BMW i Series vs Renault Duster

What's the difference?

The BMW iX3 is a rarity in the market, a premium-feeling electric model that's not a whole lot dearer than petrol alternatives.

For those happy to trade some of the Tesla Model 3 and Kia EV6 GT's all-paw performance for a luxurious cabin, slick drive and badge cachet, the iX3 M Sport is a very attractive package. Until Audi's Q4 and Q6 e-tron arrive, the iX3 remains basically peerless in this part of the market.

No wonder, then, that BMW is Australia's third most popular electric car brand after Tesla and BYD. The vehicles capture everything the brand promises at a price that looks good on paper and better in the real world.

The Renault Duster looks set to put the French carmaker back on the map here in Australia.

While there will likely be general appeal thanks to its cool looks, it holds special appeal for us off-road enthusiasts as a new, cost-affective option that’s filled to the brim with character and charisma.

While it may not be perfect, it also doesn’t matter. In fact, this makes me like the Duster even more.

The manual AWD feels like the purest and most correct way to experience the Duster as it’s so smile-inducing. However, this isn’t to discredit the automatic FWD version as it’s arguably more liveable day-to-day.

Pick your poison. You’re bound to love it no matter which way you go.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

Now that we've seen the new X3, the current model is already dated. Not that it was a cutting-edge design at launch but there is precious little offensive about this mid-size SUV.

Fussy wheel designs, strange closed in grilles and clashing blue accents aside the iX3 M Sport remains a plenty handsome option as you approach.

Inside the cabin's shapes feel positively conservative next to BMW's latest efforts like the X2 and 7 Series but, in a way, this is no bad thing.

It's also nice that you can tailor this car's appearance to your liking without spending extra, the combination here rocks a nice blue paint with tasteful brown upholstery for a classy look.

You can have Oyster white leather or simple black and the paint colour palette is refined without being restrictive.

When you see a Renault Duster parked up or on the road, you’ll instantly be able to tell what it is.

This small SUV is essentially a rebadged Dacia for international markets and the design changes are minimal.

The most noticeable departure is the front grille has ‘Renault’ badging written out instead of a Dacia badge. It’s a departure from any other current Renault model on offer locally and gives the car a tough, unique presence.

There are also Y-shaped LED daytime running lights that look cool and modern.

Depending on the Duster version you opt for, the lower section of the front bumper looks different. All-wheel drive (AWD) versions sit higher to improve the approach angle and ground clearance.

Around the side there’s plenty of plastic cladding to drive home that this is a tough all-terrain machine and not your everyday crossover. I prefer it to the glossy and chrome accents on rival SUVs as it's no-nonsense.

The black body cladding around the wheel arches and along the door sills is recycled and has a fleck throughout it. There’s also a recycled icon near the side mirrors which is a touch too on the nose for my liking.

Towards the rear there are angular haunches that make the Duster look tough, as well as hidden rear door handles on the C-pillar.

At the back there are even more angles that make the Duster stand out. The most obvious is the triangular tail-lights which look funky and cool.

There’s little else to note about the rear design besides a subtle Renault badge and Duster written out on the bottom of the tailgate. I appreciate how clean the rear is because some carmakers can go over the top with badging.

Inside, the Duster defies its budget roots with a high-tech and modern-presenting design. The Y-shaped air vents continue the motif from the headlights, while the 10.1-inch touchscreen multimedia system is mounted prominently on the dash and is smartly tilted towards the driver.

After spending some time behind the wheel, however, you start to notice a lot of the Duster’s finishes inside are hard, scratchy plastics. It’s most noticeable on the dashboard.

Depending on which version you opt for, the door armrests are also finished in hard plastic. The top-spec Techno gets a softer padding on top, however.

While there is a lot of hard plastics, it’s nowhere near as noticeable as a Suzuki Jimny.

The BMW X3 was developed with family buyers in mind and that has paid dividends because it has an extremely practical cabin with lots of thoughtful storage.

Each of the four doors has a bottle holder and generously-sized pocked for extra storage. There are two cup-holders in the centre with a wireless charging pad, secure spot for the key fob and USB port in easy reach. You can slide a roller cover down to hide valuables.

Key driving controls are smartly grouped together around the iX3's unconventional gear selector. Here, you'll find the start/stop button along with hard switches for drive mode selection, stability control and exterior cameras.

Right next door is where the rotary 'iDrive' controller lives with yet more physical shortcut buttons. Including the extra option to easily interact with the multimedia system on the move is a refreshing delight that you don't see in so many touchscreen-heavy EVs. There's also a physical stack for HVAC and seat heating controls.

The 12.3-inch touchscreen is responsive and bright with BMW's slightly older system having a more conventional appearance than the latest software in the iX2. Apple CarPlay and Android Auto are wireless and still work flawlessly.

If there are some negatives, they would be some build-quality niggles. On the whole the materials are high quality and the car is well screwed together but the indicator stalks feel decidedly flimsy compared to BMWs of old and I noticed a rattle from the parcel shelf on the road.

The eight-way power adjust seats with tilt and under-leg extension are classic BMW, being sporty enough to hold you in but with enough padding to stay comfy. Though we will knock this car down for lacking power lumbar adjust.

Those in the back will be plenty comfortable even if they're taller than 180cm with ample head, leg and toe-room. There doesn't appear to be a major compromise to the floor height despite BMW stacking 10 lithium-ion modules beneath.

Vision out is excellent with an expansive glasshouse and full-length sunroof.

Amenities include two USB-C charge points, a third climate zone, fold-out armrest with pop-up cup holders and generous storage in the doors.

Fitting child seats should be pretty simple with doors that open wide, two sets of ISOFIX ports (that you can't lose the covers of) and three prominent top tether anchors in the recline-adjustable backrest.

The boot is large with 510L of space at a minimum that expands to 1560L if you fold the 40/20/40 split backrest flat. There's a sense of solidity in that process, too, with sturdy levers and components.

So sturdy that the retractable luggage cover is quite difficult to remove, especially for shorter owners. Other niceties include a single shopping bag hook, LED lighting and 12-volt socket in the back.

No BMW X3 comes with a spare tyre so that should come as no surprise. The iX3 instead has a tyre repair kit. There is underfloor storage in the iX3, though, which is the perfect place to store both charging cables — Mode 2 and 3 — that are included.

In terms of practicality, this is one small SUV that punches above its weight.

Up front both the seats are manually adjustable, which is expected at this price point. There’s nothing wrong with this as they still allow you to find your desired seating position.

The entry-level Evolution comes with cloth upholstery which feels nice to touch and allows for decent breathability, whereas the top-spec Techno has a premium textile that almost feels like neoprene (wetsuit material). I’m thankful there’s no leather upholstery option in this car because it wouldn’t suit its character.

Ahead of the driver is a leather-wrapped steering wheel which feels more premium than you’d expect. It feels lovely in the hand and is complimented by the squared-off shape.

Another reason why I like this steering wheel is it offers a generous amount of tilt and reach adjustment. This means people of all different sizes and statures will be able to find a comfortable driving position.

There’s a nice smattering of physical buttons on the steering wheel for critical things like the cruise control and changing the content on the digital instrument cluster, though if you want to change the volume or track, you need to interact with the stubby stalk behind the steering wheel.

This is a classic Renault quirk that’s been in a number of its cars for years. It takes a bit to get your head around, but once you do it’s second nature.

Behind the steering wheel is a 7.0-inch digital instrument cluster which looks a little small in its housing. Clear analogue dials for the rev counter and speedometer would have been better and likely more timeless.

As standard, however, there’s a big digital speedometer readout that’s easy to read, as well as a few layout styles and informative pages to cycle through.

I wish the digital rev counter was featured on more of the page layouts and it also had more numbers denoting the rev counter markings, rather than simple lines. This is particularly annoying in the manual.

Moving across, the 10.1-inch touchscreen multimedia system is clear and bright. It also helps that the native interface is simple and easy to navigate.

There’s wireless Apple CarPlay and Android Auto across the line-up which is fantastic to see and almost expected now. Complimenting this is a standard wireless phone charger at the base of the centre tunnel.

Additionally, if you opt for the Techno, you get a phone mount on the dashboard. I still haven’t decided whether this is helpful or not given there’s already wireless phone mirroring and the phone mount doesn’t provide charge as standard.

Unlike many newer cars, the Duster retains plenty of physical switchgear up front so key functions like the dual-zone climate control and drive modes.

In terms of storage up front there are two cupholders, a handy shelf for stowing things above the wireless charger, a big centre console box, as well as a deep glove box.

Moving to the second row there’s plenty of headroom, though legroom is minimal for adults above (183cm) six feet. You have to remember this is a small SUV so it’s actually not too bad.

The second-row bench seat is laid back, allowing you to get comfortable on longer drives. Two adults can easily fit back there, though pushing it to three would make it squishy.

Second-row amenities include air vents and two USB-C ports. There’s also a special connector on the back of the centre console which allows you to fit a wide range of optional 'YouClip' accessories. These include a cupholder, light or hook.

In the same vein, you can also add a phone or tablet holder to the back of the front-seat headrest. The configurability is to your heart’s content.

A downside of the second row, however, is there’s no fold-down centre armrest. This also means there are no rear cupholders as standard, which is disappointing.

At the back the entire Duster line-up has a manual tailgate, which is fine for the price point.

The boot space itself is decent as there’s no load lip, but if you’re wanting a larger space overall, it’s best to opt for the front-wheel drive (FWD) versions as they have 472L with the rear seats upright. AWD versions, on the other hand, have 358L with the rear seats up.

The Techno 4x2 in particular has a two-tier floor which allows you to stow things underneath the main boot floor, or you can create a partition to stop things moving around.

Boot-related amenities include a light, hooks and a 12V socket. There are also extra YouClip points, including one on the tailgate. This allows you to add extra lights or hooks.

As standard, all Duster variants get a full-size spare wheel, which is fantastic given this type of vehicle may be spending a lot of time out on the open road.

In Australia the 2026 Renault Duster is being offered in two trim levels with two powertrain options.

Pricing starts at $31,990, before on-road costs, for the Duster Evolution 4x2 automatic and extends to $37,990, before on-roads, for the Duster Techno 4x4 manual.

This is competitive pricing for the small SUV segment, especially when you consider the rugged and considerably smaller Suzuki Jimny costs similar.

As standard the Duster Evolution comes with 17-inch alloy wheels, a 7.0-inch digital instrument cluster, a 10.1-inch touchscreen multimedia system with wireless Apple CarPlay and Android Auto, a wireless charger, dual-zone climate control, an electric park brake, as well as black and grey cloth upholstery.

Stepping up to the Techno gets you larger 18-inch alloy wheels, front fog lights, privacy glass, modular roof rails, keyless entry and walk-away locking, push-button start, a smartphone holder, as well as black and grey premium textile upholstery.

While the entire Duster line-up has LED low-beam headlights, the high-beams are only halogen, which is a disappointing cost-cutting move.

Despite this, there’s still plenty of standard equipment, even from the base Evolution trim.

If that’s not enough, however, you can further personalise your Duster with a wide range of optional accessories. There are clip-on cupholders, lights, hooks and tablet holders inside, as well as Rhino Rack and Thule accessories outside.

In this case there isn't much under the bonnet except for electric gubbins. The single electric motor – that uses no rare earth materials – resides at the back and generates 210kW/400Nm.

Those outputs are fairly close to a petrol X3 30i, though of course this model is rear-drive only.

Thanks to the rapid response of electric motors, the iX3 M Sport can sprint from 0-100km/h in 6.8 seconds (claimed).

BMW has chosen to give the iX3 a long-travel progressive throttle pedal that makes grunt easy to meter out. However, the regenerative braking could do with a little more refinement.

There are two settings, 'D' — just like letting off the throttle in a combustion car — and 'B' which is quite strong. The blending between regenerative and physical caliper-on-rotor braking is vague, though, which can make low-speed moves a bit jerky.

As noted earlier, the Renault Duster is offered with two different powertrains.

The most affordable option is a 1.3-litre four-cylinder turbo-petrol engine which produces 113kW of power and 270Nm of torque.

This is mated to a seven-speed dual-clutch automatic transmission with drive sent to the front wheels only. It’s worth noting this is the same powertrain that propels the Renault Arkana and Captur, as well as certain entry-level Mercedes-Benz models.

Renault claims this version of the Duster can do the 0-100km/h sprint in 9.2 seconds.

The second powertrain option is a 1.2-litre three-cylinder turbo-petrol with 48V mild-hybrid assistance which produces 96kW and 230Nm.

This is less powerful than the four-cylinder petrol but it’s mated to a six-speed manual gearbox with drive sent through an all-wheel drive system.

Renault claims the AWD Duster can do the 0-100km/h sprint in 11 seconds. That’s not very fast at all…

Claimed top speed for the entire Duster line-up in Australia is 200km/h.

Unfortunately there’s no automatic AWD Duster available globally yet so if you want to maximise your all-terrain capability, you’ll need to opt for this mild-hybrid manual powertrain option.

All versions of the Renault Duster have a braked towing capacity of 1500kg, though it’s worth noting the towball download limit is only 75kg. This could prove to be a hassle if you’ve got a towball-mounted bike rack and you put a hefty e-bike on it as this could easily send it over this threshold.

The iX3 M Sport's WLTP rating is a respectable but not groundbreaking 461km on the combined cycle. The reality is a little bleaker, our test car displaying 316km on its digital instruments at 100 per cent charge.

Going against what you might expect for an electric car, the iX3 was not very efficient in town, we initially saw 24kWh/100km on the read-out which is quite high.

It is better suited to a longer, steady-state run. Our regular 200km country and suburban test loop dropped the consumption to 18kWh/100km for a real-world driving range of 411km.

When it's time to bring the charge levels back up the iX3 will take on AC electricity at 11kW, for flat to full in seven and a half hours.

Public fast-charging caps out at 150kW (DC) though averages to 104kW over a 10-80 per cent session. This should take 21 minutes, says BMW.

We only observed a maximum of 101kW on a DC charger though the pylon did not appear to be performing at full energy with other vehicles having similar issues.

Renault claims the four-cylinder, FWD Duster consumes 6.5L/100km, whereas the three-cylinder, AWD is claimed to consume 5.7L/100km, both on the combined (urban/extra-urban) cycle (ADR 81/02).

The former has a 50L fuel tank and requires a minimum of 91 RON regular unleaded petrol, while the latter has a slightly larger 55L fuel tank but requires higher quality 95 RON premium unleaded petrol.

We didn’t get a chance to properly get as-tested fuel consumption figures during this initial first drive, but the FWD Duster has a theoretical range of 770km and the AWD Duster extends that to 965km.

Despite no saucy straight-six, V8 or twin-cam four-cylinder there is an inherent 'BMW-ness' in the iX3 M Sport. The way it steers, accelerates and rides all match the brand's DNA.

It is not a plush SUV, with some firmness to the suspension even in Comfort mode on the adaptive dampers — this may have something to do with BMW's 40PSI front and 45PSI rear tyre pressure recommendations — but without ever being crashy.

Build up a little more speed, beyond 60km/h for example, and the body settles nicely with a solid, assured stance.

There's no evidence of suspension noise and road noise is very well insulated as well, even without the up-spec M Sport Pro's acoustically insulated glass. 

The steering is light in Comfort mode which makes it ideal for urban driving. It also has three turns lock-to-lock which is a lot for a sporty-ish BMW, however that is largely down to the improved steering angle. Without an engine or AWD system, the iX3 has a great turning circle of just 12.1 metres.

Moving things up a notch into Sport adds extra weight to the steering which helps judge the grip on good roads, which is pretty decent from the 245/45R19 Yokohama Advan Sport V107 tyres.

When you approach the limit, the iX3 is very secure but significant mid-corner bumps can unsettle the car, bringing its 2180kg tare weight (a 325kg penalty over the xDrive20i) sharply into focus. Pull it back a touch, though, and the iX3 M Sport is plenty rewarding on a country road.

Mostly, the iX3 is a refreshingly natural electric car out on the road. You could put anyone in the driver's seat and they'd be smooth just like in a combustion car.

Depending on which version of the Duster you opt for, they’re rather different beasts. The most ‘normal’ version is the FWD auto.

This powertrain combination with the 1.3-litre turbo four-cylinder and seven-speed dual-clutch automatic immediately feels familiar if you’ve driven a current Arkana or Captur.

There’s enough power underfoot to get moving along briskly, though you won’t be breaking the land speed record anytime soon. There’s also a wealth of torque allowing the engine to feel like it’s not working hard.

It’s fun to listen to the turbo spool up during moderate acceleration, though the four-cylinder engine note doesn’t necessarily inspire you.

For the most part the seven-speed dual-clutch operates smoothly, though it can get caught out during low-speed manoeuvres. It’s also clearly tuned for economy as it likes to shift up to the next gear quickly.

The AWD Duster, on the other hand, is where the fun and true character of this quirky SUV shines. With the three-cylinder turbocharged petrol engine and the manual transmission, it’s far from the quickest vehicle out there. It’s faster than a Suzuki Jimny, though.

While progress may be relatively docile, the gruff three-cylinder engine note is addictive. There’s also plenty of torque on tap, so you don’t need to downshift to get things moving.

The manual selector feels chunky in the hand and the clutch biting point is easy to get your head around. Unlike some petrol-powered manual cars, this one’s hard to stall. Even if you do, once you put your foot back on the clutch, the car restarts automatically.

Where the AWD Duster gains extra character points is by having a 48V mild-hybrid system. It doesn’t do anything to drastically alter the driving experience apart from adding a tiny boost to acceleration and extending and smoothing the engine idle stop-start system.

During our launch drive program we had the opportunity to drive the front- and AWD Duster off the beaten path, as well. While you’d expect the latter to be good, the former surprised me in terms of just how far it could go. It’s clear the platform is set up for all-terrain capability, no matter the powertrain configuration.

For added peace of mind off-road, however, the AWD has a higher ground clearance (212mm vs 174mm), as well as a range of terrain modes, including a ‘Lock’ setting that splits torque evenly between the front and rear axles.

The AWD Duster is pretty unstoppable off-road. It’s not quite a Jimny tamer in terms of outright off-road-ability, but I estimate the Duster could do 80 per cent of what a Jimny could do.

While the Duster mightn’t be an outright off-road beast, it well and truly makes it up with on-road finesse. The most noticeable element is the suspension. It feels supple, balanced and controlled no matter the surface. Sure there’s some body roll in the bends, but this isn’t trying to be a sports car.

There are some differences between the front- and AWD Duster when it comes to the rear suspension. The former has a torsion beam set-up, while the latter has a multi-link arrangement. In practice, however, it’s hard to tell any difference between the two.

The steering is direct and on the lighter side which helps with manoeuvrability, though there’s a general lack of feel. It’s considerably better than the Jimny’s vague steering, though.

In terms of parking the Duster has a tight turning circle. Rear parking sensors and a reversing camera are standard in the Evolution, though the Techno adds front and side parking sensors, as well as a surround-view camera.

The camera systems in this car are poor. They’re mushy-looking with poor resolution and horrible colour balance. It’d be great to see higher quality units installed, especially because the multimedia screen is so high-resolution.

Forward visibility from the driver’s seat is fantastic through the rather upright windscreen. You also get a good view of the muscular-looking bonnet.

Side visibility is great, which helps make checking blind spots easier, plus the rear envelope is sizable.

The safety systems in this car are largely easy to live with, though the lane-keep assist can grab at the steering wheel a bit too much on roads with tight lanes or poor lane markings.

Thankfully there’s a button on the dashboard that turns this, and any other safety system that annoys you off, so you can keep on motoring without safety nanny intrusion.

Lastly in terms of noise, vibration and harshness (NVH), the Duster is impressively quiet at low speeds. You can even travel at 60-80km/h along gravel roads and in the cabin it sounds like you’re on a sealed surface.

Once you get out on the open road at highway speeds there’s noticeable road and wind noise, but I’ve experienced much worse in small SUV rivals at a similar price point.

The Renault Duster hasn’t been crash-tested by ANCAP just yet, though the Dacia Duster did receive a three- out of five-star Euro NCAP rating in 2024.

As standard there are six airbags, autonomous emergency braking, lane departure warning, lane-keep assist, driver attention alert, traffic sign recognition, rear parking sensors and a reversing camera.

Stepping up to the Techno gets you blind-spot monitoring, front and side parking sensors as well as a surround-view camera.

Notably absent from the entire line-up is rear cross-traffic alert, as well as adaptive cruise control. There’s only standard cruise control on offer.

There are two ISOFIX points, as well as three top-tether child seat anchorage points on the rear seat bench.

The iX3 M Sport is now covered by a five-year/unlimited kilometre warranty in Australia.

Servicing is due on a conditional basis with the multimedia system prompting the owner when to visit a dealer.

BMW offers serviced packages for electric vehicles that last six years/unlimited kilometres, with the iX3's pack costing a reasonable $2325 over that time.

The Renault Duster is covered by a five-year, unlimited-kilometre warranty with five years of roadside assistance.

Logbook servicing is required every 12 months or 30,000km, which is mainstream for the commercial vehicle segment, but incredibly rare for a regular car. These long intervals are handy for those who travel long distances.

The first five services have capped pricing. All up these cost $2685 for FWD Dusters or $2475 for AWD Dusters. These average out to $537 and $495, respectively, per service.

Alternatively, you can purchase a five-year, pre-paid service plan for $2150 for FWD Dusters or $2100 for AWD Dusters. This is a saving of over $500, depending on the version, compared to pay-as-you-go.