Vans are utensils. They are used until they are completely worn out. How different can a history be when, in 1992, a brand new Renault Master of the first type was employed by a municipality to transport a local music group. Few kilometres, optimally maintained and with a beautiful interior!
At the end of 2018 Dominique Amelon from Rehaincourt in the Vosges ran into this red 1992 Renault Master T35 D. A car of the first owner. A municipality in Alsace had bought the car new for a folkloric group. In all that time the car had often been parked inside and had driven less than 100,000 kilometres. The cabin was furnished by the famous coach-builder Durisotti from Salaumines. This was also mentioned in Renault's official catalogue with approved conversion variants. Durisotti built a cab with 6, 7 or 9 seats. In this case, it was the maximum number of seats possible in this configuration. For this purpose, a partition had been placed in the centre of the cargo space. This made it possible to create two rows of seats behind the two front seats.
There are three seats in the first row and four in the second: nine in total. All available options had been ticked while ordering. For example, there are no bench seats in the rear, but seven separate seats with fixed headrests and seatbelts, which were additionally upholstered in a matching colourful fabric. Part of the walls were covered by light grey panels, while other parts of the interior were beautifully finished with dark grey carpeting. For optimum visibility, this Master has a small window in the partition wall. Furthermore, before delivery Durisotti installed a Webasto stand heater. This means comfortable transport for the musicians who could store their supplies and instruments in the back of the cargo space. That loading space has a length of 1.30 metres. It is also possible to store things under the rear seats, which means that the maximum loading length is 1.80 metres. Durisotti supplied this conversion on four different length variants of the Master. In the case of the 6 or 7-seater version, there was only one additional row of seats and more space for transporting loads.
Immediately after purchase, Dominique polished his acquisition well: "The lacquer was completely white and dull, nearly pink. But after a few hours of hard work, the Master regained its original colour and shine. The condition of the car is great. Usually these vans are comnpletely worn-out, but this one has always been neatly treated".
It will come as no surprise to anyone that this Master is equipped with the most powerful engine available at the time. It is the 2.5 litre Sofim 4-cylinder diesel with turbo. Sofim stands for Società franco-italiana di motori and was founded in 1974 by Fiat, SAVIEM and Alfa Romeo for the joint development of diesel engines. The 2,445 cc 4-cylinder first appeared in 1977, among others in the SAVIEM SG2. The same power source became the first diesel engine in the Master when it was launched in 1980. It produced an output of 72 hp and a torque of 150 Nm at 2,200 r/min. In 1990 the cylinder capacity was increased to 2,499 cc and the power rose slightly to 76.5 hp and a torque of 162 Nm. This Master, however, features the turbo version which is much more powerful at 94 hp and 205 Nm. By the way, Iveco took over the factory in 1981, but the Master as well as the B-series/Messenger used this engine until the end of production. The motor was even delivered in the first edition of the Renault Safrane.
At the same time, 1972 saw the launch of projects to succeed the Renault Estafette and the SAVIEM SG/SB series. Despite a large difference in weight (800 - 1,000 kg for the Trafic and 3,000 - 3,500 kg for the Master), an equivalent base was assumed. Basically front-wheel drive but with a cabin designed in such a way that it could also be placed on a traditional chassis with rear-wheel drive.
SAVIEM was responsible for the development of the Master (Project F), and in the absence of French design studios, turned to the Italians who held a monopoly in the field of automobile design.
Vernier-Paillez (president of Renault), Zanotti (SAVIEM) and project leader Lanchec were given a presentation in Geneva in March 1973 of various designs by Marcello Gandini, one of Bertone's top designers. In the summer two models were presented at SAVIEM in Suresnes. Different reactions followed. The proposals were considered too futuristic. At Renault/SAVIEM they preferred a van with a flatter bonnet, which would seem more powerful. But the future Master by Gandini was developed as a monovolume. Since the customer is king, another model with a different front was introduced, after which it was clear to the responsible directors that they had to go back to the original proposal. Gandini made a miniscule difference in the inclination of the windscreen and bonnet, which satisfied everyone.
Around the turn of the year 1973/1974 the life-size model was ready. It was delivered in Villiers-Saint-Frédéric, the development centre of SAVIEM. For the first time the model was digitised by two Zeiss stereo cameras.
Gandini's design proposal already clearly showed the basic form of the Master. Well-known elements were the rounded door handles, the deep cut-out side windows and the sliding door that runs on rails at the top of the roof. The sides of the closed van were completely flat. It was Chausson who came with the horizontal stripes on the flanks. Not only stylistically important and in terms of sturdiness, but also to cool the interior while driving.
The dashboard design also came from Gandini. The unit was symmetrical with the instrument panel to the left and to the right the glove compartment with a lid that was placed on top of it like the sliding door. The openings for both parts were identical, so that the dashboard for right-hand drive could be built on the same basis.
Parallel to the development of the Master, SAVIEM decided in 1972 to look for a suitable place to build a new factory for the production of their vans. In 1976, Batilly was chosen some 30 kilometres from Metz. At that time, the steel industry withdrew from this region and the French state was keen to attract investers to create new jobs. Construction work took place between 1977 and 1979. In anticipation of the series production of the Master, the first pre-series cars were built by 275 people. Series production started in 1980, and the factory was given its real name SOVAG (Société des Véhicules Automobiles de Batilly). Renault was 75 percent owner and Renault Véhicules Industriels, created after the merger of SAVIEM and Berliet, held a quarter of the shares.
In 1982 the second version based on the Master was released, the B-series. A rear-wheel drive version with a traditional chassis and a separately mounted cab. A closed van also appeared of the B-series.
The first Renault Master I underwent a slight facelift in 1994, with the grille in particular being overhauled. The second generation appeared in 1997. In some versions and as B-series/Messenger, the production of the first model continued until 1999.
En détail...
Renault Master T35D court (FB30F5)
Engine:
Type S9UC704, 4-cylinder diesel, bore x stroke 93 x 92 mm, displacement 2,499 cc. Power 94 hp at 3,800 rpm, torque 205 Nm at 2,200 rpm, compression ratio 18.5:1. Injection and turbocharger, 12 Volt electrical system.
Gearbox:
Type UN5, five synchronised forward and 1 reverse speeds, gear ratios 1st - 3.909, 2nd - 2.176, 3rd - 1.380, 4th - 0.918, 5th - 0.682, reverse - 4.000, final drive 5.857. Tyres 205 x 16 PR8.
Dimensions/weights:
Length 5,000 m, width 2,000 m (without mirrors), height 2,430 m, wheelbase 3,200 m. Ground clearance 0.155 m. Turning circle 12,30 m (between pavements).
Roadworthy weight: 1,550 kg, maximum permissible weight 3,500 kg, trailer weight (braked) 2,000 kg, load volume van short with normal cabin: 9,050 litres. Tank capacity 62 litres.
Performance: top speed +120 km/h, fuel consumption 5.4 litres/100 km (90 km/h), 6.3 litres/100 km (city).