GM's current contender is the elderly Chevrolet Cobalt, but this summer, it'll be replaced by the all-new Chevrolet Cruze sedan.
I'm sure GM Canada would love to be releasing it right now, capitalizing on Toyota's recall woes and any goodwill created by GM's payback of its government loans. But cars require a long and laborious birthing process, so GM has settled for inviting a few writers to its proving grounds in Michigan, to drive a few laps and watch one being crashed for testing.
It's nowhere near enough for a full assessment, especially since pricing remains a mystery, but the initial impression is positive; in ride, handling and noise levels, it feels like a mini-Malibu.
It's already on sale in Europe and China, and will eventually expand to some 60 countries, built locally for each region. Ours will come from the Ohio plant that builds the Cobalt.
The Cruze will be a sedan only. Two hatchbacks will slot under it: the subcompact Aveo, currently built in Korea, which will be redesigned and built in the U.S., while Korea will then send over the new Spark minicar.
Cruze will come with a choice of engines, both available right from the sale date. The base LS trim uses a naturally-aspirated 1.8L four-cylinder, making an estimated 136 horsepower and 123 lb.-ft of torque. I didn't get to drive it, but some overseas critics say it's underpowered, especially given the car's weight (which GM won't yet disclose for models sold here).
The volume seller will be a new turbocharged 1.4 L four-cylinder, developed between the U.S., Sweden and Germany, which will appear in mid-range LT and to-line LTZ trim, as well as an "Eco" model.
The turbo engine produces 138 hp, but far more important, it makes 148 lb.-ft. of torque, starting at just 1,850 rpm. That's the twist power that gets everything moving. Both engines come with six-speed transmissions, in stick shift or automatic configuration.
Don't think go-fast here: the 1.4 L, which runs on regular-grade fuel, is turbocharged for fuel efficiency. It doesn't feel quick, but it builds speed smoothly, and thanks to the turbo's small size and placement, there's no turbo lag.
As with Ford's new EcoBoost engines, the idea is to provide larger-engine performance with small-engine consumption. The highway driving number, figured on the U.S. test system, works out to 5.9 L/100 (48 mpg); city performance, while not yet set in stone, is expected to be around 8.7 L/100 km (32 mpg).
For an entry-level model, Cruze is surprisingly sophisticated underneath. GM says its patented rear suspension design is the first use of a torsion beam combined with a Watts link. Also called a Z-link, the Watts consists of two horizontal bars with a central pivot that help to keep the back end straight. The beam and link are tuned separately, dialing in a smooth ride without sacrificing handling.
The front end is MacPherson strut, and the electric power steering motor is mounted on the rack, rather than on the steering column, to reduce any mushy feeling. The variable-assist steering tightens up at higher speeds. It's a bit too light for my liking, but I expect it will play well to its audience, who are more likely to be navigating parking lots than mountain switchbacks.
The Watts link has a considerable effect on handling, especially since I got to drive it back-to-back with an Eco version, which uses just the torsion beam alone to keep the price down.
I also drove the 2010 Toyota Corolla and Honda Civic brought along for comparison. The company's proving ground track contains several stretches of intentionally bad road, including some on a curve. The competitors, and the Cruze Eco, bounced and slid relentlessly at 80 km/h as I tried to hold steady around the bend. The Watts-equipped Cruze was solid at 100 km/h, even on a washboard section.
The Cruze is also exceptionally quiet for a compact: this could well become the benchmark for big-car characteristics in a smaller vehicle.
GM's reps said they expect the U.S. EPA to classify it as a mid-size sedan, but when pushed to define the car's category, they delivered some corporate blather about it being marketed "as a compact with mid-size presence".
The Eco model, which will be released a couple of months after the initial on-sale date, will be the turbo with stick shift (the automatic will come later) and in LT trim. Its aerodynamics improve fuel consumption, including lightweight wheels, underbody panels, spoiler, and lower ride height and air dam; dropping some extras like the Watts link will bring down the price.
All models include an unusual 10 airbags - front, front seat side and curtains, along with rear seat side and two front knee bags - and stability control, but no active front head-restraints.
The top trim lines will add such amenities as leather seats and automatic climate control, and navigation will be available.
How well Cruze will do depends on many factors, not the least of which is its company's reputation: GM brought a knife to the compact gunfight for years, and buyers have long memories. But it's been turning around for a while now, and Cruze's first impression seems positive.
If the price is realistic, I won't be surprised to see it clamouring for the top of the compact charts.
2011 Chev Cruze
Price: TBA
Engine: 1.8 L, 1.4 L turbo
Power: 136 hp.123 torque (1.8 L); 138 hp/148 torque (1.4 turbo)
Fuel Consumption: Eco estimate city 8.7 L/100 km (32 mpg); hwy 5.9 L/100 km (48 mpg)
Competition: Ford Focus, Honda Civic, Hyundai Elantra, Kia Forte, Mitsubishi Lancer, Mazda3, Nissan Sentra, Subaru Impreza, Toyota Corolla, Volkswagen Jetta
What's Best: Smooth and quiet ride, handsome interior
What's Worst: Tough to judge without knowing price
What's Interesting: Sporty RS appearance package
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