Dacia's daring Duster: Affordable innovation with persistent flaws

At least three other drivers only took about fifteen minutes to photograph me while driving the new Dacia Duster. Unsurprisingly, in 2022, the Romanian brand's car was the most frequently chosen SUV in Europe. Customers love it, and the new generation looks aggressive and has character. It's a shame that the two critical problems of the Duster persist.

Anyone can make a good and expensive SUV with a considerable budget. Making a cheap and good SUV using known elements from the Renault group? That's a higher level of skill. Fortunately, Dacia's engineers did not ruin the new Duster, even though it's based on a platform not yet seen in this model.

Simply put, the Duster uses the floor from Sandero or Jogger, resulting in a slightly shorter wheelbase but, surprisingly, an increase in rear space by about 2.5 cm. The length is almost unchanged. However, it is immediately noticeable that the new Duster is bulkier and lower. The plastic fender or sill covers are not painted, so you need to polish them in case of damage, and they will look like new. The version with four-wheel drive has differently shaped bumpers (as seen in the photos), allowing for off-road adventures.

Looking inside, I'm shocked. I see two screens – one for the gauges and one for multimedia – and they are not only available in top versions. Yes, the most basic version doesn't have multimedia, and you must use your phone with the Dacia app. But just pay a little extra – people usually go for the "loaded" Duster in Canada, and you get transparent, simple displays.

Sitting behind the wheel, I'm surprised again—the windshield is set more vertically than other SUVs and is also not as high. Combined with the square body, I feel like I'm sitting in a tank. I immediately knew my issue was that the seating position was the same as in the Sandero. This means very short seat bases (I'm 5'11") move the seat relatively far from the steering wheel. Fortunately, the range of its adjustment is significantly more comprehensive.

However, I know that after two hours of driving in this seat, I will be suffering. I inform you that a comfortable position is possible, but it requires raising the seat absurdly high as if you were driving a delivery vehicle. Also, it's a shame that the doors don't cover the sills, which means dirty pant legs when getting out of a car with over 20 cm of ground clearance.

However, I can't help but notice that the steering wheel is covered with a delightful material that is easy to touch. The seats have upholstery that feels waterproof and easy to clean. Under the left elbow, on the door, we have at least a millimetre of foam. The rest of the cabin is hard, almost impossible to scratch plastic, mixed with buttons from the Captur. It's cheap, but with thought, and I appreciate that.

I also appreciate several mounting points for gadgets—between the screens, on the headrests, at the central rear vent, or in the trunk. Optionally, you can place a tablet holder, bottle holder, or phone holder there. It's simple and well-thought-out.

There is no shortage of space behind me, and the trunk has up to 500 litres, although only in the front-wheel-drive version. In that case, the rear suspension is a torsion beam. If you opt for four-wheel drive, transverse arms are installed. Regardless of the drive, the stabilizers are stiffer, so the body doesn't lean in corners like it did in the predecessor. The Duster, partly thanks to a stiffer chassis, eagerly changes direction.

Under the hood, you won't find diesel units; such cars are produced for markets outside the European Union. Instead, customers can choose a 1.0-litre three-cylinder "gasoline" engine with a factory gas installation (a prevalent choice in the Jogger) and a power of 100 HP. If that's not enough, a more powerful 130 HP unit has a capacity of 1.2 litres, still three cylinders, and the only one that can have four-wheel drive. At the top of the range is a 1.6-litre four-cylinder engine combined with a hybrid system.

I could cover 500 km in a car with a 1.2-litre engine and four-wheel drive. A trick from the predecessor was used here, so there's no need to install a reduction gear: the first gear is extremely short, and you can start from the second without any problems. Sixth gear is a typical overdrive. The dynamics aren't shocking – the 100 km/h sprint takes 9 seconds (or 11 seconds with four-wheel drive).

At around 110 km/h on an expressway, the Duster consumes about 6 L/100 km. This speed is not chosen at random: faster driving makes the cabin tiringly noisy. The Duster has minimal insulation, and the windshield angle doesn't help. Wind noise is loudest at the mirrors, at the top of the doors, and at the junction of the A-pillars with the roof. This is another flaw carried over from the predecessor.

I previously had contact with the hybrid system (it appeared in the Jogger and is available in the Clio). I think it's the best solution – you always start with electric power, and the flexibility is better. Regarding fuel consumption, I have no doubt it will beat the smaller units, especially in city and country road driving. However, this is the most expensive drive system, starting at around $37,000, as it's only combined with the highest trim level.

Base models are about $25,500 (already with LPG installation!). At around $32,300, you can choose from well-equipped cars (automatic air conditioning, keyless entry, or inductive charger and 18-inch wheels) with 1.2-litre engines and front-wheel drive. No wonder customers are already placing orders.