The jumbo van and cab-chassis Master variants all have a GVM of 4,500kg and a payload of 2,500kg.Īt the launch of the new Master models recently, we got to drive a cross-section of the range, both empty and loaded, to get a feel for the new drive configuration. The long wheelbase high roof van has 17 cubic-metres of load volume and a payload of 2,130kg, towing capacity is 3,000kg braked. RWD will now take care of business for Master models over 3,500kg GVM, and the semi-bonneted cab-chassis and vans have landed smack in the middle of car licence-light truck territory. The back seat is large, roomy and has a decent storage bin underneath it, but it’s also about as comfy as a park bench and I wouldn’t really like to travel too far in it. It’s not hard to picture a work crew cracking heads as they rock and sway across a site. With four blokes across the back seat, there’s nothing to hold on to on rough terrain … except each other, and journo’s just aren’t that friendly with each other. However, a bigger grab handle issue is in the rear seat of the dual cab. There are also no A-pillar grab handles, not a huge issue for the driver, but passengers may be looking for something to hang on to, though that also may have been a result of my driving. I still find the centre mounted overhead display for the radio and satellite navigation a distraction as it tends to haunt your peripheral vision. There’s even a glove box chiller for keeping drinks cool in the heat. The centre seat in the front flips down into a handy console with a swing around computer platform, and of course a subject that’s dear to my heart, there are cup holders dotted throughout the cab and even handy pockets for bottle and thermos storage. There are even multiple power outlets for today’s gadgets and bit and bobs. The Master cab is well endowed with storage scattered all over the joint. It’s a vehicle you can easily hop in and out of all day, or sit in for long hours on the road comfortably. The single cab is available in two different wheelbases and both are available with tray bodies fitted.Ī big wide step behind the front wheels makes for sure-footed entry, though the driver’s footwell is a little cramped, and I don’t exactly have huge feet, though I am a chronic sloucher.Īn optional Isri suspension seat soaks up any bumps that make it into the cab and the driving position is excellent. The dual cab has seating for seven, including the driver, with a four across bench seat in the rear. The new RWD models consist of two cab-chassis variants, a single cab, and a dual cab as well as a long wheelbase extra high roof van with a cavernous capacity of 17 cubic-metres. However, the RWD versions get a new ZF sourced AMT that uses an electro-mechanical shift rather than the hydraulic shift found in FWD versions. As with the FWD Master models a 6-speed manual transmission is used and the Quickshift AMT takes care of automated cog swapping duties. TransmissionĪll Masters use dual rear wheels to deal with the extra payload gain. The dual cab model also comes with an Eaton diff lock as standard, while a range of local body building solutions are currently being sourced. EngineĪll the new RWD models use the existing 110kW, 2.3-litre direct injection turbo diesel powerplant. However, the unfailingly cheerful looking front-wheel drive Master suffers from pretty ordinary on-road handling and performance especially when lightly loaded and especially in AMT guise. In Australia, the Master has traditionally fed power from the 110kW 2.3-litre turbo diesel engine to the bitumen via the front wheels, with the choice of either a 6-speed manual cog box or a self-shifting version, the Quickshift AMT. The new models are variants of the large Master van and for the first time feature rear-wheel drive. Renault has launched three new models in Australia that may just challenge the notion that a Japanese cab-over is the way to go. Vans from European manufacturers are growing in size and capacity and cab-chassis variants with a payloads equalling those of the Japanese light truck are emerging onto the Australian market. However, recent rumblings on the European front are threatening this accepted wisdom. And our market is packed with examples of competitively priced, predominantly Japanese small cab-overs that will do the job. Renault looks to capitalise on market share gains with the addition of three new rear wheel drive variantsĬurrently, if you want a light commercial vehicle to carry a 2- to 2.5-tonne payload, clearly you’re looking for a light truck.
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