The Australian commercial vehicle market is set to welcome the next generation of the Renault Master large van, currently anticipated for arrival in 2026, although this timeline is contingent on avoiding any unforeseen delays. The introduction of this new model is becoming increasingly urgent as the current iteration, which has origins dating back to 2010, approaches the end of its permissible sales life under new, more stringent emissions regulations scheduled to take effect later in 2025. A significant change for Australian operators could be the potential requirement for AdBlue diesel exhaust additive for the first time in a Master van sold locally, a consequence of the vehicle needing to comply with the stricter Euro 6 emissions standards, a step up from the current model's Euro 5 compliance.
This updated version of Renault's largest van made its European debut approximately 18 months ago, around late 2023 or early 2024, showcasing a comprehensively redesigned exterior, a thoroughly overhauled interior, new technological integrations, and a choice of either diesel or fully electric powertrains. Despite its availability in Europe, this advanced model has not yet been offered in the Australian market. However, this is slated to change from sometime in 2026. The necessity for a new Master is underscored by the impending regulatory changes: the current model, being only Euro 5 compliant, will not meet the mandated Euro 6 emissions rules for 'heavy vehicles' imported into Australia from November 1, 2025. To manage the transition and prevent a gap in availability, Renault Master vans that are imported and officially 'complied' for sale in Australia before this November 1, 2025 deadline can continue to be sold into the following year.
As of May 2025, specific details for the new Master destined for Australia – such as pricing structures, available engine configurations, the breadth of the model range, and a more precise launch date beyond the general 2026 window – have not yet been officially announced by Renault Australia. In the European market, the new Master is offered in an extensive range of 20 van variants, providing cargo capacities that span from 11 to 22 cubic metres. These European models also boast practical enhancements like a 40mm wider side door opening and a load area that has been extended by 100mm compared to the outgoing version, facilitating easier loading and greater carrying capacity.
The interior of the European-spec Master has received a significant modernization. Standard features overseas include a prominent 10-inch touchscreen infotainment system with Google services like Maps, Assistant, and other applications built directly into the unit. This system also supports Apple CarPlay and Android Auto for seamless smartphone integration, along with the capability for over-the-air, downloadable software updates. In a nod to practicality, Renault has retained traditional physical controls for the air-conditioning system, rather than migrating these functions to a touch-sensitive interface. The steering wheel is now sourced from Renault's passenger car lineup, and the gear selector has been conveniently relocated to a stalk on the steering column. Renault highlights a 25 per cent increase in interior storage space, offering up to 135 litres distributed throughout the cabin. Seating configurations include options for two or three seats, with the middle seat in three-seat layouts cleverly designed to fold down and transform into a functional work desk.
Powering the diesel variants in Europe is a 2.0-litre turbocharged engine, available in several states of tune: 103hp, 128hp, 147hp, and 167hp. This engine can be paired with either a six-speed manual transmission or a new, more sophisticated nine-speed automatic transmission, which replaces the ageing automated manual transmission (AMT) found in the outgoing Master. The adoption of this updated engine, coupled with the mandatory Euro 6 emissions compliance, strongly suggests that the new Master diesel vans will require AdBlue. This diesel exhaust fluid, which is stored in a small dedicated tank within the vehicle and needs to be topped up periodically, is crucial for the chemical reactions in the exhaust system that reduce harmful nitrogen oxide emissions.
An all-electric version of the Renault Master is also a key part of the European lineup. This E-Tech variant features a 105kW electric motor delivering 300Nm of torque, paired with an 87kWh battery pack. This combination provides a commendable driving range rated at over 410 kilometres on a single charge and allows for a payload capacity of up to 1625 kilograms. European customers can choose from L2 front-wheel-drive, L3 front- or rear-wheel-drive, and L4 rear-wheel-drive van configurations, as well as cab-chassis versions. Whether all these variants, particularly the cab-chassis, will be offered in Australia remains to be seen, especially if the current model's local range serves as an indicator.
The new Master is also claimed to possess a more aerodynamically efficient design than its predecessor. Renault states it has a 20 per cent smaller frontal area, a shorter bonnet, a shallower windscreen angle, and a subtly narrower rear end. These design changes are all aimed at reducing aerodynamic drag, which in turn contributes to lower fuel consumption for diesel models and extended range for the electric version. In an interesting anecdote about its development, the new Master was reportedly too large to fit into Renault's conventional automotive wind tunnel. Consequently, the company initially worked with four-fifth scale models to refine the aerodynamics before conducting tests on full-size prototypes in a specialized wind tunnel originally built for aircraft.