Bigster Arrives, Conquers, and Makes No Apologies for Being Dacia

If the Dacia Duster is like your old work jacket—cheap, a bit worn, but oddly comfortable and trustworthy—then the Bigster is that same jacket in XXL, now with a faux-fur collar and a tool belt. Think of Bigster as the Duster’s bigger, more serious, and slightly more cynical sibling, perfectly aware that the average family doesn’t want to spend 40,000 euros on a Tiguan when 23,000 gets them a vehicle that’ll fit grandma, a stroller, and six sacks of potatoes on a single trip to the countryside.

Bigster’s name doesn’t pretend to be an Italian wine or a luxury golf resort. It’s simply Duster + Bigger = Bigster. Straightforward math, easy to digest even for longtime Passat drivers who think Apple CarPlay is a new fruit variety.

The story began in 2021, when Dacia showed the Bigster concept and Renault Group’s strategy papers first hinted that “affordable” could also mean “big.” Built on the same CMF-B platform as the Sandero and new Duster, engineers have stretched this chassis as far as post-holiday jeans—and it all holds together. Take it or leave it.

And people will take it. While rivals hide behind 38,000-euro price tags, the Bigster kicks open the door at 23,000 euros—less than the cost of a mid-range e-scooter with charger in some countries. Yet the Bigster offers more space than many newly built apartments.

Fun fact: the Bigster weighs under 1,400 kg. Less weight means better dynamics and lower fuel consumption—or at the very least, less embarrassment when overtaking trucks.

Dacia’s designers have fully embraced the “less is more” philosophy—not in the elusive Scandinavian sense, but more like someone skipping chrome because it’s expensive. The end result is surprisingly convincing.

At 4.57 meters long and 1.81 meters tall, the Bigster looks like a box, but one drawn with a ruler. Its width matches the Duster, but a 2.70-meter wheelbase gives it an almost sporty profile. Almost, because let’s remember—it’s still a Dacia.

Increased ground clearance (22 cm) and shortened overhangs hint that the Bigster isn’t afraid of gravel roads or potholes. Approach and departure angles (24° and 29°) sound like numbers a Defender would brag about, but Dacia mentions them only in passing.

The front end is strong and angular, like someone designed an Xbox and turned it into a hood. The new Dacia emblem resembles two blacksmith hammers colliding, and the Y-shaped light signature stands out without begging for an Instagram post. There’s no unnecessary embellishment—just purposeful, direct design.

The wheel arches are massive and deeply sculpted, as if daring you not to fit 18-inch wheels. Choices range from 17-inch on Expression, 18-inch on Extreme, and up to 19-inch for the Journey trim—ordering gold glaze on your donut by Dacia standards.

Here’s the best part: even the entry-level Essential comes with alloy wheels. That’s as unexpected as getting salmon fillet at a school cafeteria. Yet if you order a spare, it’s still a classic steel rim—keeping things grounded as any Dacia should.

Another first: factory two-tone paint, like Indigo Blue with a gloss black roof. Who asked for trendiness?

Step inside and the first feeling is one of familiarity—not in a bad way, more like visiting an old friend who just bought a new couch and finally replaced the TV remote batteries. If you’ve ever sat in a Duster, you’ll instantly know where everything is—just a bit bigger, a bit more modern, and less plasticky.

The dashboard is tall, almost like a school principal’s podium, lending the cabin an open and confident vibe. You get either a 7- or 10-inch digital instrument panel, depending on whether you’re an “Essentials only” type or an “Extreme lifestyle” enthusiast. The 10.1-inch central touchscreen is logical and unhurried—like grandma, who never rushes but gets everything done. No Google Maps, but Dacia assumes you’ll use your phone, offering Android Auto and Apple CarPlay, both wireless.

Material-wise, this isn’t a velvet-lined Rococo palace. There are robust, straightforward plastics—think more plywood than luxury, but built to last. Higher trims bring softer touches here and there: armrests, seat bases, and other contact points. The highlight is the MicroCloud fabric seat covers: washable, durable, and likely to survive a five-year-old with a ketchup-laden Happy Meal.

The rear seats offer 50 mm more legroom than the Duster, plenty of headroom, and doors that open wide enough for a whole seniors’ dance troupe to step in comfortably.

The trunk is where the Bigster slams the door on the competition. The FWD version boasts 614 liters. Even the AWD and hybrid don’t fall far behind. There’s also a true rarity in Europe: a spare wheel compartment that can hold a full-size spare (for an extra fee).

Don’t forget the small touches. The rear seats split 40:20:40, and the Easy Fold system lets you drop the backrests from the trunk with a single pull—perfect for that sixth day at camp. There are bag hooks, a sliding luggage cover, and a 12V socket for your electric grill or your kid’s vacuum.

Now for equipment: this is where Dacia plays its trump card. The base model already features a 10-inch touchscreen, automatic emergency braking, and alloy wheels. The Expression trim adds keyless entry and 360° cameras—features that not long ago were Lexus-only, and for 15,000 euros more. The Journey trim brings an electric tailgate, electric seat, and fancier materials. Extreme? That’s the go-anywhere Dacia: a real opening panoramic roof and seat covers impervious to muddy dogs and soda storms.

And there’s more: Bigster debuts the “YouClip” system, letting you snap various accessories—phone holder, tray table, maybe even a GoPro or coffee cup holder—onto the dashboard. It’s like Lego for car interiors, adding extra personality to Dacia.

Bigster’s suspension is anything but vague—it’s firm, composed and controlled, like a teetotaler at a sauna party. For the first time, Dacia has struck that rare balance: the car doesn’t float like a boat, but it won’t rattle your teeth on gravel either. Body roll is minimal, steering is precise, and stability is such that you can finally eat a burger while driving without your salad landing in your lap.

The steering feel is refreshingly mechanical, rediscovering that driving needn’t feel like a PlayStation controller. The wheel is just heavy enough, and the car holds its line even at speeds that were once theoretical for Dacia. True, there’s a touch of sensitivity on center, but that’s character, not flaw. Off-center, response softens a bit, as if reminding you this isn’t an Alpine.

At speed, Bigster is pleasantly composed. Thicker window glass and improved sound insulation mean pebbles don’t sound like a drum’n’bass generator in the cabin. It’s not silent, but compared to older Dacias, it’s like switching from a Metallica concert to Thursday night jazz.

As for engines, the headline act is the new Bigster Hybrid 155. This isn’t a “maybe-save-some-fuel” hybrid, but a truly smooth operator. The 1.8-liter petrol engine and electric powertrain work like an old married couple—each doing their job quietly unless forced to hurry. The Multi-Mode gearbox, a clutchless wonder, combines four mechanical and two electric gearsets into up to 15 different transmission modes. Will you notice? Hardly. But the result is pleasantly linear acceleration—never sporty, but as smooth as a spring brook.

For the numbers crowd: 0–100 km/h in about 9.7 seconds, 180 km/h top speed, and a combined fuel economy of roughly 5.0 l/100 km. Around town, the Bigster can run 80 percent of the time on electric power, leaving neighbors unsure if you’re driving or pushing the car.

Now, the critical part: off-road ability. Even if 80 percent of Bigsters never see more mud than a summer drizzle in the city center, Dacia must still prove it could handle more.

The TCe 130 4×4 is for real country folk and ski trekkers: mechanical all-wheel drive, lockable 50:50 mode, proper approach/departure angles, 220 mm clearance, and multi-link rear suspension. This isn’t a “soft-roader”—it’s genuinely ready for gravel and snowy forest tracks. Hill Descent Control, a first for Dacia, steadies you downhill like grandma’s hand on a sled.

The Extreme trim even makes the Bigster half an expedition machine: panoramic roof, roof rails for a ski box or the whole clan, and the Sleep Pack from the Jogger—roll it out in the back and either camp out, wait for the first snow to melt, or both.

True, there’s no low-range gearbox and the underbody protection is more “watch where you drive” than “bash plate,” so don’t push it past reason. But for what a family needs—potholes, wet meadows, spring gravel, forest festivals, or a winter ski trip—it handles it all with little fuss and low fuel consumption.

The Bigster’s engine lineup is like a Swedish buffet: something for every taste, all a bit electrified, with no trace of diesel.

The TCe 130 4×4 is for AWD fans: a 1.2-liter three-cylinder turbo, light 48V mild hybrid, 130 hp, 230 Nm of torque, six-speed manual, and honest mechanical all-wheel drive. 0–100 km/h in 11.2 seconds, 6 l/100 km, and it climbs over rough terrain like a calm goat.

The TCe 140 is the same engine, now front-wheel drive with a power boost: 140 hp, lighter body, fewer driven wheels—10 seconds to 100 km/h and about 5.7 l/100 km. This is for those who want their car to move without going bankrupt. Simple, sensible, Dacia.

ECO-G 140, aka LPG hero, is the practical driver’s dream: petrol, gas, and hybrid in one pot. The same 1.2 engine, LPG capability, and a 99-liter tank mean you can drive halfway across Europe, eat a burger, drive back, and still have gas to spare. 140 hp, about 10.5 seconds to 100, a bit more consumption on LPG (~7.0), but cost per kilometer? Absurdly low. LPG is now the new diesel for the frugal crowd, and Bigster is a master here.

All Bigsters come with advanced standard safety features. Forget “optional extras”—everything is built in. Automatic emergency braking (AEB) is standard, acting like an attentive co-driver. If you wander from your lane like a drunken robot mower, the system nudges the steering or sends a vibrating reminder.

Traffic sign recognition displays speed limits right on the screen—no more excuses for doing 72 in a 50 zone. Blind spot assist watches for danger in neighboring lanes—all standard.

Higher trims add more tech: adaptive cruise control, a Dacia first, takes the stress out of highway driving. Four cameras around the car? Not Bond, but Bigster. The 360° Multiview system is available from Expression upwards—ideal for parking in tight old town spaces or dodging roots off-road. Front and rear sensors help you avoid those “oops, curb again” moments that Duster owners know too well.

Passive safety is robust: a body built to strict crash standards, at least six airbags—front, side, and curtains reaching even the back seats.

You also get all the comfort helpers: hill start assist, hill descent control (on AWD), fatigue detection, and tire pressure monitoring. The Bigster even knows when you’re driving like a drowsy hedgehog and suggests coffee, not more gas.

No full autonomous driving yet, but the Bigster offers traffic jam assist: it can brake, keep distance, and even steer a bit at low speeds. In this class! Unbelievable.

In short, the Bigster is big—in size, substance, and meaning. It brings C-segment roominess, solid looks, and equipment that until recently was reserved for buyers with Swiss bank accounts. But it never loses Dacia’s core values: simplicity and honesty. It’s a straight-talking workhorse that offers more features, more space, and more safety than most similarly priced vehicles on the market.

The Bigster’s ace is its versatility: perfect for trips, the countryside, and the city. You can get it with petrol, gas, hybrid, AWD, or almost all at once. And you no longer have to make excuses online for choosing Dacia.

Now, there’s no need to apologize. Bigster isn’t just “good enough”—it’s plain good. Affordable, practical, and now truly grown up. Dacia has come of age, and Bigster is its boldest statement yet.