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Renault Master
Renault Master
Renault Master
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Renault Master
Overview
ManufacturerRenault
Production1980–present
Body and chassis
Class
Chronology
PredecessorSaviem SG3
Renault 50 series (B series/Messenger)
Nissan Trade
SuccessorFiat-based Opel/Vauxhall Movano (for Opel and Vauxhall models)
Renault Maxity (Mascott)

The Renault Master is a large van produced by the French manufacturer Renault since 1980, now in its fourth generation. It replaced the earlier Renault Super Goélette light trucks.[1] It is also sold as the Nissan Interstar. Opel and Vauxhall have sold versions of the second and third series vans as the Opel Movano in Continental Europe and Vauxhall Movano in the United Kingdom. All four generations have been designed and manufactured by Renault, irrespective of the brand. Renault Trucks markets it as the Renault Trucks Master.

Over its lifetime, several different body styles have been available, from the standard van to bigger models with an increased load area, height, and longer wheelbases with an LWB prefix. Panel vans and crew vans are very common, but pickups are also available. Heavier duty models of the Master were also sold by (now Volvo owned) Renault Trucks as the B series, later as the Messenger and the Mascott.

First generation (1980–1997)

[edit]
First generation
Overview
Also called
  • Renault B-series
  • Renault Messenger
Production
  • 1980–1997 (Master)
  • 1991–1999 (Messenger)
AssemblyFrance: Batilly[2]
Body and chassis
LayoutMid-engine, front-wheel drive [3]
RelatedRenault Trafic
Winnebago LeSharo
Powertrain
Engine
  • 2.0 L J5R I4 (petrol)
  • 2.2 L J7T I4 (petrol)
  • 2.1 L J8S I4 (diesel)
  • 2.5 L S8U I4 (diesel)
  • 2.5 L S9U I4 (diesel) (1990–1998)
Transmission5-speed manual
Chronology
PredecessorRenault 50 series
Saviem SG3
Renault Master (rear)

The original Renault Master was launched in September 1980. Originally launched with the 2.4 L (2,445 cc) Fiat-Sofim diesel engine, and from 1984 also with the 2.1 L (2,068 cc) power unit. In rare cases the Master was sold with a 2.0 L or 2.2 L Renault petrol engine.

In 1990, a marginally larger (2499 cc) version of the Sofim diesel replaced the earlier version.

They competed with a number of other manufacturer's products, and completed Renault's commercial range, after the Dodge 50 Series, which was latterly being built as the Renault 50 Series, after Renault's acquisition of the Dodge production facilities in the United Kingdom (at the time of Peugeot's takeover of Chrysler Europe).

The smaller Renault Trafic was also launched in 1980, resulting in a large range of light commercial vehicles.

The Master was distinctively styled with the sliding door design and unusual round door handles, similar to those of the Fiat Ritmo/Strada. The van was manufactured at Renault's then new SoVAB Batilly plant in northeastern France.[4]

Renault B series / Messenger

[edit]
Renault Master facelift

An alternative heavier duty version which appeared almost identical, was sold by Renault Trucks as the Renault B70 to B120. It first appeared as the 70 PS (51 kW) B70 (diesel) and as the 80 PS (59 kW) B80 (petrol) in the end of 1982. It was a light truck with a Renault Master I body on a separate chassis, with rear wheel drive and rear dual wheels.

The B series was offered with a range of alternative body options. As the Master (and the smaller Trafic) both carried manufacturer's plates from Renault's automobile division, RVI's production numbers appeared to plummet as the SG2 and SG3 were gradually replaced. It was introduced in the United Kingdom in 1990, gradually replacing the previous Chrysler Europe-developed Dodge/Renault 50 series.[5]

It was thus decided in 1982 to transfer the new, heavier B series range to RVI.[1] More powerful versions were gradually added, incorporating turbochargers and intercooling.

Although a 4x4 version of the B90 took part in the Paris Dakar Rally in 1987, the "civilian" version of the B90 4x4 truck was unveiled in 1990 only, and was sold until 1999. In 1993, the B series had a grille change and was renamed Messenger.

It was replaced by the Renault Mascott.

1992-1999 Renault Messenger B120 flatbed
1992–1999 Renault Messenger B120 flatbed
Renault Messenger B90 4x4
Renault Messenger B90 4x4

Second generation (1997–2010)

[edit]
Second generation
Overview
Also called
  • Opel Movano
  • Vauxhall Movano
  • Nissan Interstar
Production1997–2010
Assembly
Body and chassis
Layout
Powertrain
Engine
Transmission
Chronology
PredecessorNissan Trade
Renault Master rear (1997–2005)

The second generation Renault Master, which arrived in November 1997, was more conventional in appearance and, though primarily developed by Renault, was available from 1998 as the almost identical Opel Movano (badged in the United Kingdom as the Vauxhall Movano), and from Renault's closely related partner Nissan, from whom it was available as the Nissan Interstar from 2003.

This arrangement mirrors the collaboration between these companies on the Master's smaller counterpart, the Renault Trafic; within the industry, similar platform sharing arrangements existed between Fiat and Peugeot/Citroën, and also between Volkswagen and Mercedes.

The second generation of the Renault Master and the second generation of the Iveco Daily share many panels and some components of the cab, including the doors due to an agreement between Iveco and Renault stipulated in July 1994.

The agreement provided for the production and sharing of common components for a total of 120 thousand pieces a year produced in the various factories of Brescia (Italy, Iveco), Suzzara (Italy, Iveco), Valladolid (Spain, Iveco) and Batilly (France, Renault factory).[7]

The Master used the Renault S-Type engine in S9U and S8W/S9W versions, the G-Type engine (G9T) and the Nissan YD engine. Displacements available (not across all chassis/body sizes) included 2.2, 2.5, and 2.8 litres with a range of power outputs.

The van received a mid life major facelift in the end of 2003, with the headlight area being heavily restyled (together with cosmetic changes to rear lights, wing mirrors, and dashboard), resulting in the front end somewhat resembling the smaller Trafic. Like its predecessor, the van was available in a number of sizes and configurations, and was a popular base for conversion to ambulance bodywork.

For the facelifted Master, the 2.8-litre engine option was replaced in some markets with the 3.0-litre ZD3 engine derived from the Nissan ZD30 engine, variants ZD3 200 or 202 for transverse mount front wheel drive arrangements and variants; 600, 604, 606 or 608 for rear wheel drive arrangements. The grille was redesigned in 2007 on Renault-badged models.

  • Facelifted Renault Master (2003–2010)
    Facelifted Renault Master (2003–2010)
  • Facelifted Renault Master rear (2003–2010)
    Facelifted Renault Master rear (2003–2010)
  • Renault Master II Phase 2 used by French national police in 2017.
    Renault Master II Phase 2 used by French national police in 2017.
  • Opel Movano A (1998–2003), low roof, short wheelbase minibus
    Opel Movano A (1998–2003), low roof, short wheelbase minibus
  • Opel Movano A (2003–2010), medium roof, long wheelbase minibus
    Opel Movano A (2003–2010), medium roof, long wheelbase minibus
  • Nissan Interstar (2001–2003), high roof, medium wheelbase van
    Nissan Interstar (2001–2003), high roof, medium wheelbase van
  • Nissan Interstar (2003–2010), medium roof, medium wheelbase van
    Nissan Interstar (2003–2010), medium roof, medium wheelbase van
  • Vauxhall Movano A
    Vauxhall Movano A

Renault Mascott

[edit]
Renault Mascott
Overview
Also calledRenault Master LDT/Maxi/Pro/Propulsion
Production1999–2013
Body and chassis
LayoutLongitudinal front-engine, rear-wheel drive
Powertrain
Engine
Transmission
  • 5-speed manual
  • 6-speed manual
Chronology
PredecessorRenault B-series
SuccessorRenault Maxity

Renault Trucks marketed a heavy duty 3.0 L diesel version of the Master with rear-wheel drive and sold it as the Mascott.[8] Other names for this version are: Master Propulsion (France and others), and Master Pro (The Netherlands).[9]

It retained the name Master in Albania, Bosnia and Herzegovina, Croatia, Macedonia, and Slovenia, Master LDT in Belgium, Master Maxi in Poland, and Master Propulsion in Spain, France, Italy, and Réunion.[10] Available in Europe between 1999 and 2013, it was positioned between the Master and the larger Renault Midlum.[11]

It was available in two states of tune, either 120 PS (88 kW; 118 hp) or 160 PS (118 kW; 158 hp) with five and six speeds respectively.

Third generation (2010–2024)

[edit]
Third generation
Overview
Also called
  • Renault Trucks Master[12]
  • Nissan NV400 (2012–2022)
  • Nissan Interstar (2022–2024)
  • Opel Movano (2010–2021)
  • Vauxhall Movano (2010–2021)
Production2010–2024
2018–2024 (South Korea)
Assembly
Body and chassis
Layout
Powertrain
Engine2.3 L M9T I4-T (diesel)
Transmission
  • 6-speed manual
  • 6-speed automated manual

A new generation of the Renault Master was introduced in the summer of 2010, again including the rebadged Opel/Vauxhall Movano and Nissan NV400. It is the first time that either the Opel/Vauxhall or Nissan has been available with single/twin rear wheel drive.

The M-type 2.3-litre four cylinder diesel engine is shared by all four marques, and is available in three states of tune, from 100 PS (74 kW; 99 bhp) to 150 PS (110 kW; 148 bhp). Renault Trucks discontinued the Mascott and sold the third generation Master in chassis cab format only, with payloads of up to 2.5 tonnes.[13]

In the United Kingdom, the Movano is available in a large range of height, length and weight configurations, and capable of transporting up to 4,500 kg (9,900 lb).[14] In April 2014, the front grille was facelifted on the Renault Master and Renault Trucks Master Red but the facelift did not apply to the Opel/Vauxhall and Nissan versions. On 18 April 2016, Renault announced starting producing an off-road version of the Renault Master, with a four-wheel drive layout.[15]

In South Korea, FF Layout Master L1H1(S) and L2H2(L) panel van were launched on 15 October 2018. They are imported from France. The first Master in South Korean market will be diesel with manual gearbox. Short version trim(S)'s price are 29,000,000won, Long body van(L)'s price are 31,000,000won. Renault Korea possibly consider the competitors as the Hyundai Starex and Hyundai H350.

In September 2019, a facelifted model was introduced for the 2020 model year.

In Summer 2021, the Opel/Vauxhall Movano was discontinued due to the partnership of Opel/Vauxhall with Groupe PSA, now known as Stellantis, and replaced with a new Movano, based on the Fiat Ducato.

In 2022, the Nissan version reverted to using the Interstar name.

In Spring 2022, the short models were discontinued for Renault's Master III, Renault Trucks' Master III Red and Nissan's Interstar II.

In Summer 2022, the closed-transport low-roof variants were discontinued for Renault's Master III, Renault Trucks' Master III Red and Nissan's Interstar II.

  • Renault Master rear panel van
    Renault Master rear panel van
  • Renault Master Low Loader (2011–2014)
    Renault Master Low Loader (2011–2014)
  • Nissan NV400 long wheelbase panel van
    Nissan NV400 long wheelbase panel van
  • Opel Movano B medium roof, long wheelbase panel van
    Opel Movano B medium roof, long wheelbase panel van
  • Renault Master (2014–2019)
    Renault Master (2014–2019)
  • Vauxhall Movano (Pre-facelift)
    Vauxhall Movano (Pre-facelift)
  • Renault Master (2019–2024)
    Renault Master (2019–2024)
  • Vauxhall Movano (Post-facelift)
    Vauxhall Movano (Post-facelift)
Key Master (3rd generation) dimensions[16]
Length
Height
 L1[a] L2[a] L3 (RWD) L3 (FWD) L4[b]
Exterior 5,075 mm (199.8 in) 5,575 mm (219.5 in) 6,225 mm (245.1 in) 6,875 mm (270.7 in)
WB 3,182 mm (125.3 in) 3,682 mm (145.0 in) 4,332 mm (170.6 in)
Interior[c] 2,583 mm (101.7 in) 3,083 mm (121.4 in) 3,733 mm (147.0 in) 4,383 mm (172.6 in)
H1 Exterior Interior Volume 8 m3 (280 cu ft) N/A
2,307 mm (90.8 in) 1,700 mm (66.9 in)
H2 2,488–2,557 mm (98.0–100.7 in) 1,894 mm (74.6 in)[a]
1,798 mm (70.8 in)[b] 		Volume 9 m3 (320 cu ft) 10.8 m3 (380 cu ft) 13 m3 (460 cu ft) 14.9 m3 (530 cu ft)
H3 2,744–2,815 mm (108.0–110.8 in) 2,144 mm (84.4 in)[a]
2,048 mm (80.6 in)[b] 		Volume N/A 12.3 m3 (430 cu ft) 14.8 m3 (520 cu ft) 17.0 m3 (600 cu ft)
Notes
  1. ^ a b c d Front-wheel drive only
  2. ^ a b c Rear-wheel drive only
  3. ^ Interior width is 1,765 mm (69.5 in) for all versions, 1,380 mm (54.3 in) between the internal wheel arches.

Master Z.E. and E-Tech

[edit]
Renault Master Z.E.

The Master Z.E. was introduced in 2018 as a battery electric vehicle with a 33 kWh lithium-ion battery and the 57 kW (76 hp) "R75" electric traction motor from the contemporaneous Zoe and Kangoo Z.E., providing a driving range of 120 km (75 mi) under the WLTP cycle.[17] Maximum torque output is 225 N⋅m (166 lbf⋅ft). The battery capacity was increased to 52 kWh in spring 2022, extending the range to 190 km (120 mi) (WLTP).[18] In the UK, the newer variant with larger range now is marketed as the Master E-Tech instead.[19] It will go on sale in the Australian market in 2024.[20]

The battery can be recharged at 7.4 kW (AC); the newer 52 kWh variant adds the ability to use a DC charger, but is limited to 22 kW.[20]

The electric variants did not apply to the Opel/Vauxhall and Nissan models.

Master Van H2-Tech

[edit]

At the 2022 Paris Motor Show, HYVIA presented a production version of the Master Van H2-Tech,[21] which runs on hydrogen.[22][23]

Fourth generation (XDD; 2024)

[edit]
Fourth generation (XDD)
Overview
Also calledNissan Interstar[24]
Production2024–present
Powertrain
EngineDiesel:
2.0 L Blue dCi

The fourth generation Master was unveiled on November 21, 2023, at the Solutrans Motor Show in Lyon.[25] It is available with both combustion, electric and hydrogen powertrains.[26]

It was named International Van of the Year 2025 on September 16, 2023, making it the fifth van from the French manufacturer to win the award.[27]

A new generation of the Nissan Interstar, derived from this utility vehicle, was unveiled in February 2024.[28][29]

  • Rear view
    Rear view
  • Renault Master H2-Tech Prototype
    Renault Master H2-Tech Prototype
  • Renault Master Truck
    Renault Master Truck
  • Renault Master Chassis Cab
    Renault Master Chassis Cab
  • Rear view
    Rear view
  • Nissan Interstar-e (2024–)
    Nissan Interstar-e (2024–)
  • Rear view
    Rear view
  • Nissan Interstar long wheelbase panel van
    Nissan Interstar long wheelbase panel van
  • Interior
    Interior

Sales

[edit]
Year Brazil
2003 1,308[30]
2004 2,400[31]
2005 2,577[32]
2006 2,767[33]
2007 3,685[34]
2008 4,122[35]
2009 3,827[36]
2010 5,723[37]
2011 7,396[38]
2012 8,577[39]
2013 10,005[40]
2014 12,225[41]
2015 8,373[42]
2016 6,399[43]
2017 6,185[44]
2018 7,184[45]
2019 8,479[46]
2020 5,498[47]
2021 9,678[48]
2022 10,012[49]
2023 10,608[50]
2024 11,169[51]

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Renault Master

View on Grokipedia
from Grokipedia
The Renault Master is a large (LCV) manufactured by the French automaker since 1980, available in configurations such as panel vans, chassis cabs, minibuses, and pickups, and known for its versatility in capacities up to 2 tonnes and up to 2.5 tonnes in recent models. Introduced in September 1980 as a replacement for the Renault Super Goélette, the first-generation Master (1980–1997) featured innovative sliding side doors with overhead and underbody rollers, along with options of 2.81 m, 3.23 m, and 3.70 m for cargo van, microbus, and variants. Initially powered by a 2.5-litre sourced from , it later incorporated 's own 2.1-litre J8S diesel, 2.0-litre and 2.1-litre petrol options, and by 1990 a modernized 2.5-litre Sofim diesel producing 75 or 90 hp; a four-wheel-drive "Messenger" variant was also offered from 1990 to 1999, including a rally-prepared B90 model for events like the Paris-Dakar Rally. The second generation, launched in November 1997 and produced until 2010, adopted a more conventional design while benefiting from collaborative development with (as the Interstar) and / (as the Movano), earning the International Van of the Year award in for its improved comfort, safety, and diesel engines ranging up to 2.5 litres. The third generation debuted in summer 2010, continuing the partnership with (NV400) and (Movano) and introducing options for single- or twin-rear-wheel drive, along with a 2019 facelift that enhanced efficiency and technology; an electric variant, the Master Z.E., was introduced in 2017 with updates including a high-energy-density battery for improved range. The current fourth generation, introduced in spring 2024, represents a fully redesigned "Aerovan" with wind-tunnel-optimized , a multi-energy platform supporting diesel (2.0-litre engines from 105 to 170 hp with a new nine-speed automatic), electric (E-Tech with up to 460 km range and 105 kW motor), and powertrains, achieving payloads of up to 1,625 kg in B-licence configurations and winning the International Van of the Year 2025 award for its innovation and efficiency.

Overview

Background and development

The Renault Master was launched in September 1980 as a large designed to succeed the SG3 and the 50 series light trucks, consolidating 's offerings in the mid-sized van segment following the merger of and into Renault Véhicules Industriels in 1978. This introduction marked a shift toward more versatile, modular commercial vehicles capable of serving diverse roles from panel vans to chassis cabs, addressing the limitations of the older rear-engine designs in the lineup. Development of the first-generation Master emphasized innovative engineering to enhance load capacity and maneuverability, incorporating a pioneering mid-engine, front-wheel-drive layout that positioned the between the front axles for better and interior space utilization. This configuration, developed in collaboration with internal teams, allowed for a flat floor and greater efficiency compared to traditional setups, influencing subsequent European van designs. Over its production history spanning more than 40 years, the Master has achieved key milestones, including the celebration of its 40th anniversary in 2020 with a special Edition model that highlighted its enduring market leadership in . By 2024, the lineup had evolved from conventional diesel-powered vans to include multi-energy options such as fully electric and variants, reflecting Renault's commitment to sustainable commercial mobility amid tightening emissions regulations. The Master also played a pivotal role in rationalizing 's commercial vehicle portfolio, effectively replacing earlier models like the Renault Super Goélette, a produced from 1965 to 1982, and later integrating the segment once occupied by the short-lived introduced in 2007. This consolidation streamlined production and offered customers a unified range of adaptable vehicles built primarily at 's facilities in Batilly, .

Platform sharing and rebadging

The Renault Master has been platform-shared with since the introduction of its in 1997, as part of the Renault- alliance formed in 1999, resulting in the badge-engineered Interstar for markets outside . This collaboration allowed to offer a large van without developing one independently, with the Interstar adopting the Master's chassis, powertrains, and body configurations across all subsequent generations, including the third-generation Nissan NV400 (2011–2021) and the current fourth-generation Interstar introduced in 2024 on a fully electric and diesel platform shared with the latest Master. The partnership emphasizes cost efficiencies through joint engineering, enabling both brands to compete in the 3.5-tonne segment with minimal differentiation beyond badging and minor styling tweaks. In parallel, the Master formed the basis for the and from the second generation onward through a separate agreement with , which began in 1998 and focused on production at Renault's Batilly plant in . This tie-up provided and with a rebadged version featuring adapted front fascias and interior elements to align with their branding, while sharing the underlying platform, suspension, and drivetrains for the second (1998–2010) and third (2010–2021) generations of the Movano. The collaboration ended in 2021 following 's integration into after the PSA-FCA merger, leading to the Movano's transition to a new platform derived from the and , discontinuing the Renault-based model. Renault Trucks, a heavy division of the Group (acquired by in 2001), markets a specialized variant known as the Renault Trucks Master tailored for more demanding duties, including higher gross vehicle weights up to 4.5 tonnes and enhanced chassis options for conversions like dropsides or tippers. This version builds on the standard Master's architecture but incorporates reinforced components, Euro VI-compliant heavy-duty engines, and features like a reduced for urban maneuverability, positioning it between light vans and medium-duty trucks in Renault's lineup. The evolution of the Master's platform sharing reflects broader strategic alliances in the sector, originating with the Renault-Nissan in the late to consolidate development costs amid increasing competition from integrated platforms like the Ford Transit and . The addition of GM ties in the same era expanded access to European markets, but post-2021 shifts, including the Stellantis realignment, have refocused efforts on deepening Renault-Nissan-Mitsubishi collaboration for electric and next-generation diesel variants, ensuring continued badge-engineering for the Interstar while exploring potential new partners like Daimler for future large vans.

First generation (1980–1997)

Design and chassis

The first-generation Renault Master featured a mid-engine front-wheel-drive (FWD) layout, which positioned the engine between the front axle and the driver's cab to optimize and interior . This design allowed for a low floor height and improved handling compared to rear-engine configurations common in some competitors. It also included innovative sliding side doors with overhead and underbody rollers for quiet and smooth operation. The vehicle was offered in three length variants: L1 with a 2.81 m wheelbase, L2 with 3.23 m, and L3 with 3.70 m, providing flexibility for different commercial needs while maintaining a compact for urban use. Body configurations included for enclosed cargo transport, for custom body additions, and crew cab options for carrying both passengers and loads. Overall lengths ranged from 4.43 m for the L1 variant to 5.64 m for the L3, with height options of low roof (H1) and high roof (H2) to accommodate varying load heights. The design supported payloads up to around 1,500 kg, depending on the gross rating, which varied from 2.8 to 3.5 tonnes across models. Assembly of the first-generation Master took place at the Renault Batilly plant (SoVAB) in northeastern from 1980 to 1997, marking it as a key production site for light commercial vehicles. This facility enabled efficient manufacturing of the diverse variants, succeeding the SG3 in 's lineup.

Powertrains

The first-generation Master offered both diesel and petrol powertrains, with diesel engines predominant for commercial use. Initially, it was powered by a 2.5-litre sourced from . From 1984, introduced its own 2.1-litre J8S . Petrol options included the 2.0-litre J5R and 2.1-litre J7R engines, producing 78–90 hp. By 1990, a modernized 2.5-litre Sofim (2,445 cm³) was added, offering 75 or 90 hp, with a further update to a 2.5-litre diesel in 1994. These inline-four engines emphasized durability and low-end torque for load-hauling. All variants were equipped with five-speed manual transmissions, suitable for the vehicle's work-oriented applications; no automatic options were available. Performance varied by configuration, but the engines provided adequate power for payloads up to 1.5 tonnes, with diesel models achieving fuel consumption around 10–12 L/100 km under load.

Special variants

The Renault B series represented a heavier-duty variant of the first-generation Master, built on a reinforced separate to accommodate demanding commercial applications. This configuration provided enhanced structural integrity compared to the standard van's integrated design, enabling greater load-bearing capabilities suitable for payloads up to 3.5 tonnes. Introduced at the end of alongside updated base Master models, the B series featured as standard, with an optional four-wheel-drive system available from 1990 for improved off-road performance in rugged environments. The 4x4 option, notably utilized in the B90 model for the 1987 Paris-Dakar Rally, extended production until 1999 in select configurations, overlapping with the transition to the second-generation Master. From 1991, the B series was rebadged as the Renault Messenger for export markets, including right-hand-drive versions tailored for regions like the and . This variant maintained the heavy-duty and options while adapting to local driving conventions, with overall production of the Messenger continuing until 1997.

Second generation (1997–2010)

Design and facelifts

The second-generation , launched in 1997, marked a significant shift from the rear-engine layout of its predecessor to a conventional front-engine, front-wheel-drive configuration, which allowed for a lower load floor and improved cargo accessibility. This design was developed primarily by but shared its platform with the Interstar and the through alliances with and , enabling badge-engineered variants for broader market reach. The model was offered in multiple body configurations to suit diverse commercial needs, with three length options designated as L1 (short wheelbase), L2 (medium wheelbase), and L3 (long wheelbase), providing overall vehicle lengths ranging from approximately 4,840 mm to 5,640 mm. Height variants included H1 (low roof) and H2 (high roof), with some configurations extending to H3 (extra-high roof) for enhanced load volumes up to 13.4 m³ in the largest setup. These options were available across , , and dropside body styles, emphasizing versatility for urban delivery and heavy-duty applications. In 2003, the Master received a mid-cycle facelift that refreshed its exterior with a revised front end, including an updated grille for a more modern appearance, alongside aerodynamic enhancements to reduce drag and improve . The interior also saw updates to the layout, incorporating improved and material quality for better driver comfort during long hauls. Payload capacities reached up to 1,900 kg depending on the configuration, supporting gross weights (GVW) from 3.5 to 4.5 tonnes to accommodate varying operational demands while maintaining stability and load security.

Powertrains

The second-generation Renault Master relied exclusively on diesel powertrains, with no options offered throughout its production run. The lineup featured several inline-four diesel units tailored for commercial duties, prioritizing low-end for load-hauling. Notable engines included the 2.2-liter G9T dCi, available in outputs ranging from 84 to 110 kW depending on tuning and market; the 2.5-liter dCi (G9U code) at approximately 90 kW, which uses a timing belt rather than a chain; the 2.8-liter dTi delivering 84 kW; and the 3.0-liter dCi providing 110 kW with 320 Nm of . These engines, often turbocharged for improved efficiency, were derived from Renault's and partner /Sofim collaborations, emphasizing durability in fleet applications. All variants were equipped with manual transmissions, typically five-speed units for earlier models and six-speed options introduced later for better highway efficiency and reduced driver fatigue. No automatic transmissions were standard, reflecting the focus on cost-effective, work-oriented drivetrains. The facelift in 2003 refined gear ratios for smoother shifts, enhancing overall drivability without altering the core mechanical layout. Performance varied by engine and body configuration, but the 3.0-liter dCi exemplified the range's capabilities, achieving a top speed of 153 km/h and combined fuel consumption of 8-10 L/100 km under typical load conditions, balancing power with economical operation for long-distance commercial use. The 2006 update aligned the powertrains with Euro 4 emissions standards, introducing revised 2.5-liter dCi variants (including 88 kW and higher outputs) equipped with diesel particulate filters (FAP) to reduce soot emissions while maintaining torque delivery; this complied with tightening regulations without sacrificing payload efficiency.

Commercial variants

The Renault Mascott was introduced in 1999 as the dedicated variant of the second-generation Renault Master platform, available in cab-chassis and dropside body styles to support diverse commercial applications. It offered a gross vehicle weight (GVW) rating of up to 6.5 tonnes, enabling robust load-carrying capabilities for light-duty trucking needs. This model provided enhanced payload capacities of up to 2,500 kg, depending on configuration, making it suitable for heavier-duty tasks while maintaining maneuverability in urban environments. The Mascott targeted the and sectors across , where its versatile allowed for custom bodywork to meet specific operational demands. Production of the Mascott continued until 2010, after which it was phased out alongside the second-generation Master van, with Renault shifting focus to updated chassis cab options in subsequent models.

Third generation (2010–2024)

Design and updates

The third-generation Renault Master, launched in 2010, introduced a redesigned chassis with a wider track of 1,750 mm at the front for enhanced stability and handling compared to the previous generation's narrower setup. It featured improved aerodynamics through optimized body shaping and a modular construction system that allowed for flexible adaptations across commercial applications, including panel vans, chassis cabs, and dropsides. Platform sharing continued with the Nissan NV400 until 2021. Available in multiple body configurations, the Master offered lengths from L2 (medium wheelbase) to L4 (long wheelbase), with a new L3+ extended variant providing additional cargo space for specialized needs, alongside roof heights of H2 (medium) and H3 (high) to accommodate varying load heights up to 2,176 mm internally. These options supported load volumes ranging from 10 to 17 cubic meters, emphasizing versatility for fleet operators. In 2019, the Master underwent a significant facelift, incorporating LED daytime running lights integrated into a revised front grille for better visibility and a modern aesthetic, alongside a redesigned with an updated instrument cluster for improved driver . Enhanced connectivity was added via the MediaNav Evolution infotainment system, supporting smartphone integration through Apple CarPlay and for navigation and media access. The model's payload capacity reached up to 2,254 kg on rear-wheel-drive variants, enabling substantial load-carrying for heavy-duty tasks, while braked capacity extended to 3 tonnes on select configurations, supported by robust reinforcements. Platform sharing with the Movano concluded in 2021 as the latter adopted a new Fiat-derived architecture.

Conventional powertrains

The third-generation Renault Master (2010–2024) employs a 2.3-liter dCi inline-four family for its conventional powertrains, emphasizing efficiency and for commercial applications. Introduced at launch, the charged variants delivered 120 kW (163 hp) of power, providing robust low-end suitable for heavy payloads. Post-2019 facelift models enhanced performance with options reaching 130 kW (177 hp), alongside figures up to 400 Nm, improving acceleration and load-hauling capability without compromising drivability. These engines, designated under the M9T series, feature common-rail and variable geometry turbos to optimize power delivery across a broad rev range. Models with the 2.3 dCi engine often use a timing chain. Transmission options for these powertrains include a standard six-speed manual gearbox, which offers precise control for urban and highway use, paired with front- or configurations. From onward, a six-speed became available, enhancing ease of use in congested traffic and reducing driver fatigue on long hauls, with shift times optimized for fuel savings. The automatic variant integrates seamlessly with the , supporting technology for smooth progression under load. Efficiency is a key attribute, with all variants achieving 6 emissions compliance through advanced exhaust aftertreatment systems like (SCR). Real-world fuel consumption typically ranges from 7 to 9 L/100 km, depending on load, terrain, and drivetrain, enabling extended operational ranges for fleet operators. Top speeds are electronically limited to around 160 km/h for safety and stability, particularly in laden conditions. (FWD) is standard across most models, maximizing interior space and reducing costs, while (RWD) remains optional for heavier gross vehicle weight variants exceeding 3.5 tonnes, offering superior traction on inclines or slippery surfaces.

Electric and hydrogen variants

The Renault Master Z.E. entered production in 2018 as the third-generation model's battery-electric offering, equipped with a 33 kWh and a 57 kW producing 225 Nm of , enabling a top speed of 100 km/h and an initial range of approximately 120 km under real-world conditions. This variant was designed for urban delivery fleets, providing zero-emission operation while maintaining the Master's payload capacity of up to 1.1 tonnes across its and configurations. In 2022, the Master Z.E. received a significant upgrade with a larger 52 kWh battery, boosting the WLTP-certified range to 190 km in mixed cycles and up to 244 km in urban conditions, while retaining the same 57 kW motor for consistent performance. The enhanced battery supported faster charging, achieving 20-80% capacity in about 40 minutes via a 22 kW AC charger, making it more viable for professional use. The Master E-Tech served as the primary electric designation in the UK market during the third generation, overlapping with the Z.E. nomenclature elsewhere and sharing identical powertrain specifications, including the 52 kWh battery option post-upgrade for a WLTP range of up to 203 km. In parallel, developed the Master Van H2-Tech as a hydrogen in 2022 through its HYVIA , integrating a 30 kW with a 33 kWh battery and 6.4 kg of storage across four 700-bar tanks, delivering a combined range of up to 500 km and refueling in just five minutes. This demonstrator emphasized rapid refueling advantages over pure electrics for longer routes, with the powering an 80 kW and maintaining the van's 12 m³ cargo volume. Both the Z.E. and E-Tech variants were assembled at Renault's Batilly plant in alongside diesel models, with the hydrogen H2-Tech remaining a non-production focused on validating fuel-cell integration for future zero-emission commercial vehicles.

Fourth generation (2024–present)

Design and features

The fourth-generation Renault Master was unveiled on November 21, 2023, with sales commencing in spring 2024, marking a significant redesign designed as the next-generation multi-energy Aerovan to enhance aerodynamic efficiency across its multi-energy platform. This approach reduces the vehicle's SCx by more than 20% compared to the previous generation, optimizing airflow and contributing to lower while maintaining a bold, modern exterior featuring vertical LED headlights and a distinctive front grille. The model offers versatile body configurations, including three length options—L2, L3, and L4—paired with two height variants, H2 and H3, providing cargo volumes ranging from 11 to 22 cubic meters and payloads up to two tonnes. A new cab platform design facilitates improved low-floor access, particularly for conversions, with features like non-abrasive TEP-lined seats and an adjustable enhancing driver entry and . Inside, the adopts an S-shaped layout with 135 liters of storage, including a foldable middle seat that doubles as a for mobile work. The interior integrates the OpenR digital ecosystem as standard, centered around a 10-inch OpenR Link touchscreen supporting wireless and Apple CarPlay, with optional built-in services for navigation and voice assistance. Advanced driver assistance systems (ADAS) include and , which halves emergency response time. Safety is a core focus, with automatic emergency braking standard alongside 20 driver assistance systems, enabling the vehicle to achieve a five-star rating in the 2025 commercial van assessment, excelling in active safety performance while some passive elements remain optional.

Multi-energy powertrains

The fourth-generation Renault Master introduces a versatile multi-energy platform that accommodates diesel, electric, and powertrains, enabling customers to select options aligned with operational demands for , emissions reduction, and range. This approach builds on Renault's commitment to sustainable mobility while maintaining the vehicle's utility as a large . The conventional diesel powertrain centers on the 2.0-liter Blue dCi engine, offered in power outputs ranging from 77 kW (105 hp) to 125 kW (170 hp) to suit varying load and requirements. These engines pair with either a six-speed or a nine-speed automatic (EAG9) for smooth operation and optimized efficiency, delivering combined fuel consumption of around 7.4 to 8 L/100 km depending on configuration and load. This results in CO₂ emissions below 200 g/km, representing a 20% reduction compared to prior generations through refined and lightweight components. For zero-emission operation, the Master E-Tech electric variant features a 96 kW (130 hp) motor for the 40 kWh battery or a 105 kW (143 hp) motor for the 87 kWh battery, both producing 300 Nm of . The smaller battery provides a WLTP range of approximately 200 km, while the larger offers up to 460 km, making it suitable for urban and regional deliveries. Drivetrain choices include (FWD) or (RWD) for enhanced traction in diverse conditions. Fast charging at 130 kW DC enables adding over 200 km of range in 30 minutes, equivalent to about 80% capacity recovery for the 40 kWh pack, with full AC charging (22 kW) taking under four hours. The hydrogen powertrain expands on the H2-Tech prototype architecture, incorporating an integrated fuel-cell system rated at 47 kW that generates electricity from hydrogen stored in onboard tanks, supplemented by a 20 kWh battery for peak power. This setup delivers a WLTP range of 700 km with refueling in just five minutes, preserving the full cargo volume and payload capacity of up to 1.5 tonnes. Available in FWD or RWD configurations, the system targets long-haul applications where charging infrastructure is limited, with commercial rollout planned for late 2025. The system uses 7.5 or 9 kg hydrogen tanks, enabling the 700 km range.

Sales and reception

Market performance

The Renault Master has been a cornerstone of Renault's lineup since its debut in , accumulating over 3 million units sold worldwide by 2023. This cumulative figure underscores its enduring appeal in the large van segment, where it has consistently delivered reliable performance for commercial fleets and businesses across multiple generations. During the , the third-generation Master reached peak annual sales of approximately 124,000 units globally in 2019, with representing the core market at around 93,000 registrations that year, reflecting strong demand amid economic recovery and fleet upgrades. Sales remained robust through the decade, often exceeding 100,000 units annually in alone, driven by the model's versatility and updates that enhanced and . By 2022, European sales hovered near 93,000 units, maintaining the Master's position as a top seller in the segment despite broader market fluctuations. In home markets, the Master dominates the large van category, particularly in where holds the leading share of sales, bolstered by extensive fleet adoption for and delivery services. Similarly, in the UK, it commands a strong presence in fleet operations, contributing to 's competitive edge in the commercial sector with high-volume registrations among businesses. These regional strengths highlight the model's reliability and cost-effectiveness, accounting for a significant portion of 's overall LCV in , estimated at over 6% for the brand in recent years. Exports have expanded the Master's global footprint, with notable penetration in where it is marketed directly under the Renault badge; in the first half of 2025, over 1,000 units were delivered, signaling growing adoption in the commercial market. In the , the van gains further reach through rebadging as the Nissan Interstar, a that leverages alliance partnerships to distribute the shared platform in high-demand regions for heavy-duty . This export orientation has diversified sales beyond , supporting steady volumes in emerging markets. Post-2020, market trends for the Master have shifted toward , aligning with regulatory pressures and fleet goals, though third-generation electric variants faced slower uptake and limited prior to production ending in 2024. The introduction of the fourth-generation model in 2024, with advanced E-Tech electric options offering up to 460 km range and 20% lower consumption, has revitalized demand, contributing to Group's overall sales growth of 1.3% in the first half of 2025 and positioning the Master for volume increases in the multi-energy era.

Awards and recognition

The fourth-generation Renault Master was awarded the International Van of the Year 2025 title by the International Van of the Year (IVOTY) jury, recognizing its innovative multi-energy platform, enhanced efficiency, and advanced driver assistance systems that set new standards in the large van segment. This accolade, presented at the IAA Transportation event in , highlighted the van's versatility across diesel, electric, and powertrains, making it a benchmark for sustainable commercial mobility. Earlier generations also garnered recognition for design and environmental contributions. The third-generation Renault Master, launched in 2010, was shortlisted and shared the What Van? Van of the Year 2011 award with its sibling the Movano, praised for its modern design, improved payload capacity, and overall usability in fleet operations. Additionally, the Master Z.E. electric variant, introduced in 2018, received praise for enabling zero-emission urban deliveries, with its 120 km real-world range suiting last-mile logistics in city centers restricted by emissions regulations. The Renault Master has consistently earned reliability accolades from fleet operators. In the UK, it topped the Warranty Solutions Group rankings for most reliable light commercial vehicle in 2024, with a low claim rate of 4.55% based on repair data from over 1,000 vehicles, underscoring its durability for demanding professional use. Similar commendations appear in What Van? Awards, where the Master has been lauded for low running costs and robust performance in fleet environments. These awards reflect the Renault Master's pivotal role in bolstering 's leadership in the European market, particularly through its electric variants that have accelerated EV adoption among businesses focused on sustainable urban logistics. By offering practical zero-emission options, the Master has influenced fleet trends, supporting Renault Pro+'s position as a key provider of electric LCVs.

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