Renault Master E-Tech
Will bigger batteries and more driving range make the latest Renault a more attractive proposition? John Kendall finds out
Renault Master E-Tech
Will bigger batteries and more driving range make the latest Renault a more attractive proposition? John Kendall finds out
As we have said before, all large vans on the market available with electric power have the disadvantage that none except the Maxus eDeliver 9 were designed from the outset for an electric drivetrain. That has meant that in most cases, range is restricted, as manufacturers have struggled to accommodate a large enough battery pack on-board to provide a useful working range. Ford has proved the exception with the extensively re-designed E-Transit.
Renault was one of the first manufacturers to embrace battery electric power for its vans and there has been a Master ZE electric available, but with a restricted range of up to 75 miles, because it had only been possible to fit a 33kWh battery pack. Now, as the company is launching the latest Kangoo, it has re-worked the Master to accommodate a larger battery pack, providing a more acceptable range in the process. The result is the Master E-Tech range, which will be available in the UK in two van lengths: short and long, two chassis-cab lengths and as a long wheelbase platform cab. First deliveries are due in September.
The new battery pack has a capacity of 52kWh, extending the range to 126 miles (WLTP combined), which is still some way behind the class leaders such as the E-Transit (up to 197 miles WLTP combined) and Maxus eDeliver 9 (90 – 185 miles WLTP combined, depending on battery fitted). It is worth noting too that the Master E-Tech cannot be rapid charged at a DC charge point.
Instead, Renault has equipped the Master so that it can be charged from a domestic AC socket, 7kW AC wallbox, 11kW three-phase AC charge point or 22kW three-phase AC charge point. From a 22kW charger, the battery can be charged from 20 – 80% in 90 minutes. If a fleet installed three phase 22kW charging, it would at least enable vehicles to be charged much more quickly than from a 7kW wallbox, but if the daily range was suitable, 7kW or 11kW charging would probably provide a more cost-effective overnight charging solution.
Renault offers two trim options for the Master E-Tech: Start and Advance and both panel van models are only offered with the higher spec Advance Trim. The platform cab and chassis-cab models are offered with Start spec.
DAB radio, Bluetooth connectivity, a USB port, ESC, Grip Xtend enhanced traction for mud, snow etc, Hill Start Assist and Trailer Swing Assist are all included in Start spec, so it’s a long way from basic. In addition, there are heated electric door mirrors, an electronic immobiliser, remote central locking, a closed glove box, two cup holders, height adjustable driver’s seat with lumbar adjustment and folding armrest, electric front windows, passenger bench seat and an overhead parcel shelf.
Panel van models in Advance trim also get a fully adjustable driver’s suspension seat, pivoting seatback table with two under-seat storage compartments, manual air conditioning, automatic headlamps and wipers, side wind assist, a wide view mirror, rear parking sensors and eight or 10 anchorage points depending on vehicle length.
We drove one of the short wheelbase van models at the launch, the same event where we were able to drive the new Renault Kangoo E-Tech. That helped to highlight equipment that the Kangoo E-Tech can be specified with but is not available in the Master. This included Rear View Assist, which provided a screen in place of the rear-view mirror, providing both a medium and long range view behind the vehicle. It seems like a missed opportunity not to offer it on the Master E-Tech as well.
If you’ve driven any Renault car or van hybrid or electric models recently, the control layout in the Master E-Tech would be familiar to you. The gear selector includes the same regenerative braking boost position to provide additional regen braking – particularly useful when the vehicle is loaded.
Otherwise, it is the same well-thought-out van as the diesel variants, with plenty of storage space in the cab, including large door pockets and places to stow things large and small. We drove a model carrying a 300kg load, well within the 1,420kg maximum payload available for the short wheelbase model. The load area of the van is identical to diesel powered models. Apart from the E-Tech badging, there is little to distinguish the electric model from its diesel-powered counterparts.
Renault has another model in the pipeline for electric customers that will overcome the range restrictions of the Master E-Tech, while maintaining the advantages of electric power. The company plans to launch hydrogen fuel cell versions later this year with H₂-Tech branding, a joint venture with Plug Power. These models will offer a range of 248 miles on hydrogen, stored in two gas tanks in the high roof of the van and bus models. A further 62 miles should be possible with the on-board battery pack, making 310 miles in total. There are no prices available yet for these models but expect them to be more than the E-Tech models.
ON THE ROAD
Range from electric vans is steadily improving and the Master E-Tech is a good demonstration of the latest developments. For fleets on local running, particularly with 11kW or 22kW charging access, the van could provide an electric solution with the possibility to boost range further on occasion.
All van manufacturers are cautious about who they sell their electric models to. If it’s not appropriate for the intended use, customers will be advised to stay with diesel power for the time being. When asked about the relatively restricted range from the Master E-Tech, Renault told us that they wanted to prioritise payload, which the company has done quite effectively. Restricting charging to 22kW means that there is less electrical equipment to carry on board, which includes a battery cooling system, benefitting payload.
