The country’s trawlermen and hauliers blockade the ports, farmers spill their beans on the steps of the Elysee and taxi drivers paralyse big cities, but French stylists have lost their bottle. Once upon a time, Citroen gave us corrugated cartons on wheels (the H-van) and Renault proffered the Estafette and then, in the ’80s, its off-beat Master – overly tall and distinctly tapered, with pressed metal swathes along its flanks.
Today, only the anoraks will recognise the difference between the Relay, Ducato and Boxer while the Master replacement could easily be a Ford, Merc, VW or… Vauxhall? Well, yes – actually it’s a Vauxhall Movano, too (although buyers pay slightly more for the Renault badges), being the second LCV to emerge from co-operation between Renault and Vauxhall’s parent company, GM.
Advantages of a 17-year-old
While only the name remains the same, the new Master does carry forth three notable advantages from which its 17-year-old predecessor also benefited: a huge load bay, a low loading height and two splendid IVECO diesels, one a naturally aspirated 2.5 litre developing 80bhp and the other an all-new 2.8 litre turbo-charged unit featuring direct injection and developing 115bhp at only 3,600rpm.
But let’s not get ahead of ourselves. No less than four basic types of Master body are offered: panel van, chassis cab, chassis double cab and platform cab. In addition, this range of four bodies extends, by way of different lengths, heights and payloads, to embrace a wide range of 27 versions offered for sale in the UK.
The modular design of the new Master allows three different wheelbases, in 500mm steps for the short, medium and long vans. They are available in three different heights: 2250mm (low), 2489mm (medium) and 2720mm (high). The combination of these different lengths and heights allows the creation of a range of six load volumes from 8 to 13.9cu m. Concerning maximum gross vehicle weight, three choices are possible: 2.8, 3.3 and 3.5 tonnes, according to version.
Grunt aplenty
Admittedly, life in the functional if uninspiring cab of the turbo-charged model is not blessed with pastoral peace, but the available poke is some compensation. There’s grunt aplenty, even when fully laden. Master is distinguished by a torque output of 260Nm at the very low speed of 1,800rpm, helping to make the van fast, flexible and powerful.
Although slightly smaller than its forebear, new Master’s not inconsiderable bulk is no hindrance when it comes to thrashing up and down the motorway, intimidating the most hardened Mondeo man. Just don’t go mad on A- and B-roads – Master’s length, height and size could contrive to get the better of your derring-do.
This is not to accuse the suspension and chassis. In fact, the Master is equipped with a completely new design of independent front suspension that allows the wheel arches to be made smaller and also brings improvements in roadholding and ride comfort. Rack and pinion steering is power-assisted as standard in all versions.
The rear suspension consists of a tubular ‘dead’ axle and leaf springs. An uprated rear suspension with variable-rate springs is available as an option. It is particularly suitable for personnel transport, for builders’ vehicles and those towing a heavy trailer. Master’s servo-assisted braking system employs an IH circuit (one circuit for the front wheel and the other for all four) with ventilated discs at the front and drums at the rear.
Despite Renault’s study of acoustics to limit the transmission of noise, the company’s engineers have some way to go. A full bulkhead might be a better choice – at least to block out load area boom – than the tubular metal/mesh affair, and better quality radio/cassette speakers would be cheaper still. At least the driver is equipped with a three-way adjustable seat and that bulkhead doesn’t infringe too greatly on its movement. Head clearance is generous.
Eliminate the noise factor – not that it’s deafening – and the cab is pleasant enough: sturdy, pinky-beige plastics, an easy-clean, rubberised flat floor and room enough to slide through to the passenger door, sufficient storage, decent H&V, radio control at the wheel and good visibility aided by exterior mirrors with twin reflectors to eliminate blind spots. The cut-away rear door, devoid of a wiper/wash, is said to improve rearward visibility.
Airbags are optional but three-point belts for two or three front-seat occupants and belt pre-tensioners are standard. All versions of the Master are equipped as standard with an immobiliser, while an alarm is an option.
Renault claims the Master has the lowest load height, the tallest load space, the biggest volume and the widest and tallest side-loading door on the market. Certainly, loading and unloading are easier than in many, not least due to Master’s low sill height of 530 to 538mm and the ability to accept standard pallets through its sliding side door. A second side door can be fitted if required. Payloads range from 1585 to 1705kg. The spare wheel is conveniently sited inside the vehicle rather than underneath.
The new Master benefits from extended service intervals, particularly in the case of the turbo-diesel version, which requires a minor service at 12,000 miles. In Service, Maintenance and Repair (SMR) budgets, compiled by industry-respected maintenance data experts David Henley Systems, Renault’s Master has been proclaimed top of the class.
The 2.8TD costs 3.30ppm (pence per mile) compared to the Peugeot Boxer at 4.67ppm and Citroen Relay 2.5TDi at 4.64ppm. Where fuel consumption is concerned, the Master 2.5D and 2.8TDi achieve 28.5 and 28mpg respectively.
All in all, Renault has crafted in Master a fine but rather unadventurous panel van: it goes, it carries, it stops. Perhaps its designers were exhausted after their efforts with the Kangoo, but then the simple things in life are always the most successful.
