AutoTrader SCORE
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EXTERIOR STYLING6/10
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INTERIOR8/10
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PERFORMANCE8/10
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COMFORT8/10
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FUEL ECONOMY10/10
The Chevrolet Cruze Diesel intends to give shoppers yet another fuel-saving alternative in the small car segment...
A few years back, the Cruze Eco, with its six-speed stick, special final-drive ratio, weight reduction and extra-greasy aerodynamics, turned fuel-mileage near the top of anything I’d ever driven: just 6 l/100 km. For where and how I drive, that’s the best mileage I’ve recorded in a conventional gas-powered vehicle, and among the best of all time, and all without hybrid or diesel power.
This time around, my tester got the latter. Called into action from GM’s global product portfolio, the Chevrolet Cruze Diesel intends to give shoppers yet another fuel-saving alternative in the small car segment, and, hopefully, to steal some thunder from the Jetta TDI, which for years was the only diesel-powered small car on the block. A friend who sells Volkswagens for a living welcomed the launch of the Cruze Diesel, figuring it would help drive much-needed awareness of the benefits of modern diesels, and help both automakers to sell more diesel-powered rides.
(Or, maybe not, with the whole VW emissions kerfuffle that surfaced somewhat ironically while this piece was being finalized – at which point the Cruze Diesel became the only diesel-powered compact car available for sale in Canada.)
Anyhow.
Behind Cruze’s recently-updated but aging fascia, is a 2.0L dual-cam turbodiesel four-cylinder, good for 151 hp and a potent 264 lb-ft of torque. That’s a single horsepower more than the VW TDI engine, but an advantage of more than 30 lb-ft in the torque department, for output that once required the use of a gasoline V8 engine. Here though, modern diesel and turbocharging technology see it dispensed by four little cylinders in an engine that gets silly-good mileage.
From outside, signature diesel rattle-clatter noises are unmistakably detected, though relatively subtle and charming overall. Virtually none of that noise makes its way to the driver’s seat, and driven gently or hard, the Cruze’s diesel engine operates beneath a relative blanket of quiet and smoothness. In terms of most detectable attributes, it feels similar to the VW TDI engine, but with added thrust: there’s much more meat to the power curve, especially in the middle of the rev range.
Light throttle and low revs, the six-speed automatic capitalizes on the big torque to keep revs low, to minimize downshifting, and to increase refinement. Boot it and a wave of torque fires the Cruse Diesel along pleasingly, with a hearty punch. This thing scoots – and all from an engine that sips fuel and could teach numerous conventional gasoline mills a thing or two about noise and smoothness. It’s a quieter, considerably punchier, and more pleasant powerplant than you’ll find in the new Corolla, Elantra GT, and various others. Sounds win-win to me.
Note that the transmission needs a few hundred kilometers to ‘learn’ driving styles before making its smoothest and most logical shifts, and that the manual mode is slow to react and executes gear changes in no rush. Unlike VW’s DSG transmission, there’s no elevated enjoyment from using the manual mode, here.
For those whose priorities fall far from lightning-fast gearshift speed, Cruze’s diesel engine option does little more than adding to the overall package. Core attributes remain untouched: highway noise levels are kept nicely hushed, the interior is comfortable, adequately spacious, and well laid out, and all easy-to-drive qualities remain. These include easy entry and exit, one-finger steering lightness, a tight-ish turning circle for parking, good outward sightlines, and a good driving position. The trunk is surprisingly large and wide, and ride quality, on my watch, proved very well done, too.
Two voyages down the span of Vermillion Lake Road, near Sudbury, Ontario, back this opinion. An undulating, frost-heaved exercise in pavement neglect, it goes on for many kilometres, and is a frequent contender and winner of the title of “Canada’s Worst Road”. Loaded with a trunk-full of gear and four passengers, Cruze demonstrated only a mild reduction in ride quality in reaction to the constant assault from the surface beneath. Body motions are well managed, the car never bottomed out its floor pan or shocks, and noise levels increased, though the suspension largely keeps quiet and composed. The underlying sensation is one of absorption and neutralization of offensive road surfaces, rather than crashing through them.
Steering stays straight and true as well, with minimal pull at the wheel, even over sequential potholes and ruts and heaves. Notably, you don’t hear torturous banging sounds from the suspension beneath, and though it’s far from floating on a cloud, Cruze feels like it’s got its act together when the surface beneath falls into worst-case scenario territory.
Other notes? The new central command system has a few fiddly controls and a bit of a learning curve, though the crystal-clear display and crisp graphics impress. The high-resolution display screen also enables DVD-quality resolution from the back-up camera system while reversing. The clear view as well as cross-traffic detection for early warning of a car approaching in the laneway you’re backing into provide added confidence while moving in tight quarters.
And what a cheap week to drive! With the price of fuel hovering around that buck-a-litre mark during my test week and the tester sipping at its fuel supply, my wallet remained heavier-than-usual with cash after some 1,300 kilometres of driving. About two thirds of this were on the highway, at a good clip. Overall? Just 5.6 l/100 km. You could spend more feeding a Chihuahua.
For a fun little comparison, I did 7 l/100 km in the new Corolla, 6.3 in a Passat TDI, 6.8 in a Jetta TDI, and 6.5 in the new Sonata Hybrid. Again, the Cruze Eco a few years back did 6, overall, and 5.3 in a 2010 Prius. These figures represent driving in relatively consistent conditions for where and how I drive, and your results will vary. Still, all said, the Cruze Diesel stands up as a virtually unbeatable blend of power and fuel efficiency in my testing.
Complaints were unsurprising. Much of the Cruze’s interior is starting to look and feel dated in terms of switchgear, trim, and overall layout. Rear seat room and at-hand storage are adequate, though not as impressively generous as you’ll find in the more recently-engineered competition. The rear seat in the new Corolla feels considerably roomier in terms of leg-room. Further, the use of a tweed-like fabric to line parts of the doors and dash is a bit strange, too. I feel as uneasy about this as I’d be about wearing a plastic suit.
As this story is being completed in mid-September of 2015, chances are the all-new 2016 Cruze will be well on its way to dealer lots by time you read it. If you’re looking to save some money on a fuel efficient compact that’s got plenty of strengths and few weaknesses, and heaps of torque with minimal thirst, seek out incentives and deals on a 2015 copy as dealers clear room for the new one.
| Warranty: 3 years/60,000 km; 5 years/160,000 km powertrain; 6 years/160,000 km corrosion perforation; 5 years/160,000 km roadside assistance Competitors: |
| Model Tested | 2015 Chevrolet Cruze Clean Turbo Diesel |
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| Base Price | $25,295 |
| A/C Tax | $100 |
| Destination Fee | $1,600 |
| Price as Tested | $29,775 |
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Optional Equipment
Sun and Sound Package ($1,100), Enhanced Safety Package ($885), MyLink with Navigation ($795)
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