The 2026 Renault Master represents the first complete redesign of this large commercial van in 15 years, delivering major upgrades that include electric powertrains offered in Australia for the initial time.

Renault introduced the fourth-generation Master in late 2023, yet the model has only now arrived on Australian roads, with the brand claiming it surpasses rivals through fresh powertrains and advanced technology.

This lineup features the battery-electric Master E-Tech, equipped with a single front-axle motor that provides over 400km of claimed range. Most customers are still expected to select the diesel versions as their primary choice.

Renault has kept a six-speed manual for the entry-level model, while higher grades receive a new nine-speed torque-converter automatic transmission.

The van stands out as one of the more appealing large commercial vehicles, with front styling inspired by Renault prime movers sold in Europe and featuring attractive C-shaped daytime running lights.

The company listened to customer feedback and added practical touches such as bumper footsteps for easier fluid checks during servicing, plus magnetic rear door stops that limit unwanted slamming in wind.

Diesel models offer payloads from 1811kg to 1923kg, while electric versions carry reduced figures of 1084kg to 1164kg, with braked towing capacity reaching 2000kg throughout the range.

In Australia the Master comes in medium-wheelbase and long-wheelbase forms. MWB versions measure 5685mm long, 2080mm wide and 2498mm tall on a 3585mm wheelbase. LWB examples extend to 6315mm long with a 4215mm wheelbase.

Selecting the high roof raises overall height to 2778mm.

A sliding passenger door arrives as standard, with an optional driver-side unit, and both are larger than before. Rear barn doors open to 270 degrees, permitting forklift access for a Euro pallet, while new stops prevent clashes between the barn and sliding doors when fully open.

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Electric Master E-Tech models reach Australia in the first quarter of 2027, yet CarExpert sampled diesel-powered examples at the local launch event.

How much does the Renault Master cost?

Pricing opens at 55990 dollars before on-road costs for the medium-wheelbase manual, or 59990 dollars plus on-roads for the automatic.

Model	Price before on-road costs
Master MWB standard roof manual	55990 dollars
Master MWB standard roof auto	59990 dollars
Master LWB standard roof auto	61990 dollars
Master LWB high roof auto	65990 dollars
Master E-Tech MWB standard roof	77990 dollars
Master E-Tech LWB standard roof	79990 dollars

Diesel variants peak at 65990 dollars plus on-road costs, while electric models will start between 77990 dollars and 79990 dollars plus on-road costs upon arrival in early 2027.

As the newest entrant, the Renault offers strong value and undercuts the equivalent Mercedes-Benz Sprinter by a noticeable margin.

Only the LDV Deliver 9 undercuts it at 51568 dollars plus on-road costs, while the Volkswagen Crafter begins at 59990 dollars drive-away.

What is the Renault Master like on the inside?

The latest Master adopts a fresh interior design from the ground up.

Although modern in appearance, Renault avoided overly futuristic styling. Clean lines combine with useful features and a generous supply of physical controls.

A 10-inch touchscreen runs the OpenR Link system, delivering quick responses, attractive graphics and straightforward navigation in most cases. Sound quality meets expectations without excelling.

Wireless Apple CarPlay performed reliably, and physical volume buttons along the screen housing proved handy despite slightly complicating hand placement.

The absence of DAB+ digital radio stands out, given its presence on most new vehicles and popularity among tradespeople listening to stations while on breaks.

Diesel Masters also lack Renault connected services, though this omission is unlikely to concern many operators.

Even without those features the cabin avoids a stripped-down feel common in some rivals. Seat upholstery appears durable and refined, while hard plastics resist wear without seeming cheap or hollow thanks to solid assembly quality.

Switchgear feels excellent. Optional Business Pack climate controls use three satisfying dials with clear digital readouts.

The leather-wrapped steering wheel lends a more car-like impression during daily use.

The column-mounted drive selector sits higher than the wiper stalk and offers distinct tactile feedback, improving on many competing designs.

Instead of wheel-mounted audio buttons Renault retains a remote nub behind the rim at the four o'clock position. This works effectively yet creates four stalks total, requiring brief attention when selecting the correct lever.

Outboard cupholders double as grab handles for cabin entry, though a full cup prevents easy use and the low position complicates exit. Drivers may instinctively reach for a missing A-pillar handle.

A steel cargo barrier behind the seats reduces rear noise and includes a window for the conventional mirror. An optional digital mirror removes the window while maintaining visibility when loaded, supported by a standard reversing camera.

Seat and wheel adjustment offers reasonable range, yet achieving ideal posture proved challenging and lumbar controls were not immediately obvious.

Driver ergonomics felt somewhat upright, partly due to the large central console that limits left-knee space while housing only the inboard cupholder.

That oversized cupholder conveniently held a phone upright, though sacrificing the feature for better legroom would have been preferable.

Storage solutions excel. Business Pack models include a fold-down desk on the middle seat back for laptop use, complemented by numerous door and dash compartments.

The load area follows typical large-van practice with multiple tie-down points and sturdy grab handles. The side-door aperture has grown, and floor height remains reasonably accessible.

Dimensions	Renault Master MWB	Renault Master LWB
Length	5685mm	6315mm
Width	2080mm	2080mm
Height	2498mm	2498mm (standard roof) 2778mm (high roof)
Wheelbase	3585mm	4215mm
Cargo volume	10.8m cubed	13.0m cubed (standard roof) 14.8m cubed (high roof)

What's under the bonnet?

Three powertrain options will be offered: diesel with manual or automatic, plus an electric variant arriving in 2027.

Specifications	Renault Master
Engine	2.0-litre turbo-diesel 4cyl
Power	125kW at 3500rpm
Torque	380Nm at 1500rpm
Transmission	9-speed torque-converter automatic
Drive type	Front-wheel drive
Weight	2027-2189kg
Fuel economy (claimed)	N/A
Fuel economy (as tested)	7.8L/100km
Fuel tank capacity	80L
AdBlue tank capacity	20L
Fuel requirement	Diesel
Emissions standard	Euro 6
Braked tow capacity	2000kg

The electric Master E-Tech uses a motor producing 105kW and 300Nm, powered by an 87kWh battery rated for 409km WLTP range.

The 2.0-litre turbo-diesel delivers 125kW and 380Nm to the front wheels and meets Euro 6 standards.

As a 4000kg GVM commercial vehicle, official fuel figures are not required. Real-world testing with a 750kg load returned 7.8L/100km, matching recent consumption in a Mazda CX-3.

How does the Renault Master drive?

On the road the Master immediately demonstrates careful development aimed at comfort, stability and driver confidence.

Earlier large vans often felt cumbersome, resembling lightweight boxes on narrow wheels. The new model feels smoother and closer to an SUV character than a bulky bus.

The 2.0-litre turbo-diesel supplies strong low-end and mid-range torque, allowing relaxed acceleration aided by the nine-speed automatic.

The conventional torque-converter unit replaces the previous single-clutch automated manual, which suffered from sluggish shifts. While not matching the refinement of a ZF eight-speed, the new transmission represents a substantial advance and selects appropriate gears reliably.

Particular gains appear at low speeds. Parking manoeuvres, tight reversals and three-point turns benefit from the smooth traditional automatic without the hesitation of the prior robotic clutch.

Turning circles measure 12.8 metres for medium-wheelbase and 14.9 metres for long-wheelbase versions, competitive in the segment though slightly behind the Mercedes-Benz Sprinter. Both figures improve markedly on the outgoing model, benefiting drivers in confined spaces.