MULTIMEDIA SYSTEM
Despite the Duster being pitched as a bargain-basement SUV, you can nevertheless get one with a fairly modern-looking touchscreen infotainment system.
Graphically, it’s a pretty rudimentary system — the navigation mapping reminding you more of a third-party add-on solution — but it’s surprisingly responsive and works fine. It comes with the majority of features you’d expect, including satellite navigation with traffic information, Bluetooth and DAB radio, while the video feed from the rear parking camera is displayed here too. There are USB slots for smartphone charging and MP3 players can be connected via the auxiliary audio port.
The speakers are surprisingly good given the Duster’s pricing. There’s little in the way of distortion — unless you turn the volume up very loud — and the sound quality isn’t as tinny as it can be on cheap superminis.
Marked in isolation, this is by no means an outstanding infotainment system. In the context of a £13k SUV, though, it’s pretty impressive.
the 1.6-litre naturally aspirated petrol found in our test vehicle and a 1.5-litre diesel. Both develop 113bhp at 5500rpm, while torque stands at 115lb ft at 4000rpm for the petrol, rising to a meatier 192lb ft at 1750rpm for the oil-burner. Four-wheel drive is currently available exclusively on petrol-powered Dusters, although ours was front driven. A five-speed manual transmission was standard on our two-wheel-drive petrol, while diesel and four-wheel-drive petrols use a six-speed ’box.
Beneath the revised exterior sits Dacia’s ‘B0’ platform architecture – the same that underpinned the previous Duster and last-gen Sandero and Logan, as well as the Russian-market Lada XRAY and Lada Largus. Suspension comprises uncomplicated and low-cost Macpherson struts and an anti-roll bar at the front, while the hardware at the rear differs depending on the number of driven wheels. Two-wheeldrive Dusters make do with a torsion beam (and have a larger boot as a result), while those with four-wheel drive use a multi-link arrangement.
Electric power steering is new for the second-generation Duster, while some effort has also gone into improving safety. Blind-spot warning is available for the first time, albeit only on top-spec Prestige models, while ABS, emergency brake assist, electronic stability control and traction control are standard across the range. Because this is practically the extent of the Duster’s active safety systems, its Euro NCAP rating isn’t great: a left-hand-drive variant scored just three stars in 2017.
Two-wheel-drive petrol Dusters are claimed to weigh 1179kg. Our test car (mid-spec, with optional spare wheel and a full tank of fuel) indicated 1286kg on the scales, with that mass being split 59:41 front to rear.
INTERIOR
If this car cost anything like as much its key rivals, we might easily knock a couple of stars off the Duster’s interior rating for the sheer quantity of hard plastic mouldings you’ll find inside it. However, as with nearly every aspect of the Duster, the need to remind yourself that you’re dealing with what we might reasonably consider to be the UK’S cheapest family car is ever present. After all, you don’t make a viable business proposition for the £13,195 price tag for our Comfortspec model by throwing leather, wood veneer and brushed aluminium at its every cabin surface.
Viewed through the ‘shockingly affordable’ lens that Dacia attaches to its marketing bumf, there’s very
little to bemoan with regards to the Duster’s cabin. Sure, the plastics aren’t inviting to the touch and, yes, a lot of the switchgear looks plain and some of it feels a little flimsy. But the sculpted shape of the car’s dashboard actually breaks up its surface area quite cleverly and it looks fairly attractive in places, and it doesn’t reflect the sun too much either.
The car’s seats are broadly comfortable but a touch hard; you can certainly tell that Dacia has elected to firm up their foam padding, and it might have done a better job in shaping the aforementioned for optimum comfort and support.
While the driver and front-seat passenger won’t have any complaints about space, those in the rear will find that knee and leg room is a little bit tighter than in some smallish crossovers. This isn’t just the case when sat behind someone fairly tall, either. Even with the front seats adjusted to suit an adult of average height, larger adult second-row passengers will likely find their knees brushing against the seats in front. As for boot space, there’s 445 litres on offer, increasing to 1623 when the rear seats are folded flat. That is plenty by compact crossover class standards. The aperture itself is wide, and although there is a reasonably high lip to navigate, this is common among most compact crossovers too. Four-wheel-drive models make do with a 411-litre boot, which expands to 1614 litres with the back seats collapsed. But if you spent another £5000 on an equivalent Vauxhall Crossland X, you’d get less carrying space than in either Duster derivative.
PERFORMANCE
When a brand like Dacia is replacing a car priced like the Duster, it’s bound to be selective about the ways in which it attempts to improve the car’s various dynamic standards, old model to new. Before the hard work even starts, that means making savvy decisions about what budget crossover buyers really want.
That Dacia had the right priorities in mind with this second-generation Duster is immediately obvious when you move off in the car, however. The Duster’s atmospheric 1.6-litre petrol engine doesn’t produce the kind of accessible torque to make performance seem remotely urgent, nor even enough to make it possible to spin up the car’s hybrid on and off-road tyres in first gear, which is a rarity among modern cars.
But there’s enough performance here to make the Duster easy to spirit along very unobtrusively in the flow of modern urban and cross-country traffic. And of all the words in the preceding sentence, ‘unobtrusively’ may well be the one valued most highly by the engineers responsible for this car. Because, while the last Duster was pretty rough and ready in terms of engine refinement, the new one settles to a surprisingly quiet idle, and cruises with very little ingress of engine noise.
At motorway pace, the relatively high crank speeds obliged by the Duster’s five-speed gearbox combine with some pretty average wind noise suppression to take the edge off the car’s very creditable showing on cruise refinement elsewhere. But overall, the new Duster should give people moving directly out of the old car plenty of cause to be impressed by its good cruising manners.
Except for some unnecessary ‘stiction’ at the very bottom of an otherwise well-metered accelerator pedal’s travel and some bagginess in the shift quality of the manual gearchange, the car’s controls are entirely pleasant to use. With respect to the former, it’s odd to have what feels like a kickdown switch at the extreme of travel of the accelerator in a car with a manual gearbox. And while you might not imagine you’d drive the Duster hard enough for it to annoy, this is actually the sort of car in which it’s necessary to work the engine to its maximum pretty regularly just to squeeze it into gaps in the traffic and generally to make decent progress in it. When you do work it hard, that engine does feel a bit resonant at high revs, and has to work through one or two ‘flat spots’ in the rev range on its way to a 6200rpm redline that, oddly, isn’t marked on the tacho.
Even so, the Duster is absolutely no chore to drive and, in most important
ways, the car’s driving experience disguises its budget status quite well.
RIDE AND HANDLING
Carrying over the original Duster’s B0 model platform doesn’t seem to have been the worst news for the second-generation version as far as this section of the road test is concerned. This is a fundamentally simple vehicle, after all, and the incremental fettling of its ride and handling, rather than starting again with an all-new component set, has delivered a car that rides in the fairly soft, quiet, comfortable and obliging way you might expect of something with 16in alloy wheels and 65-profile tyres (both almost unknown among rival compact crossovers).
While the car clearly puts comfort and ease of use ahead of outright grip and dynamism on its priority list, it also handles just fine – with decent steering response, present but progressive lateral body roll and a good balance of grip that doesn’t deteriorate too much when you need to hurry it through bends. The fact is, the meekness of the engine makes you unlikely to regularly investigate exactly how much cornering speed the chassis can carry – and when you do, it won’t be for the fun of it.
If there’s any telltale of the Duster’s cut-price status in evidence here, it may be on outright shock absorption and general ride isolation, because sharper edges certainly find their way into the cabin more readily than they might in a more expensive rival and there are times when the car’s vertical body control could be more settled. The new electromechanical power steering does a better job of filtering out any shocks that might otherwise have diverted the car’s front wheels than the one’s old hydraulic rack used to, however. The rack feels pragmatically paced, and is of medium-light, easily-to-twirl weighting at parking speeds and feels well-judged at higher speeds too.
BUYING AND OWNING
While Duster prices may start at under £10,000, you’d have to be a fairly committed sort to opt for that entry-level Access model. This variant comes without air-con or a radio, although it has been upgraded with electric front windows as standard.
The one-up Essential trim, which adds air-con, a DAB radio, Bluetooth and a height-adjustable driver’s seat, looks less like an austerity special and still has an appealing £11,595 price.
Our pick of the range, though, would be the Comfort. Here, you get a 7.0in touchscreen infotainment system with sat-nav, as well as smarter-looking satin-chrome front and rear bumpers, cruise control, electric rear windows, and a rear parking camera and sensors. It does command a £3200 premium over the entry-level model but, in the grand scheme of things, £13,195 is still buttons when you consider how much car you’re getting for the money.
In terms of depreciation, the Duster performs well. Our experts predict that our test-specification model will retain 53% of its value over 36,000 miles and three years. Pricier rivals such as the Suzuki Vitara and Ssangyong Tivoli are forecast to do much worse.
Plenty should be impressed by its good cruising manners