Peugeot 2008 vs Renault Duster

What's the difference?

The Peugeot 2008 is a handsome and accomplished little SUV that’s fun to drive and has a cabin that feels a little bit special.

In reality the 2008 is too expensive and isn’t as practical as most of the mainstream compact SUVs.

This is the car you buy with your heart, not with your head.

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 Peugeot 2008 is a smooth operator with head-turning French flair, but the devil is in the detail.

It’s not just the 2008’s well proportioned dimensions or the healthy dollop of exterior black highlights that catch your eye, but Peugeot has added a range of design cues to symbolise the Lion on its badge.

The tail-lights have a 3D effect that make them look like cat’s claws and the daytime running lights on the front resemble a scratch mark. These pair perfectly with the lion head crest on the grille.

Look deeper and you notice the attention to detail.

The 2008's redesigned front grille's slates are colour matched to the car's body colour.

Dual exhaust pipes are finished in chrome, giving the impression of performance even if the car doesn’t deliver on it.

The GT variant gets a two-tone paint job with a black roof contrasting with the body's colour.

Inside there are plenty of high quality finishes. The centre console is festooned in gloss black and there is a lovely carbon-effect textured insert on the dash and doors. 

Some hard plastics below eye-level and on touch points such as where your knee might rub are less impressive. The rear seat loses some of the lustre of the front pew with tough plastics covering the back of the front seats and most of the doors.

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.

Step inside and there is no hiding the 2008’s diminutive proportions.

It’s 4300mm long, 1815mm wide and 1550mm high, which puts it closer in size to the mini Mazda CX-3 than the larger CX-30 it is more aligned with price-wise.

This all adds up to a snug fit in whichever row you sit.

There are a couple of cupholders in the centre console - a smaller one for a standard takeaway coffee and a larger one for drink bottles.

Slight storage bins in the door can hold a regular drink bottle but there isn’t much room for much else.

The wireless device charger is hidden away behind a compartment below the central screen that opens with a push and there are two USB-C ports up front and the rear seats score a USB-C and A connection.

Rear seat passengers do without a dedicated aircon vent, unfortunately.

There is an issue with Peugeot’s i-Cockpit steering wheel and digital driver display, too.

If you like to sit low the chances are the steering wheel will cut off your view of the bottom part of the display. If you prefer to have the seat jacked up, you’ll have better vision of the readouts.

There are piano key-like physical controls for simple climate functions such as the de-mister and auto climate settings. More complex functions are done via the 10-inch central multimedia screen.

The boot is a decent size at 434L and can easily handle a weekly grocery shop or a few overnight bags.

There is only a space saver spare wheel, but this car is aimed at city driving where it is easier to source a replacement tyre.

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.

Lurking beneath the bonnet is a little three-cylinder 1.2-litre turbo-petrol engine that makes 96kW and 230Nm. That’s a decent amount of grunt from the little unit, but again you can get more oomph for less from mainstream rivals.

It is paired to an eight-speed automatic transmission that drives the front wheels.

There is no hybrid help, either.

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.

Stiff emissions regulations in Europe mean these little turbocharged petrol engines have a fair bit of self control on the drink.

Peugeot claims the 2008 uses 5.4L/100km on the combined cycle. We used slightly more than this but spent most of the time in the cut and thrust of city traffic where cars use more fuel.

You’ll need to budget for pricier premium unleaded petrol, too.

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.

On the road the 2008 is a bit temperamental.

Most European cars are fitted with stiffer suspension than the cosseting springs found in Japanese machines.

This means you’ll feel bumps and road imperfections through your seat more than other SUVs. It has particular problems ironing out consistent smaller bumps, which can unsettle it and lead the 2008 to skip across them.

The counterbalance to that is a more dynamic drive experience, with the 2008 exerting excellent body control through the bends as it is held in line by the stiffer set-up.

Pair this with sharp, direct and well-weighted steering and it's a fun little SUV to take on a twisting country back road.

Three cylinders might not sound like a lot, but in the real world this is all the 2008 needs.

Its 96kW and 230Nm won’t set the world on fire but the torque is accessed from just 1750rpm, which endows the 2008 with some punch off the mark and it feels zippy when navigating the daily commute.

Don’t confuse that for outright speed, though, the 2008 completes the benchmark 0-100km/h dash in 9.3 seconds.

The transmission is fine when you are accelerating or cruising at motorway speeds, where it uses its many ratios to keep the engine humming along in its sweet spot. There are paddle shifters if you want more control.

In stop-start traffic it isn’t as an accomplished performer. It can struggle to find the right ratio and this leads to a jerky movement reminiscent of dual-clutch autos.

The cabin is well insulated with the outside world kept mostly at bay, but you’ll hear the three cylinder’s charming little rumble when you put your foot down.

Parking is a cinch thanks to its petite proportions and the 2008 has no issues navigating tight city streets or underground car parks.

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.

Peugeot covers the 2008 with a five year/unlimited km warranty, which is the standard coverage today.

The French brand offers a range of prepaid servicing packs that’ll save you a handy amount compared to pay-as-you-go maintenance.

A five-year plan is the best value, costing $1700 for five scheduled visits every 12 months or 15,000km. That’s $638 cheaper than the pay-as-you-go servicing.

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.