Renault Announces Pricing For Master Z.E. In France

MAR 24 2018 BY MARK KANE 22

It’s been over a year since Renault announced the Master Z.E. scheduled then for launch by the end of 2017. With a small delay, sales are now expected to begin this year.

Not much has changed in regards to specs, as the Master Z.E. is equipped with the Z.E. 33 battery (33 kWh) shared with new Kangoo Z.E.

All-electric range is 200 km (125 mi) under NEDC, but everybody knows that’s unrealistic, so Renault states 120 km (75 mi)“Range above 80km/h even with severe use (maximum payload, frequent stops in urban area, cold temperatures).”

We regret that Renault at least didn’t decide to use the 41 kWh battery from the ZOE.

Powertrain consists of the R75 – 57 kW (76hp) electric motor. The only charging option is on-board single-phase up to 7.4 kW (from 0 to 100% takes six hours).

As you can see in the specs below, there will be a total of six versions of the Master Z.E. (four panel vans and two platform cabs).

Renault Master Z.E. spec

Renault Master Z.E.

For now, prices were announced for France only – we list them below, but remember that those are pre-tax prices and versions without batteries that will be leased separately. Even without batteries, the price of Master Z.E. is higher than conventional versions.

“Renault is pleased to reveal the pricelist in France for its Master Z.E. range of electric vans. Pre-tax prices start from €48,200* for the L1H1 version and from €46,700* for the L2 platform cab version.

  • Panel van / L1H1: €48,200*
  • Panel van / L1H2: €49,100*
  • Panel van / L2H2: €50,000*
  • Panel van / L3H2: €50,900*
  • Platform cab / L2: €46,700*
  • Platform cab / L3: €46,850*

Pre-tax monthly rate for battery lease: €74/month for an annual distance travelled of 7,500km, plus €0.04 per additional kilometre (equivalent to €8/month per additional 2,500km).

(*) Not including state eco-subsidy of €6,000 in France and not including lease of battery.”

Renault Master Z.E.

Renault Master Z.E.

Renault Master Z.E.

Renault Master Z.E.

Renault Master Z.E.

Renault Master Z.E.

Renault Master Z.E.

Renault Master Z.E.

Renault Master Z.E.

Press release:

Renault MASTER Z.E.: a large electric van, an ideal workhorse to reach city centers with zero emissions

Renault Master Z.E.

Renault Pro+ is broadening its range of electric LCVs with the introduction of the Master Z.E. large electric van – the ideal workhorse for emissions-free access to city centers. Master Z.E. is ideally suited to last-mile deliveries. It’s designed for everyone who believes environmental issues are fundamental.

  • Master Z.E. benefits from the know-how of Renault – Europe’s leader in electric vehicles : a new-generation battery and a high energy efficiency engine give it a 120-km real-world driving range and a charging time appropriate to its duties (fully charged in just 6 hours).
  • Master Z.E. offers all the tailor-made solutions available from Renault Pro+ – Europe’s leader in vans: a genuine workhorse, a large number of versions, a dedicated network and made-to-measure conversions.

“With Master Z.E., Renault Pro + is enlarging its e-LCV line-up consistent with the “Drive the Future” strategic plan, in which 100% of vans will be electrified. The current line-up, ranging from quadricycles to heavy vans, covers the main needs of business customers in terms of cargo volume and payload, enabling them to make emissions-free last-mile deliveries in city centers. In addition, a new ecosystem of connected services has been rolled out to improve fleet management and help customers to grow their businesses”.
Ashwani Gupta – SVP, LCV Business Unit, Renault-Nissan

Master Z.E., all the know-how of Renault, Europe’s leader in electric vehicles

  • Master Z.E.’s 120 km real-world driving range makes it highly-suitable for day-to-day last-mile deliveries and other business activities in urban areas.
  • A full charge takes just six hours with the 32A/7.4 kW WallBox.


Renault Master Z.E.

A new-generation battery

  • Master Z.E. is fitted with the new-generation Lithium-Ion 33kWh Z.E. 33 battery with optimized electronic management.
  • This battery combines the expert know-how of Renault and LG Chem to optimize energy density.
  • Battery performance is optimized not by adding more modules but by improving the chemistry of the battery cells.

  A high energy efficiency engine

  • Master Z.E. is fitted with ZOE’s 57kW/76hp R75 high energy efficiency electric engine.
  • This engine, tried and tested on ZOE and Kangoo Z.E., makes Master Z.E. ideal for use in and around the city. Master Z.E.’s maximum speed is 100 km/h (72 mph).
  • It’s built in France at the Renault Cléon site, the Group’s flagship facility for manufacturing engines and gearboxes of high added value.

  Connected services to check the range and locate charge points

  • My Z.E. Connect lets you view the vehicle’s range on a smartphone or computer connected to internet.
  • Z.E. Trip locates all the charge points in the main European countries on the vehicle’s R-LINK navigation system.
  • Z.E. Pass is a single access/payment means giving access to most public charge points in Europe from smartphones and tablets. Connect permet de connaître l’autonomie de Master Z.E., depuis un smartphone ou un ordinateur connecté à Internet.

Master Z.E., all the tailor-made solutions from Renault Pro+, Europe’s leader in vans

Renault Master Z.E.

A genuine workhorse for in-town deliveries

  • Master is the leading large van in its segment, chosen by over 475,000 customers in Europe since it was introduced in 2010.
  • Master Z.E. is a great partner for business users working in urban areas, thanks in particular to the optional Wide View mirror, the reversing camera or reversing radar.
  • Master Z.E.’s cab still provides maximum comfort for the driver and front passengers and features a genuine mobile office space as well as a large number of ergonomic storage compartments.
  • There is a multimedia center for the users, with the R-LINK Evolution system.

  A large number of versions available to meet the most diverse needs

  • The Master Z.E. range includes 6 versions (3 lengths, 2 heights).
  • The four van versions feature an 8–13m3 load space and a payload of 1 to 1,1 ton.
    The load area is identical to that of the internal-combustion version, since the battery’s optimized dimensions allow it to be fitted under the bodywork.
    The payload fulfills the requirements of most business users:
  • The two platform cab versions feature 2 lengths (L2 and L3). Their payload of 1,370 kg and 1,350 kg are suitable for conversions in High-Capacity body for transport up to 22m3. propose une large gamme de 6 versions (3 longueurs, 2 hauteurs).


Renault Master Z.E.

A specialist network for professionals

  • The Renault Pro+ specialist network meets the specific requirements of business customers:
    • Specialist sales and after-sales advisors, specially trained in LCVs,
    • Easier choice: the entire LCV range is on show, including converted vans, no-appointment test drives and fast, detailed sales proposals,
    • no-appointment servicing, workshops with extended opening hours, courtesy vehicles.
  • At end-2017, the Renault Pro+ specialist network had 650 businesses across 40 countries.

  Tailor-made conversions to expand business of professionals

  • Renault Pro+ also has a network of 400 approved converters in 29 countries, able to convert LCVs to meet the specific needs of each business customer.

Categories: Renault


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22 Comments on "Renault Announces Pricing For Master Z.E. In France"

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For comparison, the entry level diesel version starts at roughly 17k euro. Not sure what happend here, a Zoe with battery is 33k euro with 21% VAT. How they got to > 50k without ~20% VAT is bonkers.

I thought the same. Three times the price without the battery!

This is not going to be a success. 😖.

Basic misinformation happened here. The prices include VAT. Just search for it. The price ist plastered all over the internet. You can also buy the battery.

AFAIK, all pricing in Europe MUST by law include VAT. Been that way since 1973; rates vary by country, between 20- 25% and by type of goods or supply- some being zero rated.

Must be hand build conversions starting with a full ICE model.

In Norway, the cheapest diesel version cost just over 37000 euros.

Wow! That’s a really big van with a really small motor and battery. Anyone buying this is going to be really disappointed I would think.
I’ve said it before, and it can be said again, the Renault-Nissan alliance doesn’t seem to be sharing any of their tech together, and Renault doesn’t even seem to be sharing it’s tech internally. You would expect a big van like this, with all that floor space, would have at least the 40kWh battery. And maybe even on option for 80kWh. And the 80kW motor (upgradeable to 110kW?) To haul all this weight around.
And the price is really steep for this level of battery and motor. They’ll sell some, but seems like a really poor effort.
Incredibly underwhelming I think.

2 motors = more power and 4×4.
2-3 battery packs = more range.
Win, win win . .

It is important that cargo area floor is as close to the ground as possible for most customers of this type of vehicles.
That is reason why ICE versions have only front wheel drive.
I’m sure that is also reason why Renault didn’t put batteries below cargo area floor.
(there is simply no space even fuel tank on ICE version is in front of vehicle)
One more possible reason could be weight.
In most European countries with regular driving license driver may drive vehicle up to 3500kg of gross weight, and with big vehicle like this there is simply not enough weight that remains for cargo. So weight of battery meters more than usual .

Good points. I did not think about weight.
If it was from designed from the ground up, as an EV- a huge skateboard with batteries, 4×4, and range should be possible. Maybe EVs should be allowed with a 4-4,5 tonn weight limmit for a 10 year period.
Maybe also give some tax reductions for aluminium or composite vans. Would get longer life, then many vans that are sold with inferior rust protection..

Skateboard in a cargo van is not going to happen. You will always end up with a higher then necessary loading area.

Interesting as most of theses types of vans in the US are RWD; Ford, Mercedes-Benz, Nissan, Dodge. So the floor height is negotiable.

Yeah.. I had FWD on a VW van I owner.
There was SO much extra space under the car – that I could install a 170 liter cruiser tank in it.
Another company could install a 220 liter tank too, but with some modifications. No changes in interior volume. With the 170 liters tank I could almost drive 2000km before refueling.
In other words, they could install one he** of a battery in this one.


well… I think its main purpose is to offer just something… it definitely could be far far better and cheaper… but hey its a start… (ok. a really weak start…)

If we try to look at it with the mentalitiy of “one pizza is good, one piece of pizza is better than no food at all” we could probably find use cases for this one.

…France… Paris… average speed? standstill. Well. Lets deliver stuff within Paris with that van. If you can manage to drive that van up to the expected range within paris area (regarding traffic and union regulated working conditions etc…) you can call yourself a hero) As Paris is the only relevant part of France (only slightly exaggerating…) they can cover all transportation needs in France with this low power low range thing. Well done Renault…

The competition to this is SAIC/LDV’s EV80 which is roughly the same size and has a 100kW motor, a better load capacity and two battery options (60kWh and 75kWh).
It’s around €10-15k more expensive though.

The version of the EV80 offered for sale in Europe is 56kWh battery & 92kW motor, and has a bit less payload (25-180kg, depending on size variant). Price is apparently 55K Euros, I believe including battery and ignoring incentives.

Battery lease on the Renault seems really expensive. €74/mo is for 7500km yearly, or 625km/mo, which seems quite low. A more reasonable (IMO) 12500km/yr would end costing €90/mo or ~€1100/year, which mounts up over several years.

Hopefully, the VW Crafter & Mercedes competitor show up quickly, and then there’ll be decent competition. This should be a much more ripe market to electrify than consumer cars or long-distance semitrailers. No DC rapid-charge network needed for (sub)urban deliveries, aerodynamics or acceleration not needed for urbans speeds so efficiency should be good.

I would guess that for large cities where speed is severely restricted to little more than a quick jogging speed, the limited range will simply not be any sort of practical issue – but whether potential buyers will feel that way is another matter…. “Yeah, but what if I need to drive to Glasgow, suddenly?” “In the last 30 years that you have been driving a van in London have you ever had to drive to Glasgow?” “Er… No” “In all that time have you even ever left London?” “Er… No”… !!

This van is sufficiently powered for a delivery van geared for a top speed of 100km/h. This is probably faster at 50km/h then the most popular diesel variant.

This can’t be the price excluding VAT. This would be insane. You could buy 3 conventional powered versions for one without a battery.
This could only sell if there is a driving ban for ICE vans. You couldn’t recoup 30k€ of diesel if the battery were included. This won’t sell at all, it is more expensive then the professional Mercedes Sprinter conversion made by Kreisel electric and they include the battery.
I suspect the price is including VAT but excluding the vehicle tax or something minor.

The Renault Master ZE including the battery and including VAT costs 59k€ in Germany.

So the prices listed above do indeed include the sales tax. Don’t know what the people that have written the article were thinking when they wrote that those were pre tax prices.

When will they release a Renault Trafic Z.E. van?
I’m surprised they didn’t release this van in a Z.E. variant first as it sits in between the Kangoo and Master vans size-wise and hence requires a smaller motor and battery than the larger Master for the same performance and range.

The Renault Master is also rebadged as Opel/Vauxhall Movano and Nissan NV400. So I wonder when we will see a Nissan e-NV400 variant.

The medium sized van Renault Trafic is also rebadged as Opel/Vauxhall Vivaro, Fiat Talento and Nissan NV300.
So we will probably see both Renault Trafic Z.E. and Nissan e-NV300 variants as some point and possible .

Opel/Vauxhall vans will probably be rebadged Citroën/Peugeot vans in the future instead, since their parent company PSA took over Oepl/Vauxhall from GM last year.

Why are Renault trying to make the battery lease a proffit base as this increases the cost per mile above diesel in some cases which is rediculous ? Doubt they are serious about EV market share and just trying to sqeeze the most out of early adopters.