Ford Ranger VS Renault Master
Ford Ranger
Likes
- Fun to drive
- Very comfortable on- and off-road
- Very capable off-road
Dislikes
- Expensive
- Sub-standard towing capacity
- Compromised touring potential
Renault Master
Likes
- Effortless diesel engine
- Good value
- Improved interior a big step up
Dislikes
- Manual shift not the most positive
- Well behind rivals on safety
- No proper automatic option
Summary
Ford Ranger
The Raptor is the Ford Ranger line-up’s high-end, high-performance ute that everyone knows about – but this version has a V6 engine, an upgraded suspension set-up and drive modes aimed at making it a built-for-purpose adventure machine.
But while it’s great for high-speed off-road shenanigans, does it have potential as a touring 4WD?
Read on.
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| Safety rating | — |
|---|---|
| Engine Type | 3.0L turbo |
| Fuel Type | — |
| Fuel Efficiency | 11L/100km |
| Seating | 5 seats |
Renault Master
The Renault Master range has been refreshed, and this was our first chance to see what changes have been made.
You should be able to tell just by the look of the 2020 Master that there’s a new design with a more modern looking front-end. And the inside has been thoroughly modernised, too.
But with contemporary rivals such as the VW Crafter and Mercedes-Benz Sprinter - both of which launched in all-new generation guises in 2018 - the question is whether the ageing, yet facelifted Master is worthy of consideration.
We spent a week with it - and covered plenty of kays in it - to find out.
| Safety rating | — |
|---|---|
| Engine Type | 2.3L turbo |
| Fuel Type | Diesel |
| Fuel Efficiency | 8.3L/100km |
| Seating | 3 seats |
Verdict
Ford Ranger7.4/10
The Ford Ranger Raptor is a purpose-built adventure ute. It is comfortable to drive on-road and very capable off-road.
It’s a high-end, high-performance ute with a V6 engine, an upgraded suspension set-up and drive modes aimed at making it a built-for-purpose adventure machine.
It is, however, laser-focused on doing one thing supremely well – driving at speed on unsealed surfaces – and that means it falls short in a few other areas.
It's day-to-day drivability is less than ideal because of its size and fuel consumption and it lacks some potential as a touring 4WD because of its payload and the fact its towing capacity is below the industry standard.
But those factors aren't going to sway someone who is truly keen for the fun and thrills of driving a Raptor.
Renault Master6.4/10
If you’re after a budget-conscious offering in the large van segment, the Renault Master could be a really solid proposition. It falls short of the safety expectations set by its newer rival, though, and that’s something you might not be able to put a price on.
Design
Ford Ranger
The Raptor is 5380mm long (with a 3270mm wheelbase), 2208mm wide, 1926mm high and it has a listed kerb weight of 2473kg.
This ute has been engineered – and marketed – as a high-performance off-road vehicle, so, in line with that it has a wide stance (with a 1710mm wheel track front and rear), big wheel arches, chunky side-steps and substantial tyres (BFGoodrich K02 high performance all-terrains, 285/70R17 on 17-inch alloys).
The Ford Performance Seats are embossed with the Raptor logo and there’s Code Orange accented stitching on the trim – so there’s Buckley’s chance of forgetting you’re in a Raptor.
The Raptor is one of the more distinctive-looking utes in a mainstream market flooded with vehicles of very similar appearance and, in terms of overall design, it easily takes on the likes of the Nissan Navara Warrior and Toyota HiLux GR Sport, if not besting them.
Renault Master
The front-end styling of the Master has been modernised with a “robust” new look which sees it adopt a more upright nose with a bulkier grille, squared-off headlights (with LED daytime running lights as standard, along with halogen headlights).
There were no other changes made to the exterior, so if you see it side on or from the rear, you’d be hard pressed to tell if it's the new model.
This is the second facelift for this generation (X62) Master, which originated back in 2010. It is also offered in some markets as a Nissan, Opel, and Vauxhall. And this version certainly freshens up the appearance, though the practicality of the Master line-up remains unchanged.
That’s a good thing: you can still get the van as a short-wheelbase with low roof (L1H1), a mid-wheelbase with mid roof (L2H2), a long-wheelbase with mid roof (L3H2), or an extra-long-wheelbase with high roof (L4H3). There’s also the choice of a single cab-chassis Platform ute model, too.
Our test model is the L2H2, meaning dimensions of 5575mm long on a lengthy 3682mm wheelbase (giving it a 13.6-metre turning circle), while the width is 2070mm and the height is 2499mm. Too tall for car parks (and drive-thru windows, in this age of social distancing).
The good news about the height, though, is that it allows you excellent interior dimensions. The cargo hold of this version is 3083mm long, 1765mm wide (and 1380mm between the wheel-arches, enough for Aussie pallets to slide in easily), and the height is 1894mm inside. I’m six-foot tall (1820mm) and that meant I could safely step in and out of the cargo zone without fear of hitting my head. The load space is 10.8 cubic metres in this spec.
As you’ll see in the interior section, the cabin has been given a bit of attention too - you can see it in the images below.
Practicality
Ford Ranger
The Raptor’s interior is spacious but has a welcoming cosy feel and (despite Raptor logos and Code Orange stitching throughout) the cabin retains a low-level, cool atmosphere.
All controls are easy enough to operate – a lot of functions are accessed and adjusted via the 12-inch multimedia touchscreen and sometimes you have to repeatedly jab your finger at the screen to work your way through menus and sub-menus to reach the function you need. Thankfully, plenty of functions are via tangible off-screen buttons.
There are USB ports and a power socket up front and storage spaces in all of the usual places you’d expect: a two-level glove box, some hidey-holes (for your wallet, keys etc), a centre console, cupholders and bottle receptacles in the doors.
The sporty front seats are comfortable enough for long-distance trips and the back row is easily big enough for three kids or two adults and one man-child.
Rear-seat passengers have air vents, a fold-down armrest with cupholders and a space for a bottle in each door.
The Raptor’s tub is 1541mm long, 526mm deep, and 1578mm wide (with 1218mm between the wheel-arches). Load height is 870mm.
The tray has a spray-in tub-liner that seems quite durable, four tie-down points and a 12V socket.
Our test vehicle also had the optional power roller shutter ($3800). In the past, in any utes with a power or manual roller shutter, the storage drum for the roller shutter occupied quite a lot of otherwise useable space in the tub, but that’s no longer the case.
Renault Master
Like all vans in this segment there are some cabin smarts that will make your life a lot easier if you spend a lot of time in the cockpit.
There are storage options aplenty, including overhead folder holders, a trio of dash-top storage caddies, dash-top cup holders, huge door pockets with bottle holders, some smaller storage cubbies near the shifter, and a glovebox that is, in the French tradition, good to hold a pair of gloves and not much else. This model had the dual passenger bench seat, with a hidden storage section underneath, and you can fold the middle seat down to form a desk platform with cup holders if that’s what you need.
Along with the storage smarts, the updated Master has seen some major changes in terms of infotainment intelligence, too. The new 7.0-inch MediaNav touchscreen system with Apple CarPlay and Android Auto is a welcome advancement for the brand, and during my time in the vehicle it proved simple to use and quick to react. The sound isn’t terrific, with just two speakers fitted, and I had to turn it up pretty loud to overcome the wind noise from this mid-roof model.
The driver’s seat is comfortable and offers decent adjustment, with height and lumbar adjustment. It’s easy to step up into the cab, too, despite there not being side grab handles. The driver also gets a new digital instrument display section on the redesigned dashboard, which includes a gear-shift indicator (but not a gear position indicator), and a digital speedometer and trip computer.
The steering wheel is new, too, and it’s much nicer than the old grainy plastic number in the pre-facelift version. Gone are the round vents across the dash and round plastic sections of the old model - now there are squared-off, more modern looking finishes that clearly aim to mimic the exterior’s now boxy-edged body.
In the cargo zone there are multiple tie-down hooks (eight on the floor, four on the side wall pillars), making for plenty of options to secure a load - though as can often be found with these eye-hook points, they can be a little too far inboard to make good use of, and in the Master’s case, there are no tie-down points rear of the wheel-arches. There is a 12-volt outlet in the back pillar, however.
Price and features
Ford Ranger
This Raptor is a five-seat dual-cab ute with a 3.0 V6 petrol engine and 10-speed automatic transmission, all for an as-tested price-tag of $90,440 (excluding on-road costs). It has 'Code Orange' prestige paint ($700) and a power roller shutter ($3800) included in that pricing.
Standard features include an 12.0-inch centre-mounted portrait touchscreen multimedia system (with wireless Apple CarPlay and Android Auto), a 12.4-inch customisable digital cluster, heated and ventilated leather-accented 10-way power-adjustable front seats as well as selectable steering, damper and exhaust modes.
It also has a variety of drive modes ('Normal', 'Sport', 'Slippery', 'Mud/Ruts', 'Sand', 'Baja', 'Rock Crawl'), Ford Performance-developed Fox 2.5-inch live-valve internal-bypass shock absorbers, electronically-controlled front and rear diff locks, 285/70 R17 BF Goodrich K02 all-terrain tyres, 17-inch alloy wheels, dual tow hooks and a 2.3mm steel front bash plate.
Exterior paint choices include 'Arctic White' (at no extra cost) or 'Shadow Black', 'Meteor Grey', 'Conquer Grey', Code Orange (on our test vehicle) and 'Blue Lightning' – each costing $700.
Renault Master
The 2020 update for the Renault Master saw prices adjusted to compensate for additional standard equipment now offered range wide.
You can read the full pricing and specs breakdown story here, but the standard goodies for the Master include: a new 7.0-inch touchscreen media system with USB input, Bluetooth, Apple CarPlay, Android Auto, sat nav and reversing camera display, a two-speaker sound system, rear parking sensors, 16-inch steel wheels with a full size spare fitted under the rear body, body-protective cladding, twin-view side mirrors with electric adjustment, electric windows, cruise control, air conditioning, remote central locking, halogen headlights, LED daytime running lights, and rear fog lights.
The list price for the L2H2 mid-wheelbase manual model used in this review is $47,490 plus on-road costs (RRP or MSRP), but Renault is advertising this exact spec for $47,990 drive-away, which is pretty compelling - you don’t even need to be an ABN holder for that discount.
The Master MWB van comes as standard with barn doors at the rear (270-degree opening), and a sliding side door on kerb side (left), while SWB models get 180-degree barn doors. It also features a steel bulkhead as standard, as well as a three-seat layout up front. There’s a handy lift-up base on the bench part of the seat, which allows you about 100 litres of hidden storage if you need it.
There are numerous options for buyers to customise their van to suit what they need. There are several packs to choose from, such as: the Trade Pack - wooden floor, full height timber wall lining, rear step, LED ceiling lights ($1600); the Business Pack - front fog lights, hands-free key card and push-button start, chrome exterior and interior trim finishes ($1000); and the Convenience Pack - auto high/low beam lights, lane departure warning, blind spot monitoring and front parking sensors ($1000).
You can option individual elements such as a driver’s side sliding door ($800), a driver’s suspension seat ($800 - removes the side airbag for the driver), a single passenger seat ($200 - N/A with driver suspension seat, adds passenger-side airbag protection), and if you choose RWD model there’s an available differential lock ($1000). Last but not least, you can have glazed dual sliding doors for $800, but only if you also option the Trade Pack.
Colour options include no-cost solid paint finishes in white, grey, dark blue, light blue, yellow, orange and red (the interesting colours will need to be pre-ordered). There are also three metallic paint options in grey, black or a silver/blue look, and the cost there is $1000.
Under the bonnet
Ford Ranger
The Raptor has a 3.0-litre twin-turbo V6 petrol engine – producing 292kW and 583Nm – and that’s matched to a 10-speed automatic transmission.
This is an impressive set-up – punchy off the mark, smooth and refined at highway speeds – it just trucks along – and overall it offers a controlled and comfortable driving experience.
The Raptor has full-time 4WD and an electronic rear diff lock.
Its selectable driving modes include Normal, Sport, Slippery, Mud/Ruts, Sand, Baja, and Rock Crawl.
Renault Master
The power outputs and torque figures depend on the transmission you choose.
Despite the fact that both manual and automatic versions of the Master run a 2.3-litre four-cylinder diesel engine, there’s a difference between the engines: the version with the six-speed manual transmission is a twin-turbo unit, while the six-speed automated manual transmission makes use of a single-turbo diesel.
There’s not much in it when it comes to the difference in outputs, however.
The manual version has a slight horsepower advantage, with 120kW of power (at 3500rpm) and 360Nm of torque (at 1500rpm).
The automated manual has a maximum power of 110kW (at 3500rpm) and 350Nm of torque (at 1500rpm).
Both transmissions are geared the same across all six ratios, though from experience, the automated manual is best left at the showroom. While rivals offer conventional torque converter automatic gearboxes to appeal to a broader customer base globally, the French brand persists with its pernickety somewhat-auto option instead.
The majority of models in the Master range are front-wheel drive (FWD), but there are a couple of long-wheelbase rear-wheel drive (RWD) models available. None are all-wheel drive (AWD) or four-wheel drive (4WD).
You might be interested to note the weight specs for the Master range. There are too many variables to bore you with here, but the details on the L2H2 mid-wheelbase manual I tested, according to Renault Australia, are as follows: kerb weight - 1887kg; gross vehicle mass/GVM - 3510kg; payload - 1623kg; towing capacity - 750kg un-braked, 2500kg braked. The gross combination mass (GCM) is 6000kg.
Efficiency
Ford Ranger
The Raptor has an official fuel consumption figure of 11.5L/100km on a combined (urban/extra-urban) cycle.
I recorded 14.2L/100km on this test. I did a lot of high- and low-range 4WDing and the Raptor was never working hard.
The Raptor has an 80L fuel tank so, going by my on-test fuel-consumption figure, you could reasonably expect a driving range of about 563km from a full tank.
Renault Master
There is no official combined fuel consumption claim figure stated by Renault, as the vehicle falls into the heavy commercial vehicle space.
But I can tell you it’s pretty impressive for fuel economy. I saw an average of just 8.5 litres per 100 kilometres over more than 1000km of testing - more than half of which was with the van loaded up with hundreds of kilograms of load.
With a 100-litre diesel tank, you could theoretically get about 1150km to a fill, and that’s with a mix of loaded and unloaded driving.
One thing, though: most vehicles have a graphic on their dashboard to show which side the filler neck is - you know, you see a fuel bowser and the filler is on the right, that means your vehicle’s filler is on the right. Not in the Master. It has a graphic with the filler on the right, but the actual fuel cap is on the left. And like most vans, you have to open the passenger door to fuel up.
Worried about AdBlue? No need - the engine used in the Master range is a Euro 5 unit, so there is a diesel particulate filter, but no urea after treatment setup to mention.
Driving
Ford Ranger
This is a Raptor review so you might expect I’d be justified in spending the entire test doing donuts in the sand and taking on jumps that would make dirt-bikers wince, but as much as I wanted to, I didn’t. I live in the real world so my tests are about how a vehicle performs in day-to-day driving and especially off-roading.
But to reach the dirt you have to drive a bit of blacktop – so how does the Raptor perform on-road?
Once underway, there is plenty of good news about the Raptor because it is nice to drive on road: a composed stance, impressive acceleration with more get-up-and-go thrust under foot courtesy of the V6 and comfortable ride and handling. This is an easy-driving 4WD ute.
For a vehicle intended to be a great go-fast machine on dirt roads and gravel tracks – which, of course, it is – the Raptor is a pleasant surprise on bitumen – refined and comfortable with its off-road-suited long-travel Fox suspension that soaks up the worst lumps and bumps of back-road blacktop, yielding a smoothed-out plush ride.
As a bonus the steering has a sharp feel and a nice balanced weight to it – you can cycle through different modes ('Normal', 'Comfort', 'Sport', 'Off-Road') to find your favourite – and the gutsy V6 and clever transmission is a supremely relaxed pairing.
There are also selectable damper modes ('Normal', 'Off-Road', 'Sport') and exhaust modes ('Quiet', 'Normal', 'Sport', 'Baja'). The latter exhaust setting is only available when in off-road mode and is more of a novelty, but still fun to play around with and a cool addition to the Raptor package.
On the open highway at 110km/h, the Raptor sits nicely, with that wider wheel track giving this ute a settled posture, and it comfortably trucks along the road, no matter how bumpy that road becomes.
Then you take it off the sealed surface.
The Raptor has all the mechanicals and the tech set-up for driving dirt roads and gravel tracks at speed, there’s no denying that, but all of those factors don't necessarily make it a good 4WD or indeed a good 4WD touring vehicle.
However, it is.
It’s smooth and refined on fast dirt tracks and gravel roads – it’s right at home. The Raptor has that aforementioned wide wheel track and, even if the terrain is particularly severe, it drives comfortably.
And any doubts about its ability to tackle low-range 4WDing are swiftly dispelled.
I scaled several of our favourite set-piece hill-climbs without the front or rear diffs locked, and the Raptor did it with absolute control and absolute ease.
It's very capable and ticks all the boxes in terms of ground clearance (listed as 272mm), off-road angles (approach: 32 degrees, departure 24 (with towbar, 27 without) and rampover 24 degrees) and wading depth (850mm).
There’s ample torque available and it’s delivered in an even-handed manner; the Raptor has front and rear diff locks; and the driver-assist tech set-up is comprehensive and low-key effective.
Case in point, I used 'Trail Control' mode (a form of low-range ‘feet-off-the-pedals’ cruise control) to set the speed (2.0km/h) for a steep hill and it kept the Raptor to that speed – complete control at all times, no matter how the severity of the incline changed.
The Raptor also has an onboard 360-degree camera system, giving the driver the ability to see forward of the vehicle, which is handy because this ute has a substantial bonnet. You can't see the track in front of you over the bonnet, especially when climbing a steep hill.
It’s such a great combination of mechanicals and driver-assist tech and Fox shocks, long wheel travel and proper all-terrain tires (BFGoodrich K02s) that it’s a near-complete package, especially in terms of being an effective off-road vehicle.
But if you’re considering a Raptor as a touring vehicle, there are some things working against it – and those things have to do with weight.
Payload in the Raptor, at just over 717kg, is not spectacular, but it’s in line with a lot of modern dual-cab utes. However, it’s far from ideal if you're looking at putting aftermarket equipment on it or even loading up with camping gear.
And another thing is the Raptor doesn't have an industry standard braked towing capacity for a dual-cab ute: it can legally tow 2500kg – the industry standard for similarly sized utes is 3500kg. Unbraked towing capacity is 750kg.
And though the driver-assist tech onboard is comprehensive and effective, the Raptor misses out on a tow/haul drive mode.
For your reference, kerb weight is listed as 2473kg, GVM is 3130kg, and GCM is 5370kg.
If you’re looking specifically for a tow vehicle, then look elsewhere, but if you're looking for thrills and fun in a capable off-road vehicle, the Raptor should be at the top of your list.
Renault Master
I did a mix of driving in the Master over the week I had it, including more than 600km of unladen driving.
Why so many kays? I used it to move house, which meant I completed two “full” trips between Sydney’s inner-west and Cowra in the Central West of NSW, and two “empty” trips back to Sydney, as well.
I’ll get to how it drove with a load on board in the section below, but the unladen experience was pretty positive.
The engine and transmission are well teamed, and there’s a good amount of usable torque and very little lag to speak of.
As with this entire generation of engines - a derivative engine in a different state of tune is used in the Nissan Navara - the refinement is mostly good until you reach higher in the rev range, where it can get a bit noisy and clattery. But the best work is done down low in the rev zone anyway.
The manual shift action isn’t what I’d call “slinky”, more “clicky”. But it’s easy to row between gears as the action is light and the clutch isn’t too heavy, either. The gearing is generous, meaning you can saunter in sixth gear around 70km/h without the engine labouring too hard, and it’ll accelerate from there to freeway pace - provided you’re not going uphill.
There is a bit of ratio management required if you encounter a steep incline, but generally it’s a decently strong powertrain for its intended use - more on that below.
I’m always astounded about the steering and ride characteristics of vans of this size. Yes, it’s large, and yes, it can get blown around a little by crosswinds, and yes, you need to factor in the longish-wheelbase and larger turning circle that results from that… but it drives a lot smaller than it is.
The steering is direct and accurate, easy to judge at high or low speeds - which is great news when you’re parking (and there’s a good quality reversing camera and rear parking sensors, but you’ve just gotta remember the roof height, too).
The ride is adequate without a load on board, too. The independent McPherson strut front suspension copes well with changes in surface and bump control, though it can be a little bouncy at times. The rear suspension is a leaf-spring torsion beam setup, and it can be a little clumsy over road joins when unladen.
It also brakes well, with solid and trustworthy response from the four-wheel disc brakes at all speeds.
Safety
Ford Ranger
The Raptor does not have an ANCAP safety rating because it has not been tested.
As standard it has nine airbags (front, side, knee and full-length curtain (driver & passenger and far side driver front airbag), and driver-assist tech includes AEB, adaptive cruise control, blind-spot monitoring, lane-keeping assist, front and rear parking sensors, tyre-pressure monitoring, a 360-degree camera and more.
Renault Master
While there has been a safety revolution in the van segment in recent years led by Mercedes and VW, Renault has been left behind to a degree.
The Renault Master has never been put through NCAP or ANCAP crash testing. So there’s no safety star rating to speak of.
And it falls short of its chief rivals, as it doesn’t have any sort of auto emergency braking (AEB) or forward collision warning system at all.
It has a reversing camera and rear parking sensors, plus dual front airbags and driver’s side airbag protection (not passenger though?), and there are no curtain airbags either. But it has electronic stability control (ESC), electronic brake force distribution, and hill start assist with Renault’s Grip X-tend system that is designed to allow better traction in slippery situations.
You can option some safety technology into the manual versions of the Master, by way of the Convenience Pack. For $1000 it adds auto high/low beam lights, lane departure warning (not active lane keeping assist), blind spot warning (not rear cross-traffic alert), and front parking sensors.
I understand the argument that buyers shouldn’t have to pay for anything they don’t need, especially when it comes to business vehicles. But I hope that behind closed doors Renault is working furiously to improve the safety equipment offering as a matter of priority.
Ownership
Ford Ranger
The Raptor has a five-year/unlimited-km warranty. That’s in line with its rivals except for Mitsubishi, which offers up to 10 years, and Isuzu, which offers up to six years.
Servicing is scheduled for every 12 months or 15,000km and each visit costs $379 which is competitive – but check with your local dealership for the most up-to-date details.
Renault Master
The Renault van range is covered by a warranty plan that isn’t as good as you’ll get from VW or Ford. That is, the Master (and Trafic and Kangoo below it) have a three-year/unlimited kilometre warranty cover, which is two years shorter than the best in the class.
Service intervals are business-friendly at 12 months/30,000km, with a capped-price service plan spanning the first three years/90,000km. The service price is $599 per visit, but keep in mind you will need to replace the coolant ($132) and brake fluid ($79) every 60,000km. There’s also an accessory belt replacement at 90,000km ($506).
If you service your van at Renault, you’ll also be eligible for up to four years of roadside assistance cover. From the showroom floor there is 12 months cover.
Concerned about issues, problems, recalls, questions, queries, complaints, or reliability issues? Check out our Renault Master problems page.