Suzuki Vitara vs Renault Duster

What's the difference?

In car years, 11 is ancient.

Back when it was first released, this-generation Vitara’s competitive pricing, progressive yet pretty design, pleasant interior packaging, sporty dynamics and general driving ease helped establish the emerging small SUV segment into the powerhouse it is today.

In some ways, today’s Turbo Hybrid still impresses, especially with its punchy performance, promising economy and no-nonsense packaging. Objectively, it is still a decent proposition, with few actual vices.

But the 2026 Vitara’s high pricing, embarrassingly outdated interior, underwhelming specification and noisy ride leave it feeling too expensive, too old and too exposed against newer and more-sophisticated rivals.

Even the brightest stars eventually need to retire.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.

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.

While the albeit-cheeky Mazda CX-3 clearly looks like a product of last decade, the Vitara’s boxy, broad-stance proportions were prescient, pointing to the upright shapes that prevail today. In other words, the good-looking design has aged remarkably well.

Changes to the headlights, a reshaped bumper, a revised grille, restyled wheels and paint colours are the only ways you can differentiate new from old, ignoring the Hybrid badge out back.

We wonder whether Suzuki should have tried harder visually updating the Vitara?

Measuring in at nearly 4.2 metres long, 1.8m wide and 1.6m high, the square-rigged styling hides the smallness of the Vitara, yet also seems to liberate more space inside than you might expect, aided by deep side windows.

Conversely, Suzuki’s decision to retain the old Vitara dashboard – including much of the same instrumentation – roots it into the middle of last decade. This is very disappointing.

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.

The practical shape, ease of access and spacious, airy cabin were reasons to buy the Vitara way back when, and remain relevant today.

But, stepping inside and taking a look around transports you to another time, like hearing Let it Happen by Tame Impala.

In the press release, Suzuki states: “Physical control switches remain a key focus, ensuring ease of use while driving, a touchpoint of Suzuki’s practical design philosophy.” Changing nothing in nearly a dozen years in production to save money seems more like the company’s key focus here. Even the steering wheel is precisely the same.

As we said earlier, nothing changed inside other than some minor trim, save for the new multimedia system that looks cheap and aftermarket compared to Suzuki’s earlier, distinctive and colourful quadrant layout. We welcome the inclusion of a digital speedometer, however.

Broad if flat front seats do the job, ahead of a workable driving position that helps provide good all-round vision as well as an easy reach to the multitude of buttons and switches placed around. The plastics have already proven to be long-lasting, while there is sufficient storage to be found. The climate control is effective, too.

The rear seat environment is spacious and pleasant enough, but lacks amenities like USB-C ports, cupholders and central air vents.

Further back, the load area is relatively large and simple to use. Cargo capacity varies from an unremarkable 362 litres to 642L (VDA – to the window height) or 1119L (to the ceiling), with the 60/40 rear backrests dropped providing extra versatility.

Thankfully, a space-saver spare wheel is included.

Overall, then, the Vitara’s cabin is roomy and user-friendly for a small SUV, but it also appears hopelessly out of date. That Suzuki also had the unrelated e-Vitara electric vehicle at the launch event just served to underline that fact.

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.

If you’re expecting a Toyota-style series-parallel hybrid system here, forget it.

Instead, Suzuki offers a far-simpler, lighter and cheaper alternative that, by and large, does reduce fuel consumption. In other words, this is a mild-hybrid electric vehicle (MHEV) that, unlike others like Mazda’s, you can feel working away.

On paper, things look a bit shaky, since power drops noticeably compared to the previous 1.4-litre, four-cylinder, turbo-petrol BoosterJet engine this unit is based on.

This version makes just under 81kW of power at 4500rpm, instead of 103kW at 5500rpm, in the interests of economy. Torque jumps though, from 220Nm to 235Nm, between a low 2000rpm to 2500rpm.

More importantly, it is coupled to a 48-volt integrated starter motor generator acting as an electric motor, and 48V 8Ah lithium-ion battery, adding an additional 12kW/50Nm to simultaneously boost acceleration and reduce consumption and emissions.

Power is sent to the front wheels via a six-speed torque-converter automatic transmission, while the AWD version also sends drive to the rear axle when slippage is detected.

The whole MHEV system adds just 15kg, and is nestled between the MacPherson strut front axle and torsion beam rear end, for even weight distribution.

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.

The Vitara Turbo Hybrid 2WD returns a combined average 5.8 litres per 100km, while the AWD version is rated at 5.9L/100km. This translates to between 130 grams and 139g/km of carbon-dioxide emissions, respectively.

The previous 1.4-litre turbo equivalents were 5.9L and 6.2L/100km, so that mild-hybrid tech seems to make some difference. Our box-fresh test car’s trip computer driving around Sydney’s outer suburbs displayed 6.2L/100km.

Filling the 47L fuel tank with the required 95 RON premium-unleaded petrol, expect to average around 810km of range.

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.

Suzuki allowed only a frustratingly limited amount of time for us to drive the Vitara Turbo Hybrid 2WD, over some outer-suburban Sydney back roads, in convoy with a lead car and in heavy traffic, so first impressions are limited.

But, unsurprisingly, it’s all very familiar, after years of testing earlier iterations.

Essentially, acceleration now feels leisurely in 'Eco' and 'Auto' when previously the 1.4L BoosterJet always felt punchy, but it becomes much stronger in 'Sport', suggesting the MHEV’s economy focus is the priority. The latter mode makes the Vitara feel lively and moves things along fairly quickly, but leaving it in Sport mode would defeat the purpose of trying to save fuel.

Meanwhile, the Vitara’s chassis calibration remains on the sporty side, with keen steering response and a decent level of handling agility there for the taking. And even the ride comfort wasn’t too bad, considering that too little suspension travel and too much road noise betray the age of this vehicle’s platform – though that may have also had something to do with us driving this back-to-back with the smoother e-Vitara EV.

Finally, the ADAS tech didn’t seem to interfere at all, though a longer drive may reveal otherwise.

The Vitara still drives okay, then, but its refinement and noise suppression may be issues for some people used to newer SUVs. The bigger problem for us is just how old the driving experience feels sitting inside such a dated cabin. Stale sums it up.

We also had a brief stint around a moderately-demanding off-road 4WD course to test the Turbo Hybrid AWD’s AllGrip set-up. The limited off-road aids – 4WD Lock, hill-descent control, a paltry 175mm ground clearance – helped see it navigate several carefully-chosen sections fairly confidently, but we can’t imagine this being the deal maker or breaker.

Overall, based on our brief time with it, the Vitara Turbo Hybrid remains an easy, competent and even enjoyable small SUV from behind the wheel, but one that feels dated in too many areas, especially at its asking price.

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.

Suzuki offers an industry-average five-year/unlimited kilometre warranty, along with five years of roadside assistance if the vehicle is serviced at an authorised dealer.

Service intervals are every 12 months or 10,000km, while the basic capped-price servicing costs are $329, $429, $339, $539 and $349 annually for the first five years or 100,000km, respectively. That's an average of $397.

At the time of publishing Suzuki listed 90 dealers throughout Australia.

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.