Chevrolet Cruze Gen 2 Diesel Review

With the Generation 1 Cruze in North America, Chevrolet returned to the passenger car diesel market in 2014. Reviews were generally favorable, and Chevy increased the stakes with a Generation 2 Cruze and a new diesel after a one-year hiatus. This time, the oil-burner is offered with both a new 9-speed automatic and a 6-speed manual transmission. Many people believe that this one and only manual-transmission diesel vehicle in North America is intended for TDI owners who are trading in their vehicles.

The Car

Since 2008, the Cruze has been available in North America. In 2016, the second-generation vehicle debuted. Although the new automobile is around 350 lbs. lighter than the previous generation, it is about the same size. Moreover, a hatchback version will be available in 2017 (2018 for the diesel). Hatches are built in Mexico, while sedans are built in Ohio.

Comparable to the modern VW Jetta Sedan, the Cruze is a reasonably capacious compact sedan. Even though the front seats may be too small for some, there is plenty of front room. As long as the front passengers cooperate by raising their seats a little, the rear seat space is sufficient. Despite having a short aperture that is quite typical in modern sedans, the trunk is surprisingly big. More significantly, removing the floor of the trunk reveals a spare tire, which was absent from the vehicle's previous iteration.

The Diesel

In addition to a 6-speed automatic transmission, the first generation Cruze employed a 2.0L engine from Fiat/GM outside of North America and a VM Motori diesel engine inside of it. The new engine, known as the MDE for Medium Diesel Engine, is built in Hungary for numerous GM applications, including Chevrolet and Opel. It is entirely made of aluminum and has a chain-driven cam. It is smaller than its predecessor at 1.6 liters, yet in American trim it produces 134 HP and 236 lb-ft of torque. The engine is "Whisper Silent," according to GM, with up to 10 fuelling occurrences per revolution. It's quiet, yes, but not quite as quiet as the Ford-sourced V6 found in some Land Rover vehicles, we'd agree. When the engine is cold, you can hear it, but as it warms up, it sounds like the majority of direct-injected gasoline engines.

The Drive

At least, the performance is sufficient. Just slightly longer than the standard 1.4L gasoline engine, 0-60 takes roughly 8 seconds. Because the anticipated diesel torque is present, you can avoid downshifts that would be necessary in a vehicle with a gasoline engine. Like many diesels, the car feels faster than it actually is because to the torque. Although 6th is substantially shorter than in a Volkswagen TDI, the gearing seems suitable after driving the six-speed manual. Whereas in a VW, 70 MPH is equivalent to roughly 1,800 RPM, or 2,200 RPM. Nonetheless, the engine is smooth and quiet, so unless you glance at the tachometer, you won't notice the more revs.

The factory 16" wheels and Goodyear all-season tires contribute to the smooth ride. Although shock dampening is on the soft side, it functions nicely on most roads. There are no creaks or rattles, and the body seems snug and rigid. The electric steering is numb, but modern automobiles generally are. As long as you can get used to the sharply sloped windshield and large dash, the steering feels snappy and the car is simple to position in its lane.

Fuel efficiency

The primary reason for purchasing diesels in this class is fuel economy. The Cruze performs admirably, providing the best non-hybrid fuel efficiency in the country: With the manual, the MPGs are 30 city/52 highway and 37/47 with the automatic. It would be unfair to assess economy in the automobile we test drove because it had only traveled 5 miles when we began. You should get 50 MPG when you drive slowly at "average" highway speeds, which is around 70 MPH. Like many new diesels, it suffers more in the city than older vehicles. Anticipate a city temperature in the mid-30s or considerable traffic.

Price and quality

Although if many TDIs are built in Mexico or the USA, some defectors from TDIs may yearn for the "German engineering" they are used to in VW products. Inside and out, the Cruze is easily identifiable as a GM vehicle. Although decent, interior finishes fall short of VW/Audi norms. The seats are smaller and flatter than, say, a Volkswagen Jetta, although being neatly upholstered in leather in our model. There is also more harsh plastic to be seen. The thin trunk carpeting is the sole indication of cost containment in the overall finish, which is good both inside and out. Cruze Sedan costs start at $23,795 plus a $875 destination fee, and only the LT grade is offered. There are numerous alternatives and leather costs $1,125. Dealers, however, are open to negotiations and are willing to offer reductions of up to $5,000 without exerting undue pressure.

Summary

Would Chevy entice those who, given the option, would purchase a new TDI? Is the Cruze Hatchback a respectable Volkswagen Golf substitute? It's a close contest dynamically. The fit and finish are both good. The major concerns may be how the styling will age and whether it will possess the nearly legendary toughness of VW TDIs. But right now, if you want a diesel with a manual transmission, it's the only option available.