Toyota HiLux vs Renault Master

What's the difference?

Given the current HiLux generation is in its eighth year in local showrooms, it's becoming harder for Toyota to create a new flagship that looks and feels like one, regardless of how large its wheel-arch extensions may be or how many GR Sport logos it displays. 

Although 'inspired' by off-road racing, the GR Sport falls short of being a genuine Raptor rival, as Toyota has predictably drawn a line in the sand in terms of how far it's prepared to go with in-ya-face modifications without sacrificing the HiLux's core load-hauling capabilities.
 
But the GR Sport is also much more affordable than a Raptor, so it's more a Wildtrak X rival. And in that sub-flagship context, it's likely to have considerable appeal for those wanting a HiLux that combines Dakar-winning looks with solid workhorse practicality.

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 GR Sport shares the Rogue's 15mm increase in ride height and significant increases in track width over the standard HiLux, with the front wheels being 135mm further apart while the rears have an extra 155mm between them.

However, the GR Sport is equipped with unique KYB monotube shock absorbers tuned specifically for this application and the rear anti-sway bar has also been removed to provide increased suspension travel in the rough stuff.

The GR Sport also brings enhanced braking performance with ventilated 338mm front and 312mm solid rear disc brakes, complete with red-painted calipers displaying GR logos.

Our only criticism of this suspension package is that the 265/65 tyres look too small, given the increased ride height and elaborate wheel-arch extensions designed to house them.

A larger and meatier tyre package, like the Raptor's more aggressive 285/70 rubber, would better fill those cavernous wheel housings and provide less of a 'tippy-toe' appearance.

There are large assist-handles on the A and B pillars and the rock-rails have integral steps to assist occupants when climbing aboard.

However, like all HiLux dual cabs, the rear seating is notoriously tight for tall people like me (186cm) because with the driver's seat in my position, my knees are pressed firmly into its backrest and my head is rubbing on the roof lining.

It's even tighter in the slightly higher centre rear seat, particularly with adults either side.

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 GR Sport is not only the most expensive HiLux; its 2270kg kerb weight also makes it the heaviest model in the fleet.

It shares the Rogue's 3050kg GVM and 780kg payload ratings, with the latter being 160kg less than a 'narrow-track' SR5 equivalent.

The GR Sport is also rated to tow up to 3500kg of braked trailer but with its 5850kg GCM rating (or how much it can legally carry and tow at the same time) that leaves a payload limit of only 80kg. And that would only allow for a driver - and not a large one at that.

Fact is, not many (if any) GR Sport owners would need to tow 3.5 tonnes, but it's important to be mindful of these figures if you do.

The unlined load tub is 1570mm long, 1645mm wide and 495mm deep, so the thickness of the GR Sport's drop-in composite liner slightly reduces each of these dimensions.

With 1105mm between the wheel housings, it can't fit a standard 1165mm-square Aussie pallet, but will take a Euro. There are four load-anchorage points and the hefty tailgate has no lower/raise assistance.

Cabin storage starts with a large bottle holder and narrow bin in each front door, plus an overhead glasses holder, upper and lower glove boxes (with the upper having access to air-con) and pop-out cupholders on either side of the dash.

The centre console offers open storage up front, two small bottle/cupholders in the centre and a small lidded box at the back, with a padded and contoured lid that doubles as an elbow rest.

Rear passengers get a bottle holder and bin in each door, pockets on each front seat backrest and a fold-down centre armrest with two more cupholders.

The 60/40-split seat bases can swing up and be stored vertically if more internal cargo space if required. This also reveals two handy underfloor storage compartments.

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.

There's still some fight left in Toyota's Euro 5-compliant 2.8-litre four-cylinder turbo-diesel, given Toyota engineers have squeezed an extra 15kW and 50Nm from it via ECU tweaks to turbocharger and fuel injection calibrations.

This 10 per cent increase in power and torque makes the GR Sport the most powerful diesel HiLux ever, with 165kW at 3000rpm and a sizeable 550Nm available between 1600-2800rpm.

The smooth-shifting six-speed torque converter automatic has also been recalibrated to optimise the engine's increased outputs, with faster shifting and a more direct and responsive feel in auto mode and when sequential manual-shifting, using the steering wheel-mounted paddles.

Economical highway cruising is assured with overdrive on fifth and sixth gears and there's part-time, dual-range 4x4 with a switchable rear diff-lock.

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.

Toyota claims average combined cycle consumption of 8.1L/100km. At the completion of our 317km test, which was a mix of city, suburban and highway driving including our GVM test, our figure based on fuel bowser and tripmeter readings came in at 10.1L/100km.

That's within the usual 2.0-3.0L/100km discrepancy between official figures and real-world numbers and not bad for a high-riding ute weighing more than 2.2 tonnes in mostly urban use.

So, based on our figures, the GR Sport should have a realistic driving range nudging 800km from its 80-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.

The rock-rail steps and handles on the A pillars ease climbing aboard. Although drivers of most widths and lengths can find a comfortable position, a bit more extension for the steering wheel's reach adjustment would be welcome as arms can feel too outstretched for some body types.

On the road the GR Sport feels like a more responsive version of the Rogue, with a well-planted wide-track feel and slightly firmer ride combined with the livelier response of the engine's higher outputs and the transmission's sharper shifting, particularly when using the paddles.

The differences are noticeable, but not substantial. The acceleration from standing starts feels about on par with the Ranger's 2.0-litre Bi-Turbo four.

And although the GR Sport's rear stabiliser bar has been removed to improve rear axle travel off-road, it has also improved rear-wheel traction when cornering, which combined with the engine's higher output contributes to increased low-speed power understeer. This is most noticeable in roundabouts.

Toyota's loyal adherence to hydraulic-assistance for its power steering produces a slightly heavier and more linear feel than the electronically-assisted system preferred by major rivals, which produce more noticeable changes in turning weight between highway and parking bay. However, it does provide good overall feel and response in this application.

The GR Sport is relatively quiet to drive, with low engine and tyre noise and a feeling of rock-solid build quality. It's also a low-stressed highway cruiser, requiring only 1600rpm to maintain 100km/h and barely 1750rpm at 110km/h.

To test its load-carrying ability we forklifted 650kg into the tub which with driver equalled a total payload of 740kg that was only about 40kg under its legal limit.

The rear suspension compressed 40mm, leaving 60mm of bump-stop clearance which was more than ample in avoiding any bottoming-out during our test run.

The higher centre of gravity created by this load was noticeable during cornering, but when driven at sensible speeds the wide-track suspension provided a stable and sure-footed platform on sealed and unsealed roads.

Its 550Nm of torque made light work of our 13 per cent-gradient, 2.0km-long set-climb at 60km/h, self-shifting down to third gear and 2500rpm to effortlessly pull this load to the summit with minimal accelerator pedal. Load-hauling ability has always been a HiLux strength.

Engine-braking on the way down, in a manually-selected second gear, was not as strong but consistent with similar tests conducted with this engine.

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.

Toyota covers the HiLux with a five-year/unlimited km warranty which is extended to seven years on engine and driveline.

Scheduled servicing remains conspicuously short at six months/10,000km, whichever occurs first.

Capped-price service pricing of $290 for each of the first six scheduled services works out at $580 per year.

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.