6-month test: Renault Duster 1,5 dci Techroad 4x2 EDC
More refined and spacious than its beloved forebear, the second-generation Duster is a vehicle fit for various functions
Renault South Africa must be feeling rather smug with the success of the Duster. Smash hit Kwid aside, it’s often the local arm’s bestselling model and one of the market’s most popular small crossovers (generally, only the Ford Ecosport, VW T-cross and Haval H2 sell in higher numbers).
To nd out why consumers have taken in their thousands to the second generation of the French’s no-frills favourite, we spent six months in a recently launched Techroad derivative. Here’s what we loved (and what items should be on the list of revisions come facelift time).
WHAT WE LOVED
Styling: the Duster is a chunkylooking thing, aping traditional SUVS with its heavily ared wheelarches, faux bash plates front and rear, bulbous plastic inserts ahead of the front doors and oversized roof rails. Techroad spec adds sophisticated LED daytime-running lights, stylish 17-inch alloys with red inserts ( ashes of crimson feature on the side mirrors, too, as well as inside). Were it my Duster, I would have picked a livelier paint colour such as Atacama Orange or Cosmos Blue instead of this dowdy Dune Beige to really underscore the vehicle’s fun, lifestyle bent.
Engine: under the uted bonnet, which is visible from the driver’s seat and thus making it easy to judge the vehicle’s extremities (there’s no front PDC, but a rear camera and sensor set are standard), is Renault’s familiar 1,5-litre turbodiesel engine once shared as far a eld as certain Mercedes-benz models. Boasting outputs of 80 kw and 250 N.m at 1 750 r/min required to propel a vehicle weighing nearly 1,4 tonnes, the oil-burner always has performance in store, even in top gear. Certainly, the most re ned diesel engine it isn’t, but I appreciated the quirky timbre and, besides, the dual-clutch ‘box makes sure the engine revs at fairly low speeds unless the throttle is abused.
It’s notably frugal, too, registering an overall average of 5,92 L/ 100 km despite my town-bound commute and various long-distance trips lled to the brim with people, a Boston terrier and luggage. Load it lightly or stick to highways and that gure easily tumbles into the fours.
Practicality: for a vehicle measuring 4,3 metres long, tting a generous 336-litre boot (or 1 242 litres with the 60:40-split rear bench folded away) and 674 mm of aft legroom is an impressive achievement. The Duster driver at the start of its tenure, Ian Mclaren, did, however, note there isn’t quite enough clearance to the front chairs for two kids strapped into infant seats. Four adults t comfortably, though.
Standard spec: at R332 900, the Duster Techroad offers a plethora of features, the most notable ones satellite navigation controlled via
a seven-inch touchscreen system boasting smartphone mirroring, single-zone climate control – with tactile scroller switches – the aforementioned parking camera, electric windows and mirrors, and blind-spot warning. Model-specific cloth trim proved cool in summer and cool to look at but I have some reservations about the aesthetic appeal of the other red accents adorning the cabin.
Ride comfort: only the all-wheeldrive derivative features independent rear suspension; the rest
of the Duster range makes do with a common-for-the-class torsion beam arrangement. The simpler setup has its drawbacks in terms of wheel control during cornering, but generally I found the Renault’s ride to be absorbent, only really becoming turbulent on scarred tar. Combined with a great electric power steering setup – it’s well geared, well weighted and works through a lovely wheel – the Renault is a doddle to drive in varied conditions (once up to speed; see the next section). Surprisingly, body lean is moderate, no mean feat considering the soft ride.
TASKS FOR THE FACELIFT
The transmission: a perennial criticism of the French manufacturer’s dual-clutch gearbox, the EDC option can be a chore to use at low speeds. Manoeuvrability is compromised by the lack of creep (admittedly, a fault of most dual-clutch ‘boxes) and take-up is tardy. What’s more, the transmission exhibits an annoying habit of turning flustered when negotiating steep declines at low speeds, flipping between first, second and third gears. I found it best to shift into neutral and allow momentum to carry the vehicle (although we don’t recommend this).
Perceived quality: while simple, wipe-clean surfaces are, of course, acceptable in a vehicle of the Duster’s rugged mien, we were disappointed to record a number of rattles piping up during the vehicle’s tenure. From the dashboard visibly vibrating when the EDC ‘box selected an inappropriately
low gear and lugging the engine, to the A-pillars and roof lining squeaking, a R330 000-plus vehicle with less than 10 000 km on the clock should impart a greater sense of build integrity.
TEST SUMMARY
Overall, the Duster distinguishes itself as a unique offering in a market overrun with talented (but all quite similar) crossovers. At this price point, another diesel engine coupled with a self-shifter is non-existent. Also counting in the Renault’s favour is its distinctive styling implying it’s equally comfortable tackling the weekday commute as it is exploring gravel roads on weekends (incidentally, a task it handles very well).
I have my reservations about the quality of the interior – the plastics certainly can’t match those found in a T-cross or H2, and are unlikely to be on par with the upcoming Captur’s – and the tuning of the EDC transmission, which should be smoother at low speeds and more intuitive in challenging conditions.
However, the Duster boasts a good deal more positive attributes than negative ones and it’s been a real pleasure discovering the reasons why hundreds of buyers sign on the dotted line each month.