Renault Master vs Subaru Forester

What's the difference?

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.

Don’t let the 7.5/10 make you think the Forester is not a good car. For the person who needs a practical, off-road-capable mid-size family SUV without too many complications, it’s extremely hard to look past this thing.

Is the STI Sport the best choice in the range? Not for most, given its higher price and relative lack of extra ability to go with it. A standard suspension tune and even a slightly less plush interior are probably a better call for most family needs, which means saving a fair bit at the purchase.

It’s also worth noting that the next generation Forester is coming soon, and with that could come a price hike. If a Forester is on the shopping list but the cost of living is starting to bite, now might be the time.

If the slightly sharper handling and red interior leather is of interest to you, the STI Sport might be worth a look, but just know the Forester’s best attributes can be had for less money in a much cheaper variant.

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 Forester is a pretty good-looking thing in this writer’s eyes, but its design hasn’t changed dramatically in the last few years.

The mid-size SUV looks equally at home on inner-city residential streets and in the middle of nowhere, even with the slightly ‘sported-up’ black trim of the STI version. And I do mean ‘slightly’.

Aside from the fact it looks a lot like the Forester 2.5i Sport of a few years ago (without the red bits), the STI Sport is perhaps ironically unadventurous. Even its alloy wheels don’t scream ‘sports’.

For all the SUVs with their respective brands’ performance badging (and not engineering) attached to them that bear more bark than bite, maybe it’s not such a bad thing Subaru has refrained from putting the Forester in full Tecnica uniform.

Inside, however, the black and red leather seems determined to distract from the fact that not much else has changed cabin-wise. It feels visually busier than it needs to, but still falls on the correct side of the restrained/garish line.

But there’s probably a reason the interior feels a little bit ‘classic Subie’ - if it works, it might pay to avoid making big changes.

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.

I've heard the Forester called a ‘jack of all trades, master of none’ kind of car, and I reckon that’s unfair. Aside from having Subaru’s venerable all-wheel drive at its disposal, the Forester is a supremely practical SUV - exactly what it needs to be given the reasons most people buy SUVs.

Okay, so the interface and tech is pretty old. If you’ve been in a Forester built in the last few years, there’s not a lot new to find.

There are some deliberately large buttons, the climate controls are still very classic and tactile, even the steering wheel buttons are pretty chunky.

If you’re not used to the amount of technology in new cars, Subaru has tried to make this as easy as possible to navigate.

I hate to sound like one of those ‘back in my day’ people, but in a lot of cases I’m finding myself preferring interior layouts and controls of a few years ago rather than post-2020 screens and ‘iPad’ style controls.

Newer Subarus have a rather large portrait centre screen, and even though it works fine, this one with the buttons below it is easier.

The instrument cluster being a pair of physical dials is also welcome, even if it means the digital display looks many years older than the car really is.

It’s also a spacious cabin, if not just physically then in feeling also. The huge sunroof and high-visibility glasshouse means plenty of light comes in and makes it feel roomy while also of course being easy to see out of (and therefore, manoeuvre).

Ergonomically, the Subie is sound. The seating position, aforementioned driver visibility, controls placement and space around each passenger is practical and well thought out, plus moving back into the second row doesn’t feel like a huge comfort downgrade.

Light in the second row is also good, the seats recline and the touch-point materials are like the front seats - comfy leather and a lack of scratchy plastics unless you go looking for them.

The second row can also be folded down (in a 60/40 split) from the boot with controls near the electric tailgate, which brings the boot space from 498 litres to 1060L, though Subaru says maximum space available is 1740L up to the ceiling.

At $48,640, before on-road costs, the Forester STI Sport AWD (to use its full name) has some strong competition - there are high-spec AWD hybrid Toyota RAV4 GXLs, powerful front-drive SUVs like the Ford Escape Vignale and Hyundai Tucson N-Line hybrid, or even variants of Euros like the VW Tiguan and Renault Koleos all within $1000 of the STI Sport’s sticker price.

But those looking for the practicality the mix of Subaru’s AWD, the space inside, and perhaps even the slightly older interior can provide, there’s a decent list of features for a car coming in at just a slice under ‘fifty large’.

The STI Sport AWD is based on the top-spec (petrol) Forester 2.5i-S, so it shares plenty of standard features - read on for those - but the key additions for this variant include a suspension tune by the eponymous performance division, a combination black and ‘Bordeaux Red’ interior leather with red contrast stitching, STI badging inside and out, dark grey 18-inch alloy wheels and black exterior trim for the grille, mirrors, roof rails and light surrounds.

From the Forester 2.5i-S, the STI Sport also brings along the existing leather seats and trim, with power-adjustable fronts which are also heated, plus the other main interior features like the 8.0-inch touchscreen for multimedia with wired Android Auto and Apple CarPlay, an eight-speaker Harman Kardon sound system with subwoofer and amp and a large electric sunroof.

It’s lacking some more modern features like wireless phone mirroring, wireless phone charging, USB-C ports or a fully digital driver display, but the latter of those is certainly no great loss.

On the outside, the existing self-levelling LED headlights with cornering response, LED DRLs and fog lights, privacy glass, roof rails and electric tailgate all also carry over from the 2.5i-S.

There are certainly rivals with more features, but they require trade-offs in other areas that might not appeal to Subaru customers.

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.

The same drivetrain as is used in the 2.5i-S is found in the STI Sport AWD.

No prizes for anyone who guessed it’s a 2.5-litre flat-four engine, but some might be disappointed to know that means no turbocharging and no sporty transmission - the STI Sport still outputs 136kW and 239Nm via a continuously variable transmission (CVT).

Subaru’s ever-present ‘symmetrical’ all-wheel drive system is, of course, here in the Forester too, but the brand’s relatively recent foray into hybrid drivetrains was given a miss for this version.

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.

Subaru claims a 7.4L/100km combined cycle (urban/extra-urban) fuel consumption figure for the STI Sport AWD, and while we’ve seen tests come close to that in other variants of the Forester with the same drivetrain, inner-city life can be a detriment to the Forester’s drinking habits.

On a test loop which was fairly unsympathetic to fuel efficiency, the Forester’s trip computer reported a 10.2L/100km figure, though a commute from inner-Melbourne to the CBD saw the digits nudge 13.0.

Historically, highway driving has been better for the Forester, and the STI Sport should be no different - plus its 63-litre fuel tank (able to run on 91 RON) should mean if you can approach Subaru’s claimed fuel consumption figure, you could theoretically find yourself driving more than 800km on a single tank.

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.

Like much of the Forester STI, the driving experience is heavily borrowed from some tried and true Subaru characteristics.

That naturally aspirated flat-four engine, though underwhelming on paper, gets the job done without much fuss. In fact, it sometimes feels peppier than it should given its outputs.

Its 'S/I' (Sport or Intelligent) drive mode selector is there to adjust acceleration style, but it doesn’t make an enormous difference.

Yes, it could do with more torque, but the engine doesn’t struggle and only starts to sound laboured at high revs during the kind of acceleration you’d need for seconds at a time.

The sound of a CVT whirring away isn’t exactly auditory bliss, nor does it make for engaging acceleration.

But it’s relatively quiet under regular load below highway speed and, as long as the road isn’t too coarse, NVH is generally good in the Forester.

Road, wind and engine noise are certainly present in certain circumstances, but they’re not intrusive until you get to higher speeds.

At those high speeds is where you might notice one of the most significant changes to the STI version of the Forester - the dampers have been retuned by STI, for what Subaru hopes is a “sharper, more responsive driving experience”.

It’s hard to seriously call the Forester sharp - it’s a mid-size family SUV with enough clearance to go light off-roading - but the STI Sport holds up well for what it is.

The Forester driving experience was already likeable and easy, and in terms of cornering and handling bumpy rural (or even just bumpy urban) roads, the suspension keeps things under control without feeling too stiff.

Its body doesn’t roll as much as you might expect when cornering, but given STI’s engineers focused their efforts on the dampers, its a good thing the Forester doesn’t either waft or thud when presented with big sharp bumps, nor does it vibrate and rattle over constant rough surfaces.

Of course, it’s also got 'X Mode' controls for different surfaces like snow, dirt and mud, making it a pretty handy companion for outdoor adventuring or camping trips in regions where the weather gets a bit unpredictable. If you’ve ever tried to get a front-wheel drive hatchback out of a muddy hillside campsite…

Essentially, the Forester is the kind of SUV that, if you wanted to, you could have a medium amount of fun with on a twisty road before taking it down a particularly rough, unsealed or muddy trail, then later hand the keys to your grandma knowing she’d be able to handle everything about the driving experience, too.

The Forester holds a maximum five-star ANCAP rating from assessment in 2019, which sounds outdated but arguably the most important aspects of the ANCAP testing are the crash protection, for which the Forester scored highly - an extremely good 94 per cent for adult occupant protection and 86 per cent for child occupant protection.

Seven airbags including dual frontal, side chest, curtain airbags and a driver knee airbag keep occupants protected, while Subaru notes the engine’s low-centred nature means it’s designed to slip under rather than into the cabin cell in case of a frontal collision.

Its active safety systems have been kept up to date, with functions like lane-keep assist, driver monitoring, automatic reverse braking and the help of Subaru’s ‘EyeSight’ monitoring system are all welcome additions, particularly since they’re not as intrusive as some rivals.

The lane-keep assist, for example, only beeps (relatively calmly) and intervenes when the Forester actually approaches the lane edge, and the driver monitoring and speed warning systems don’t chime or give warnings unless something is actually going wrong.

Like the multimedia and interior layout, the active safety is one area where the most recent previous generation of common features seems to be better than those many manufacturers are now implementing.

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.

Subaru’s five-year/unlimited kilometre warranty is now considered the minimum par-for-course coverage for a mainstream new car in Australia, while some rivals are offering seven-, eight- or even 10-year warranties (though the longer one are sometimes conditional).

Subaru also offers 12 months of roadside assistance, though this is also often offered in similar lengths to warranties by competitors.

Servicing intervals for the Forester are every 12,500km or 12 months, with the first of five capped price services (aside from a free one-month check-up) costing $370.91 and the most expensive (fourth) costing $888.62.

A $1387.25 three-year service contract or a $2674.64 five-year plan are on offer.