BMW XM vs Renault Duster

What's the difference?

It’s pretty obvious the XM is designed to impress people with big wallets and an appetite for a techy experience that’s also not without a few green credentials. The ability to motor around as a fully-electric vehicle for up to 80km or so is a big plus and the electric-ballroom interior vibe is hard to ignore, as well.

But from our perspective, the full-fat, twin-turbo V8, while offering startling performance, is perhaps a lost opportunity to follow some of BMW’s competitors into the engine-downsizing space. Then again, when you floor the throttle and 2700kg hurtles forward like a big dog on a short chain, you can see where BMW is coming from.

Perhaps the biggest letdown is the ride quality – or lack of it. While it’s understandable BMW wanted the most dynamic version of the XM it could manage, the end result plays against the vehicle’s otherwise long suit of hyper-luxury. Doubtless, BMW would argue that to soften the chassis would have been to introduce a chink into a no-compromise product. But, perhaps, sometimes a sensible compromise is the way forward.

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.

There’s nothing subtle about the way the XM looks. It probably pulls up just short of brutalist (or maybe not) but even those who find its slabs and angles attractive have to admit that it’s bold.

The now-trademark giant nostrils set the mood and the rest of the exterior suggests some kind of armoured transport for presidents rather than wheels for the school run. Doubtless, this will hardly be seen as a fault by those in the market for such a thing.

The real surprise here is that the XM does not share a bodyshell with any other production BMW. Sure, the V8 petrol engine and wheelbase are common to other BMW and M models, but the sheet metal is the XM’s and the XM’s alone. That in itself, is quite a statement of intent.

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.

Given the vast exterior dimensions and a weighbridge ticket the wrong side of 2700kg, it may come as a surprise to learn that the XM is strictly a five-seater with not even an optional third row.

That said, the uber-SUV Lexus LX in flagship, Ultra Luxury, trim offers just four seats in deference to the VIP clientele it’s pitched at, but also comes complete with reclining rear seats and a passenger’s side footrest which the XM can’t match.

Staying in the rear seat, there’s lots of legroom and plenty of space under the front chairs for feet. A lot of that is down to the wheelbase the XM shares with the BMW X7, and even behind a tall driver, there’s lots of space. In fact, compared with a BMW X5, there’s a full 150mm of extra legroom.

The pew itself flows into the door trims for a lounge effect which looks great with the contrasting light-coloured trim, and the centre arm-rest folds down to reveal a pair of cupholders. Extra storage space can be found in fold-out pockets in the rear of each front seat which also house a small, lidded panel that opens to reveal USB ports and power sockets. Dual-zone climate controls are also part of the rear-seat experience.

The gee-whizz stuff hasn’t been ignored, either, and the prismatic roof lining is nothing if not a talking point. But would a panoramic sunroof have been of more value to many buyers? The ambient lighting is a nice touch, too.

Up front, the view is dominated by the giant, twin curved animated dashboards. They deliver information and lots of it, to the point where it can almost seem a bit overwhelming.

The head-up display helps simplify things, but there’s absolutely no doubt there’s a lot going on in this cabin. Again, this is modern luxury motoring, but it remains that the menu system will take time to learn, even if the touchscreen function gives you an option on how you control things.

Multi-adjustable front seats are part of the deal and there’s an M-spec steering wheel which is heated. And although it features plenty of buttons, isn’t as daunting perhaps as the multi-spoked equivalent in some high-end AMGs of late.

The stereo system is also worthy of a mention, being a Bowers & Wilkins unit with roof mounted speakers and no less than 1500 watts of power. Digital radio is part of the package.

Even though it doesn’t offer a seven-seat option, luggage space in the rear of the XM is hardly class-leading. Cargo volume with rear seat up is 527L and 1820L with it folded.

Much of the wheelbase is devoted to rear-seat stretching room and although the batteries for the electric motor are positioned under the rear seat, the floor of the cargo area seems quite high.

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.

Here’s where the XM starts to justify its price-tag. While the use of an electric motor to boost a petrol engine has allowed some manufacturers to reduce the capacity of the latter, no such restraint has been shown for the XM. Instead, it gets the full 4.4-litre, twice turbocharged V8 that we’ve come to know and love from this brand.

It’s not that this is the engine’s first date with hybrid technology, but the mild hybrids that have come before it can’t match the XM for sheer brutality when both power units are unleashed.

The petrol V8 can muster up 360kW and 650Nm which, when boosted by the electric motor, jumps to a total of 480kW (combined) and 800Nm.

While the petrol engine drives through an eight-speed torque-converter automatic, the electric motor also drives through the transmission, an arrangement that is a bit different to some hybrids which use the petrol engine for the rear axle and the electric motor to drive the front wheels.

Of course, the requirement for the XM to feature permanent all-wheel drive, regardless of what power unit is running at the time, forces this layout.

Speaking of all-wheel drive, The XM’s version of BMW’s 'xDrive' layout has been specifically tuned for this vehicle and includes torque vectoring as well as a limited-slip rear differential.

The system has the ability to vary the torque split front to rear, with the default rear-bias giving a more sporting feel on good surfaces. An active rear differential also helps give the car a rear-drive feel.

As well as modes for 'Hybrid', 'Electric' and 'eControl' modes, the XM sticks with the M tradition of offering two M buttons which can be configured to set the parameters for steering, driveline, chassis and, in the case of the hybrid XM, the degree of braking regeneration offered.

Four-wheel steering is also part of the XM’s repertoire and, interestingly, there’s no air suspension here; just conventional steel springs.

But it does feature an electrically-adjusted anti-roll bar system which aims to strike a happy medium between what the driver wants and the road conditions demand.

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.

A 25.7kWh lithium-ion battery provides the power for the electric drive. It’s mounted under the rear seat and can produce a purely electric range of between 82 and 88km (based on WLPT test protocols).

Charge time from a conventional wall-box is said to be about four hours but, interestingly, the XM has no provision for DC fast-charging.

Fuel consumption (combined cycle) is an EV-typical 2.7 litres per 100km, which equates to a low 61g/km of CO2.

Once you’ve depleted the battery on a highway journey, expect the petrol V8 to consumer somewhere between eight and nine litres per 100km at cruising speed.

Using EV mode means zero-emission operation but, as with any electric car, how the power is generated to recharge it determines its real-world green-ness.

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.

While any M car is supposed to be rapid and dynamic, it’s also true that the over-arching perception of big SUVs is that they’re comfortable and plush. None of which explains the ride in the XM.

Regardless of how you fiddle with the settings, the ride is always brittle. Those big tyres with their minimal sidewall somehow manage to find every crack and join in the road, and it’s these sharp-edged imperfections that thump through to the cabin the most vocally.

It’s enough to make you wonder who this car is going to appeal to. Will it take to race tracks? Almost certainly not. So the whole point of these suspension settings might be a bit lost on some people.

Performance, meanwhile, is insanely rapid for something that could pass as a bulk carrier. The biggest giveaway to the mass is the transmission’s earnest attempts to keep everything moving by feeling a bit hyperactive on downshifts.

Using the ratios is always going to be the strategy, but with all that torque, maybe it’d be nice sometimes for the trans to hang on to a taller gear and let the boost blow it towards the next corner.

The sound track? Polarising. Even if it doesn’t convince you that Hans Zimmer (who developed the various electronically-synthesised noises the XM makes) should stick to winning Oscars, the augmented sounds are background noise rather than the main event here.

Even the petrol V8’s naturally stirring backing vocals have been electronically tweaked with debatable results.

That said, it’s nice to have something to listen to that isn’t the insistent tyre roar which becomes even louder on coarse-chip surfaces.

Steering effort is light but there’s not a lot of feedback in terms of actual feel. In fact, it’s borderline detached and only the sheer speed of the rack confers any athleticism.

Also, the rear steering seems to come in a few milli-seconds after the front has started to turn. And for all that all-wheel-steering agility, this is never a car that shrinks around you.

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.

Like a lot of manufacturers, BMW knows consumers can be leery of EV tech when it comes to the cost of battery replacement. So, as well as the five-year/unlimited-kilometre warranty on the whole vehicle, there’s also eight years or 160,000km of cover for the high-voltage battery.

Servicing intervals are based on how the car has been used and it will inform the owner when a service is required.

A servicing package is included in the purchase price and BMW even throws in three years of roadside assistance.

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.