2025 Renault Master unveiled, Australia yet to be locked in

The first all-new Renault Master van in 13 years has been revealed with more technology, upgraded safety, and the option of electric power. But it may not come to Australia initially.

The 2025 Renault Master van and cab-chassis has been unveiled, ahead of first European showroom arrivals in September next year.

It is the first new Master since 2010 – nearly 14 years ago, about double or triple the typical life cycle of a passenger vehicle – and brings a new look, overhauled interior, new technology, and diesel or electric power.

Australian arrival timing for the new model – available in van, cab-chassis and other derivatives – yet to be announced.

However Drive has previously reported Renault Australia is poised to continue with the current Master for the foreseeable future, and hold off on adopting the new model for a few more years.

Order books for the new model are due to open in the UK in the first half of next year, ahead of customer deliveries from September 2024.

Among its key rivals – the Ford Transit, Fiat Ducato, LDV Deliver 9, Mercedes-Benz Sprinter, Peugeot Boxer and Renault Crafter – the current Renault Master is the third best seller so far this year, with 1095 deliveries reported, though well behind the LDV (3284) and Mercedes (2574).

Renault’s media materials refer to the new Master as the ‘aerovan’, claiming it is the most efficient vehicle in its class – irrespective of how it is powered – with a 20 per cent smaller frontal area than the previous model, and “substantially below that of … all current rivals.”

The French car maker cites a shorter bonnet, shallower windscreen angle, new-design bumper, mirrors and air intake ducts, and a narrower rear end, contributing to lower fuel use and emissions in diesel versions, and a 20 per cent improvement in energy use for the electric model.

The company says the Master was too big to fit in Renault’s wind tunnel, so it worked with 83 per cent (5/6th) scale models, before testing full-size vehicles in a wind tunnel used for aircraft.

Design highlights include C-shaped full LED headlights, Renault’s new logo, seven standard body colours (or “over 300 special hues”), C-shaped tail-light inserts, and a Master-signature asymmetrical rear window.

The new model will be available in Europe in 20 van variants – offering 11 to 22 cubic metres of space, with a 40mm-wider side door opening and 100mm-longer load area than before – and cab-chassis and platform-cab variants ready for conversion for different industries.

The payload is listed as “up to four tonnes” in certain versions – or up to two tonnes in van models.

Renault says it is available in L2 front-wheel-drive, L3 front- or rear-wheel-drive and L4 rear-wheel-drive variants, and that the turning circle has been reduced by 1.5 metres for easier city use.

Inside, there is a redesigned cabin with a standard 10-inch infotainment touchscreen running Renault’s latest Google-integrated software, with in-built Google Maps, Google Play app store, and the Google Assistant.

It supports over-the-air, downloadable Wi-Fi software updates, as well as traditional Apple CarPlay and Android Auto technology, and support for a smartphone companion app allowing drivers to locate the vehicle, flash the lights, and keep track of servicing.

In Europe, fleets can use sensors in the car – and Renault’s in-house Mobilise Connected Insurance service – to “modulate insurance premiums according to the distance you drive or your driving style, in order to optimise costs.”

Renault has resisted the temptation to adopt touch-sensitive controls – as planned for the updated VW Crafter due next year – and has kept traditional dials for the air conditioning temperature and fan speed.

The steering wheel comes from Renault passenger cars – with tilt and reach adjustment – while in automatic models, the gear selector has moved to a stalk behind the steering wheel, to free up space in the centre console.

The French car maker says there is 135 litres of storage space in the cabin – up 25 per cent on the previous model – spread across the dashboard, side cupholders, glovebox drawers, a ceiling slot, and more storage in the doors.

Other interior features include USB-C charging ports to power devices, a middle seat which folds down into a desk, space to house laptops, and seats trimmed in fabric, available with suspension or swivelling capabilities, two or three-seat layouts, and edges claimed to better resist wear.

Diesel engines in the Renault Master van produce 77kW, 96kW, 110kW or 125kW – depending on model – and are matched with six-speed manual or nine-speed automatic transmissions, replacing the previous model’s ageing automated manual transmission (AMT).

Renault claims the new diesel engines produce up to 39 grams less CO2 per kilometre – now below 200g/km – and consume 1.5 litres less fuel per 100km on average.

Meanwhile, the electric Renault Master uses a 105kW/300Nm electric motor and 87kWh battery pack for a claimed driving range of more than 410km, a payload of up to 1625kg in van models, and a 2.5-tonne towing capacity (though not all at the same time).

It is capable of 130kW DC fast charging to add 229km of claimed range in 30 minutes, or 22kW AC home charging for a 10 to 100 per cent charge in less than four hours.

Renault says in its media release “the all-new Renault Master is also designed to accommodate a hydrogen engine and fuel cell in future.”

Under the skin, the French car maker highlights a new power-assisted dynamic braking control system, and vehicle-to-load and vehicle-to-grid technology in electric models for powering small electrical devices, or sending electricity back to the grid respectively.

The advanced safety technology suite has been expanded to include a traffic sign recognition system, however limited details have been released on all 20 safety features on offer.

The 2025 Renault Master is due in European showrooms in the second half of next year.

Alex Misoyannis

Alex Misoyannis has been writing about cars since 2017, when he started his own website, Redline. He contributed for Drive in 2018, before joining CarAdvice in 2019, becoming a regular contributing journalist within the news team in 2020.

Cars have played a central role throughout Alex’s life, from flicking through car magazines at a young age, to growing up around performance vehicles in a car-loving family.

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