Posted on Thursday, December 13, 2018 / 0
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Showing posts with label Chevrolet Cruze. Show all posts
Showing posts with label Chevrolet Cruze. Show all posts
GM Vietnam Introduces All-New Chevrolet Cruze: Dynamic Compact Sedan
Four-door coupe styling with midsize sedan appeal
- First segment application of six-speed automatic transmission
- Solid body structure for optimal ride and handling
- Premium features and global benchmark for safety
April 16, 2010
GM Vietnam (GM Vietnam) today rolled out its all-new dynamic global compact sedan, the Chevrolet Cruze, at Hanoi Daewoo Hotel.
Opening Ceremony
“The Chevrolet Cruze is the first member of the next generation of segment-leading products for GM,” said Mr. Jung In Kim, General Director of GM Vietnam. “Working together with GM’s global design and engineering teams has resulted in a vehicle that is destined to be a global benchmark and a sales winner with consumers across the world.”
Chevrolet Cruze 2010
Based on GM’s global compact vehicle architecture, which will serve as the foundation for a variety of products, the Chevrolet Cruze was developed for international markets. The base vehicle architecture was developed in Europe and its design and engineering were completed in Korea. The global vehicle will be built in Korea, Europe and the United States and sold in over 130 countries around the world.
The vehicle’s development took 42 months. From the early concept stage, designers and engineers from General Motors targeted the Chevrolet Cruze as a global product that would meet the highest quality and performance standards in the most sophisticated markets. The vehicle was put through intensive durability testing, extreme weather tests, and over 210 crash tests to achieve its quality goal.
Vehicle Test
Segment-Transcending Exterior Styling
Wider and longer than any of its competitors, the Chevrolet Cruze has the presence of an upscale midsize sedan. Its dynamic proportions and a muscular stance with wheels of up to 16 inches in size are enabled by a segment-leading length of 4,597 mm and a width of 1,788 mm. With a “wheels-out/body-in” stance, the sedan’s tumblehome seemingly leaves the wheels out in space and makes the track appear even wider.
“Our goal in designing the Chevrolet Cruze was to be revolutionary, not evolutionary,” said Taewan Kim, Vice President of GM Styling Operations. “We wanted to make a completely new design statement for our products. Future models will pick up the Chevrolet Cruze’s design cues.”
At first glance, the arching roofline that extends from the steeply raked windshield into the sloping rear pillars is a stand-out exterior design feature, bringing a four-door coupe-like look to the segment for the first time.
Stronger Chassis
Bold headlamp housings that wrap around the front corners and sweep up into the fenders enhance the sedan’s dynamic and sporty appeal. Large headlamps with clear polycarbonate lenses and chrome-coated bezels resemble inset jewels, adding an upscale appearance uncommon in the segment.
The sculpted hood complements the fender-swept headlamps and a rising concave shoulder line that continues along the entire length of the car to the rear, adding to its strong overall character.
The rear impression is highlighted by tail lamps that are integrated into the back corners and deck lid. The trunk lid featuring an integrated spoiler sculpted into its rear edge makes the back end even sportier. A chrome garnish bar above the license plate box is another upscale treatment.
Perfect Design
Interior with Exceptional Design and Craftsmanship
The revolutionary design continues in the Chevrolet Cruze’s interior. With its wider track and longer wheelbase, the Chevrolet Cruze’s spacious cabin comfortably accommodates five adults. It offers rear seat passengers generous leg, head and shoulder room.
GM designers and engineers aimed to deliver a cockpit environment that is harmonious, flowing, and uniquely inviting to the senses. The application of the iconic “dual cockpit” design more common in a high- performance sports car provides a distinct, confident and upscale impression of the interior.
Rather than traditional wood or metallic film applications, the use of grained surfaces, soft-touch materials and low-gloss trim panels are indicative of exceptional craftsmanship.
Extensive three-dimensional math modeling was used to develop the analog instrument cluster, which is packed under the tight hood and integrated with the upper instrument panel. The unique cylinder-type cluster with flying visors includes a speedometer, tachometer and fuel/temperature gauges that are all LED backlit with crisp white and ice blue illumination.
The lower center fascia panels, color-matched with the front seat inserts, expand symmetrically either side from the center stack, bringing the driver and passenger closer to a “shared experience.” Adding to the refined look is an integrated center stack design that houses the infotainment, air conditioning display, radio, and heating, ventilation and air conditioning controls, eliminating traditional “picture framing.”
Luxury Interior
Advanced and Efficient Powertrain
The Chevrolet Cruze is powered by a 1.8-liter DOHC ECOTEC engine that generates maximum power of 104kW at 6,200 rpm and maximum torque of 176 N.m at 3,800 rpm.
The ECOTEC engine includes a series of advanced features that enhance performance. Multi Fuel Injection (MFI) ensure added power, better fuel economy and lower emissions. Multi Fuel Injection, resulting in improved fuel efficiency and lower emissions.
The engine has increased durability due to its exhaust manifold and converter that are made of stainless steel rather than cast iron. Additionally, the virtually maintenance-free toothed timing belt does not need to be changed for 10 years or 160,000 km.
The efficient ECOTEC engine is mated with a Hydra-Matic six-speed automatic transmission, a first in the segment, which offers better performance and smoother upshifts and downshifts than four or five-speed automatic transmissions found in competitors.
A wide overall ratio and smaller steps between the transmission’s six forward gears help deliver improved launch and acceleration, ensuring dynamic driving at lower speeds. This also enables the six-speed automatic transmission to quickly locate the optimal gear based on speed and road conditions, bolstering performance, handling and fuel efficiency.
Posted on Tuesday, April 24, 2012 / 0
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2012 Chevrolet Cruze Wagon
In the fine tradition of the Celebrity Wagon, the Bow Tie brand brings you this: The 2012 Chevrolet Cruze Wagon.
We kid, but in all honesty, the Cruze Wagon isn't just a more utilitarian take on one of our favorite C-segmenters – it's an attractive one to boot.
And speaking of boots, the Cruze wagon uses its extra inches to good effect, expanding the cargo capacity of the standard sedan and hatchback models to 17.6 cubic feet with the rear seats in place and blowing out to 52.9 inches with the rear thrones folded flat.
Chevrolet MyLink comes along for the ride, and in Europe, buyers get a choice of three gasoline engines and two diesels. But here in the U.S. we get nothing. Chevy has no plans to bring the Cruze Wagon to the States.
Unfortunately America won’t be watching creative commercials featuring the Cruze station wagon as it won’t be heading to our shores, which is why the station wagon variant is making its debut in Switzerland. Europeans will have plenty of engines to choose from: 1.6L and 1.8L gasoline engines, a 1.4L turbo gasoline, a new 1.7L diesel, and an improved 2.0L diesel. The 1.4L, 1.7L diesel, and 2.0L diesel all come with start/stop technology as standard, while all engines are Euro-5 complaint.
The station wagon measures in at 184.1 inches and is 6.5 inches longer than the hatchback variant and 3.1 inches longer than the sedan model. As expected, the exterior of the Cruze station wagon shows off a tapering single-arch roofline with Chevy reminding us that it’ll come with roof racks as standard.
Posted on Wednesday, March 14, 2012 / 0
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The Chevrolet Cruz 2012
Forget about what compact cars have been, Cruze is everything a compact car should be. It gives you more of everything you need and deserve from efficiency to safety, features to styling. Conventional compact wisdom is challenged with one simple word: more.
It's designed to fit seamlessly into your ever-evolving life. Cruze offers more cargo space3, more safety with best-in-class 10 standard air bags4, and more miles per gallon in the Cruze Eco. At 42 MPG5, it's the best highway mileage of any gas engine in America. Your wallet is going to thank you.
All around, it's more of what your life needs.
An extension of personal style
Cruze exterior design gives you the presence of a more expensive car with its beveled hood, sharp angles and taut curves. Centered by the strong, attention-grabbing Chevrolet grille, its swept-back lamps lead the eye across its sculpted fenders, around the sides and back again. Bottom line? Don't be surprised when people stop to admire.
And sure, Cruze leaves a lasting impression with its bold exterior design, but don't forget those curves, lines and angles do more than just please the eye and turn heads. They improve the aerodynamics of Cruze, in the end optimizing fuel efficiency5 and helping you get the most out of each drop of fuel.
During
Cruze protects with best-in-class 10 standard air bags4 including frontal side-impact and knee air bags for the driver and front passenger, and a high-strength steel safety cage and roof crush resistance that outperform the requirements.
After
Crucial information is sent to the OnStar® command center via the OnStar® Automatic Crash Response system8. There, trained Advisors utilize GPS technology to pinpoint your location and can request help be sent right away—even if you're unable to respond. It's part of OnStar® Directions & Connections®8, standard for six months.
It's continuous protection, no matter when you need it.
Getting the most out of each drop of fuel
With Cruze Eco in our family of vehicles, we're raising the bar of fuel efficiency to MMPG (that's More Miles Per Gallon) with an impressive 42 MPG highway5. It's the best highway mileage of any gasoline engine in America. It's built with you in mind.
Eco holds the rest of the Cruze family to a high standard, and all the models live up to it. Standard 6-speed transmissions, like the manual in Cruze LS, help offer 36 MPG highway5. Then there's the 6-speed automatic transmission available on LT and standard on LTZ, with the 1.4L turbocharged engine—a performance increase that helps Cruze offer 38 MPG highway5.
Tested worldwide, just for you
The Cruze blueprint chose solutions over sacrifices and was fine-tuned in testing all over the world. Cruze proved itself in some hostile environments: continuous driving in the heat of the Arabian Desert, high altitude in the Alps, intense moisture in Thailand, and more. Then it was put through its paces on some of the best test tracks in the world, including the famed Nürburgring in Germany, a beastly track and proving grounds generally reserved for high-performance or track-ready vehicles.
Cruze is one of the most tested vehicles in Chevrolet history, and that's why we guarantee its quality with a 100,000-mile/5-year transferable Powertrain Limited Warranty7.
Posted on Saturday, March 10, 2012 / 0
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Chevy Cruze Eco-D Tipped as Name of New Cruze Diesel Model
When it does go on sale next year Chevy's new Cruze Diesel model will reportedly be called the 'Eco-D'.
While early rumors suggested GM would bill the diesel model as a performance option, due in part to it's impressive torque, this latest bit of info signifies the automaker will instead promote diesel as a fuel-efficient alternative its gasoline counterpart. Currently Chevy offers a special Cruze Eco gasoline model, capable of achieving 42-mpg on the highway when equipped with a manual transmission. An Eco-D model could offer up to 50-mpg highway as the flagship of the Eco line.
Current diesel-powered Cruze models, like the Australian Holden Cruze, are powered by a 2.0-liter turbocharged diesel engine making 160-hp and 265 -lb-ft of torque. Look for the Cruze Eco-D to hit the market in late 2012 as a 2013 model year car.
Posted on Tuesday, February 14, 2012 / 0
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Performance-Focused Chevy Cruze Model Coming
Chevrolet is planning a more performance-oriented version of the Cruze compact sedan AutoGuide has learned. Sources inside the company have let slip that GM does intend to offer a more sporting version of its best-selling model, though as past reports have indicated, it won't be badged as an SS.
"The SS badge will be reserved only for ultra-high performance machines," said the source, who wished to remain anonymous.
What isn't yet clear is if GM intends to offer a rival to the Focus Focus ST, or if the performance-packaged Cruze will be along the lines of the new Sonic RS model. Current Chevy does offer a Cruze RS styling package, though it isn't an actual model designation like on the Sonic. If GM does deliver something along the lines of that car, look for custom aerodynamics, plenty of interior upgrades and a retuned suspension. What the Sonic RS doesn't offer, however, is added power, with the 1.4-liter turbocharged 4-cylinder remaining stock with 138 hp and 148 lb-ft of torque.
Posted on Tuesday, February 14, 2012 / 0
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Chevrolet Cruze Station Wagon Pictures Emerge Ahead of Geneva
Ever wondered what a Cruze would look like if it had some more trunk space? Today, Chevrolet has revealed its Cruze station wagon before its official appearance next month at the 2012 Geneva Auto Show.
These pictures show the wagon with the same clean looks that the Cruze sedan and hatchback have, and sporting a new set of alloy rims. Also new for the station wagon is the optional 1.7L diesel engine with start-stop technology.
Unsurprisingly, at 184.2-inches long, the Cruze station wagon is bigger than both the Cruze hatchback (177.5-inches long) and the Cruze sedan (180.9-inches long.)
Trunk space is what talks in the world of station wagons, and Chevrolet says if you pack the trunk up to the window, you're looking at 17.6 cubic feet of trunk space. If you still need more space in the back, you can drop the back seats and enjoy a total space of 52.9 cubic feet of space.
The full reveal of the station wagon will take place at the Geneva Auto Show, where Chevrolet will show us updates to the Cruze's front fascia, and interior. Also, hopefully Chevrolet will comment on the Cruze station wagon's availability in other markets than Europe.
As of now there is no talk of bringing the stretched out Cruze to North America.
Posted on Tuesday, February 14, 2012 / 0
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Chevrolet Cruze hatchback revealed
The Cruze is loading up on style! This is the first official picture of the more practical and sleeker Cruze hatchback in production trim, revealed ahead of its debut at the Geneva Motor Show next month.
Joining the saloon variant in the line-up, which went on sale in mid-2009, the five-door hatch takes its inspiration from the Cruze Hatchback concept shown at the Paris Motor Show last September, and the changes are vitually undetectable.
Short front and rear overhangs, plus the sweeping roofline give the car a much sportier stance, while the rear hatch means there will be an even bigger loading space than the saloon - although exact dimensions are yet to be confirmed.
A new choice of engines will also be offered, including the range-topping diesel engine already installed in the Orlando MPV. With 161bhp and 360Nm of torque, the 2.0-litre oil-burner is fitted as standard with a six-speed manual gearbox.
The Cruze hatchback, which goes on sale this summer with prices to be confirmed, will join four other new Chevrolet models in 2011 - these include the Orlando, Captiva, Aveo and Camaro.
Photo gallery
Chevrolet Cruze
Posted on Thursday, January 26, 2012 / 0
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2012 Chevrolet Cruze Eco
Vital Stats
- Engine:
- Turbo 1.4L I4
- Power:
- 138 HP / 148 LB-FT
- Transmission:
- 6-Speed Manual
- Drivetrain:
- Front-Wheel Drive
- Curb Weight:
- 3,011 LBS
- Seating:
- 2+3
- Cargo:
- 15.4 CU-FT
- MPG:
- 28 City / 42 HWY
- MSRP:
- $20,320 as tested
Onpaper, it sounds like an enthusiast's dream. Start by trimming almost 100 pounds from the curb weight of the base Chevrolet Cruze. Then drop the optional turbocharged engine underhood, bolted to a six-speed manual transmission. Lower the suspension and mount some lightweight, forged alloy wheels. Finish it off by sticking a little spoiler on the decklid, along with a special badge.
Where do we sign up?
But the car we've described isn't the stuff of boy racer fantasies; it's not even a performance car at all. No, the 2012 Chevrolet Cruze Eco is not meant to run circles around the competition on an autocross course as much as it is designed to pirouette its way around the Environmental Protection Agency's fuel economy test. It's the greenest machine to wear a Bowtie this side of the Volt, boasting a highway fuel economy of 42 miles per gallon. But that heady figure is accomplished without the benefit of any advanced hybrid powertrain technology. The Cruze Eco is an impressive package that proves GM's smarts and gives the company further green bragging rights.
That said, we're not entirely sure it's the Cruze we'd park in our driveway.
General Motors rolled out the Eco for the 2011 model year, building on the fuel-sipper program it pioneered with the 37-mpg Chevrolet Cobalt SFE. But with the Cruze, GM engineers went to greater lengths to improve fuel economy, and they've made some further changes for 2012.
We'll get into an analysis of the tricks that makes the Cruze Eco special, but first let's emphasize what GM didn't do to punch up the Eco's mileage. This is a car without any hybrid technology, not even a mild hybrid system like the eAssist system GM deployed on the Buick LaCrosse and has planned for the 2013 Chevrolet Malibu Eco. There's no start-stop system to aid Cruze Eco's 28 miles per gallon city fuel economy rating. In fact, the Cruze Eco's turbocharged 1.4-liter four-cylinder doesn't even use direct injection to make its 138 horsepower and 148 lb-ft of torque.
So what did GM really do? Three smart things. First, those clever engineers put the Cruze on a good old fashioned diet. They trimmed an easy 21 pounds by virtue of an attractive set of polished alloy wheels and another 26 by replacing the spare tire and jack with a 12-volt electric tire pump. The fuel tank was shrunk by three gallons and the rear suspension design was simplified, eliminating even more weight. The icing on the cake is that GM says it was able to reduce the sheet metal gauge thickness in some areas of the body-in-white, while reducing the length of some of the weld flanges to pare even more mass. This last change has now been deployed throughout the Cruze lineup, with the lighter body structure being adopted as a running change during the first model year.
The second key to the Eco's thrifty nature are some aerodynamic improvements that start with lowering the vehicle by 10mm. Even more importantly, the Cruze Eco gets some special kit, like underbody panels and an "active" front fascia, which can close up airflow passages to cut drag. (This means you can't tow with a Cruze Eco, which isn't a big deal.) Low rolling resistance tires also find a home on the Eco, which GM says has a 0.298 coefficient of drag – not far off the 0.287 of the Volt.
Finally, we come to the most important of the Eco's singularities: A six-speed manual transmission with not one, not two, but three overdrive gears. Here is where things begin to get complicated, because you can also get a Cruze Eco with the same six-speed automatic used in other Cruze trims. It doesn't perform as well on the EPA cycle, achieving a still-commendable 26/39 rating and leading GM to retain the normal-sized fuel tank. This contributes to a curb weight of 3,102 pounds; 91 pounds heavier than the Eco manual. Fuel economy in the automatic is actually an improvement over the 2011 model's 26/37, a change attributable to a taller final drive in the 2012 model year automatic. Said gearing revision has been applied to automatics across the board for 2012, on all trim levels, which is significant.
Before we go further, and in the interest of clarity, understand that the Cruze is offered in three distinct trim levels besides Eco. The base car, powered by a naturally aspirated 1.8-liter four, is designated "LS." In the middle, there are two "LT" models, and at the top-of-the-line is the "LTZ." In two model years, GM has offered nine different powertrain combinations on the Cruze, including four different transmissions – you'll need a scorecard to keep up.
Parsing all the possible powertrain combinations on the Cruze is necessary because, as attractive as that 42 mpg number is, most people like automatics. That GM has to deploy a manual to hit that number is something of a problem, given that the Ford Focus and Hyundai Elantra nail 40 EPA-rated miles per gallon with automatics. (Ford has its own problem on this score: A less-than-smooth-shifting dual-clutch gearbox.) Even if you prefer rowing your own gears, the Eco's manual transmission can be frustrating. The special tranny has a "normal" first gear (the same as the manual in the LS and LT), so its initial acceleration is quite good, brisk even, as the little four-cylinder's turbo spools up. Second is useable too. But with further gear changes at normal shift points, the engine keeps dropping out of its sweet spot on the power curve. If we had a dollar for every time we found ourselves lugging the engine, waiting for the turbo to catch up to our right foot, we would have had enough cash on hand after a week to have sprung for the automatic – which might just be a better option anyway.
Rather, we found ourselves shifting differently than we would most manual gearboxes, almost entirely avoiding the use of fourth and fifth, the first two of the three power-sapping overdrive gears. Sixth sure was nice for cruising on the freeway, however, as we saw our best 50-mile average fuel economy, as displayed on the Cruze Eco's trip computer, of 48 miles per gallon. Overall observed fuel economy during our week-long test drive was 34 mpg, beating the EPA combined estimate by a single mile per gallon. Is that enough to live with the maximum overdrive transmission? That's the ultimate question – can life, the universe, and everything be boiled down to fuel economy?
As much as we missed having a properly geared manual transmission in the Eco, we didn't find the elimination of the standard Z-link rear suspension to be any problem whatsoever. Now, this might have something to do with the way we drove the Eco, which, rolling on its special tires, didn't exactly invite us to thrash it. While the standard Cruze is a decent handling car with competent steering and a comfortable ride, so too is the Eco, which feels even lighter on its feet. Nobody is going to confuse any Cruze with a BMW, but there is nothing wrong with its driving dynamics, especially considering the intended market. Sure, the Cruze's electric power steering could offer more feedback and it can certainly feel overboosted at low speeds, but in its defense, it has a linear progression and is markedly improved compared to GM's earlier efforts with the technology.
The Cruze Eco starts at an entirely reasonable $19,245, plus a $750 destination charge, placing it right in between the two different LT trims Chevy offers. While that's an $820 price hike from 2011, the previously optional $525 Connectivity Plus Cruise package is now standard.
In assessing how we ultimately feel about the Eco, let's start by saying we think the Cruze is a good car, in aggregate. Everything we've said about the standard Cruze holds true here: The Eco is a nice looking car with a quiet and comfortable cockpit, right down to its fabric-covered burlesque dashboard. But it's a one-trick-pony. While we like the idea of the 42-mpg Eco and we love its fuel economy, we're pretty sure its biggest competition lies with the rest of the Cruze lineup. There is a growing range of fuel efficient, 40-mpg cars selling at the same price-point, from the Honda Insight hybrid to the aforementioned Focus and Elantra. While the Eco compares well with all of them – heck, it does boast the highest highway mileage number of any vehicle powered exclusively by a conventional internal combustion engine – the mileage improvements to the other Cruze trims make the Eco less compelling on its own.
The automatic Cruze LT and LTZ models for 2012 saw a bump in fuel economy, and now come close to the automatic Eco at 26/38, giving up just a single mile per gallon on the highway. Also worth noting is that LT Cruzes are now being offered with a standard manual transmission (meaning the automatic is now $995 extra). This is the very same gearbox as in the base model, without the overdrive gearing of the Eco. In this application it gives the Cruze a fuel economy rating of 26/38 – equivalent to the automatic and, again, only a mile per gallon behind the Eco automatic.
While we entirely understand the marketing impetus of having a separate "green" trim level, we wish GM would just allow for ordering the Eco with the LT's manual trans. The conventionally geared tranny might give up a couple of miles per gallon, but it sure would be easier to live with. Having the option of leather seats would be nice too. While we're sure the leather interior weighs a bit more than cloth and isn't as in line with tree-hugger sensibilities, it seems more fitting to the Eco's mission statement than offering a remote starter, which GM does. Or it could just let the LT manual be had with the Eco's alloys and aero package, and be done with it.
If this sounds like we're making a case for just incorporating the Eco's weight-saving and aerodynamic qualities into the other trim levels, well, that's pretty close to it. That GM has already confirmed a diesel Cruze for next year, which will no doubt best the Eco in thriftiness, only reinforces our position. Certainly for some a three or four mile per gallon boost in the manual Eco is worth its trade-offs. But if GM wants to make a more compelling case – the forthcoming diesel engine notwithstanding – it should punch up that mileage differential by throwing eAssist and direct injection at the Cruze Eco. Now there's some substantial technology that could give this trim level an identity more its own.
General Motors rolled out the Eco for the 2011 model year, building on the fuel-sipper program it pioneered with the 37-mpg Chevrolet Cobalt SFE. But with the Cruze, GM engineers went to greater lengths to improve fuel economy, and they've made some further changes for 2012.
We'll get into an analysis of the tricks that makes the Cruze Eco special, but first let's emphasize what GM didn't do to punch up the Eco's mileage. This is a car without any hybrid technology, not even a mild hybrid system like the eAssist system GM deployed on the Buick LaCrosse and has planned for the 2013 Chevrolet Malibu Eco. There's no start-stop system to aid Cruze Eco's 28 miles per gallon city fuel economy rating. In fact, the Cruze Eco's turbocharged 1.4-liter four-cylinder doesn't even use direct injection to make its 138 horsepower and 148 lb-ft of torque.
So what did GM really do? Three smart things. First, those clever engineers put the Cruze on a good old fashioned diet. They trimmed an easy 21 pounds by virtue of an attractive set of polished alloy wheels and another 26 by replacing the spare tire and jack with a 12-volt electric tire pump. The fuel tank was shrunk by three gallons and the rear suspension design was simplified, eliminating even more weight. The icing on the cake is that GM says it was able to reduce the sheet metal gauge thickness in some areas of the body-in-white, while reducing the length of some of the weld flanges to pare even more mass. This last change has now been deployed throughout the Cruze lineup, with the lighter body structure being adopted as a running change during the first model year.
The second key to the Eco's thrifty nature are some aerodynamic improvements that start with lowering the vehicle by 10mm. Even more importantly, the Cruze Eco gets some special kit, like underbody panels and an "active" front fascia, which can close up airflow passages to cut drag. (This means you can't tow with a Cruze Eco, which isn't a big deal.) Low rolling resistance tires also find a home on the Eco, which GM says has a 0.298 coefficient of drag – not far off the 0.287 of the Volt.
Finally, we come to the most important of the Eco's singularities: A six-speed manual transmission with not one, not two, but three overdrive gears. Here is where things begin to get complicated, because you can also get a Cruze Eco with the same six-speed automatic used in other Cruze trims. It doesn't perform as well on the EPA cycle, achieving a still-commendable 26/39 rating and leading GM to retain the normal-sized fuel tank. This contributes to a curb weight of 3,102 pounds; 91 pounds heavier than the Eco manual. Fuel economy in the automatic is actually an improvement over the 2011 model's 26/37, a change attributable to a taller final drive in the 2012 model year automatic. Said gearing revision has been applied to automatics across the board for 2012, on all trim levels, which is significant.
Before we go further, and in the interest of clarity, understand that the Cruze is offered in three distinct trim levels besides Eco. The base car, powered by a naturally aspirated 1.8-liter four, is designated "LS." In the middle, there are two "LT" models, and at the top-of-the-line is the "LTZ." In two model years, GM has offered nine different powertrain combinations on the Cruze, including four different transmissions – you'll need a scorecard to keep up.
Parsing all the possible powertrain combinations on the Cruze is necessary because, as attractive as that 42 mpg number is, most people like automatics. That GM has to deploy a manual to hit that number is something of a problem, given that the Ford Focus and Hyundai Elantra nail 40 EPA-rated miles per gallon with automatics. (Ford has its own problem on this score: A less-than-smooth-shifting dual-clutch gearbox.) Even if you prefer rowing your own gears, the Eco's manual transmission can be frustrating. The special tranny has a "normal" first gear (the same as the manual in the LS and LT), so its initial acceleration is quite good, brisk even, as the little four-cylinder's turbo spools up. Second is useable too. But with further gear changes at normal shift points, the engine keeps dropping out of its sweet spot on the power curve. If we had a dollar for every time we found ourselves lugging the engine, waiting for the turbo to catch up to our right foot, we would have had enough cash on hand after a week to have sprung for the automatic – which might just be a better option anyway.
Rather, we found ourselves shifting differently than we would most manual gearboxes, almost entirely avoiding the use of fourth and fifth, the first two of the three power-sapping overdrive gears. Sixth sure was nice for cruising on the freeway, however, as we saw our best 50-mile average fuel economy, as displayed on the Cruze Eco's trip computer, of 48 miles per gallon. Overall observed fuel economy during our week-long test drive was 34 mpg, beating the EPA combined estimate by a single mile per gallon. Is that enough to live with the maximum overdrive transmission? That's the ultimate question – can life, the universe, and everything be boiled down to fuel economy?
As much as we missed having a properly geared manual transmission in the Eco, we didn't find the elimination of the standard Z-link rear suspension to be any problem whatsoever. Now, this might have something to do with the way we drove the Eco, which, rolling on its special tires, didn't exactly invite us to thrash it. While the standard Cruze is a decent handling car with competent steering and a comfortable ride, so too is the Eco, which feels even lighter on its feet. Nobody is going to confuse any Cruze with a BMW, but there is nothing wrong with its driving dynamics, especially considering the intended market. Sure, the Cruze's electric power steering could offer more feedback and it can certainly feel overboosted at low speeds, but in its defense, it has a linear progression and is markedly improved compared to GM's earlier efforts with the technology.
The Cruze Eco starts at an entirely reasonable $19,245, plus a $750 destination charge, placing it right in between the two different LT trims Chevy offers. While that's an $820 price hike from 2011, the previously optional $525 Connectivity Plus Cruise package is now standard.
In assessing how we ultimately feel about the Eco, let's start by saying we think the Cruze is a good car, in aggregate. Everything we've said about the standard Cruze holds true here: The Eco is a nice looking car with a quiet and comfortable cockpit, right down to its fabric-covered burlesque dashboard. But it's a one-trick-pony. While we like the idea of the 42-mpg Eco and we love its fuel economy, we're pretty sure its biggest competition lies with the rest of the Cruze lineup. There is a growing range of fuel efficient, 40-mpg cars selling at the same price-point, from the Honda Insight hybrid to the aforementioned Focus and Elantra. While the Eco compares well with all of them – heck, it does boast the highest highway mileage number of any vehicle powered exclusively by a conventional internal combustion engine – the mileage improvements to the other Cruze trims make the Eco less compelling on its own.
The automatic Cruze LT and LTZ models for 2012 saw a bump in fuel economy, and now come close to the automatic Eco at 26/38, giving up just a single mile per gallon on the highway. Also worth noting is that LT Cruzes are now being offered with a standard manual transmission (meaning the automatic is now $995 extra). This is the very same gearbox as in the base model, without the overdrive gearing of the Eco. In this application it gives the Cruze a fuel economy rating of 26/38 – equivalent to the automatic and, again, only a mile per gallon behind the Eco automatic.
While we entirely understand the marketing impetus of having a separate "green" trim level, we wish GM would just allow for ordering the Eco with the LT's manual trans. The conventionally geared tranny might give up a couple of miles per gallon, but it sure would be easier to live with. Having the option of leather seats would be nice too. While we're sure the leather interior weighs a bit more than cloth and isn't as in line with tree-hugger sensibilities, it seems more fitting to the Eco's mission statement than offering a remote starter, which GM does. Or it could just let the LT manual be had with the Eco's alloys and aero package, and be done with it.
If this sounds like we're making a case for just incorporating the Eco's weight-saving and aerodynamic qualities into the other trim levels, well, that's pretty close to it. That GM has already confirmed a diesel Cruze for next year, which will no doubt best the Eco in thriftiness, only reinforces our position. Certainly for some a three or four mile per gallon boost in the manual Eco is worth its trade-offs. But if GM wants to make a more compelling case – the forthcoming diesel engine notwithstanding – it should punch up that mileage differential by throwing eAssist and direct injection at the Cruze Eco. Now there's some substantial technology that could give this trim level an identity more its own.
RELATED GALLERY2012 Chevrolet Cruze Eco: Review
Posted on Friday, December 23, 2011 / 0
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