Renault Master Review 2025

It's about as modern as a big load carrier can get — but is this newcomer the right large van for you? Read our comprehensive Renault Master review to find out.

Large vans tend to have long lifespans — look at the Vauxhall Movano, Citroen Relay and Peugeot Boxer, all of which were thoroughly revised recently but are still based on a design that’s two decades old. The Ford Transit, which has retained the same basic shape since 2014, is comparatively young but still old in real terms.

This Renault Master is different — it's all-new. Orders opened in May 2024 (but deliveries didn't begin until 2025) for this generation of Master, which is built on a completely fresh platform that was designed from the outset to be powered by a choice of diesel engines, electricity and hydrogen fuel cells. It's a future-centric design of which the combustion-engined and Renault Master E-Tech electric variants are with us now, while the hydrogen model is in Beta testing, being evaluated by fleets across Europe.

Here, we've tested the diesel version, which — initially, at least — will be the volume model in the UK. It comes with a 2.0-litre engine in 130, 150 and 170PS power outputs, the first two with a six-speed manual gearbox, the latter with a nine-speed automatic.  

One of the most striking elements of the Renault Master is its styling. Bold, expressive and different, with a distinctive front-end matched by a high-tech cabin that embraces all of Renault’s latest touchscreen tech. At least it's as distinctive — until you consider the Nissan Interstar, which is essentially the same van wearing a different grille and alternative badges. The cabin is spacious and extremely comfortable, while the load bay is vast — even the smallest model can carry 11.0 cubic metres 

There are chassis cabs and platform cab models aimed at converters but the core of the range is the panel van, offered in three body sizes and gross vehicle weights of 3.3t and 3.5t. Models rated up to 5.0t are available through sister brand Renault Trucks which specialises in LGVs and HGVs.

Two Renault Master trim levels are offered with the entry-level Advance and the pricier Extra, which offers more technology and safety features, but otherwise the gap between the two isn’t huge. Renault offers a three-year or 100,000-mile vehicle warranty for the Master, which is competitive but nothing to get excited about.

Overall the Renault Master range is a convincing package that is right near the top of the large van class — but then it should be, as it’s a far more modern package than most of its rivals and that’s reflected in both the tech on offer and the driving experience.

It may not have the brand cachet of the Mercedes Sprinter but it’s a fine vehicle with a lot to recommend it.

The Renault Master is a van that’s built for comfort and not for speed — but then it’s a large commercial vehicle, so that isn’t a major criticism. Just don’t expect it to have the same high-speed cruising ability as the much more expensive Mercedes Sprinter.

In the diesel-engined Renault Master, there’s one 2.0-litre engine offered with three power outputs — 130PS, 150PS and 170PS, the latter is only available in the higher-spec Extra and with automatic transmission. These are all smooth, responsive and fairly quiet, offering reasonable acceleration, though the 130PS version requires regular gear changes to keep pace.

That said, the six-speed manual transmission is precise, with a light clutch action and short gear lever throw that betrays the van’s vastness. A nine-speed automatic transmission is optionally available for the 150PS engine while the 170PS version is only fitted with the auto gearbox.

All offer WLTP Combined cycle mpg figures in the mid-30s, which are respectable enough for such a large vehicle. L2 models feature an 80-litre fuel tank, which increases to 105 litres for L3 versions, giving a maximum potential range of over 800 miles — ideal for long-distance work. 

It drives well with a very composed and relaxing ride quality about it even when unladen, along with speed-adjustable steering that weights-up nicely on the move but is light and agile around town — just how you want it. 

The Master's 12.8-metre turning circle matches the best in class and all-round visibility is good. An optional digital rear-view mirror offers clear, real-time imaging of what's happening behind, transmitted from a rear-mounted camera — and it’s better than similar systems offered by Stellantis and Maxus.

Unsurprisingly, you’ll also find the usual plethora of safety assistance systems — 20 in total — including automatic emergency braking (AEB), lane-keeping assist, cruise control, blind-spot alert, cross-traffic alert, attention alert and intelligent speed assist.

Although obviously not designed to be thrown about through corners, the Renault Master also responds well to sudden changes of direction and handles neatly on twistier roads adding to the feeling of composure. Overall, it’s a great van to drive.

There are three main panel van bodies on offer as well as a range of approved conversions, which have long been a selling point for the Renault Master. If you want a dropside, flatbed, tipper, platform cab or chassis cab then Renault will sell you one, diesel or electric.

If it’s a panel van you’re after, though, there are three bodies available with payloads of up to 1,971kg  which are class-leading for both drive types, along with the Renault Master's sister van, the Nissan Interstar. 

The load bay itself is huge, square and functional with a minimum cargo volume of 11.0 cubic metres, rising to 14.8 cubic metres in the L3 H3 model (long wheelbase, high-roof). That makes it slightly less capacious in its largest form than the biggest Mercedes Sprinter, but we’re talking marginal differences in a space that’s as big as some studio flats, so everything is relative.

Load lengths vary from 3,225mm to 3,855mm, again fractionally behind the Mercedes but to a negligible level, with twin barn-style rear doors that open to 270 degrees — but only the Extra model gets LED rear lighting. In addition, the Renault Master’s 1,312mm-wide sliding side door is the largest on the market. Diesel models are also rated to tow braked trailers up to 2800kg.

In the cab the Renault Master has most of its rivals well and truly trumped, an advantage of it being an inherently more modern design. The layout is smart and stylish with a 10.0-inch infotainment system dominant in the centre of the dash, with features such as Renault’s built-in Google apps, integrated navigation and voice control. Both Apple CarPlay and Android Auto functionality is standard on both trim levels.

Also worthy of note are the physical controls below the touchscreen to operate features such as the heating controls, locking and speaker volume — such intuitive switchgear is a benefit in a vehicle that’s likely to be driven by more than one person.

The seats are surprisingly soft for a van and they reflect the smart grey tweed-weave upholstery as seen in recent Renault retro cars, such as the new Renault 5 E-Tech, but the jury's out on their longevity. They’re wonderfully comfy, which is great news for long-distance drivers, but it’ll be interesting to see how hard-wearing they really are after 100,000 miles of use.

Storage space is abundant with 135 litres of cubby holes, plus there are three USB charging ports, but we do have a couple of gripes. One is the storage cubby below the gear lever, which is inexplicably sloped. If you accelerate hard with anything lightweight placed in it, expect to spend the last five minutes after your journey rummaging around on the cab floor trying to find it.

The second is the way the dash intrudes into the cabin space around the driver’s left knee, which is especially noticeable on manual models.