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Dacia’s hugely popular budget SUV enters its third generation. But has it strayed from its roots? Lawrence Allan drives it to find out.
Things you'll like
Better on-road and more capable off it
Cabin is improved all-round
Still excellent value
Things to consider
There are more comfortable SUVs
Three-star Euro NCAP rating
Hard cabin plastics
What is the Dacia Duster?
Many car companies have range flagships, otherwise known as ‘halo’ models, which showcase the best of what its engineers and designers can come up with. Often these are expensive: Land Rover has the Range Rover, Mercedes has the S-Class, and so on.
For Dacia, things are a little different. Until the elongated Bigster arrives, the venerable Duster is the brand’s largest, most capable and most expensive model –- its Range Rover, if you will – but new prices start at well under £20,000. That’s a nailed-on bargain in today’s car market.
Now in its third full generation having been on sale in the UK since 2012, the Duster is also Dacia’s best-seller in the UK, while 2.4 million of the things have found customers globally.
Like the Dacia Sandero (a spacious supermini priced like a city car) – and the Jogger (a seven-seater estate cheaper than most family hatchbacks) the new Duster punches above its weight. There’s a brand-new platform under-the-skin, new technology, hybrid power and more capability than ever when the going gets muddy. That’s handy when most small SUVs can barely handle a puddle in a car park.
The new Duster might be good value and capable on paper, but is it a good car in the real-world? We’ll find out in this review.
Verdict: is the Dacia Duster a good car?
There’s no doubt that Dacia has hit a home run when it comes to the new Duster. It retains the impressive value and rugged appeal of the outgoing model, but adds increased desirability, just the right amount of technology and a more sophisticated driving experience. There are more luxurious and better-driving small SUVs, sure, but you’ll pay a premium for those.
Pricing, specs and rivals
Prices for the latest Dacia Duster remain strikingly low for what is a fully-fledged family SUV, undercutting a number of less practical and versatile small hatchbacks.
At the time of writing (October 2024) the new Duster range kicks off from £18,745 in Essential trim, which is solely offered with the TCe 100 Bi-Fuel petrol/LPG motor. That engine doesn’t come in higher trims, so the next up is the two-wheel drive TCe 130 in Expression trim. Four-wheel drive adds a further £2,200 to that price.
Full hybrid models start from £24,245 in Expression trim, making this among the cheapest hybrid cars on sale. There's a £1,700 premium across the range for Journey trim. Top-spec Extreme trim ranges from £23,735 to £26,745 depending on engine.
That base price is a full £2,000 less than a Volkswagen Polo, never mind a T-Roc or Skoda Kamiq (both of which are thousands more). The only comparable alternative at a similar price point is the MG ZS, with has a higher base price but equipment in-line with mid-spec Dusters.
Other (also more expensive) rivals vary depending on which version of Duster you choose. Two-wheel drive models compete with road-focused small SUVs such as the Citroen C3 Aircross, Suzuki Vitara and Vauxhall Mokka, while the 4x4 models provide an alternative to something like a Suzuki Jimny.
We’d avoid Essential trim unless you’re looking for a no-frills workhorse. It does get rear parking sensors, cruise control, air-con and electric front windows, but there’s no touchscreen infotainment system – just a smartphone holder on the dash to use with an app.
Expression trim is the better bet for most people, with the touchscreen with smartphone connectivity, a digital dial display, a reversing camera and 17-inch alloys. Extreme trim upgrades the wheel size to 18 inches, while adding a heated steering wheel, climate control, modular roof bars, washable upholstery, rubber floor and boot mats, sat-nav and the YouClip system. It’s aimed at those with a more rugged lifestyle.
Finally, the Dacia Duster Journey deletes some of the Extreme’s off-road add-ons and brings keyless go, an electric parking brake, wireless smartphone charging and a six-speaker 3D sound system upgrade.
All versions feature up to 20% recycled plastics, too, including paint-free reused polypropylene (called Starkle) used for exterior details.
Interior comfort, quality & technology
It was inside where previous-generation Dusters felt their age and price point. They were clearly function-over-form, with old-school tech, dated switchgear and a real budget look and feel.
The new Duster’s interior is totally revised, rather than a lightly reheated version of the old car. There’s much more effort gone into the design, with styling meant to mimic the chunky look of the exterior and a reduced number of decade-old Renault hand-me-downs.
Splashes of silver trim also lift the atmosphere, although it’s worth noting Essential models are dark inside with mainly black trim. Expression and Journey models feature appealing blue denim-like upholstery, while Extreme features wipe-clean synthetic leather.
While visually things are much better there’s still a noticeable lack of any soft-touch materials – it’s all hard plastic on the dash and doors, right down to the door armrests which are unyielding and hardly comfortable for elbows. Fundamentally, though, it’s solidly put together for the money and feels like it’ll stand up to all sorts of abuse.
The Duster’s driving position is more SUV-like than some of the car’s hatchback-on-stilts alternatives. Plenty of wheel and seat adjustment allows you to get comfortable easily, but the lack of adjustable lumbar support on any version is a shame.
The high-up driving position gives a good few forwards, but the Duster’s windscreen isn’t very tall, and the butch bonnet design makes it feel like you’re sitting in a baby Jeep. Rear visibility was better with the tall windows of the old model, but the new car isn’t bad.
Infotainment, sat-nav, stereo and connectivity
There isn’t any infotainment to speak off in the Essential model, which comes with DAB radio, Bluetooth and a smartphone mount, plus USB connections and an app letting you control some car features through your phone. It’s functional, though, and suits the workhorse vibe.
Most people will upgrade to Expression trim or above, bringing a 10-inch touchscreen mounted high up on the dash. It looks like much less of an afterthought than in the old car.
The touchscreen gets wireless Android Auto and Apple CarPlay connectivity, plus connected services such as over-the-air updates. Upgrading to Journey and Extreme models brings sat-nav with real-time traffic updates and map updates for eight years, while four-wheel drive models add specific off-road features.
In terms of usability the menus are simply laid-out and the screen’s graphics are clear and bright. We also love that proper physical climate controls are retained for ease-of-use. However the screen can lag a bit, suggesting Dacia scrimped on its processor.
Essential trim gets analogue dials and a 3.5-inch display, while all other versions have a 7-inch digital instrument cluster which is clear and somewhat customisable. Expression trim and above also feature four USB-C sockets (two in the front, two in the rear), while Journey and Extreme trim feature wireless smartphone charging.
How practical is the Dacia Duster?
With its butch bodywork and chunkier, more Jeep-like stance the new Duster looks considerably bigger than the old one, but it’s only 9mm wider and 2mm longer. Despite barely growing, the new platform allows improved cabin space.
In the front, wide doors and plenty of headroom makes getting in and out a doddle, and most adults will have plenty of space. It’s by no means the roomiest car in its class up front, but you’d have to be exceptionally tall or broad to complain.
The rear is where the biggest improvements are made. Dacia claims a 30mm increase in legroom, which we can believe as adults can get comfortable for longer journeys. There’s plenty of headroom even for an adult squeezing into the middle seat, and you can slide your feet under the front seats, but an MG ZS is even roomier overall.
Still, there’s good access for child seats through the wide opening rear doors, plus two ISOFIX points on the rear bench and loads of space for even the bulkiest seats.
Overall versatility isn’t among the class best, though, with only a 60/40 split folding rear bench and no sliding or reclining function to juggle boot and passenger space. One useful bonus is the front passenger seat backrest which folds forwards by 45 degrees for long loads.
Storage and boot space
First impressions of storage in the Dacia Duster aren’t amazing – the door bins could be a bit more usable, the centre cupholders are awkward to access with the armrest and quite shallow, while the glovebox is restricted by the fuse box. However you do get a deep storage area under the centre armrest and a shelf for your phone or wallet.
In the rear the door bins are a bit tight, and you don’t get a centre armrest as standard. However you do get useful pockets in the rear seatbacks and a little phone storage cubby.
Dacia has also dipped into Skoda’s ‘Simply Clever’ ideas with the ‘YouClip’ accessory holders, fitted as standard in Extreme trim and optional elsewhere. You get up to five locations to hold items and a tablet holder, a storage pouch, a smartphone holder with wireless charging or a ‘3-in-1’ (cupholder, bag hook and torch).
The Duster’s boot is a good size, particularly if you opt for the two-wheel drive TCe 130 with its 517-litre capacity. The 4x4 version reduces this to 456 litres (the Bi-Fuel model is similar) while the hybrid has 430 litres because all three lose some of the underfloor storage space. The boot opening is wide and tall, too, with not much of a loading lip.
Performance & drive: What is the Dacia Duster like on the road?
Diesel has finally bid farewell to the Duster range in this latest generation, with Dacia offering three very different types of petrol engine. One is a mild-hybrid, another is a full (non plug-in) hybrid and the third combines petrol with LPG power.
The latter is the TCe 100 Bi-Fuel, found only in the entry-level Duster Essential. It’s unusual to see LPG conversions from the factory anymore – indeed Dacia is now the only carmaker in the UK to do so. Two 50-litre fuel tanks combine petrol and LPG for a total driving range of up to 870 miles, with the engine making more power and producing 10% less CO2 when running on LPG. A button on the dash lets you switch between the fuel easily.
We’ve yet to try the Bi-Fuel model, but with the increasing scarcity of LPG in Britain’s fuel stations (combined with the fact that it’s only available in the base trim level) it’s not destined to be a big seller. It’s sluggish on paper, too.
Most buyers will be best served with the 1.2-litre TCe 130 petrol. This is a new three-cylinder unit, which combines with mild-hybrid tech to improve efficiency. It’s easy to drive, reasonably smooth despite that typical three-cylinder thrum, and delivers a good level of performance in two-wheel drive form.
The TCe 130 is the only version available with four-wheel drive, which is great if you’re planning on tacking muddy terrain. Efficiency suffers, however, and the additional weight and drivetrain losses means it takes over a second longer to go from 0-62mph. Both TCe engines are mated to a decent enough six-speed manual gearbox.
Finally, there’s the new Hybrid 140 – your only option if you want an automatic Duster. It’s also offered on the Dacia Jogger. It mates a 1.6-litre naturally aspirated petrol engine to two electric motors, a little 1.2kWh battery and an unusual clutchless four-speed automatic transmission, allowing it to run in electric-only mode at low speeds.
Dacia claims it’ll run at up to 40mph or so without waking the petrol engine, and in our experience it’ll do this if you’re gentle. It won’t run in EV mode for miles, though – the engine wakes up routinely to charge up the small battery. The problem is it’s surprisingly noisy and coarse when it does so, and asking for full acceleration only makes things worse. The unusual gearbox also means you’re sometimes in too high or too low a gear for the situation, too.
Power, 0-62mph times
- Dacia Duster TCe 100 Bi-Fuel: 100hp/ 14.1 seconds (13.2 seconds with LPG)
- Dacia Duster TCe 130 4x2: 130hp / 9.9 seconds
- Dacia Duster TCe 130 4x4: 130hp / 11 seconds
- Dacia Duster Hybrid 140: 140hp / 10.1 seconds
Ride and handling
Duster buyers are not looking for the most sophisticated ride and handling in the small SUV class, and neither will they get it. However, the new version is an improvement in many areas.
That’s because it uses the latest Renault Group platform also found underneath the Renault Clio and Captur – previous Dusters used underpinnings from much older Renault models. You’ll quickly notice how the new car flows down the road better as a result.
The ride is a touch firmer than it used to be, meaning it can get unsettled over really rough tarmac, but most of the time it smooths off the worst bumps and is unruffled by low-speed potholes.
The upside to the reduced softness it it’s much more settled on faster A and B-roads, with less swaying over undulations and reduced body lean. It’s a good deal more capable, then, but still a long way off the fun factor of something like a Ford Puma, or the smoothness of a VW T-Roc.
The Dusters trump card over most rivals is the availability of four-wheel drive, with some proper off-road credentials to go with it. The Duster 4x4 can send up to 50% of the engine’s torque to the rear wheels. It also rides higher, gets all-season tyres and has different bumpers for improved approach and departure angles.
It won’t follow a Land Rover Defender through the jungle, but in our experience in a quarry the Duster is more than capable enough for most people and certainly able to drag itself further in the rough stuff than most small SUVs. It also gets Terrain Control modes with settings for mud, snow and sand, or an auto mode that decides for itself what you need.
Noise and refinement
The Duster is noticeably quieter than the old version when cruising, but there are more refined small SUVs out there. Road and wind noise are more noticeable than in, say, a Skoda Kamiq, but about the same as an MG ZS, so the Dacia’s motorway cruising manners are decent.
Engine noise isn’t too bad on the petrol engines, though, which are now three-cylinder units rather than the old car’s four-cylinders. Being turbocharged means they don’t need to be [DP3] revved too much, either, but there’s more vibration through the controls under load and at idle than pricier alternatives. The hybrid is quiet when you’re cruising but noisy under load and when the petrol engine fires up in town.
Euro NCAP: is the Dacia Duster a safe car?
After Euro NCAP’s assessment the 2024 Duster was awarded three stars out of five, which isn’t disastrous but falls behind the class standard . Most alternatives bar the Jeep Avenger manage four or five stars. However, it’s important to read into the scores: neither adult or child occupant protection is a particular cause for concern, although chest protection could be better.
The Duster mainly lost marks for not having as comprehensive a suite of safety assists as more expensive models, such as camera-based driver monitoring. But it still gets automatic emergency braking, traffic-sign recognition and lane keep assistance. Meanwhile, the Duster gets full marks from us with its “my safety” button to the right of the steering wheel – it allows you to customize your driver assist preferences and quickly revert to them when you start up.
Running costs and fuel economy
It’s essential that a cheap to buy car is also cheap to run, otherwise it’s a false economy in the long run. The Dacia Duster’s modest power and relative lightness (the cheapest model is under 1300kg) counts for much in this area.
While fuel-sipping diesel models are long gone, being killed off in the last-generation car, Renault’s hybrid technology has finally trickled down to Dacia. The TCe 130 is around 10% more fuel efficient than it was in the previous model thanks to a 48-volt mild hybrid system, managing an official 51.4mpg combined.
You can take 10% off that figure for the 4x4 version, which drops the WLTP combined figure to 46.3mpg. The full hybrid, meanwhile, promises an impressive 55.4mpg combined, which should console those still mourning the loss of diesel.
Sadly the entry-level TCe 100 Bi-Fuel looks tougher to recommend unless it’s on list price alone. Running on petrol it manages 43.5mpg combined, but that reduces to 35mpg when running on LPG due to the gas’s reduced energy density. Sure, LPG is cheaper to buy at the pumps, but not by as much as it used to be, while finding a filling station that sells it is harder than ever.
Happily, no Duster is expensive to tax and all versions avoid the £40,000 ‘premium’ car tax surcharge. The Hybrid 140’s Co2 emissions of 114g/km aren’t much to write home about, though, so company car Benefit-in-Kind savings aren’t great.
How much does the Dacia Duster cost to insure?
Insurance costs for the new Duster shouldn’t break the bank, but many alternatives are cheaper still. The entry-level TCe 100 Bi-Fuel Essential sits in insurance group 17 – one higher than the entry-level Suzuki S-Cross and several higher than the most basic Skoda Karoq. 1.2 TCe 130 models command a premium, sitting in group 24, while the hybrid sits at a similar level.
Dacia Duster FAQs
Is the Dacia Duster a good buy?
The Dacia Duster is a capable yet affordable family SUV that also has real off-road ability in 4x4 form. The latest models have greatly improved comfort, technology and build quality, while a new hybrid model adds fuel-saving appeal.
Why are Dacia cars so cheap?
Dacia keeps its models at a low price by making the most of economies-of-scale. Its models sell in large volumes and make use of platforms and technology shared with the wider Renault Group. The back-to-basics approach also sees only the most essential equipment fitted.
How much does the 2024 Dacia Duster cost?
Prices for the new Dacia Duster start from £18,745 at the time of writing (October 2024). The cheapest four-wheel drive version is £23,445, while the hybrid model starts from £24,245.
