Dacia Bigster (2025 – ) review

Where many brands prioritise tax-friendly electric cars and plug-in hybrids for company drivers Dacia focuses on making its cars affordable for private buyers, where purchase price and daily costs like fuel matter more. All Bigsters still have some level of electrification and earn their Hey Duggee hybrid badge as a result, but only the top-spec 155 can power itself on electric alone, and even then only for short distances. We saw mid-50s mpg in mixed driving, experience of the same system as used in other Dacias and Renaults likethe Clio we ran on long-term test suggesting this actually improves further in lower-speed town driving. But the big story for most will be the bottom-line price and fact whether you buy, finance or lease a Bigster will be both better-equipped and cost less than most rivals, even the most expensive version you can choose cheaper than an entry-level Qashqai or Sportage.

Dacia takes most of its tech, engines and other bits from Renault, and the engines and hybrid systems used across the Bigster range are well-proven in vehicles from both brands. So, even with the Bigster being an all-new model and therefore an unknown quantity itself we’d be reasonably reassured it’ll prove dependable.

Dacia has had a somewhat rocky relationship with testing body Euro NCAP but at the launch event for the Bigster the brand’s CEO was unapologetic for prioritising passive safety like airbags and other occupant protection over the costly electronics and sensors required for the more gimmicky active safety features seen in many modern cars. Dacia will, of course, fit what is necessary to meet the latest regulations, so you get things like automatic emergency braking and plenty more besides. But beyond that anything that would push the price up is left out, the boss saying, with refreshing honesty, that consumers have the choice and if you want more tech you’ll have to look elsewhere. And pay more for it.

There aren’t many car brands out there offering you the space to sleep in your car but, like the Joggerand Duster, the Bigster has an optional package turning the back of the car into a full-size bed with storage underneath if you like the idea of camping without the faff of pitching a tent. Whether you’re a surfer out to catch the early swell or a hiker wanting to summit before the selfie-stick wielding crowds this flexibility and outdoors-friendly ethos is core to the Bigster’s vibe, and a more honest expression of the ‘sports utility vehicle’ dream than most vehicles describing themselves as such. In more everyday use family buyers will appreciate the huge amount of interior space, with tons of legroom for rear-seat passengers and an absolutely massive boot with (on top models) a reversible floor with a rubberised coating to protect from muddy boots or paws. On the road the suspension is a bit wafty on twisty roads and a little basic around town but does the job and, bar a bit of wind noise at motorway speeds, refinement is decent. Some of the interior materials feel a bit cheap but … the Bigster is cheap so it feels more honest than annoying. And means you won’t be too precious about the havoc family life can wreak on your car’s interior. A shame there’s no seven-seat option, this not offered for the extra weight and cost it would add. There’s always the Jogger if you need the extra seating, Dacia would argue.

In some markets Dacia offers a truly basic ‘Essential’ trim but it seems most of its customers in the UK prefer more kit, so the range kicks off with the Expression version with dual-zone climate control, rear parking sensors/camera and a useful 40:20:40 split-fold rear seat. This also has the big central display found on all Bigsters through which you can navigate via wireless Carplay or Android Auto, though the screen for the instruments is a little smaller. A step up to Journey trim gets built-in navigation and the bigger screen for the instruments, the operating system simple to navigate and with all the features you really need even if the Renault-donated ‘remote’ volume and infotainment controls behind the wheel still aren’t as intuitive as a regular knob on the dash. A wireless phone charger and radar-monitored cruise control are also among the upgrades while the outdoorsy Extreme trim adds various copper-coloured trim elements to lift the interior ambience, rubber floor mats and washable MicroCloud upholstery. Worth bearing in mind even at this trim level the Bigster costs less than the most basic versions of most rivals, so your money is still going a long way.

Engine choices in the Bigster are split between the ‘full’ Hybrid 155 and two versions of the ‘mild’ hybrid, the petrol side of which uses a more sophisticated 1.2-litre turbocharged engine driving the front or, on the Hybrid 130 4x4, all four wheels. These all use a manual gearbox, the Hybrid 155 an automatic. This was the version we tried, and a new petrol engine half of the system means a bit more power than the Duster or Jogger Hybrids using the same basic tech. Which helps, but there’s still a frustrating dip in acceleration while the gearbox juggles engine and electric power just at the point you need it most for accelerating into fast-moving traffic on motorways or when overtaking. It can also get a bit noisy and frantic in these situations. It’s less intrusive when just cruising along, where it settles to a more relaxing pace, the electric motor also helping it get off the line smartly in town for such a large vehicle.