Mazda BT-50 vs Renault Master

What's the difference?

The XTR LE adds polish to the BT-50 line-up, in more ways than just its silver metallic paint and highly buffed accessories. It also has exceptional fuel economy and is equally competent as a suburban daily driver, tradie’s workhorse and weekend escape machine, with robust load-carrying and towing ability. For those wanting an upmarket version of the popular XTR, the LE has plenty of appeal. 

If you’re after a budget-conscious offering in the large van segment, the Renault Master could be a really solid proposition. It falls short of the safety expectations set by its newer rival, though, and that’s something you might not be able to put a price on.

The XTR is a happy medium between the work-focused XS and XT models and higher-grade GT, SP and top-shelf Thunder offerings, so the additional equipment that comes with the LE enhances the appeal of this popular model grade.

The bull-bar integrates with the BT-50’s safety systems ensuring crumple zones, airbags and driver assistance systems are not compromised. 

This bull-bar design also ensures no adverse effect on engine and transmission cooling and its single hoop is ideal for mounting extra driving lights.

The load tub-mounted sports-bar includes an integrated brake light for enhanced safety, while the heavy-duty tub-liner protects against dents and scratches.

The XTR interior has a quality look and feel with a tasteful blend of piano black and satin chrome highlights on the dashboard and door linings, contrasting fabric seat trim, exposed stitching along numerous seams and adjustable centre console a/c vents for rear seat passengers.

Driver and front passenger get comfortable bucket seats and the rear seating is also accommodating, with ample head and kneeroom even for tall adults. 

However, shoulder room is tight when travelling three-abreast, so like most dual cabs of this size it’s most comfortable as a four-seater.

The front-end styling of the Master has been modernised with a “robust” new look which sees it adopt a more upright nose with a bulkier grille, squared-off headlights (with LED daytime running lights as standard, along with halogen headlights).

There were no other changes made to the exterior, so if you see it side on or from the rear, you’d be hard pressed to tell if it's the new model.

This is the second facelift for this generation (X62) Master, which originated back in 2010. It is also offered in some markets as a Nissan, Opel, and Vauxhall. And this version certainly freshens up the appearance, though the practicality of the Master line-up remains unchanged.

That’s a good thing: you can still get the van as a short-wheelbase with low roof (L1H1), a mid-wheelbase with mid roof (L2H2), a long-wheelbase with mid roof (L3H2), or an extra-long-wheelbase with high roof (L4H3). There’s also the choice of a single cab-chassis Platform ute model, too. 

Our test model is the L2H2, meaning dimensions of 5575mm long on a lengthy 3682mm wheelbase (giving it a 13.6-metre turning circle), while the width is 2070mm and the height is 2499mm. Too tall for car parks (and drive-thru windows, in this age of social distancing). 

The good news about the height, though, is that it allows you excellent interior dimensions. The cargo hold of this version is 3083mm long, 1765mm wide (and 1380mm between the wheel-arches, enough for Aussie pallets to slide in easily), and the height is 1894mm inside. I’m six-foot tall (1820mm) and that meant I could safely step in and out of the cargo zone without fear of hitting my head. The load space is 10.8 cubic metres in this spec. 

As you’ll see in the interior section, the cabin has been given a bit of attention too - you can see it in the images below.

The addition of the LE’s accessories adds 81kg to the XTR’s kerb weight, which increases from 2030kg to 2111kg. As a result, the payload rating must drop by the same amount, from 1070kg to 989kg, to avoid exceeding the vehicle’s 3100kg GVM. 

The LE retains the XTR’s class-benchmark 3500kg braked tow rating but to keep below its 5950kg GCM (how much it can legally carry and tow at the same time) while doing that, the payload limit would have to be reduced by a sizeable 650kg. 

Alternatively, you could lower the trailer weight limit by the same amount (to 2850kg) and keep the full payload, which is not only more practical but also safer for towing.

The lined load tub is 1571mm long, 1530mm wide and 490mm deep with 1120mm between the wheel housings, which means it can’t carry a standard Aussie pallet but will take a Euro. There are four sturdy load anchorage points.

Cabin storage includes a large-bottle holder and bin in the base of each front door. The dash offers a closable compartment to the right of the driver’s knee for small items, upper and lower glove boxes and an overhead glasses holder. 

The centre console has an open tray at the front, dual small-bottle/cup-holders in the centre and a small box at the rear with a contoured lid that doubles as a driver’s elbow rest.

Rear passengers get a large-bottle holder and small bin in each door, plus pockets on the front seat backrests and two pop-out cup holders in the fold-down centre armrest. So, in total that’s four large-bottle holders and six small-bottle/cupholders. 

The 60/40-split rear seat base-cushions can also swing up and be stored vertically if more internal load space is needed. This also reveals two underfloor compartments with lids for keeping valuables out of sight, so there are plenty of places to store things.

Like all vans in this segment there are some cabin smarts that will make your life a lot easier if you spend a lot of time in the cockpit.

There are storage options aplenty, including overhead folder holders, a trio of dash-top storage caddies, dash-top cup holders, huge door pockets with bottle holders, some smaller storage cubbies near the shifter, and a glovebox that is, in the French tradition, good to hold a pair of gloves and not much else. This model had the dual passenger bench seat, with a hidden storage section underneath, and you can fold the middle seat down to form a desk platform with cup holders if that’s what you need.

Along with the storage smarts, the updated Master has seen some major changes in terms of infotainment intelligence, too. The new 7.0-inch MediaNav touchscreen system with Apple CarPlay and Android Auto is a welcome advancement for the brand, and during my time in the vehicle it proved simple to use and quick to react. The sound isn’t terrific, with just two speakers fitted, and I had to turn it up pretty loud to overcome the wind noise from this mid-roof model.

The driver’s seat is comfortable and offers decent adjustment, with height and lumbar adjustment. It’s easy to step up into the cab, too, despite there not being side grab handles. The driver also gets a new digital instrument display section on the redesigned dashboard, which includes a gear-shift indicator (but not a gear position indicator), and a digital speedometer and trip computer.

The steering wheel is new, too, and it’s much nicer than the old grainy plastic number in the pre-facelift version. Gone are the round vents across the dash and round plastic sections of the old model - now there are squared-off, more modern looking finishes that clearly aim to mimic the exterior’s now boxy-edged body.

In the cargo zone there are multiple tie-down hooks (eight on the floor, four on the side wall pillars), making for plenty of options to secure a load - though as can often be found with these eye-hook points, they can be a little too far inboard to make good use of, and in the Master’s case, there are no tie-down points rear of the wheel-arches. There is a 12-volt outlet in the back pillar, however.

The 2020 update for the Renault Master saw prices adjusted to compensate for additional standard equipment now offered range wide.

You can read the full pricing and specs breakdown story here, but the standard goodies for the Master include: a new 7.0-inch touchscreen media system with USB input, Bluetooth, Apple CarPlay, Android Auto, sat nav and reversing camera display, a two-speaker sound system, rear parking sensors, 16-inch steel wheels with a full size spare fitted under the rear body, body-protective cladding, twin-view side mirrors with electric adjustment, electric windows, cruise control, air conditioning, remote central locking, halogen headlights, LED daytime running lights, and rear fog lights. 

The list price for the L2H2 mid-wheelbase manual model used in this review is $47,490 plus on-road costs (RRP or MSRP), but Renault is advertising this exact spec for $47,990 drive-away, which is pretty compelling - you don’t even need to be an ABN holder for that discount. 

The Master MWB van comes as standard with barn doors at the rear (270-degree opening), and a sliding side door on kerb side (left), while SWB models get 180-degree barn doors. It also features a steel bulkhead as standard, as well as a three-seat layout up front. There’s a handy lift-up base on the bench part of the seat, which allows you about 100 litres of hidden storage if you need it.

There are numerous options for buyers to customise their van to suit what they need. There are several packs to choose from, such as: the Trade Pack - wooden floor, full height timber wall lining, rear step, LED ceiling lights ($1600); the Business Pack - front fog lights, hands-free key card and push-button start, chrome exterior and interior trim finishes ($1000); and the Convenience Pack - auto high/low beam lights, lane departure warning, blind spot monitoring and front parking sensors ($1000).

You can option individual elements such as a driver’s side sliding door ($800), a driver’s suspension seat ($800 - removes the side airbag for the driver), a single passenger seat ($200 - N/A with driver suspension seat, adds passenger-side airbag protection), and if you choose RWD model there’s an available differential lock ($1000). Last but not least, you can have glazed dual sliding doors for $800, but only if you also option the Trade Pack.

Colour options include no-cost solid paint finishes in white, grey, dark blue, light blue, yellow, orange and red (the interesting colours will need to be pre-ordered). There are also three metallic paint options in grey, black or a silver/blue look, and the cost there is $1000.

The Isuzu-sourced 3.0-litre four-cylinder intercooled turbo-diesel is a refined and proven performer, producing 140kW at 3600rpm and 450Nm of torque which peaks across a 1000rpm-wide band between 1600-2600rpm.

This is paired with a refined Aisin six-speed torque converter automatic, offering fast but smooth shifting and intelligent protocols that prompt automatic downshifting to assist with engine-braking on steep descents. 

It also has sequential manual-shifting plus overdrive on the top two ratios to optimise fuel economy during highway driving.

The part-time, dual-range 4x4 transmission has 2.482:1 low-range reduction and a switchable locking rear diff.

The power outputs and torque figures depend on the transmission you choose. 

Despite the fact that both manual and automatic versions of the Master run a 2.3-litre four-cylinder diesel engine, there’s a difference between the engines: the version with the six-speed manual transmission is a twin-turbo unit, while the six-speed automated manual transmission makes use of a single-turbo diesel.

There’s not much in it when it comes to the difference in outputs, however.

The manual version has a slight horsepower advantage, with 120kW of power (at 3500rpm) and 360Nm of torque (at 1500rpm).

The automated manual has a maximum power of 110kW (at 3500rpm) and 350Nm of torque (at 1500rpm).

Both transmissions are geared the same across all six ratios, though from experience, the automated manual is best left at the showroom. While rivals offer conventional torque converter automatic gearboxes to appeal to a broader customer base globally, the French brand persists with its pernickety somewhat-auto option instead.

The majority of models in the Master range are front-wheel drive (FWD), but there are a couple of long-wheelbase rear-wheel drive (RWD) models available. None are all-wheel drive (AWD) or four-wheel drive (4WD).

You might be interested to note the weight specs for the Master range. There are too many variables to bore you with here, but the details on the L2H2 mid-wheelbase manual I tested, according to Renault Australia, are as follows: kerb weight - 1887kg; gross vehicle mass/GVM - 3510kg; payload - 1623kg; towing capacity - 750kg un-braked, 2500kg braked. The gross combination mass (GCM) is 6000kg.

Mazda claims official combined cycle consumption of 8.0L/100km which was close to the 8.4 showing on the dash display at the end of our 276km test. 

Both were close to our own figure of 8.7 calculated from fuel bowser and trip meter readings, which is outstanding single-digit economy for a 4x4 dual-cab ute weighing more than two tonnes. 

So, based on our numbers, you could expect an excellent real-world driving range of around 870km from its 76-litre tank.

There is no official combined fuel consumption claim figure stated by Renault, as the vehicle falls into the heavy commercial vehicle space. 

But I can tell you it’s pretty impressive for fuel economy. I saw an average of just 8.5 litres per 100 kilometres over more than 1000km of testing - more than half of which was with the van loaded up with hundreds of kilograms of load.

With a 100-litre diesel tank, you could theoretically get about 1150km to a fill, and that’s with a mix of loaded and unloaded driving. 

One thing, though: most vehicles have a graphic on their dashboard to show which side the filler neck is - you know, you see a fuel bowser and the filler is on the right, that means your vehicle’s filler is on the right. Not in the Master. It has a graphic with the filler on the right, but the actual fuel cap is on the left. And like most vans, you have to open the passenger door to fuel up.

Worried about AdBlue? No need - the engine used in the Master range is a Euro 5 unit, so there is a diesel particulate filter, but no urea after treatment setup to mention.

There are big handles on the front windscreen pillars to assist entry and it’s easy to find a comfortable driving position given the spacious cabin, height/reach adjustable and leather-wrapped steering wheel, big left footrest and adequate adjustment in the driver's seat which includes variable lumbar support. However, some rake adjustment in the seat base would be welcome.

It has solid build quality with low engine, tyre and wind noise. All-round vision is good, enhanced by useful driver aids like blind-spot monitoring and a reversing camera. 

Our only criticisms are an annoying glitch in the design of the driver’s sun-visor, which clips the edge of the rear-view mirror enough to dislodge it each time the visor is swung down. 

And there are no rotary dials on the media screen for quick and easy adjustment of audio settings. Buttons are not as user-friendly.

Handling is sure-footed for a high-riding 4x4, the braking is reassuringly strong (particularly under load) and steering feel is amongst the best in class. 

The engine has good response and never feels sluggish in city and suburban driving thanks to its broad spread of torque, enhanced by an automatic transmission that generally gets the best out of this engine without the need to manual-shift.

It’s also a comfortable and economical highway cruiser. With the overdriven top gear and full torque converter lock-up, it can consume long distances with minimal effort as the engine requires only 1600rpm to maintain 110km/h. The adaptive cruise control works well.

We didn’t forklift a load into the LE as we have already tested the standard XTR on which it’s based with a 950kg payload, which was only 40kg under the LE’s maximum rating. 

On that occasion the leaf-spring rear suspension compressed 75mm, but there was still more than 30mm of stationary bump-stop clearance remaining. That ensured it never bottomed-out, floating over large bumps and through dips with ease.

We have also towed a 2.5-tonne dual-axle caravan with an XTR during which it also excelled, so in LE form it’s not only a comfortable daily driver but a competent load-hauler, too.

I did a mix of driving in the Master over the week I had it, including more than 600km of unladen driving. 

Why so many kays? I used it to move house, which meant I completed two “full” trips between Sydney’s inner-west and Cowra in the Central West of NSW, and two “empty” trips back to Sydney, as well.

I’ll get to how it drove with a load on board in the section below, but the unladen experience was pretty positive.

The engine and transmission are well teamed, and there’s a good amount of usable torque and very little lag to speak of. 

As with this entire generation of engines - a derivative engine in a different state of tune is used in the Nissan Navara - the refinement is mostly good until you reach higher in the rev range, where it can get a bit noisy and clattery. But the best work is done down low in the rev zone anyway. 

The manual shift action isn’t what I’d call “slinky”, more “clicky”. But it’s easy to row between gears as the action is light and the clutch isn’t too heavy, either. The gearing is generous, meaning you can saunter in sixth gear around 70km/h without the engine labouring too hard, and it’ll accelerate from there to freeway pace - provided you’re not going uphill.

There is a bit of ratio management required if you encounter a steep incline, but generally it’s a decently strong powertrain for its intended use - more on that below.

I’m always astounded about the steering and ride characteristics of vans of this size. Yes, it’s large, and yes, it can get blown around a little by crosswinds, and yes, you need to factor in the longish-wheelbase and larger turning circle that results from that… but it drives a lot smaller than it is.

The steering is direct and accurate, easy to judge at high or low speeds - which is great news when you’re parking (and there’s a good quality reversing camera and rear parking sensors, but you’ve just gotta remember the roof height, too).

The ride is adequate without a load on board, too. The independent McPherson strut front suspension copes well with changes in surface and bump control, though it can be a little bouncy at times. The rear suspension is a leaf-spring torsion beam setup, and it can be a little clumsy over road joins when unladen. 

It also brakes well, with solid and trustworthy response from the four-wheel disc brakes at all speeds.

While there has been a safety revolution in the van segment in recent years led by Mercedes and VW, Renault has been left behind to a degree.

The Renault Master has never been put through NCAP or ANCAP crash testing. So there’s no safety star rating to speak of.

And it falls short of its chief rivals, as it doesn’t have any sort of auto emergency braking (AEB) or forward collision warning system at all. 

It has a reversing camera and rear parking sensors, plus dual front airbags and driver’s side airbag protection (not passenger though?), and there are no curtain airbags either. But it has electronic stability control (ESC), electronic brake force distribution, and hill start assist with Renault’s Grip X-tend system that is designed to allow better traction in slippery situations.

You can option some safety technology into the manual versions of the Master, by way of the Convenience Pack. For $1000 it adds auto high/low beam lights, lane departure warning (not active lane keeping assist), blind spot warning (not rear cross-traffic alert), and front parking sensors.

I understand the argument that buyers shouldn’t have to pay for anything they don’t need, especially when it comes to business vehicles. But I hope that behind closed doors Renault is working furiously to improve the safety equipment offering as a matter of priority.

The BT-50 is covered by a five-year/unlimited km warranty.

Scheduled servicing is every 15,000km or 12 months, whichever occurs first. 

Minimum combined cost is $2404 for the first five scheduled services, for an annual average of $481.

The Renault van range is covered by a warranty plan that isn’t as good as you’ll get from VW or Ford. That is, the Master (and Trafic and Kangoo below it) have a three-year/unlimited kilometre warranty cover, which is two years shorter than the best in the class.

Service intervals are business-friendly at 12 months/30,000km, with a capped-price service plan spanning the first three years/90,000km. The service price is $599 per visit, but keep in mind you will need to replace the coolant ($132) and brake fluid ($79) every 60,000km. There’s also an accessory belt replacement at 90,000km ($506).

If you service your van at Renault, you’ll also be eligible for up to four years of roadside assistance cover. From the showroom floor there is 12 months cover.

Concerned about issues, problems, recalls, questions, queries, complaints, or reliability issues? Check out our Renault Master problems page.