW diesel/auto combo as Australian models average around 9.0L/100km, which translates to a range of about 880km.

Driving – What's it like to drive?

7 / 10

All right, is this the Master of all big vans?

First impressions are promising, starting with the natty little column shifter that makes selecting drive fast and easy.

Now, this is really a tale of two vans in terms of performance. In Eco mode, the 2.0-litre turbo-diesel is tuned for economy, so acceleration is quite doughy, and you have to be determined in order to overcome initial lag. But the flip side is, it promises to be fuel efficient, while – once moving – the power delivery is more than sufficient.

In Normal, which is the default mode, there's still some hesitation stepping off the line as the turbo spools up, as per most forced-induction diesels, particularly smaller-capacity engined ones like this. But then the performance comes on quite strongly as the revs rise and that deep torque well is plundered, providing lively acceleration and muscular mid-range throttle response.

We never had a chance to try the manual, sadly, but the new nine-speed auto is slick and almost imperceptible when shifting between each of the many ratios, making for smooth progress.

Plus, Renault’s done a fine job quelling the diesel din. This is a comparatively muted example.

How the Master behaves with a big load out back is unknown, but given the long list of awards and accolades it's received in Europe since debuting earlier last year, the van experts seem to agree it is more than up to the task. And Aussie-bound versions all feature the gutsiest of the turbo-diesels available over there.

Plus, like all Renaults, the steering feels quick and connected and involving, meaning this is quite a fun thing to weave through corners.

It also offers an impressively tight turning circle for a van this long, making around-town manoeuvrability easier than the intimidating size may suggest, aided by the lofty seating position affording excellent forward and side vision, extended mirrors and an effective reverse camera.

And the ride seems fine unladen – not an easy feat in a big van with a chassis beefed up to carry heavy items – though, again, we did not have a chance to test suspension comfort with the Master loaded up.

Our fairly brief drive had us crawling in peak-hour traffic on busy suburban back streets, some fast driving along a motorway route, as well as a spell of some curvy rural roads and not once was there ADAS interference of any sort. The tuning seems especially nuanced for something so hefty.

All these conspire to make the Master an enjoyable van to drive around town and out on the open road, while providing a level of sophistication and isolation that elevates it above most equally gargantuan alternatives.

In fact, the Renault isn’t easy to criticise from a driving perspective given how thoroughly it would meet most expectations, though the lack of adaptive cruise control may be a deal breaker for some. This needs to be remedied as soon as possible.

Otherwise, it now must rank as one of the best all-round 3.5-tonne vans on the market in 2026. Yep, the Master certainly does live up to its name.

Safety – What safety equipment is fitted? What is its safety rating?

8 / 10

How is this for safety? The Master scores the maximum Platinum score in the Euro NCAP van crash test safety results.

It also includes a decent wedge of ADAS tech, including AEB for cyclists and pedestrians, rear cross-traffic alert, lane keep assistance, blind-spot warning, driver inattention and drowsy driver alerts and traffic-sign recognition.

However, adaptive cruise control is not offered.

Note that the dual-person bench precludes side and curtain airbags, meaning the standard Master only offers dual front airbags and a driver’s side airbag.

Ownership – What warranty is offered? What are its service intervals? What are its running costs?

7 / 10

Renault offers a five-year, unlimited-kilometre warranty, which is still the van industry average, though LDV (like this van, distributed by Ateco Automotive in Australia) has seven-year/200,000km cover.

Compared to the previous model, the Master has bumped up its service intervals, to 30,000km or every 12 months.

The Master offers five years' of capped-price servicing. These are $699 for the first 12 months/30,000km, then $799 for years two and three, $1229 for the fourth year and $699 for year five.

There are 50 Renault dealers nationwide.

Verdict