Ford Maverick vs Renault Duster

What's the difference?

Potential is the key word when it comes to the Maverick. It has loads of potential to be a sales hit in Australia, provided Ford can get it in at the right price and specification level. In many ways, for all the success the Ranger has had for the company, the Maverick is the closest thing Ford has built to the Falcon Ute since its demise.

There’s obviously no guarantees in the automotive business, but if Ford could add the Maverick as a would-be Escape replacement it clearly has the potential (there’s that word again) to do a much better job for a brand known for its adventurous models. Whereas the Escape struggled to attract attention in a crowded SUV market alongside the likes of the Mazda CX-5, Toyota RAV4 and others, that wouldn’t be the case for the Maverick.

It’s been a hit for the Blue Oval in the US, with more than 22,000 examples sold in the first three months of 2023 and the company hiring more workers to try and keep up with demand. Which will only delay any plans to bring it to Australia, as the US market clearly has priority.

Which is a shame, because it would appeal to the large number of Australians who live in urban centres but have an active lifestyle. Especially the hybrid model, which would be ideal for weekday use while allowing owners to chuck their mountain bike or surfboard in the tray and head for adventure on the weekends.

Maybe that’s an idealistic view, but the Maverick left a strong impression and would fit so neatly into Ford Australia’s line-up it would be a waste if it never made its way Down Under.

The Renault Duster 4x4 Evolution (manual) is a driver’s car. Lots of fun for day-to-day duties and a real visceral experience if you like to have a few laughs on loose-dirt and gravel tracks. And it’s adequately capable for off-roading adventures. It also has more than its fair share of cheeky charm.

Obviously it’s not anywhere near the most capable off-road vehicle available. That’s not what it’s intended to be. But it’s one of the most fun to drive on- and off-road.

And for $36,490 (excluding on-road costs), you’ll still have cash enough for a set of all-terrain tyres and some accessories.

The design of the Maverick is one of its standout features, because it looks like a proper Ford truck, with elements in common with the Ranger and the F-150.

That’s despite the fact that underneath it actually has more in common with an SUV, sharing Ford’s ‘C2’ platform with the Escape and Bronco Sport.

It has the same ‘C-clamp’ lights that are a signature of the F-150 and have since found their way onto the Ranger.

It also has the same boxy design as its bigger siblings with a very upright front end and cut-off tail, giving it the ‘tough truck’ look popular amongst modern ute/pickup buyers in Australia and the US.

Other noticeable design elements include the Ranger-style grille treatment, slightly flared wheel arches and the ‘Maverick’ name stamped into the tailgate.

The Maverick is also available with exposed tow hooks as optional extras on the standard XLT, but they are included on the Tremor package, and add to the ‘rugged’ look of the Maverick.

Inside the Maverick looks less and feels like a pick-up and more like an SUV, with elements like the steering wheel and media system seemingly coming straight from the Escape.

But there are a number of small details in the interior design that impress, like the unique door designs and the texture finishes to some of the inlays on the dashboard and door pocket.

From the outside, the Duster 4x4 Evolution has that special ‘something’ that draws your eye. It’s unassuming, yet somehow eye-catching.

It’s a chunky little AWD with ‘Renault’ across the front grille and its raised stance gives the Duster a rugged presence.

Hard angles and nifty touches, such as the concealed rear door handles on the C-pillar, add to its funky exterior.

The Duster’s interior continues the minimalist theme with hard plastic surfaces everywhere – including the dash and door armrests – and black and grey cloth upholstery, all amid a neat but uncluttered layout.

The 10.1-inch multimedia touchscreen , angled slightly towards the driver, dominates up front and caps off what is an unpretentious, functional cabin.

Again, in terms of size and use you’ll feel more like you’re in an SUV than a ute when you jump inside a Maverick. It definitely feels more like an Escape than a Ranger, even down to the basic layout of all the controls, air conditioning vents and storage spots.

But there are some unique elements, like the previously mentioned interior door trims, and there are some handy storage spots in the centre console along with a pair of cupholders.

There’s respectable space in the back for what is ultimately a small vehicle, but it could do with some extra amenities for the rear seat passengers. There’s a power outlet and some under seat storage space but no rear air con vents or cupholders. 

As for luggage space, this is where the Maverick diverges from the SUV script by adding its ute-style tray.

It’s a good sized bed, as the Americans call it, measuring 1381mm long and 1353mm wide, but with the tailgate able to be set a floor height it can accommodate eight-feet by four-feet wooden sheets (2400mm x 1200mm). Our test car came with the optional spray-in liner.

The tray features what Ford calls its ‘Flexbed’, which describes a variety of in-built functionality including pre-stamped slots in the side of the tray so you can insert timber as dividers, depending on what you want to use it for. There’s also a 12-volt outlet and 10 tie-down points to lean into its practical nature. 

It may be small in stature compared to the Ranger and F-150 but the Maverick isn’t a show pony. In the years since it arrived we’ve seen multiple examples of the Maverick being used as a working truck in the US, with plumbers and builders who don’t need a bigger model opting for the practical small ute and it’s easy to see it filling a similar role here.

The interior in Evolution trim matches the Duster’s no-nonsense adventure-focussed approach. It’s spartan but user-friendly.

The front seats are manually adjustable and the cloth upholstery looks like it’s hard-wearing and likely able to cope with the utter messiness of life.

I had trouble getting my phone to work via the 10.1-inch multimedia unit, but otherwise I have few complaints about the system as it’s easy enough to operate. There’s a wireless-charging pad below the screen. There are also two USB-C charging ports up front and two for rear-seat passengers, as well as two 12-volt sockets one in the front and another in the rear cargo area.

There is a mix of physical buttons and on-screen controls to operate various in-cabin functions, such as air-con.

For storage there is a glove box, a deep centre console, two cupholders, and a small shelf for your pocket clutter.

The second-row seats are roomy enough for two adults or three teens across the row and while passengers there have access to two USB-C charging ports and air vents, there’s no fold-down centre armrest.

The rear cargo area is accessed via a manual tailgate and is claimed to offer 358 litres of cargo volume when the rear seat is in use and 1424 litres when the second-row seat is stowed away.

Payload in the Duster Evolution 4x4 is listed as 503kg. The cargo area has a light, cargo hooks and a 12V socket. This Duster has a 215/70 R16 spare stored underfloor.

The 2026 Renault Duster is available as a 4x2 (automatic) or 4x4 (with a six-speed manual) in two trim levels – the Evolution and the Techno – with a choice of a turbocharged 1.3-litre four-cylinder engine (for the 4x2) or a turbocharged 1.2-litre mild-hybrid three-cylinder engine (for the 4x4).

Our test vehicle, the 4x4 Evolution, has a manufacturer suggested retail price of $36,490, excluding on-road costs.

Standard features include a 10.1-inch multimedia touchscreen (with wireless Apple CarPlay and Android Auto), a wireless smartphone charger, 7.0-inch digital instrument cluster, six-speaker Arkamys sound system, dual-zone climate control, 17-inch alloy wheels, Continental Cross Contact 215/65 R17 tyres and a 215/70 R16 spare.

There’s also a range of accessories available including Rhino Rack and Thule storage platforms and racks.

Exterior paint choices include the no extra cost 'Solid White' as well as 'Khaki Green', 'Pearlescent Black', 'Terracotta', 'Cedar Green', 'Sandstone' and 'Shadow Grey'. All metallic or premium paint adds $750 to the Duster’s price.

Ford offers two engine choices in the USA - a standard 2.5-litre four-cylinder petrol-electric hybrid and a 2.0-litre four-cylinder turbo-petrol ‘EcoBoost’ option.

The hybrid powertrain makes a modest 120kW/210Nm and is only available in front-wheel drive, in an obvious nod to this ute’s shared DNA with an urban SUV. 

The EcoBoost fitted to our test car packs more punch, with 186kW/375Nm on tap and it’s paired to an all-wheel drive system via an eight-speed automatic transmission. 

The Duster 4x4 Evolution has a 1.2-litre three-cylinder turbo-petrol engine with a 48V mild-hybrid system (producing 96kW at 4500rpm and 230Nm at 2250rpm) matched to a six-speed manual gearbox.

As I said earlier, a new small 4x4 SUV with off-road capability and a manual gearbox is refreshing.

This Duster has an all-wheel drive system and the little 1422kg SUV can do the 0-100km/h sprint in a claimed 11.94 seconds.

Ford claims the Maverick Hybrid is capable of hitting a fuel economy figure of 6.3L/100km, which is a lot more efficient than its bigger ute siblings can manage and on par with consumption the Escape Hybrid manages in the US market.

The more powerful EcoBoost is obviously not quite as efficient, using 9.4L/100km on the combined urban/highway cycle. Although this turned out to be pessimistic, as we saw returns of around 9.0L/100km in our LA test drive.

Official combined cycle (urban/extra-urban) fuel consumption is 5.7L/100km.

On test, we recorded 6.7L/100km but we did do a half-day of light off-roading.

This Duster 4x4 has a 55-litre fuel tank so, going by that on-test fuel figure, you could reasonably expect a driving range of about 820km out of a full tank.

The turbocharged 1.2-litre mild-hybrid three-cylinder engine requires 95 RON premium unleaded petrol.

As you approach the Maverick your brain tells you it’s a ute, but once you hope inside and start driving that idea quickly vanishes and you realise this is an SUV in disguise.

And that’s not a criticism, because Ford offers the Ranger and F-150 for people who do want a ute/pick-up that looks and drives like a ute/pick-up, so that’s not the role of the Maverick.

This is designed to be an urban-friendly vehicle for those who may want a ute but need something smaller and more efficient.

The EcoBoost performs admirably on the road, with decent low speed response and enough grunt when you stand on the accelerator and rev it hard. The Maverick isn’t a big vehicle, so it doesn’t need a particularly big engine to get the job done. 

The eight-speed auto is well-suited to the EcoBoost, able to get the most out of the engine when needed but also returning that strong fuel figure. 

It’s not meek, though, the Maverick EcoBoost has a standard towing capacity of 900kg but can be upgraded to pull up to 1800kg with the 'Tow Package'.

Unfortunately, the Los Angeles landscape didn’t give us a chance to test the Maverick’s off-road credentials, because it does have good on-paper capabilities.

Particularly the Tremor, which has specific drive modes for 'Normal', 'Sand', 'Mud', 'Slippery' and 'Towing', as well as the ability to switch the traction control off with the press of a button so you can let the wheels slip on loose surfaces.

But around the streets and freeways of LA it did impress with its on-road manners. The steering is nicely weighted and direct, and when paired with the compact dimensions of the Maverick it reacts and drives much more SUV-like which means it feels at home in the city.

My kids are learning to drive in a manual because I reckon being able to drive a manual vehicle remains an important skill to have. I only own manual cars at this point in time and it’s nice to see new cars with manual gearboxes haven’t been done away with just yet.

This all-wheel drive adventure machine is light at 1422kg and punchy, working through a turbocharged 1.2-litre mild-hybrid three-cylinder engine (producing 96kW at 4500rpm and 230Nm at 2250rpm) and a six-speed manual gearbox.

It’s sporty, with precise steering, crisp throttle response and nicely controlled ride and handling. And it’s a whole lot of fun to drive on sealed surfaces.

Throwing it around corners at (legal) speed is a barrel of laughs and driving on fast loose-dirt tracks is damn good for rally-style hilarity, all with the gruff backing track of this little AWD’s tractable petrol engine. Driving the 4345mm long, 2069mm wide and 1650mm high Duster feels like you’re punching a go-kart around a track, in a good way.

The Duster’s suspension deserves a mention here because this package, including an independent multi-link set-up at the rear, yields a firm but well-balanced overall feel.

Its tight turning circle makes it supremely easy to accomplish quick manoeuvres without fuss and it’s also a cinch to park.

Visibility from the driver’s seat is somewhat reduced through different angles to the rear and back along the vehicle’s side, but you get used to that. It doesn’t help that the camera view is muddy looking on the screen.

Those niggles aside, did I mention it’s fun to drive?

It’s not too shabby in low-speed off-road scenarios, either. The Duster is similar to Subaru’s Crosstrek and XV or the Jimny, in that this Renault’s intended use is not as a hardcore rock-crawling beast, it’s not engineered for that sort of thing.

The Duster's all-wheel drive system is well calibrated and quietly effective at detecting wheel-slip and delivering a smooth response. Driven with care, this AWD SUV is capable of off-roading at a level that will surprise some.

It has a 4x4 terrain control system with five modes – 'Auto', 'Eco', 'Mud & sand', 'Snow' and 'Off-road' – as well as a hill descent control system. None of these are engineered to turn the Duster into an off-highway mongrel but they ensure it's able to cope with mild to less-mild off-roading.

The Duster’s ground clearance (212mm) and off-road angles (31-degree approach and 36-degree departure) make it better suited to tackling off-road terrain of the light-to-moderate variety rather than door-sill deep mud holes and the like.

For reference, the Suzuki Jimny has 210mm of ground clearance and approach and departure angles of 37 and 49 degrees. The Crosstrek has 220mm of ground clearance, and approach and departure angles in the off-road-focussed Wilderness of 23.5 and 25.5 degrees.

But it’s still very capable if driven with consideration and well within the limits of its physical dimensions and off-road traction control.

Light off-roading (well-maintained gravel roads and dirt tracks in dry conditions) is fine because that’s well within the Duster’s capabilities and it results in little to no wear and tear on the vehicle.

While the Duster can handle short bursts on firm-packed sand (which I test here), sand-driving puts extra stress on any vehicle, and AWDs don’t have a lot of ground clearance, so they’re prone to bellying out on tall crests in between deeper wheel ruts on a beach.

My advice? Avoid anything beyond a well-maintained dirt track in dry weather and don’t take on any ‘4WD/ high ground clearance only' tracks, prolonged sand-driving or rock-crawling. Anything more rigorous than that and you risk damage to the vehicle’s underbody at a minimum, and mechanical damage and personal injury at worst. You’ve been warned.

The Duster’s off-road capabilities could easily be further enhanced with a set of decent light truck all-terrain tyres but, be aware, even aggressive rubber won’t turn it into a gung-ho off-roader.

For the record, it has unbraked trailer towing capacity of 750kg and braked towing capacity of 1500kg. Maximum towball download is listed as 75kg.

A bonus for Duster owners is that it can be kitted out for adventure via either Renault’s range of accessories – including all-weather floor mats, roof box, roof racks etc – or through Australia’s aftermarket industry.

The Renault Duster 4x4 Evolution (manual) does not have an ANCAP safety rating because it has not been tested.

Standard safety gear includes six airbags, AEB, driver attention alert, lane-keep assist, lane departure warning, traffic sign recognition, rear parking sensors and a reversing camera.

The Duster range does not have adaptive cruise control (only regular ol’ cruise control) or rear cross-traffic alert.

The rear seat has two ISOFIX points and three top-tether child-seat anchorage points.

It’s also much too early to speculate on ownership and warranty details.

Ford hasn’t made any official commitment to bringing the Maverick to Australia but if it does it would be logical to expect it to mirror what we already expect in terms of warranty and the ownership experience.

That means five-years/unlimited kilometres of coverage and Ford’s capped price servicing plan.

A five-year/unlimited-kilometre warranty with five years of roadside assistance applies to the Duster. That's average for the mainstream market.

Servicing appointments are set at 12 months/30,000km intervals, whichever occurs soonest.

Capped price servicing applies to the first five services with a total cost calculated at $2475 for the all-wheel Duster, with an average per-service cost of $495, which is getting up there for a car in this price bracket.

Renault has more than 70 dealerships across Australia.