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Renault Master LCV is the next vehicle in the French marque's range to get a big push in the sales race.
Having re-established Renault in the passenger car market in Australia, particularly in the high-performance field, the French marque is about to begin an onslaught on the light commercial vehicle field. Renault has been number one in the LCV class in Europe for the past 15 years, which certainly justifies its big ambitions down under.
The Master is offered in both front and rear-drive variants – all RWD have dual rear wheels – with single-cab versions available  in two chassis lengths. While it shares its wheelbase with the LWB front-drive models that have been imported to Australia in the past - at 4332mm - the rear overhang has been extended to 1674 mm, up from 1024mm.
Renault Premium Pack gives the convenience of integrated sat-nav, under-seat storage compartment, additional large door bins and a lidded A4-sized dash-top compartment. Renault is putting a big emphasis on the overall cost of Master ownership, saying that merely looking at purchase price can be false economy.
Cleverly, the Master keeps track of its own engine and lubrication conditions, so instead of servicing being done according to a calendar, the computer advises when the work is needed. Renault Masters are powered by a 2.3-litre turbo-diesel direct-injection four-cylinder engine, producing 110 kW of power and 350 Nm of torque, the latter between 1500 rpm and 2750 rpm.
The engine drives through a six-speed manual gearbox or a six-speed automated manual built by ZF.
Standard features include dual front airbags, ABS with EBD, ESC Electronic Stability Control with ASR traction control.
A Safety and Security Pack comprises auto headlights and rain sensing wipers, dual side airbags (where the drivers' suspension seat is a delete option), foglights and anti-theft alarm, but you need to buy the Renault Premium Pack to get a reversing camera. The cab is large and spacious, with a driver's suspension seat, made by Isringhausen, as an interesting feature, putting it in line with its big truck brothers. The four seats in the rear of the dual-cab models have enough width for adults on the slender side, as is often the way in commercial vehicle design, the seatbacks are rather upright, so not particularly comfortable. There's good engine torque, but the engine is working harder in the RWD Master than in the FWD as overall gearing is 20 per cent lower. As is usually the way, the automated manual gearbox can be irritatingly slow and jerky in its operation, particularly in lower gears. All Renault Master RWD vehicles have a 4500 kg GVM (Gross Vehicle Mass) so can be driven by holders of passenger car licences. The XC90 is being readied for sales this year, although it will not reach Australia until 2015, at the same time as Volvo is completing its design-driven work this week with the Concept Estate at the Geneva motor show.



The good looking Estate follows the earlier Concept Coupe and Concept XC and Volvo says the design work will be reflected in a new generation of products.
They have been funded from China, where Geely is Volvo’s new parent, but everything about them is Swedish. Andersson admits that Volvo withered and battled during the time when it was part of the Ford empire, but says the three new concept cars show that things are about to change.
One of the major breakthroughs is a dashboard that’s been shorn of buttons and complexity in a pointer to a Volvo future where all but essential driving controls are moved to a tablet-style display.
Away from the concept car front, Andersson ten-fold sales growth in China in less than five years, stabilisation in Europe and a plan for the USA, including an engine strategy built around new four-cylinder powerplants.
But Andersson knows that cars are what counts and forecasts a quick and comprehensive revitalisation of the range, starting with the XC90 - a luxury SUV that has grown old and dowdy through more than 10 unchanged years. He is confident that Geely has the cash and commitment to allow its luxury division to flourish in the same way that Indian cash from the Tata Group has revitalised Jaguar Land Rover in Britain and allowed the creation of classy newcomers such as the Jaguar F-Type sports car and all-new Range Rover. Renault Master has been a quiet background performer locally for some time, but the company now has plans to reach mainstream buyers. Until now Renault Master has only been sold in Australia in front-wheel-drive format, now rear-drive Masters are also being imported. They can be ordered as a cab-chassis to which a custom designed body, or one penned by Renault can be attached.  These can have a single or dual cab, the latter is capable of carrying seven people including the driver. The Renault Master high-roof rear-wheel-drive model has 17 cubic meters of load capacity and can carry a payload of 2134 kg, which is 500 kg more than the largest front-wheel Master van. As such a scheme called Pro+ has been set up at selected dealers and will deal with all aspects of the purchase, including insurance and finance.
Capped price servicing is pretty reasonable in its cost and lasts for three years, but only 90,000 km.
Whereas the front-drive models have the engine mounted east-west, the powerplant has been turned through 90 degrees to give it a conventional layout for the truck class.
The two-place bench seat beside the drivers unit can carry two blokes without too much of a squeeze. Ride comfort in the cab-chassis with a tray, but no load on board is truck-like in its bounciness, but much better with a tonne in the back.
It does improve noticeably in high gears and you can operate it as a manual without a clutch pedal if you so choose. It’s also about market investments to lay the groundwork for the new products,” the international vice-president of Volvo Car Corporation, Thomas Andersson, tells Carsguide.


It looks good and the country-road ride and compliance is great, there is enough space in the boot and it's fine for a modern family with one or two youngsters. The cargo bay shares the same 1765 mm width of all Master vans, but offers an internal height of 2048mm, up from 1894mm.
It varies from model to model so contact your Renault Pro+ LCV dealer for information on the one that suits you.
The re-named Nissan Qashqai is the class favourite, ahead of the Hyundai ix35, but the newcomers are splitting the decisions and it's only a question of time - for me - before the CX-3 takes class leadership. All but the base model have VW's 4Motion all-wheel-drive, with the 118TSI being the sole front-wheel driver and the only one with a manual gearbox.
But what about the Captur?It's closely tied to the baby Clio, both mechanically and visually, and it shares lots of parts right down to the well-shaped handles used to close the rear hatch.It's a car I drove and liked - a lot - at a European preview, and I'm still a fan of the shape and the comfort of the seats and the headlamps and the way it drives. It's not huge inside, but one of the trendy new double-decker boots with a lift-out false floor means reasonable load space and the back seats are set a little higher than the fronts to improve the view.Equipment is what I expect for the size and price, including that essential rear-view camera, and the infotainment screen is well sized and easy to use.
A space-saver spare would normally earn a cross, but weight and space are a premium in all the small SUVs.The starter motor only has 66 kiloWatts and, even in a car weighing only 1135 kilograms, it's not enoughIf that was the end of the story it could be 'happily ever after', but it's not. The base price for the Captur is $22,990 and that means a wheezy three-cylinder petrol engine and a five-speed manual gearbox. Australia is an automatic landscape, which means you have to pay at least $25,990, although the up-sell brings the benefit of an 88 kW four-cylinder engine.The starter motor only has 66 kiloWatts and, even in a car weighing only 1135 kilograms, it's not enough.
Both have class-leading road manners, the diesel's prodigious torque makes it shine, the 155's looks, luxuries and switchable ride (best to leave it in 'normal') give it a lot of appeal. Handling is neutral, comfort and visibility first class and the Tiguans all have the whole gamut of electronics to enhance safety. Still, the shift is light and the fuel economy and range is good.It's impossible to write about the Captur without talking about safety, since it would have been only a four-star ANCAP car in 2014 because - like the Clio - there are no rear curtain airbags.
Rule changes mean it's a controversial five-star performer in 2015, based on test results and not just a tick for the back bags.I have seen the actual NCAP side-impact crash car in Paris, complete with a baby capsule and booster in the back seat, and I'm convinced the child protection is fine without the airbags thanks to good design and high-strength steel in the body. And Renault has lots of numbers to show the risk in a side impact for a rear-seated child is tiny. Bottom line?



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