Renault Master E-Tech Review & Prices

The new Renault Master E-Tech is a thoroughly modern large van with a fully electric powertrain. It’s not glamorous, but it is impressively capable, and at the moment forms the best possible compromise available in this class of vehicle. It's definitely one of the best electric vans you can buy.

It’s like buying a house - you’re never going to find one with a big garden, a refurbished kitchen and a master ensuite that’s also within the catchment area for the best schools. You have to make allowances, and the same is true of large electric vans, whether that be a reduced payload, compromised loading area, or simply a short range that means you have to spend as much time at a charging station as you do actually making deliveries.

Large electric vans are increasingly popular for businesses working in cities, last-mile couriers and even just low-mileage users who want a more eco-friendly option. The latest generation of vehicles include the Ford E-Transit, Mercedes eSprinter, Iveco eDaily and a quintet of mechanically identical Stellantis vans - the Peugeot E-Boxer, Citroen e-Relay, Fiat E-Ducato, Vauxhall Movano Electric and Toyota Proace Max Electric.

Renault Master E-Tech: electric range, battery and charging data

Range: 255-285 miles
Efficiency: 2.9-3.2 mi/kWh
Battery size: 87kWh
Max charge speed: 130kW
Charge time AC: 14 hours 0-100%, 7.4kW
Charge time DC: 38m 15-80%, 130kW
Charge port location: Front right
Power outputs: 140hp

The Master E-Tech is a direct alternative but it may be the best compromise of all. It has a large battery, but it’s not as comically huge as the ones fitted to the Mercedes eSprinter or the Stellantis vans. The lighter weight means that maximum payload is class-leading for a large electric van, at more than 1,600kg.

A real-world range of around 200 miles is right up there with the best in class, and you get a usefully fast public charging rate, making longer journeys pretty palatable too.

The Master E-Tech gets a vastly uprated cab compared to its predecessor. You’ll recognise many of the fixtures and fittings from Renault and Dacia models, including the standard-fit touchscreen infotainment system with wireless Apple CarPlay and Android Auto. It’s comfortable, and storage is good, though it does lack the classiness of the eSprinter’s interior or the wow-factor of the Ford E-Transit with its massive screens.

To drive, the Master E-Tech is almost as easy as an electric car. It’s not vastly powerful but it’s still really nippy around town, and feels well up to coping with a full load on board. It’s a shame Renault doesn’t yet offer as much choice in the Master E-Tech range as it does with the diesel, because the two panel vans on offer won’t suit every business just yet.

However, if you can manage with just a bog-standard panel van, then the Renault Master E-Tech is right up there with the best electric vans you can buy. While you’re here, why not check out the best Renault deals on Carwow, or find a used Renault for sale? Remember you can even use Carwow to sell your old van when the time comes.

Not only is the Renault Master E-Tech among the most capable of the large electric vans on sale, but it’s also one of the least expensive. With prices starting at well below £40,000 ex.VAT it’s far cheaper than a Ford E-Transit, Mercedes eSprinter or any of the Stellantis vans. It’s even cheaper than a Maxus eDeliver 9.

If you step up to a longer-wheelbase model, which boosts loading capacity, or a 4,000kg chassis rating to improve payload (recommended) then you’ll pay a little extra, but even the top version still undercuts the alternatives.

Renault does only offer a single, rather Spartan equipment level, however. Useful extras such as a reversing camera, or even just a clad load area, do come out quite expensive.

Not as powerful as alternatives but still nippy, and very comfortable on a long trip

The Renault Master E-Tech comes with just one battery and motor combination - an 87kWh battery pack paired to a pretty modest 140hp motor. Considering the lowliest Ford E-Transit gets 184hp, and the Stellantis vans offer a whopping 270hp, this does mean you won’t win any electric van drag races.

But it’s more than enough power for regular, day-to-day driving. We found that an unladen van had no problems keeping up with traffic or merging, and even loaded up there’s still plenty of punch around town even if you need to plan motorway sliproads a bit more carefully.

As an electric van, driving the Master E-Tech couldn’t be easier. No recalcitrant manual gearboxes or agricultural-sounding diesel engine to worry about - simply put the van into Drive, press the accelerator and go, though Renault’s decision to use an old-fashioned manual handbrake is an odd one - and its location right between the seats makes it easy to forget about.

The Master has a high-up driving position even for a large van, giving you a great view over the road - and its squared-off bonnet is easy to judge when parking. Large, two-part door mirrors help with rearward visibility, as do standard parking sensors - though if you want a reversing camera it’s a pretty pricey extra.

The Master’s steering is light around town but not too wayward on the motorway, and though there’s a bit of wind bluster at high speeds it’s generally quite quiet too. Plus, cruise control comes as standard.

Class-leading payloads for a big electric van, and plenty of room too

The Renault Master E-Tech is available in two panel van forms at the moment - a medium wheelbase (MWB) and a long wheelbase (LWB). At present, there are no additional roof heights, cab configurations or alternative bodystyles - Renault’s focusing on the variants most people are going to buy.

You can choose between a 3,000kg or 4,000kg chassis, though, with the latter unlocking the greatest payload. On a diesel van it would require a heavier driving licence classification, but electric vans up to 4.25t can be driven on a standard car licence.

Loading a Master E-Tech is a pleasure thanks to the low floor. Twin rear doors open to 270 degrees for the best access, and the side sliding door is the widest available.

Renault Master internal and external measurements

Exterior dimensions

Exterior length (MWB/LWB): 5,685mm/6,315mm
Exterior width with mirrors: 2,466mm
Exterior width without mirrors: 2,080mm
Exterior height: 2,501mm

Interior load length

Panel van (MWB/LWB): 3,225mm/3,855mm

Interior loading width

Maximum: 1,765mm
Between wheel arches: 1,380mm

Interior loading height

Maximum: 1,885mm

Rear door aperture height

All versions: 1,755mm

Rear door aperture width:

All versions: 1,537mm

Side door aperture height

All versions: 1,753mm

Side door aperture width

All versions: 1,312mm

Towing capacity

The Master E-Tech can tow up to 2.5t, an impressive figure for an electric van. That’s slightly more than the 2.4t maximum for the Stellantis group vehicles, and it beats the Ford E-Transit’s 750kg maximum into a cocked hat.

Payload

The Master E-Tech has class-leading payload for an electric van. Opt for the 3,500kg chassis and you get up to 1,125kg - which is pretty good, and on par with alternatives. Opt for the 4,000kg chassis, though, and you can carry up to 1,625kg, which is a seriously impressive figure.

Hardwearing cab is comfortable, but has a couple of annoying quirks

The Renault Master E-Tech has a simple and pretty minimalist cab with an understated design. Compared with the hilariously outdated Master that came before it, it’s like comparing a Gameboy Advance with a VR headset.

Most of the fixtures and fittings are borrowed from Renault’s passenger car range. That includes the steering wheel and all of its related controls, such as the column-mounted gear selector and stereo control stalk.

The 10.0-inch touchscreen infotainment system is straight out of the latest Dacia models, and while it doesn’t have quite the same level of sophistication as the huge screen in the Ford E-Transit it does work quickly, with crisp graphics and big onscreen buttons that are easy to hit.

Apple CarPlay and Android Auto work wirelessly, and allow you to bypass Renault’s own infotainment, should you wish it. However, for an additional cost you can spec a higher-range touchscreen that has Google Apps built-in - and having native Google Maps is so useful you might never want to use your own again.

There are a couple of USB-C sockets dotted around, plus a phone tray which keeps your device close to hand without being temptingly in your line of sight.

Storage is a mixed bag. There’s a good-sized glovebox, but all of the dashboard bins are uncovered, which is a shame. You can stow items overhead but we wish this storage area was lined, or at least had some grippy elements to keep items in place.

There are also a couple of annoying quirks. Even though the E-Tech doesn’t get a traditional gear selector, the ‘pod’ where this sits on diesel models remains, and blocks knee room for the occupant in the central seat as well as limiting how easily you can slide across. There’s also a manual handbrake, which feels quite 2018, and the lower part of the door bins is pretty much impossible to access.

The driver’s seat is comfortable and adjusts a decent amount, though. There’s a fold-down armrest for the driver, but if there’s only two travelling you can also flip down the centre seat for a pair of cupholders and a tray to store documents.

Renault claims that the best version of the Master E-Tech should manage around 285 miles on a charge. During our time with the van, we achieved more than 200 miles on mixed roads including plenty of motorway. While this was unladen, it does suggest that if you’re doing mainly inner-city driving then you should easily cover a whole day’s mileage on a single charge.

While the Stellantis vans and the Mercedes eSprinter can go further, these are both equipped with vast batteries that impact payload and charging times. The Master E-Tech strikes the ideal balance.

Public charging the Master can be done at a maximum rate of 130kW, which is good for a 10-80% charge in under 45 minutes. Empty to full on a home or business charger running at 7.4kW should take about 14 hours, so that’s an overnight affair.

Electric vans pay the same rate of VED as diesel ones, so the main cost-saving is to be had in the cost of electricity versus diesel.

Euro NCAP does not crash test vans, but it does assess their active safety equipment - and when tested, the Renault Master range scored five stars, with ratings of 73% in Safe Driving, 76% in Crash Avoidance and 80% in Post Crash Safety. That’s on par with other large vans.

An alarm comes as standard equipment despite the Spartan entry-level trim, which is a nice extra.

There’s no historical data for the Master E-Tech as this is a brand-new van, but Renault does have quite a bit of experience with both electric cars and vans. The brand’s passenger cars weren’t ranked particularly highly in the 2024 Driver Power survey, but Renault’s commercial vehicles tend to be a bit more hardwearing.

The warranty covers three years and 100,000 miles, which matches the Stellantis vans - with the exception of the ten-year cover offered with the Toyota Proace Max Electric. A one-year service is required, but thereafter the Master E-Tech’s service intervals are two years or 24,000