2025 Renault Duster review: Australian first drive

Australian car buyers have never had as much choice in the small SUV segment, with some 24 different models available – some brands even fielding multiple options.

Let’s not forget that decision fatigue or choice overload is a real thing, so what is a brand to do to set itself apart and stand out from the crowd?

For Renault and its new Duster – sold under the Dacia brand in overseas markets – its unique selling point isn’t a loaded equipment list or bargain-basement pricing, but a down-and-dirty attitude that will tackle rugged and rocky terrain.

SUVs are meant to be the do-it-all vehicle of choice, after all.

However, a monocoque chassis and small-displacement powertrains could dampen its sure-footedness, but make it more appealing to the semi-adventurous urban buyer.

Can Renault have its cake and eat it too, or is the Duster stuck between a rock and hard place?

The Duster has long had a reputation for cheap and cheerful motoring, and is often at the top of the sales charts in Europe as a result.

Expectations, at least initially, in Australia are less ambitious, with sales this year hampered by supply constraints for our unique right-hand-drive market.

As for the ‘cheap’ part, well, the Duster cannot lay claim to being the most affordable small SUV in Australia, nor does it boast a stacked equipment list.

Kicking off at $31,990 before on-road costs for the front-wheel-drive (FWD) Evolution grade, the Duster is more expensive than Chinese competitors such as the Chery C5 ($29,990 drive-away), GWM Haval Jolion (from $24,990 drive-away), and MG ZS ($26,990). Those latter two cars are available for $24,990 and $25,990 drive-away, respectively, at the time of writing.

However, it is more in line with long-established brand offerings like the Honda HR-V ($34,900 drive-away), Hyundai Kona (from $32,700 plus ORCs), Kia Seltos (from $33,140 drive-away), Mazda CX-30 (from $34,655 plus ORCs), Nissan Qashqai (from $34,665 plus ORCs), Subaru Crosstrek (from $35,990 plus ORCs), and hybrid-only Toyota Corolla Cross ($37,440 plus ORCs).

Buyers can also opt for the Duster Techno grade, which adds more features but increases the price to $36,990 plus ORCs.

However, one of the Duster’s unique attributes is its willingness to get off the beaten path, which is where the all-wheel-drive (AWD) version comes into play – priced from $36,490 in Evolution trim, or $37,990 with the Techno variant. Both prices before on-road costs. These versions also feature a manual transmission instead of the front-wheel drive's automatic.

In terms of standard features, the Evolution has the usual assortment of gear including 17-inch alloy wheels, a 7.0-inch digital instrument cluster, dual-zone climate control, wireless smartphone charger, and a wide array of active safety systems (more on that further along).

Handling multimedia is a 10.1-inch infotainment touchscreen with Apple CarPlay and Android connectivity, the former requiring a cable but the latter able to function wirelessly.

The Techno grade, of course, adds a few more niceties such as 18-inch alloys, keyless entry, push-button start, rear privacy glass, and more safety features, but there is nothing on the equipment list of both grades to really write home about.

What is here is more utilitarian and functional rather than being dazzling or attention-grabbing, and it fits the theme and philosophy of the Duster well – you get exactly what you need without any accoutrements.

While it's true you could spend less on a Chinese SUV with kit like heated seats and a panoramic sunroof, what is offered covers the basics of what you would want from a new car in 2025.

Both front-drive variants are powered by a 113kW/270Nm 1.3-litre turbo-petrol four-cylinder petrol engine and a seven-speed dual-clutch automatic transmission, while the all-paw model grades feature a 96kW/230Nm 1.2-litre turbo-petrol three-cylinder engine with a mild-hybrid boost and a six-speed manual gearbox.

That’s right, you need to pay more for a less potent powertrain and less desirable (at least according to buyer uptake) do-it-yourself shifter.

Strange model hierarchy aside, the bulk of interest for the Duster will likely be with more affordable FWD versions, while enthusiasts and early adopters will likely gravitate towards the grades equipped with AWD.

And because of this, Renault has managed to split the Duster into two distinct camps. One is targeting the inner-city buyer who spends most of their time on sealed roads, but likes an occasional jaunt down a dirt path to access a beach or campsite. The other targets the buyer that lives rurally and needs the sure-footedness of all-paw grip frequently.

Think of it like this, the base car with FWD is an inner-city car with ambitions to be an off-roader, while the AWD variants can handle rough stuff as well as any monocoque SUV.

However, there’s no ladder-frame chassis underneath the Duster, as it shares its platform with other models like the Renault Clio and Captur.

And though Renault Australia is pitching the Duster AWD as a bit of a Suzuki Jimny rival, the latter has a body-on-frame construction with more hardcore functions such as a low-range transfer case.

Still, the Duster AWD makes the most of what it has, with features such as off-road driving modes and a hill-descent control function, as well as generous approach, departure, and ground clearance figures (31 degrees, 36 degrees, and 212mm respectively) so it will not get tripped up on uneven terrain.

The flip side of this, though, is that the Duster AWD feels much more comfortable and usable over a long-distance trip on the blacktop than the Jimny – in more ways than one.

For starters, the 96kW/230Nm 1.2-litre engine is more potent than the Jimny’s 75kW/130Nm, and also features an additional sixth gear to keep it humming quietly at freeway speeds.

Speaking of which, the gearbox in the Duster AWD is just fine.

It’s rare enough to find a manual in an SUV these days, so I will not complain too much, but the long throws and sponginess of the gearbox are a far cry from the direct action and notchiness of something like a Mazda MX-5.

Keep in mind the kerb weight of the Jimny XL is 1185kg, while the Duster AWD is 1441kg, which still gives the Renault the edge in power to weight.

And while you would have no fear throwing the Jimny into some rugged roads, the Duster AWD handles gnarly terrain surprisingly well too.

During the launch, steep inclines, muddy ruts, and even cocking a corner were no problem for Renault’s new model – seriously impressive stuff given its underpinnings.

What makes a major difference compared to the Jimny, though, is how much more substantial the Duster feels.

Yes, the interior plastics are hard, but they are hard for a reason, and that is better longevity and wear and tear.

The instrument cluster’s design is also basic, but clear, and the infotainment works quickly without hiccups. But again, there is nothing spectacular or class leading.

What is very good, however, is the boot space of 358 litres, which is expandable to 1424L with the rear seats folded. And while that’s not quite as big as some larger-sized small SUVs like the Nissan Qashqai, it easily trumps the Mazda CX-30 for boot capacity.

Also another positive point of the new Renault is the rear-seat space, offering plenty of room for even 186cm-tall adults like myself.

The middle rear seat is all but unusable for anyone bigger than a child, though, it is lacking amenities like a fold-down centre armrest, and there is no leather to be found on the seats in any grade.

The Renault Duster also comes with interior accessory clip points, which can be used for phone mounts or extra cupholders. It means you do not have to faff around squeezing third-party clips in between trim pieces and risk scratching or damaging anything.

However, ultimately, my preference lies with the Duster FWD.

The 113kW/270Nm engine feels punchier, and its lighter 1309kg kerb weight adds to this briskness.

The dual-clutch automatic also functions well, shifting smoothly without hesitation or hiccup – although it was hard to sample this at lower inner-city speeds.

Steering inputs, while a little light, also offer plenty of feedback to make drivers feel confident to take a corner, while the suspension’s long travel distance also means the Duster can soak up a bump or two with aplomb.

It can lead to some uneasiness in fast cornering, though, as there is pronounced body roll and difficulty settling back down, but keep the Duster at a more sensible pace and it is perfectly livable day-to-day.

So far, so good for the Duster – if you can live with a less-upmarket cabin, that is – and it is even backed by a five-year/unlimited-kilometre warranty and a generous service window.

Scheduled maintenance is every 12 months or 30,000km, whichever occurs first, meaning the Duster can be pushed past the usual 15,000km or 20,000km interval found in rival models.

Renault Australia also has five-year prepaid service plans in place costing $2100 and $2150 for the 1.2-litre and 1.3-litre engines respectively, so buyers know what they are getting themselves into.

The biggest question mark for the Duster, however, remains its safety credentials.

In Europe, where the model is known as a Dacia, it achieved a three-star Euro NCAP rating, which shares its standards with ANCAP. Whether ANCAP adopts this rating, or if there is enough variance in the two models for ANCAP to conduct its own test, remains to be seen, but it does not bode well for the Duster.

Still, the rating for the Renault Duster is forthcoming, but it does come with a host of desirable standard safety equipment such as autonomous emergency braking, lane-keep assist, traffic sign recognition, driver attention alert, rear parking sensors, a reversing camera, and tyre pressure monitoring.

The Techno grade adds blind-spot monitoring, front parking sensors, a surround-view monitor, and automatic high beams, which are nice-to-haves but not essential for a car this size.

Crucially, none of the safety systems are a bugbear, working unobtrusively and fading into the background while driving.

Ultimately, the 2025 Renault Duster is a unique and quirky proposition in the market – and that’s a good thing. I like its rugged, off-road-leaning attitude, while its interior is still spacious and practical – even for families.

The trade-off, though, is a spartan but still usable equipment list and less luxurious interior compared to rivals.

If you are in the market for a small, adventurous SUV, you should definitely head to a Renault dealer, because there are certainly pricier and worse options out there.

Tung Nguyen has been in the automotive journalism industry for over a decade, cutting his teeth at various publications before finding himself at Drive in 2024. With experience in news, feature, review, and advice writing, as well as video presentation skills, Tung is a do-it-all content creator. Tung’s love of cars first started as a child watching Transformers on Saturday mornings, as well as countless hours on PlayStation’s Gran Turismo, meaning his dream car is a Nissan GT-R, with a Liberty Walk widebody kit, of course.

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