Jeep Avenger vs Renault Duster

What's the difference?

The Jeep Avenger is a strong move for the brand as a city-focused offering, and particularly as its first EV.

The styling and easy driving experience should be a draw, but its price in an increasingly competitive small SUV (and electric car) market could be a turn-off for some - even if it is only few thousand dollars more expensive than the slightly larger Compass.

Despite a couple of small flaws and a lacklustre safety rating overseas, the Avenger is ultimately one of the best-driving cars the brand has put out in years, and deserves a look if you’re keen on a practical but stylish EV.

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.

One of the Avenger's biggest draws for me is its style.

Those who like the Jeep brand for its rugged off-road vibes, but don’t actually want or need to go off-road might enjoy that it still looks very Jeep.

We’re told that the decisions made in this car’s design are all for a purpose, and some of them are very clear.

For a start there’s a deliberate plastic barrier wrapped around the full 360 degrees of Avenger to protect the paintwork and body panels in low-speed collisions that can be just as likely off-road as in a carpark.

There’s also the sunken headlights, which sit far enough back that they’re less likely to be damaged in an impact, being one of the most expensive and breakable parts at the front of a car.

But there’s also a series of little hidden ‘easter eggs’ that the Avenger’s head designer Daniele Calonaci left up to us to find for ourselves.

For a start, the tail-lights feature an ‘X’ shape that’s inspired by the jerry cans used to carry spare fuel and liquids in World War 2.

The ‘X’ theme continues in other places on the Avenger,  though there are some more cutesy design features like a series of seven-slot grille motifs around the car in places like the wheels, tail-light, and even a small one under the front grille.

There’s a 3D ladybug in the roof rail up top, too. But perhaps the most ‘aww’-inspiring is the silhouette of a child looking through a telescope in the lower passenger side of the windshield, up at some stars in the upper driver’s side. The child? That’s Calonaci’s son.

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 outside of the Avenger is plenty of fun, but the inside is a fairly sensible place.

That’s not to say it’s boring, but the use of space for a car of this size is impressive, and there are plenty of places to store things.

There’s a well thought out phone charging pad in a relatively deep storage compartment in the centre of the Avenger, as well as the cupholders in front of the centre armrest and another storage bin underneath, plus a ‘shelf’ along the dash.

The amount of storage is impressive given the Avenger’s interior is a nice, tidy design that still manages to incorporate some useful elements some cars forgo - buttons for the climate controls, for example, are something that are increasingly (and frustratingly) rare.

Anyone who has used a Uconnect system in a Jeep or Fiat in the past might like to know that this one (accessible via a 10.25-inch touchscreen) is a step-up from predecessors.

It’s not perfect, some elements of the menu and feature placement seem a little random at first, but it doesn’t lag, is easy to connect to wirelessly, and has a fairly helpful voice control system.

Functionality is most of the way there generally, but a few missing things like dual-zone climate control or electric adjustment for the passenger seat feel like let-downs, plus the heating on the front seats seemed to be quite weak for a long time before eventually warming.

Behind those seats, the second row is lacking just about any amenities besides a USB port, but it’s not too cramped for a light SUV. Adults might find it suitable for relatively short trips, but kids should be fine for a while.

The sunroof (when featured) doesn’t extend very far back, so the second row also feels a little dark.

Behind that, an impressive 355 litres of boot space expands to 1250 litres when the seats are folded down, plus a plastic lining on the boot lip means you don’t scratch the car when loading or unloading.

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.

The Avenger has one drivetrain for now, a front-wheel drive electric motor, though it sounds like we shouldn’t rule out the possibility of other petrol hybrid drivetrains in the future.

The EV Avenger we’ve got is built on a 400-volt electric architecture, with a single motor delivering 115kW of power and 260Nm of torque.

It’s got a a mode that increases the regenerative braking, though isn’t quite a one-pedal driving experience.

Jeep says it’ll hit 100km/h in 9.0-seconds, but apparently tops out at 150km/h.

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 Avenger has a reasonably sized 54kWh lithium-ion battery for a light SUV, which it says allows for a driving range of up to 396km, or 390km in the top-of-the-range Summit, due to the specification.

Under WLTP testing, Jeep says the Avenger is rated at 15.4kWh/100km (15.8kWh/100km for the Summit) for efficiency, and it comes with a Type 2 CCS combo charging socket for either DC fast charging up to 100kW, or AC charging up to 7kW in base Longitude and 11kW in higher variants.

On DC charging at its max 100kW rate, the Avenger should take about 24 minutes to charge from 20 to 80 per cent, while slower AC charging at 11kW takes five hours and 34 minutes.

On the launch drive route, we were seeing between 14.8 and 16.4kWh/100km on the trip computer, so Jeep’s claims seem accurate.

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.

The mix of a fun exterior and practical interior for the Jeep seem to blend into the Avenger’s driving experience. It doesn’t feel too much like an EV, but it is still playful and capable on the road.

Jeep wanted the Avenger to come across like a normal car that just happens to be electric, and the relatively calm take-off (rather than the usual immediate torque push electric cars are capable of) seems to prove that.

Though 115kW doesn’t sound like much on paper, it feels brisk enough for what the little Jeep is built for, and its delivery means even on a wet day like what we copped during the launch drive, wheelspin and torque steer were minimal.

Once up to speed, the Avenger feels pretty light for an EV, and it’s playful enough in corners without feeling like it’s becoming unstuck or hard to handle.

The suspension and steering are clearly aiming for comfortable driving more than sporty performance, and so while both feel well-sorted, neither are particularly communicative. But the steering is accurate and feels nice and light, making the Avenger easy to point into a corner and you can trust it to hold on.

Perhaps the biggest downside is the brake pedal, which is soft and doesn’t grab as quickly or progressively as you’d expect. It takes a few presses to work out how much pressure you need to stop the car.

But a drive mode that adds a bit of regenerative braking helps out there, even if it’s not proper single-pedal driving.

At higher speeds, the Avenger settles well over big bumps and undulations, feels comfy on most surfaces, and despite a bit of road noise and a small rattle in the dash on one of our test cars, it feels pretty easy and confidence-inspiring.

Jeep says the Avenger is built to handle some light off-road driving but I imagine its front-wheel-drive setup would be limiting in some circumstances, especially in the rainy, muddy weather we faced. Despite that, some unsealed mud and gravel driving proved the Avenger capable of gentle inclines at low speeds without risk of sliding.

For reference, ground clearance is 200mm, while the approach and departure angles are 20 and 32 degrees, respectively.

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.

Jeep offers a five-year/100,000km warranty, which is starting to be overtaken by other brands increasingly offering seven-year/unlimited kilometre warranties or longer.

The high-voltage battery system of the Avenger is, however, covered for eight years or 160,000km, whichever comes first.

Jeep also offers capped-price servicing for the five-year warranty, with scheduled visits costing just $250 and spaced out at 12,500km or 12-month intervals.

There’s also the brand’s lifetime roadside assist, but only when you service your car with Jeep.

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.