Renault Master E-Tech Electric (2022 - ) review

How Renault packages the electric powertrain means there is no noticeable compromise when it comes to the van's practical aspects, resulting in a maximum payload of 1,420kg and a load volume of 10.8 cubic metres for the medium length. The longer version can accept a maximum payload of 1,308kg and has a 13-cubic-metre volume. Meanwhile, the sliding doors are 1,270mm wide, making it easy to load bulky items. An option to have the rear doors open through 270 degrees is available at an additional cost, but if you need a van that tows, you'll need to look elsewhere, as the Master is not equipped to do so.

Even though the Renault Master benefitted from a facelift in 2020, the interior remains a little dated by today's standards; it's a sea of rather cheap-looking (and feeling) plastics. The analogue instrument cluster is as simple as can be, containing a tiny digital panel that indicates the gear currently selected. The touchscreen display isn't especially big and looks like an aftermarket addition. Immediately below the screen is a row of physical buttons, many of which are blank and surplus to requirement, leaving a hazard warning light, central locking and Eco driving mode to select. Below this row are the physical controls for cabin temperature and air conditioning. Back in the driver’s seat, only a limited amount of adjustment is available for the driving position, which isn't ideal. There are plenty of storage areas dotted around the cabin, however such as above the sun visors and atop the dashboard, though it doesn't feel designed to cope with modern-day needs for things such as travel mugs, smartphones and tablet computers.

Leaving aside the initial outlay of purchasing the Renault Master E-Tech, there are potentially significant savings to be made regarding running costs. Charging up the battery will cost less than visiting the diesel pump, of course, although you will need to charge the Renault more frequently than some rivals because of its limited driving range. Nonetheless, electric vehicles require less maintenance, meaning smaller service bills and fewer things to go wrong, all of which should result in more uptime. Further savings such as tolls and congestion charges can be included, plus lower Benefit In Kind rates for owner-operators. Renault provides the Master E-Tech with the same three-year or 100,000-mile warranty as its diesel vans and a battery warranty that lasts for eight years or 62,000 miles, ensuring that it maintains 70 per cent of its original capacity.

With fewer mechanical moving parts and Renault's experience with electric vehicles, the Master E-Tech Electric should prove reasonably reliable, although there isn't a great deal of them on the road to offer any meaningful data. It’s less complex than a diesel van, so that’s a positive thing when it comes to dependability. However, one of its quirks — the lack of Park in the automatic transmission — may increase the risk of it accidentally rolling away and potentially damaging other property if the handbrake isn't applied.

Don't get into the Renault Master E-Tech Electric expecting zippy acceleration and performance similar to an electric car. Even by other electric van standards, the French van is on the back foot somewhat due to its lacklustre motor. That electric motor produces up to 76 horsepower, notably less than a Ford E-Transit, Citroen e-Relay or Fiat E-Ducato. It is fine to drive in cities and towns where speeds are naturally lower, which is why the Master emits an audible noise to alert pedestrians and cyclists. This setup is the same as Renault employs in the Zoe electric car, and while you can also hear it inside the cabin, it shuts off once you exceed 18 miles per hour. When it comes to charging, a 7.4kW wallbox will fully recharge the Master in 8.5 hours. At a public 22kW charging point, that time can come down to five hours for a full recharge. However, the location of the charging port on the right side of the van could make it tricky to access some charge points.

When operating in built-up areas where top speed is unimportant, the Renault is almost as good as any of its competitors. It doesn't have an abundance of outright performance from its electric motor, but the delivery of that power is smooth and relatively quiet aside from some electric motor whine. Lifting your foot off the accelerator pedal activates the Renault's energy recovery system, slowing the van, though not to the extent that it will quickly come to a halt. The suspension does let the side down as it tends to be overly firm when crossing sharper speed humps and pockmarked road surfaces. For a large van, it is reasonably easy to manoeuvre in tighter confines.

Renault equips the Master E-Tech Electric with the essential safety equipment, including front airbags for the driver and passenger with side airbags on the driver's side. Hill start assist helps when pulling away and there's stability control and the Extended Grip system to aid traction in trickier conditions. Finally, Active Emergency Braking can reduce the chance of collisions while a lane-keeping assist system can alert the driver when veering across the white line.

Only one specification grade — Advance — is offered for the Renault Master E-Tech Electric, providing the essential things a driver may want in a van. This trim level includes remote central locking, a fully adjustable suspension-type driver's seat, air conditioning, one-touch electric windows and a touchscreen display with DAB radio, CD player, Bluetooth and USB connectivity. A pivoting seatback table and under-seat storage are handy for anyone that has to do some work inside the cabin as well.

The Renault E-Tech Electric has gone from being one of the original large battery-powered vans to one of the also-rans. It gets an average driving range but is hamstrung by its limited performance, while the cabin is neither the latest nor greatest. If you're committed to Renault and tend to cover short distances, it will serve you fine, but many more compelling options are now available.