Productivity Before comparing the Master with its closest r let's
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see how it stacks up against its predecessor it all-important productivity department. You'd think being longer, wider and taller than the model it repl the new Master would have more loadspace, hut t not the case.
On the old Master, loadspace volume was 10.8m3, hut on the medium-roof variant we tested it's 10.3m3. Hall' a cubic metre might not sound a lot, but for those who transport volumes it's a fair hit of space lost. Nevertheless, there is a quick fix — specify a high-roof version.
Volumes aside, the Master is still a highly practical vehicle and loading and unloading payload is simple, thanks mainly to a low loading height (540mm) and side-sliding door& On our laden run (reduced from 89 miles to 83 due to roadworks on the A25 at Sundridge), we aver
31.5mpg. Naturally, we can't make direct comparisons with rivals due to the slightly varied route, but the Master's figure is broadly in-line with the likes of the VW Crafter CR35 109 TDi (29.4mpg) and Ford Transit (32.3mpg).
For the part-laden run (test vehicle supplied with fixed 500kg payload), the economy figured perked up to 33,3mpg, and we estimate that if the Master was completely empty it could hit 35mpg.
Cab comfort
The interior also benefits from some much-needed alterations and there's certainly plenty of storage space. In the door there are four compartments for large and small items, while on top of the dashboard there are several slots for anything from wallets to newspapers and maps.
The centre console's retractable clipboard will certainly he a hit with multi-drop drivers and below that there's a two-tier shelf for mobiles, pens or juice bottles. Oh, we nearly forgot, there's also a lockable glovebox, three other storage shelves dotted around it, a rooftop ledge and an under-seat stowaway compartment.
Storage aside, the Renault Master's interior is swathed with hard plastics. and the air vents especially make the cabin feel cheap. Then there's the curious placement of the hazard button and sat-nay system, which is placed on the roof where a rear-view mirror would normally go.
We found the sat-nav's position quite distracting because you have to take your eyes off the road to glance at the screen and your peripheral vision is slightly obscured by the big plastic surround of the unit.
One area we can't fault is the driving position. which is upright and forward, Despite the fact there's only a height-adjustable steering wheel, it's still easy to find the best position to give a commanding view of the road.
On the road
With 100hp under the bonnet and 3.300kg GVW thc Master is not exactly the epitome of performance and thi! was clearly evident on our Kent fuel runs. With the boat area fully stacked, the 2.3-litre engine chugged valiantly ur the steep hills on the M20 and we couldn't help thinkinl that an extra 25hp would make all the difference. It wouk also give enough oomph to move from behind the truck! into the middle lane.
Our reservations regarding the engine's power wen backed by the fact the Master took 20.9 seconds to ge from rest to 50mph.
But despite the relatively low output, the 100hp wil still get you from A to B without too much fuss. Tht engine delivers its power smoothly and, although we wert working the gearbox more than usual, power deliver was progressive with only a hint of turbo lag.
In flatter and more congested areas the Master works treat, with sufficient refinement and vibration suppressiol to reduce driver fatigue. It also corners with assuranct and even with one tonne in the back there's little hod, roll to speak of, while the suspension does a good jol of soaking up the humps on the crumbling B-road around Kent. •