Mercedes-Benz A250 vs Renault Duster

What's the difference?

The A 250 e is a really interesting option in an evolving electrified landscape.

Not only is it a demonstration Mercedes is going to have a real go at plug-in hybrid cars in Australia, it also offers those who may be curious about an electrified vehicle a way of experiencing it on their terms.

The compromises are clear-cut, though. You can drive the A 250 e in any way you're comfortable with, but it's never going to be quite as good as a purpose-built EV, hybrid, or combustion car.

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.

Similar to its GLC 300 e bigger sibling, you'd be hard-pressed to tell the A 250 e is a PHEV at all. There's very little about it which screams ‘eco' until you look a little closer. Only keen Mercedes enthusiasts will pick the eco-look wheels, with the only other two give aways being the lack of an exhaust and fuel flaps on both sides.

Other than those items, the A 250 e's exterior is the normal A-Class fare of slick but conservative Mercedes styling, gently accented with elements of chrome and black.

Inside is the same deal. It has all the same elements which make Mercedes' small car range unique and flashy to be behind the wheel of.

Our car had a controversial contrasting crème interior, but I have to say I much prefer the piano black trim items to the in-your-face chrome ones which usually come in these Benz small cars.

Obviously, there's a healthy options list to help you customise it further, but I'm a fan of the soft dash elements, and how the ‘Artico' trim is generously placed throughout to remind you this is a premium badged car.

I do like how Mercedes stands out from the crowd when it comes to its signature vent layout, dual-screens and everything from the lavish front seats to the wheel.

I especially like the blue colour our hatch came in, as you usually only see Benz cars in white, grey, silver, or black. Buy colours!

The 'MBUX' multimedia suite is also lightening fast and very customisable when it comes to its layout and look. I'd say its one of the best suites on the market, although interacting with it via the touch elements on the wheel and centre pad can be a bit fiddly.

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.

Like all A-Class hatchbacks, this Benz is centred pretty much solely around the front two passengers. Both get lavish seat trims and lovely touchpoints, easily a cut above mass market rivals. 

Space perhaps isn't this car's forte, with the A- and B-pillars cascading inwards for a low roofline and a comfortable but not spacious interior width. 

Raised console elements and elbow resting points add to the primo feel, but visibility is limited from the tiny wing mirrors and small rear window.

Front passengers get some large binnacles in the door trims, cupholders in the front, a decently sized centre console box housing two USB ports, a surprisingly large glove box, and a shallow bay for wireless phone charging up front.

All three USB ports available to front passengers are USB-C type so you'll also need to be ready with some adapters.

Rear passengers get the same lovely sculpted seat trims, but it is limited back there for someone my 182cm (6'0") height and the large front passenger seats, low roofline, and smallish window apertures make for a tight-feeling space. 

There are nettings on the back of the front seats, small binnacles in the doors and a tiny shelf on the back of the centre console.

There are no amenities like adjustable air vents or charging ports for rear passengers, although the two USB-C jacks located in the centre console box should be within reach.

Boot space is an interesting story. Mercedes has packaged the electric elements in this car to consume the least amount of space possible. So, despite a relatively large and water-cooed lithium-ion battery under the boot floor, and 35-litre fuel tank in front of the rear axle, the hatchback as tested here only loses 45-litres compared to its non-hybrid version. No mean feat.

This makes total space available a decent 310 litres (VDA). You'll get a little more in the sedan version of this car, and it is larger than the Audi A3 40 TFSI e which offers 280L.

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.

This is where most of your money goes. Up front, the A 250 e gets a familiar 1.3-litre four-cylinder petrol engine, used elsewhere in Mercedes range.

This engine produces 118kW/250Nm and drives the front-wheels via an eight-speed dual-clutch automatic transmission.

This transmission also houses the electric motor, which is powerful for a hybrid this size, offering 75kW/300Nm for a healthy amount of cruising power without engine assistance.

These two combine for a massive output of 160kW/450Nm, with the electric motor and petrol engine working in tandem under heavy acceleration for a 0-100km/h sprint time of 6.6 seconds.

The A 250 e houses a 15.6kWh water-cooled lithium-ion battery under the boot floor to power said motor. This is, again, large for a hybrid this size, and grants an electric-only range of 73 kilometres (ADR) despite weighing in at just 150kg.

As the battery and fuel tank have moved in the way of where the exhaust port normally is, Mercedes has placed the entire exhaust system in the transmission tunnel which normally houses the 4Matic all-wheel drive system on the A 250 variant. Interesting stuff.

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.

All this jiggery-pokery makes for all sorts of very impressive fuel consumption numbers. This car's official one is just 1.6L/100km, although this is going to vary wildly by how you drive it (more on this in the driving section).

Fuel consumption is just one element of this car's drivetrain though. You'll also need to consider energy consumption which is officially rated at 14.8kWh/100km.

You can think of these two consumption elements as a sliding scale. The more you can use the electric motor and regeneration features, the lower your fuel consumption will be, conversely if you drive under primarily petrol or hybrid power, you'll be able to lower your energy consumption.

Read the driving section for more on how this particular car gives you unprecedented control over this.

We had the A 250 e for just three days and managed to cover roughly 250km, I was thoroughly testing each drive mode as much as possible, and my final consumption figures came out 6.9L/100km of fuel consumption, and 5.9Kwh/100km of energy consumption.

If I had more time to charge, it was evident these numbers would have been altered drastically. Hopefully we'll be able to bring you a longer and more comprehensive Urban Guide test of this vehicle in the future.

Somehow, there is still more to the story, with this Mercedes offering a fascinating option pack which makes it even more flexible when it comes to charging.

The DC charging pack comes in at $1490 and lets you charge not just at regular public Type 2 ports, but also at ultra-fast DC locations. It also doubles the amount of power this car can pull from public outlets or a wallbox.

Keep in mind this car only comes with a regular wall socket to Type2 charger. This means to make use of fast charging at home (up to 7.2kW) you'll need to add the Mercedes-Benz Wallbox ($1200 not including installation by JetCharge) and to make the most of it when you're out and about (or if you don't have a garage) you'll need the public (Type2 to Type2) charging cable ($565.16).

See below for Mercedes' estimate of charging time for each of the charging options.

The A 250 e has a 35-litre fuel tank and a thirst for mid-grade 95 RON unleaded petrol. Oh, and if it's emissions you're conscious of, the A 250 e officially emits just 34g/km of CO2, far lower than the roughly 140g/km industry targets.

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 A 250 e is as interesting behind the wheel as it is on paper. To really explore it though, you'll need to delve into its complex drive modes.

It's more than just your usual comfort, eco, and sport. Each mode transforms the way you'll think about and drive this car.

The default is comfort, where the A 250 e behaves like you might expect from a plug-in. This means it will prefer to use electric drive unless you push the accelerator very hard. It makes for smooth and quiet motoring, although you'll find it chews through the electric range quite quickly, especially if you venture to the open road.

Sport mode prefers instead to primarily rely on the 1.3-litre four-cylinder engine. It's notably less refined, with this engine having a loud, gruff tone, and the introduction of vibrations and jerkiness from the dual-clutch automatic becomes immediately apparent.

It also firms up the steering, changes the transmission characteristics, and offers faster engine response from the accelerator pedal. As a side note, sport mode becomes a good tool for charging the battery quickly when you don't have access to a charging port.

The more interesting modes are electric, eco, and battery level. Battery level attempts to maintain the level the battery is currently at, while still using the car's hybrid features. This is so you can save the lion's share of charge for when it's most useful, like trawling in traffic.

Electric does what it says on the tin. Operates the car as an EV, not using its combustion engine at all. It also changes the car's paddle shifters from operating the transmission to altering the regenerative braking.

It offers modes varying from D+ which uses electric drive but coasts like a combustion car, to D-- which makes the car drive like a ‘single pedal' vehicle. This means it ups the regen braking to the point where the car will come to a full stop as you let your foot off the accelerator. It's the most efficient electric motoring mode.

Finally, eco mode lets you drive the A 250 e more like a conventional hybrid, limiting the electric motor to just taking off and cruising, preferring to switch to combustion more rapidly on acceleration.

While this car offers you unparalleled choice when it comes to electric motoring, it's worth noting it comes with its fair share of compromise.

This is far from the most refined car to drive in combustion mode, and it lacks the polish of, say, a Toyota hybrid when operating as a more traditional hybrid car.

I find it particularly interesting this car's best traits are found when it's operating as a purely electric vehicle. It's quieter, more refined, and the overpowered electric motor helps it feel just as good as a pure EV in terms of acceleration.

This car's downfalls as a combustion vehicle will be a real challenge for it. Again, it's a trade-off. The A 250 e doesn't feeel any heavier or more cumbersome than a 'normal' A-Class despite the extra battery size. But the ride is a bit harsh, and the dual-clutch leaves a lot to be desired in terms of refinement.

Asking more than $60 grand still seems tall when it's not as slick as a VW combustion car, and not as polished as a Toyota hybrid, either of which are half the price.

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.

Mercedes has caught up with most of the mainstream pack, now offering a five-year and unlimited kilometre warranty across its whole passenger car range. It's ahead of many of its rivals in the luxury segment, but matched by Korean newcomer, Genesis.

The A 250 e needs to be serviced once a year or every 25,000km, and pricing is no different from a non-electrified A 250. Pre-packaged service pricing for three years is $2050, four years is $2950, and five years is $3500.

Not ‘cheap' in the grander scheme, but there's no downside for picking this particular variant despite all of its extra equipment.

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.