Dacia Duster 2
Weaknesses, engine ratings and buying advice
The Duster II, built from 2017 to 2024, is the more mature continuation of the value-for-money cult. It remains an affordable, robust compact SUV with genuine off-road ability and optional all-wheel drive, but feels a touch more refined and modern inside than the first Duster. At its core the Dacia principle still applies: proven Renault technology, simple maintenance, low running costs — an honest utility vehicle that offers surprisingly much for the money.
The engine range has grown broader and more modern. The Nissan-based 1.6-litre naturally aspirated H4M remains the simple, long-lived baseline and is also available as a popular LPG version. Newly added was the 1.0-litre H4D three-cylinder turbo — lively, thrifty, also with an LPG option, but demanding attention to valve clearance and the timing chain. The big step forward is the 1.3-litre H5H turbo developed jointly with Daimler: far more mature than the notorious old 1.2, with mileages over 200,000 km and the strongest output in the range. On it, keep an eye on the direct-injection-typical valve coking. The proven 1.5 dCi diesel (K9K) remains the long-hauler for high-mileage drivers. If an early 1.2 turbo H5F is still offered, the same advice applies: avoid it, that is the oil-guzzler with the timing-chain issue.
On the car, the typical weak spots show up: axle components fail inspections at a high rate, lighting faults are common, and brake lines can corrode from as early as four years — so check them closely. On all-wheel-drive models there are reports of oil loss from the drivetrain. Seat comfort suffers from insufficient lateral support. Especially important: the EDC dual-clutch gearbox is prone to jerking, particularly at low speeds — anyone wanting to avoid that should choose the manual. There is also a safety recall concerning cable-connection faults on the airbag and drivetrain.
On balance, the more rounded, more recommendable Duster. The clear line: choose the H4M naturally aspirated, the H4D or H5H turbo, or the diesel, avoid the old H5F and the jerky EDC, and tick off the recall and the brake lines. A well-maintained Duster II with a manual gearbox and a robust engine is one of the most honest and cheapest SUV deals on the used market.
150 PS
Duster · Benzin
Top engine in the Duster
Fun to Drive!114 PS
1.6L 16V Benzin
3 weaknesses
Good Choice125 PS
1.2L Turbo Benzin
4 weaknesses
Stay Away!Generations
Engine Overview
The Dacia Duster 2 is available with 10 engine variants — from 90 to 150 hp. 5 variants had engine changes — the model year is crucial.
A turbocharged 1.5-litre diesel in its Blue guise with AdBlue injection and an SCR catalyst to meet the Euro 6 standard, fundamentally a very robust and smooth-running compression engine. In addition to the regular service schedule, AdBlue needs topping up and the SCR catalyst wants keeping an eye on. Injectors and the high-pressure pump remain the typical wear points at high mileages, and the EGR valve also clogs with soot. The diesel particulate filter blocks up under predominantly short-trip use, so plan regular longer runs to allow regeneration. Check the oil level consistently.
- !! Injectors worn out from 105,000 km
Delphi injection system (pre-2006) is particularly troublesome — injectors worn out by 60,000 km. Siemens system (from 2006) is significantly better.
Symptoms: Delphi injection system (pre-2006) particularly problematic — injectors worn out by 60,000 km - !! Turbocharger worn from 105,000 km
Turbocharger can develop play from 60,000 km, especially with short-trip use and no warm-up. Whistling and smoke as symptoms.
Symptoms: Turbocharger can develop play from 60,000 km - !! Connecting rod bearing damage from oil neglect from 150,000 km
Neglected oil changes can cause connecting rod bearing failure — catastrophic engine damage. Regular oil changes every 15,000 km are non-negotiable.
Symptoms: Neglected oil changes can cause connecting rod bearing failure — catastrophic engine damage
+ 2 more engine weaknesses + vehicle weaknesses
Most powerful Blue dCi variant of the K9K with AdBlue injection — impressive output for a 1.5-litre engine. Top up AdBlue and have the SCR catalyst checked regularly. Injectors and high-pressure pump are the typical wear points at high mileages; strictly observe oil change intervals.
- !! Injectors worn out from 105,000 km
Delphi injection system (pre-2006) is particularly troublesome — injectors worn out by 60,000 km. Siemens system (from 2006) is significantly better.
Symptoms: Delphi injection system (pre-2006) particularly problematic — injectors worn out by 60,000 km - !! Turbocharger worn from 105,000 km
Turbocharger can develop play from 60,000 km, especially with short-trip use and no warm-up. Whistling and smoke as symptoms.
Symptoms: Turbocharger can develop play from 60,000 km - !! Connecting rod bearing damage from oil neglect from 150,000 km
Neglected oil changes can cause connecting rod bearing failure — catastrophic engine damage. Regular oil changes every 15,000 km are non-negotiable.
Symptoms: Neglected oil changes can cause connecting rod bearing failure — catastrophic engine damage
+ 2 more engine weaknesses + vehicle weaknesses
A higher-boosted version of a proven 1.5-litre common-rail diesel with AdBlue injection and SCR catalyst — at heart a mature long-distance runner with strong low-end pull and low fuel consumption. The higher specific output stresses the ancillaries more heavily: injectors and the high-pressure pump are typical wear points and cause rough running or starting problems when they fail. The diesel particulate filter can clog under predominantly short-distance use, while the EGR valve sooties up over time and impairs combustion. The turbocharger is subject to wear, and with oil starvation or a blocked oil pickup a catastrophic big-end bearing failure looms. Strict adherence to oil-change intervals and AdBlue top-ups is mandatory.
- !! Injectors worn out from 105,000 km
Delphi injection system (pre-2006) is particularly troublesome — injectors worn out by 60,000 km. Siemens system (from 2006) is significantly better.
Symptoms: Delphi injection system (pre-2006) particularly problematic — injectors worn out by 60,000 km - !! Turbocharger worn from 105,000 km
Turbocharger can develop play from 60,000 km, especially with short-trip use and no warm-up. Whistling and smoke as symptoms.
Symptoms: Turbocharger can develop play from 60,000 km - !! Connecting rod bearing damage from oil neglect from 150,000 km
Neglected oil changes can cause connecting rod bearing failure — catastrophic engine damage. Regular oil changes every 15,000 km are non-negotiable.
Symptoms: Neglected oil changes can cause connecting rod bearing failure — catastrophic engine damage
+ 2 more engine weaknesses + vehicle weaknesses
A proven 1.5-litre common-rail diesel with a reputation for being exceptionally durable and smooth-running, serving in countless small and compact cars. At high mileages the typical wear points are the injectors and the turbocharger — worn injectors show up as harsh running and poor cold starts. The diesel particulate filter can clog under predominantly short-trip use, so regular longer drives aid regeneration. The EGR valve sootens up over time and impairs running smoothness and power. Most important is strict adherence to oil-change intervals: oil starvation or overrun intervals risk connecting-rod bearing damage that catastrophically ruins the engine.
- !! Injectors worn out from 105,000 km
Delphi injection system (pre-2006) is particularly troublesome — injectors worn out by 60,000 km. Siemens system (from 2006) is significantly better.
Symptoms: Delphi injection system (pre-2006) particularly problematic — injectors worn out by 60,000 km - !! Turbocharger worn from 105,000 km
Turbocharger can develop play from 60,000 km, especially with short-trip use and no warm-up. Whistling and smoke as symptoms.
Symptoms: Turbocharger can develop play from 60,000 km - !! Connecting rod bearing damage from oil neglect from 150,000 km
Neglected oil changes can cause connecting rod bearing failure — catastrophic engine damage. Regular oil changes every 15,000 km are non-negotiable.
Symptoms: Neglected oil changes can cause connecting rod bearing failure — catastrophic engine damage
+ 2 more engine weaknesses + vehicle weaknesses
The more powerful turbo variant of the proven 1.5-litre common-rail diesel — at its core one of the most durable compression-ignition engines in its class. The typical cost centres are the injectors and high-pressure pump, whose wear announces itself through rough running and poorer cold starts. The turbocharger does not last forever under sustained high load and wants regular inspection. The EGR valve sooten up and the particulate filter clogs in pure short-trip use — occasional motorway runs for regeneration are important. The most feared failure is a con-rod bearing giving way after oil starvation, so strict oil-change intervals and level checks are non-negotiable.
- !! Injectors worn out from 105,000 km
Delphi injection system (pre-2006) is particularly troublesome — injectors worn out by 60,000 km. Siemens system (from 2006) is significantly better.
Symptoms: Delphi injection system (pre-2006) particularly problematic — injectors worn out by 60,000 km - !! Turbocharger worn from 105,000 km
Turbocharger can develop play from 60,000 km, especially with short-trip use and no warm-up. Whistling and smoke as symptoms.
Symptoms: Turbocharger can develop play from 60,000 km - !! Connecting rod bearing damage from oil neglect from 150,000 km
Neglected oil changes can cause connecting rod bearing failure — catastrophic engine damage. Regular oil changes every 15,000 km are non-negotiable.
Symptoms: Neglected oil changes can cause connecting rod bearing failure — catastrophic engine damage
+ 2 more engine weaknesses + vehicle weaknesses
The turbocharged version of the one-litre three-cylinder, offering noticeably more pulling power from the turbo and decent everyday performance. The engine has no hydraulic valve-lash adjusters, so valve clearances must be checked on schedule and adjusted as needed, otherwise rattling and rough running follow. The critical point is the timing chain: with over-long oil-change intervals or poor-quality oil it can stretch, announced by rattling on cold start. Short oil-change intervals and manufacturer-approved oil are the best prevention. Oil can also collect in the spark-plug wells — keep an eye on the rocker-cover gasket. Overall a modern downsizing engine that repays clean maintenance with reliability.
- !! Timing chain stretch on TCe variants from 140,000 km
Timing chain can stretch on the turbocharged variants (TCe) after 120,000–160,000 km. Cold-start rattling is an early warning sign.
Symptoms: Timing chain can stretch on TCe variants after 120,000 km - !! Oil in spark plug tubes from 90,000 km
Valve cover gasket leaks in the spark plug tube area. Same issue as the H4B three-cylinder.
Symptoms: Valve cover gasket leaks in the spark plug tube area - !! CVT gearbox judder from 90,000 km
CVT gearbox (X-Tronic) judders at constant speed. A software update may help; otherwise the variator belt is worn.
Symptoms: CVT gearbox (X-Tronic) judders at constant speed
A turbocharged three-cylinder of one litre displacement — moderately powerful, but thanks to forced induction it offers decent torque from low revs. The characteristic three-cylinder note and a slight turbo lag at very low speeds are part of its nature. There are no hydraulic lifters, so valve clearances must be checked on schedule. The timing chain is the critical item: with overly long oil-change intervals or poor-quality oil it can stretch, announced by a cold-start rattle — short oil-change intervals and a flawless cooling system are therefore essential. As the rocker cover gasket ages, oil collects in the spark plug wells and causes misfires. Overall a modern, economical unit that nonetheless demands consistent care.
- !! Timing chain stretch on TCe variants from 140,000 km
Timing chain can stretch on the turbocharged variants (TCe) after 120,000–160,000 km. Cold-start rattling is an early warning sign.
Symptoms: Timing chain can stretch on TCe variants after 120,000 km - !! Oil in spark plug tubes from 90,000 km
Valve cover gasket leaks in the spark plug tube area. Same issue as the H4B three-cylinder.
Symptoms: Valve cover gasket leaks in the spark plug tube area - !! CVT gearbox judder from 90,000 km
CVT gearbox (X-Tronic) judders at constant speed. A software update may help; otherwise the variator belt is worn.
Symptoms: CVT gearbox (X-Tronic) judders at constant speed
A stronger turbo version of the 1.0-litre three-cylinder, here with a factory-fitted autogas system running in bi-fuel mode. The valvetrain has no hydraulic lifters, so valve clearance must be checked at the specified interval — gas operation increases valve seat wear, and excessive clearance otherwise leads to power loss and damage. The timing chain can stretch as on the petrol turbo variants and announces itself with rattling. Oil in the spark plug wells appears over time. The gas injectors are prone to fouling and should be serviced, while the gas tank is subject to mandatory recertification after around ten years and can corrode. Diagnostics of the gas system are limited with standard equipment.
- !! Timing chain stretch on TCe variants from 140,000 km
Timing chain can stretch on the turbocharged variants (TCe) after 120,000–160,000 km. Cold-start rattling is an early warning sign.
Symptoms: Timing chain can stretch on TCe variants after 120,000 km - !! Oil in spark plug tubes from 90,000 km
Valve cover gasket leaks in the spark plug tube area. Same issue as the H4B three-cylinder.
Symptoms: Valve cover gasket leaks in the spark plug tube area - !! CVT gearbox judder from 90,000 km
CVT gearbox (X-Tronic) judders at constant speed. A software update may help; otherwise the variator belt is worn.
Symptoms: CVT gearbox (X-Tronic) judders at constant speed
+ 4 more engine weaknesses + vehicle weaknesses
A turbocharged one-litre three-cylinder running on factory LPG — lively and economical, but demanding careful maintenance. There is no hydraulic lash adjustment, so valve clearances need regular checks. The timing chain can stretch if oil servicing is deferred, making clean change intervals essential. Oil in the spark-plug wells appears over the years. Gas operation adds load to the valve seats, the gas injectors foul up and diagnostics of the gas system are limited; the tank requires its mandatory revision. The small turbo's cooling system deserves particular attention.
- !! Timing chain stretch on TCe variants from 140,000 km
Timing chain can stretch on the turbocharged variants (TCe) after 120,000–160,000 km. Cold-start rattling is an early warning sign.
Symptoms: Timing chain can stretch on TCe variants after 120,000 km - !! Oil in spark plug tubes from 90,000 km
Valve cover gasket leaks in the spark plug tube area. Same issue as the H4B three-cylinder.
Symptoms: Valve cover gasket leaks in the spark plug tube area - !! CVT gearbox judder from 90,000 km
CVT gearbox (X-Tronic) judders at constant speed. A software update may help; otherwise the variator belt is worn.
Symptoms: CVT gearbox (X-Tronic) judders at constant speed
+ 4 more engine weaknesses + vehicle weaknesses
Renault's 1.2-litre turbo engine is notorious for excessive oil consumption and timing chain problems. Excessively wide piston tolerances lead to oil burning that thermally damages the exhaust valves and can ultimately result in total engine failure. Check oil level at least every 2,000 km; inspect thoroughly before purchase.
- !! Timing chain stretch — production defect from 66,000 km
Oil return jets to the chain tensioner are undersized and clog. Chain stretch begins from as early as 37,000 km. Multiple replacements documented without a permanent fix.
Symptoms: Oil return jets to the chain tensioner are undersized and clog - !! Extreme oil consumption from 70,000 km
Oil consumption up to 1.5 L/1,000 km documented. Piston rings and valve stem seals affected. Classified internally by Renault as a risk engine.
Symptoms: Oil consumption up to 1.5 L/1,000 km documented - !! Turbocharger wastegate faulty from 90,000 km
Wastegate flap sticks or no longer closes properly. Boost pressure too low or overboost possible. Turbo replacement required.
Symptoms: Wastegate flap sticks or no longer closes properly
+ 1 more engine weaknesses + vehicle weaknesses
Renault's 1.3-litre turbo engine is considered significantly more refined than its predecessor the H5F — mileages above 200,000 km without major damage are well documented. Direct injection promotes carbon build-up on the intake valves; periodic cleaning is recommended. Keep an eye on oil consumption; overall a reliable everyday engine.
- !! Intake valve carbon build-up from 115,000 km
Direct injection carbon build-up on the intake valves. Power loss and rough running after 80,000+ km. Walnut blasting is the solution.
Symptoms: Direct injection carbon build-up on the intake valves - !! Inspect timing chain preventively from 125,000 km
Manufacturer states 150,000 km, workshops recommend an inspection from 100,000 km. Considerably better than the H5F predecessor, but a check is sensible.
Symptoms: Manufacturer states 150,000 km service life - !! Turbo bearing wear from 140,000 km
Turbocharger bearings can develop play from 100,000 km. Whistling under load is a symptom. Observe oil quality and warm-up phase.
Symptoms: Turbocharger bearings can develop play from 100,000 km
+ 1 more engine weaknesses + vehicle weaknesses
The most powerful stage of the 1.3-litre turbo petrol unit co-developed with Daimler — considerably more mature than its early predecessor. Direct injection is both blessing and curse: strong pull, but intake-valve carbon build-up because no fuel washes across them. Periodic cleaning keeps the condition in check. In the upper output stage oil consumption rises under load, so the level should be monitored closely and the change interval kept short. The timing chain warrants preventive inspection, and the turbo bearing wears faster under hard use. A modern, potent engine that rewards diligent care.
- !! Intake valve carbon build-up from 115,000 km
Direct injection carbon build-up on the intake valves. Power loss and rough running after 80,000+ km. Walnut blasting is the solution.
Symptoms: Direct injection carbon build-up on the intake valves - !! Inspect timing chain preventively from 125,000 km
Manufacturer states 150,000 km, workshops recommend an inspection from 100,000 km. Considerably better than the H5F predecessor, but a check is sensible.
Symptoms: Manufacturer states 150,000 km service life - !! Turbo bearing wear from 140,000 km
Turbocharger bearings can develop play from 100,000 km. Whistling under load is a symptom. Observe oil quality and warm-up phase.
Symptoms: Turbocharger bearings can develop play from 100,000 km
+ 1 more engine weaknesses + vehicle weaknesses
A Nissan-derived 1.6-litre 16-valve naturally aspirated petrol engine with a solid long-term record and smooth running. With disciplined oil care, 200,000 km and beyond is readily achievable. Raised oil consumption mainly appears after neglected change intervals or incorrectly set valve clearances, so the oil level deserves regular checks. The timing chain lasts well on clean oil but stretches when servicing is deferred. Ignition coils are sensitive to moisture and can cause misfires, and the rocker-cover gasket tends to weep a little oil as the years pass.
- !! Timing chain stretch with neglected oil maintenance from 100,000 km
The H4M is a chain-driven interference engine that risks valve damage if the chain stretches. With overly long oil-change intervals the chain stretches from around 90,000 km and can skip in the worst case.
Symptoms: Rattling or clacking on cold start, rough idle, power loss and a check-engine light once valve timing drifts. - ! Ignition coils susceptible to moisture from 90,000 km
Same ignition coil issue as the K4M — hairline cracks in the housing allow moisture ingress. Misfires in wet conditions.
Symptoms: Same ignition coil issue as the K4M — hairline cracks in the housing allow moisture ingress - i Valve cover gasket seeping from 115,000 km
Light oil film on the valve cover after 80,000+ km. Not an acute problem, but cosmetically annoying. Replace the gasket at the next service.
Symptoms: Light oil film on the valve cover after 80,000 km
A solid 1.6-litre sixteen-valve engine on a Japanese design base, good-natured and long-lived. The ignition coils are sensitive to moisture and can misfire when damp — check the coil wells for water ingress if in doubt. The rocker-cover gasket weeps as mileage climbs, and slight oil consumption appears if valve clearances are neglected. In bivalent operation the drier gas mode loads the valve seats harder thermally; regular valve checks and additive protection prevent early wear. The gas injectors need periodic cleaning, and the LPG tank is prone to corrosion after ten years and requires recertification. Diagnostics of the gas system remain limited with standard equipment.
- !! Valve seat wear from LPG operation from 90,000 km
LPG burns hotter than petrol — valve seats wear faster. Check valve clearance every 30,000 km. Hardened valve seats fitted from the factory.
Symptoms: LPG burns hotter than petrol — valve seats wear faster - !! LPG tank corrosion after 10 years from 150,000 km
LPG tanks must be inspected and replaced if necessary after 10 years (mandatory inspection). Internal corrosion from condensation is possible.
Symptoms: LPG tanks must be inspected after 10 years - ! Ignition coils susceptible to moisture from 90,000 km
Same ignition coil issue as the K4M — hairline cracks in the housing allow moisture ingress. Misfires in wet conditions.
Symptoms: Same ignition coil issue as the K4M — hairline cracks in the housing allow moisture ingress
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Axle components with high MOT defect rate The Duster II also shows axle components with a five-fold above-average defect rate at the very first MOT. Tie rod ends and steering joints are among the most common weak points. Symptoms: Steering play, knocking over uneven surfaces, MOT defect for steering and axle joints from 70,000 km | Medium |
Test Reports
TÜV Report
At 6–7 years old, nearly one in four has significant defects (23.5% vs. 13.6% average). Main issues: steering joints, lighting, and brakes.
2024-01Breakdown statistics
3.7 to 8.4 breakdowns per 1,000 registrations (model years 2017–2020) — green rating. Breakdown frequency acceptable for a budget SUV.
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Explore more
Known Problems and Issues +
A total of 74 weaknesses have been documented for the Dacia Duster 2 (2017–2024) — 66 engine-related and 8 vehicle-related. One problem engine: H5F-92kW (1.2L Turbo). Typical issues affect Suspension, Gearbox, Electronics, Brakes. Considered reliable: H4M-84kW (1.6L 16V), H4M-84kW-LPG (1.6L 16V), H5H-96kW (1.3L Turbo).
Duster (K9K-66kW, 2018–2023) — Be Careful: Injectors worn out, Turbocharger worn, Connecting rod bearing damage from oil neglect. Power: 90–95 PS.
Duster (K9K-70kW, 2018–2023) — Be Careful: Injectors worn out, Turbocharger worn, Connecting rod bearing damage from oil neglect. Power: 90–95 PS.
Duster (K9K-80kW, 2018–2023) — Be Careful: Injectors worn out, Turbocharger worn, Connecting rod bearing damage from oil neglect. Power: 109–116 PS.
Duster (K9K-85kW, 2018–2023) — Be Careful: Injectors worn out, Turbocharger worn, Connecting rod bearing damage from oil neglect. Power: 109–116 PS.
Duster (K9K-84kW, 2021–2023) — Be Careful: Injectors worn out, Turbocharger worn, Connecting rod bearing damage from oil neglect. Power: 109–116 PS.
Duster (H5F-92kW, 2018–2023) — Stay Away!: Timing chain stretch — production defect, Extreme oil consumption, Turbocharger wastegate faulty. Power: 125 PS.
Duster (H4D-74kW, 2019–2023) — Be Careful: Timing chain stretch on TCe variants, Oil in spark plug tubes, CVT gearbox judder. Power: 101 PS.
Duster (H4D-67kW, 2020–2023) — Be Careful: Timing chain stretch on TCe variants, Oil in spark plug tubes, CVT gearbox judder. Power: 91 PS.
Duster (H4D-74kW-LPG, 2020–2023) — Be Careful: Timing chain stretch on TCe variants, Oil in spark plug tubes, CVT gearbox judder. Power: 101 PS.
Duster (H4D-67kW-LPG, 2021–2023) — Be Careful: Timing chain stretch on TCe variants, Oil in spark plug tubes, CVT gearbox judder. Power: 91 PS.
What to watch out for with the Dacia Duster? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
What problems and weaknesses does the Dacia Duster 2 have? +
What should I look for when buying a used Dacia Duster 2? +
Which engine is recommended? +
Which Dacia Duster 2 engine is the most reliable? +
Which Dacia Duster 2 engine is the most fun? +
Is the Dacia Duster 2 worth buying used? +
What horsepower variants are available for the Dacia Duster 2? +
Last updated: February 2026 · All information without guarantee