ENGINEERING THE SKIN-DEEP BEAUTY OF THE CHEVROLET CRUZE

By General Motors, Lordstown - Beauty may only be skin deep, but that doesn't mean it's easy to create. Paint engineers spent more than five years developing each of the exterior colors used on the Chevrolet Cruze. To ensure a beautiful, long-lasting finish, engineers have an array of technologies and tests at their disposal, from an advanced primer coating to bird poop.

"Half of the chemistry applied to a car contributes to its color, luster and appearance," said Maureen Midgley, executive director of Global Paint & Polymer Engineering at General Motors, "while the other half contributes to its durability, longevity, and the quietness of the ride. Our goal is to combine those materials to create a flawless finish and consistent color that lasts for the life of the car."

To understand the engineering behind the Cruze exterior appearance, it's best to start at the end of the paint shop at Lordstown Assembly. A $160 million renovation of Lordstown's paint facility was completed in late 2005, making it one of the most-advanced paint facilities in the United States.

The two visual layers of paint include a clearcoat top layer that creates the wet, lustrous shine and mirror finish, and the base coat that provides the color pigment and light-reflecting sparkle. Under the visible surface are a crystalline zinc-based concersion coating, an electrodeposition primer, and a powder-primer coat. The powder prime is electrically charged, which makes it cling to the metal body like a magnet. The powder is then "baked" to create a durable smooth surface for painting. This process is more environmentally friendly than traditional liquid primers because it eliminates the need for liquid solvents, and is up to 95 percent efficient.

Before they reach plants like Lordstown, every color finish is subjected to up to 1,825 days of constant exposure in one of the harshest environments on Earth - South Florida.

The same climate that attracts so many tourists to Florida can be a brutal test of paint chemistries. New paints are left out in the Florida elements for five years, testing their resistance to environmental factors, including sunlight, saltwater, heat and humidity, and even bird droppings. These test panels are inspected annually to assess the clarity of the clearcoat, the consistency of the color pigment, and the strength of the bond to the metal below.

"We have panels nearing 10 years of constant exposure," said Midgley. "It's remarkable to hold a panel with a painted surface that looks like new, after all that time has passed."

In addition, paints are subjected to multiple tests which check their resistance to stone chips. One of the most challenging tests uses a "gravel-o-meter" which fires marble-sized rocks as fast as 35 miles per hour. The gravel-o-meter test is used to assess both the visual appearance of stone chips, as well as the risk of corrosion to exposed metal underneath.

The cumulative effect of these efforts is a beautiful finish that will stand the test of time.

"One of my favorite measures of paint quality is looking at your watch reflected in the paint surface," concluded Midgley. "With Cruze, you will easily be able to tell the time, today and for years to come."

CRUZE BANISHES PAST CHEVROLET DEMONS

By John Turley-Ewart - I have a bias about compact Chevrolets. I blame it on the Cavalier I had the misfortune to own. To be precise, it was a 1985 four-door Cavalier produced when General Motors equated compact with disposable rather than durable.

I have not been in a GM compact sedan since -- bidding a happy adieu to the Cavalier some 20 years ago -- until this week when I had the opportunity to drive the new Chevy Cruze, destined for Canadian showrooms at the end of the month.

This Korean-designed, German-engineered, American-assembled, front-wheel-drive Chevy is said by GM officials to be a departure for the reborn brand.

It is a product of the "new" GM, a globally integrated company with a strategy to "build the best cars in the world," according to Kevin Williams, president of GM Canada.

Williams says the Cruze is "the most important car in GM's history." He believes this because the Cruze is what he calls the "proof point" that the new GM can build better compact cars and deliver more value than rivals such as Honda, Toyota and Mazda.

To that end, GM officials point to the fact that before going on sale in Canada, the Cruze "logged more than six million kilometres in quality and durability testing world-wide." GM further says that the Cruze is assembled using "the latest in body framing and welding equipment" which means, according to the automaker, "a better-looking car when new and one that feels solid for years to come."

The Cruze, then, is really a test of how much has changed at GM.

This car comes in five different trim levels -- the base LS starting at an impressive and economical $14,995, which includes 10 air bags, 1.8-litre four-cylinder engine, six-speed manual and a raft of standard features value-conscious consumers will appreciate.

I drove the more upmarket LT Turbo ($19,495) and LTZ Turbo ($24,798), both powered by a spirited turbo-charged 1.4L four-cylinder with an estimated 138 horse-power and impressive 148 pound-feet of torque. While the official fuel economy figures are not in yet, GM is confident the 1.4L will deliver 5.0 L/100 kilometres on the highway.

Distinctive curb candy the Cruze is not. It bears a resemblance to the 2011 Volkswagen Jetta, with a bit of Chevy Malibu mixed in. Yet this is not a bad thing for a car with a starting price of less than $15,000. Its lines are clean, modern and athletic if not original. The cut of the car, however, is appealing. The downward slope of the front hood and the arched back project the Cruze's ambition. The look is best completed in the LTZ, which has the RS appearance package. This tightens the car's lines and enhances the front end's aggressive expression.

The Cruze's cabin was a surprise. It seems Chevrolet has decided the real differentiator for the Cruze is the experience delivered by the modern dual cockpit that is the signature piece of this car. Frankly, it looks good and it can be as low tech or high tech as you want, depending on the options chosen. And, yes, there is still some cheap plastic, but there is also much to commend.

In the LT model, the interior is a nice mix of black and red -- with red cloth panels in the doors and on the passenger dash -- an improvement over large swaths of hard plastic that might otherwise fill these spaces. On the LTZ, the interior is an elegant mix of black and tan; only the door inserts in the doors and on the passenger dash are leather, as are the seats.

Controls for the radio and temperature are intuitive and easy to reach. Textures, colours, cabin room, the ergonomics and the clear sightlines give the LT and LTZ the feeling of being in a larger, more expensive car.

For taller folks -- those five-foot-10 and up -- there may be saome cause for caution. The front bucket seats, while good, may be a tad bit short in leg support. For those in the back seat and sitting behind a tall driver or passenger, the search for extra legroom may also prove challenging -- but this is a challenge for just about all compacts.

I didn't have a chance to test the base 1.8L engine. The LT and LTZ were both powered by the Ecotec 1.4L turbo, which proved to be a feisty engine that delivered a solid performance. It generated enough power to comfortably pass other vehicles on the highway, it offered smooth acceleration with enough pep to get the adrenalin flowing and it projected some pleasing turbo-twang too. What completed the package, however, was the solid road feel. The electric rack-and-pinion steering and suspension work wonderfully together. I felt connected to the road in the Cruze.

For a compact, economical car, the Cruze is an impressive performer, combining safety features, fuel economy, performance and value in a package that is certainly worth considering if you are in the compact car market.

The interior defines the experience and the 1.4L engine makes for confident driving. Only time will tell how durable it is. But, on first impression, the Cruze is not the Chevy of my youth -- and that is a good thing.

CHEVROLET CRUZE IN CONTROL

By Dan Proudfoot, Globe and Mail - The Cruze cruises. More to the point, Chevrolet's new compact serves up a quieter, more refined ride than does the Honda Civic, Mazda3 or Toyota Corolla, the Japanese cars that long have dominated the category.

With the Cruze, General Motors finally is in the running for the best-selling car in Canada -- on the basis of quality and value rather than deep discounts.

Its predecessor, the Chevrolet Cobalt, passed its best-before date some time ago. It is a buzz bomb by comparison with the new model taking its place in the Chevy lineup late this month.

Careful consumers need to note, however, that these first impressions came to the fore driving a Cruze LT Turbo, $19,495 base, $22,615 including extras and destination charge, between Creemore, Ont., and Toronto.

The Cruze price leader the LS at $14,995 or $16,750 depending on content, was not available on this preview. It will differ in noise levels because of its larger, non-turbocharged engine, which has less torque and uses more fuel than the 1.4-litre turbo of the LT and LTZ. Also, the LS has a six-speed manual transmission with an automatic optional, whereas our LT is equipped with the automatic six-speed.

The $14,995 entry model does deliver extensive standard equipment including 10 airbags, stability control, traction control and anti-locking brakes as well as power windows, locks and remote keyless entry.

Informed shoppers know the Cruze is going to be the newest thing on the block only briefly. The next-generation Ford Focus will go on sale next spring, and could be another game changer. New Civics, Corollas and Mazda3s are in the works. In the compact segment, the players keep changing.

For the moment, though, the Cruze is capable of winning everything but the spelling bee.

To make its case, the day after the Cruze LT cruise to Ontario's prettiest beer town GM Canada offered direct competitors -- Civic DX, Corolla CE and Mazda3 GS all priced in the $20,000-plus range like the LTs -- for comparison in a slalom course at Ontario Place and in short drives along Lake Shore Boulevard and through Exhibition Place.

The Civic, perennially Canada's best-selling car, was far noisier in hard acceleration and leaned in the slalom as though tacking through tripical strength gusts from Lake Ontario. The Corolla competed with the Civic for cheapest-looking interior, but otherwise impressed. The Mazda3 stood out among the three with lower noise levels and a higher standard in handling, but bumps in Exhibition Place hit it hardest.

For its part, the Cruze establishes a new standard of ride and handling among $20,000-range cars. Whether on the two-laners snaking through the country side, or at speed on Highway 427, its composure was calming, its responsiveness pleasing.

Cruze is larger than the segment leaders so its interior is noticeably roomier and its trunk more voluminous. The LT-level cabin appears richest with red or black cloth, it needs to be said, because the titanium (i.e.,grey) appears not a whole lot more impressive than the Corolla's or Civic's shades of grey.

Whatever the colour choice, the seats are uncommonly supportive for thighs and back. Factor in impressively subdued wind and road noise and you've got one compact capable of pain-free long-distance travel.

Fuel efficiency? In its presentation to assembled journalists, GM Canada boasted that Cruze is best in class. As usual with GM, though, this claim of superiority is tied to highway driving, rather than city, where small and compact cars are driven most often.

Cruze LT is rated at 5.5 litres/100 km in highway driving and 8.5 city, using the Natural Resources Canada test method. Corolla and Civic both achieve better city ratings.

More indicative of real-life driving, the computer readout in our LT indicated we were averaging 7.7-7.9 litres/100 km in our country cruising. Not bad at all, considering we were on and off the throttle. Consumption in steady cruising on a multilane highway could be expected to fall into the 6.0-plus range.

What's wrong with this car? Nothing serious, on first examination. Our hefty colleague in the passenger seat inadvertently and repeatedly changed the heater fan level, his knee brushing against the adjustment dial because of its location low and on the edge of the centre stack.

Seat heaters are not available with cloth upholstery. Engine noise during hard acceleration interrupts the "library quality," as GM Canada presenter Paul Hewitt described the tranquillity in steady-state cruising. Still, it's hard to imagine a 1.4-litre, four-cylinder engine not sounding off -- and as noted earlier the LT Turbo does generate less racket than a similarly thrashed Civic, while accelerating with more oomph.

While the LT is expected to lead Cruze sales, the Cruise ECO, $19,495, minimizing fuel consumption with such measures as lightweight wheels and harder tires with lower rolling resistance, and the LTZ, $24,780, with leather seats and chrome door handles, target specialized tastes and each is expected to account for as little as 5 per cent of Canadian sales.

2011 Chevrolet Cruze LT Turbo

Type: Four-door compact sedan
Price: $19,595; as tested, $22,615 (including freight)
Engine: 1.4-litre, turbocharged, four-cylinder
Horsepower/Torque: 138 hp/148 lb-ft
Transmission: Six-speed automatic
Drive: Front-wheel
Fuel economy (litres/100 km): 8.5 city, 5.5 highway; regular gas
Alternatives: Honda Civic, Mazda3, Toyota Corolla, Hyundai Elentra, Ford Focus

2011 CHEVROLET CRUZE REVIEW - FIRST DRIVE

Unlike past failed attempts at building a solid compact car,

Chevy's new Cruze isn't designed to compete, but to win.

By Colum Wood, AutoGuide.com - Never mind the Cobalt. Forget you ever heard the name Cavalier. The newest compact C-car from Chevrolet is the Cruze -- a globally engineered vehicle designed not just to compete in the growing small-car segment, but to win.

And for the first time, well, ever, this isn't just marketing hype behind a lackluster model with a typically low-grade interior.

TINY 4-CYLINDER GETS TURBO-POWER, EXCEPTIONAL FUEL ECONOMY: Already on sale in 60 countries worldwide, this global platform still has a few surprises for its North American debut. Most notably is the launch of a new turbocharged 1.4-liter 4-cylinder engine, designed to deliver the power and driving experience of a larger powerplant with class leading fuel economy. In fact, Chevy claims an ECO model (with a 6-speed manual transmission) will get 40-mpg on the highway. An automatic ECO model will get slightly less, with standard models most likely in the mid 30s range -- although no official numbers have yet to be released.

The engine looks tiny in the cavernous space under the hood, its puny turbocharger about the size of a fist. Yet despite its size, the 1.4 delivers both power and fuel economy. During our day with the Cruze, we registered an average of 27-mpg (under what can easily be considered harder than average driving conditions). As for power, the little engine makes a total of 138-hp and 148 ft-lbs of torque, with that torque number coming on strong at 1850 rpm.

The engine isn't without its faults, however. Being so small, the lack of power before the turbo kicks in is noticeable, something that is compounded by the time it takes for the 6-speed automatic to kick down a gear or two. We also noticed it's a bit loud with plenty of low speed acceleration sound coming through the firewall and into the cabin.

Bigger than a compact, and feels it: On the highway though, it's whisper quiet and incredibly smooth, thanks to both an abundance of weather stripping as well as a lengthy wheelbase, wide stance and an innovative rear end suspension.

While technically still a semi-independent setup. Chevy engineers have incorporated what they call a Z-link in the rear that allows for separation of the lateral and vertical movements in the rear suspension. As a result, the rear bushings don't have to serve double-duty, meaning they do a much better job at providing an adequate ride. While a true independent rear end is the most ideal solution, it's also an expensive one and with the exception of Honda, no other automaker has gone this route.

The fact that we get the Z-link suspension (as well as the 1.4T engine) is a sign that Chevy wants to position the Cruze as a leader in the compact segment in North America. In other markets, including Europe where Chevy slots in below the Opel brand, the Cruze comes with a standard torsion beam setup.

Added benefits of the Z-link suspension include light weight, low cost and compact dimensions, allowing the Cruze to deliver a cavernous trunk volume of 15 cubic feet.

Steering is reasonably direct for an electric system and better than some we've tested recently. It's not overly responsive or weighted very heavily, instead delivering more of a highway-oriented feel.

Still, when pushed, there's adequate grip and the chassis is quite stable. We were impressed with the car's road holding capabilities without the larger 18-inch wheels, complete with wider, lower profile tires -- standard on top-trim LTZ models.

Cruze drives as nice as it looks: And the Cruze looks like it drives, with a design that's handsome and that speaks to the vehicle's size. In higher-end trim levels or with the optional RS aero package, we might even say it's elegant, the added brightwork adding class and the skirt package delivering a lower look that brings to mind sporty European sedans.

We don't normally dedicate much time to design elements as they're often best appreciated through photography, but a few items on the Cruze are worth pointing out. For starters there's the strong bodyline and three-window design that adds length to the car. The high beltline gives a sophisticated look -- but isn't so high so as to affect visibility (Camaro we're looking at you). Then there's the bold front end. And finally, the elongated look of the headlights helps make the car appear even wider than it is, while the sweeping corners of the lights reduce the appearance of the front overhang -- an unavoidable part of a front-wheel drive car.

Technically a mid-size car rather than a compact, due to its spacious interior, the Cruze looks even more impressive when next to the narrow track, tall-bodied competitors.

And while it does feel larger on the highway, on the few twisty roads we could find on our drive route through Virginia, just outside Washington, D.C., it also felt like it was taking up a significant portion of the lane -- an unusual feeling for a compact car.

Inside, there's a proper sedan feel as well, with a spacious cabin that's as distant from the Cobalt as Chevy's Corvette ZR1 engine is from the original Vette's inline-six.

Base models come well-equipped with power windows, locks, remote entry and AC. There are also 10 standard airbags and StabiliTrak. But it's not the features that impress us most, but the design, materials and craftsmanship. We can't say the interior is high quality, because this is a compact car after all. Then again, in LTZ trim with heated power leather seats, plus a leather wheel and shift knob, we guarantee you'll be impressed. We just wish you could get items like cruise control or steering wheel mounted audio controls without having to pony-up for the $21,395 US 2LT trim level.

What makes the Cruze's interior so good is what GM interiors have been lacking for so long, namely, style and materials that not only look high-grade, but feel it too. Nice piano black accenting on the modern center stack leads up into a dual-cockpit design. Buttons are soft to the touch and the silver-rimmed knobs with soft rubber surfaces turn with smooth operation. Plus, all the controls are where they should be, making for excellent ergonomics.

As the exterior suggests, there's plenty of space inside for the driver to get comfortable. Front seats are relaxing while the optional leather is soft to the touch and not the third-rate hide you'd expect on an economy car. The rear seat isn't as spacious as we expected though. Headroom isn't an issue for taller passengers, but legroom is still tight for the 6-foot crowd.

The competition: The day before our drive, Chevy marketing execs commented that they understand those shopping for the two leaders in this segment (the Honda Civic and Toyota Corolla) won't search out the Cruze and so they're planning grassroots marketing initiatives to get potential customers in the Cruze and its rivals. We were given a taste for this, driving all three cars back to back.

Improved as the Cruze may be, it still doesn't deliver the Civic's driver-oriented feel, although the Cruze was nicer on the highway with less wind noise. A more appropriate competitor is the Corolla, and the direct comparo showed two cars with remarkably similar comfort-oriented rides. The Corolla's engine/transmission combo was much smoother, although it's interior and exterior design is lacking considerably when compared to the Chevy.

We would have appreciated the opportunity to drive it against the just-released 2011 Volkswagen Jetta. Not normally rivals, both Chevy and VW have swapped their compact car philosophies for 2011, with Chevy now focused on delivering a more up-scale product, while Volkswagen is hoping to draw in buyers with a less sophisticated, lower cost alternative.

Cruse pricing may give sticker-shock to some: Which brings us to the Cruze's price point. A quantum leap forward from the Cobalt it's priced accordingly, starting at $16,995 US -- a $1,000 premium over the Jetta, and roughly $1,500 US more than either the Corolla or Civic. It's also an over $2,000 US hike from its predecessor. And despite being well-equipped, that entry price is for the LS model with the best-to-ignore 1.8-liter engine. Getting into a 1.4T model will cost you $18,895 US, while the 2LT with heated leather seats and other options is $21,395 US and the top-trim LTZ with automatic climate control, ultrasonic park assist and 18-inch wheels retails for $22,695.

The verdict: Our biggest surprise in comparing the Cruze with perennial compact all-stars like the Corolla and Civic is that it's actually worth doing now. Chevy has finally built a compact car to rival the Japanese and they've priced it accordingly.

With added size, style and features, Chevy has built the Cruze to be a top choice for those looking to down-size their car, without giving up features, or the sort of driving experience they're used to.

Apart from some added refinement that is needed for the powertrain, the Chevy Cruze hits or even exceeds the mark on the all-important interior quality factor, while adding to the package with fuel economy, safety, a great ride and an incredible look.

FIRST DRIVE: 2011 CHEVROLET CRUZE

By Grant Yoxon, CanadianDriver - I have to admit I approached the 2011 Chevrolet Cruze with a great deal of skepticism. How many people have I spoken to over the 15 years or so that I've been testing cars that have less fond memories of the Cavalier and its replacement the Cobalt. While there were many who loved their Cobalt or Cavalier (or its Pontiac variants), there were many more who would just rather forget they ever owned one.

But GM is a changed company. Pushed to the brink of extinction, it has fought back (albeit with a fir chunk of public change). It is much leaner, more focused, and as GM Canada President Kevin Williams told auto writers on the eve of our test drive, General Motors is committed to "designing, building and selling the world's best vehicles."

While I mulled that over, I could think of a few new vehicles in the past couple of years that I wouldn't describe as world bests. But in fairness, GM has also had a few winners, such as the current generation Equinox and the new GMC Terrain (both built in Canada in Ingersol, Ontario). The Equinox was one of CanadianDriver's Top Picks for 2010.

But still I had those lingering Cavalier doubts that GM could ever build a compact car that could compete with the leaders in this segment -- the Honda Civic, Toyota Corolla and Mazda3 -- let alone beat them.

Yet, after the better part of a day and a half behind the wheel of the new Cruze. I came away convinced that this new compact is not just competitive, but quite capable of beating the competition if GM can get customers to forget their past experiences and give one a try.

My comments about the Cruze are necessarily confined to the LT model, powered by a 1.4-litre turbocharged four-cylinder engine with a 6-speed automatic transmission. The base engine in the Cruze LS is a 1.8-litre naturally aspirated engine, but this particular model wasn't available for testing. In addition, GM had only one top-of-the-line LTZ model available, but other than more luxurious appointments, it is basically the same as the LT models. As well, a gas-sipper Eco version, powered by the 1.4-litre Turbo, won't be available until later in the year.

Both the 1.8-litre engine and the 1.4-litre turbocharged engine deliver 138 hp but the 1.4 reaches peak horsepower at 4,900 rpm, a more reasonable spot than the 1.8-litre's 6,300 rpm, just 200 rpm short of that engine's maximum of 6,500. As well, the 1.4-litre has more torque at a lower rpm (148 lb.-ft. at 1,850 rpm) than the 1.8-litre (125 lb.-ft. at 3,800 rpm). As a result, the 1.4-litre engine has remarkable power at relatively low engine revs. While we didn't have any hard data -- we'll see that when the car is tested by Canadian journalists at this year's Car of the Year competition later in October -- the Cruze feels very quick in off-line starts and 80 to 120 kilometre acceleration is also rapid thanks to a six-speed transmission that downshifts quickly and a turbocharger that showed little if any lag. One would guess that the 1.8-litre engine will feel more sluggish.

GM expects the Eco model, which will couple the 1.4-litre turbo engine to a six-speed manual transmission with three overdrive gears, to achieve 5.0 L/100 km on the highway. The final Energuide results for the Eco are not yet available, but the 1.4-litre turbo with six-speed automatic has an Energuide rating of 5.5 L/100 km on the highway and 8.5 L/100 km in the city. The 1.8-litre naturally aspirated engine has a rating of 5.4 L/100 km highway and 7.8 L/100 km city when coupled with a six-speed manual and 5.6 L/100 km highway and 9.2 L/100 km city when mated to the six-speed auto. Both engines use regular unleaded fuel.

In highway driving -- and we saw quite a bit of freeway in our drives around Toronto -- the Cruze is very quiet. GM has made a serious effort to keep unwanted noise out of the cabin, from the use of hydraulic bushings and mounts to the application of sound deadening materials and effective sealing. Put your foot down and yes, you will hear the little beast beneath the hood, but it never interfered with conversation nor disturbed the pleasure of listening to a CD at a relatively quiet level.

Driving down Bathurst Street in Toronto from Eglinton to King, a street notable for its street car tracks laid in concrete, the Cruze was solid, quiet and comfortable. Like many concrete roads, the middle section of Bathurst is marked with ridges every few feet, but in the Cruze the bumps were barely noticeable. I've often found that cars get skittish when travelling directly on the tracks, wobbling from side to side. But the Cruze was perfectly stable as if the tracks did not exist.

I was surprised at how well the Cruze handled this type of road. It moved along the bumpy street without any objectionable behaviour. In fact it was very solid, very composed and felt like a much bigger (and more expensive) car.

Streets like this often require quick lane changes to go around stopped vehicles or left turning traffic. Ready power and responsive electric powered steering made these manoeuvres easy. Great steering and a compliant but not overly soft suspension also worked well on country roads where the Cruze presented itself as both nimble and composed through left/right transitions and powerful enough to quickly overtake slower traffic, to power up hills or to return to highway speeds.

Though new to North America, the Cruze is not new. GM has been building it since 2008 and selling it in Asia, Europe and Mexico. It is a true world car, being manufactured in South Korea, Russia, China and India. GM's Lordstown, Ohio assembly plant will build it for North America, while Holden will build it in Australia for that market. So GM has gained a lot of real-world experience with this compact that North Americans will benefit from. One key difference in Canadian and U.S. versions of the Cruze is its more advanced Z-link rear suspension, also used in the European Opel Astra. The Z-link is light, compact and provides greater stability and good handling.

The Cruze feels like a much bigger car than a compact. In fact it is just a few cubic feet short of being classified as a mid-size car by the U.S. Environmental Protection Agency (EPA). It has slightly more passenger volume than its key competitors and with 436 litres of cargo space, a much larger trunk.

LT models like we were testing have seats covered in a durable feeling cloth. These seats were very comfortable and provided good back support during a long day at the wheel. Unfortunately, they are not heated. Only the leather equipped LTZ model includes heated seats.

The cloth extends to an area of the dash which provides texture for both eyes and hands and helps offset the extensive use of hard plastics, something that is not uncommon in this class of car. The dash cloth insert is matched to the seat cloth inserts and headliner.

Seatbacks are also cloth and very soft, providing comfort for the knees of long legged rear seat passengers, but head room and leg room were very good for a compact.

The LTZ model's black and brown leather interior was very attractive and completely unexpected in a compact.

The instrument panel features detailed instruments that are backlit with light-emitting diode (LED) technology. The LED lights provide a crisp, ice-blue illumination of the analogue instruments, as well as lighting for other interior controls. A driver information centre, with a wealth of data, is standard equipment in the Cruze. The standard audio system includes six speakers and auxiliary input jack. A Pioneer 9-speaker system is also available while a USB port can be included with a connectivity package.

The Cruze shares styling cues with other Chevrolet models and at first glance appears a bit plain. But viewed side by side with the Civic, Mazda3 and Corolla, the Cruze is quite modern and handsome. I still prefer Honda's styling, but the Cruze looks better to my eye than either the Corolla or Mazda3.

When it goes on sale later this month, the Chevrolet Cruze will be available in basically five configurations, two LS models, two LT models and the LTZ. Priced at $14,995 the base Cruze LS will include as standard equipment the 1.8-Litre engine, 16-inch steel wheels and 6-speed manual transmission. But it will also come with an industry leading 10 airbags -- two front air bags, two front seat mounted side airbags, two rear seat-mounted side airbags, two side curtain airbags with rollover sensor, and front knee airbags for driver and passenger. Additionally, Stabilitrak electronic stability control is standard, as well as anti-lock brakes, traction control, collapsible pedal system and power rear-door child safety locks. Power windows (one-touch up and down for the driver, one-touch down for all other windows), power locks and remote keyless access.

At $16,750, the LS+ adds air conditioning, XM satellite radio and an improved radio display. Both the LS and LS+ can be equipped with 6-speed automatic transmission at additional cost, while the LS+ and higher models can be equipped with a connectivity package that includes Bluetooth, steering wheel-mounted audio controls, OnStar and a USB port.

The LT, equipped with the 1.5-litre turbocharged engine starts at $19,495 and adds power heated outside mirrors and cruise control, while the automatic transmission is standard. GM expects a manual to be available at this level next year. The connectivity package, a convenience package (power driver's seat, auto-dimming rear-view mirror and illuminated vanity mirrors) Pioneer audio, sunroof and remote start are optional. The LT+ at $20,870 adds the connectivity package as standard equipment, 16-inch alloy wheels and leather wrapped steering wheel. A navigation package and a sport RS appearance package are also available at this level.

Priced at $24,780, the LTZ will include as standard 4-wheel disc brakes, 17-inch alloy wheels, sport tuned suspension with lowered ride height, chrome door handles, heated leather seats, Pioneer audio system, convenience package, a special LTZ instrument cluster with compass, rear park assist, remote start and automatic climate control. The RS appearance package, navigation system and sunroof are optional.

The Chevrolet Cruze models are well-priced to compete in the Canadian compact market. But I think that once buyers compare the competitors feature for feature, and take them all for a test drive, the Chevrolet Cruze will not be just competitive, but a winner in the compact segment.

2011 CHEVROLET CRUZE SECOND DRIVE

Refinement and roominess mark Chevrolet's Impressive Civic-fighter

By Michael Bettencourt, MSN Autos - With the 2011 Chevrolet Cruze hatchback having just been shown at the recent Paris motor show, perhaps it was a compliment that GM Canada's press review of the Cruze sedan was peppered with so many questions about when - or if - the stylish compact five-door would also arrive on our shores. But by the end of the event, it was clear that such questions had become the equivalent of the mosquito swarm threatening a proudly prepared BBQ lunch.

"Launching the hatchback here would be much easier if our American friends wanted one," lamented Paul Hewitt, GM Canada's Cruze manager. "We're hoping to bring it to fruition," he said, but if the hatchback does come to Canada without it being offered in the U.S., it would likely have to come from Korea, instead of the Lordstown, Ohio plant.

As GM realizes, all this hatchback talk obscures the fact that this all-new (to North America) Cruze has now leapfrogged up to battle at the front of the compact class, offering enough room, fuel economy, refinement and safety features to make any potential small car buyer sit up and take notice.

Cruze stacks up well against the kings of the compact class: GM is so confident that its car stacks up well to the most popular cars in its class that it brought out its three closest rivals for back-to-back drives; the Civic, the Toyota Corolla, and the Mazda3. The Mazda is the only car with a realistic shot of conquering the Civic's long time best-selling car in Canada crown this year. It also happened to clean up at last year's AJAC Car of the Year awards, winning the title of Best New Car Under $21k and Best New Car over $21k.

The reason behind GM's confidence is clear. After comparing these four sedans on the street as well as on a closed cone course, the Chevy's more mature personality shows through. It is the quietest one of the group, followed by the Corolla. And though it's true the Mazda has a slight edge in handling and overall fun factor, the payoff in spaciousness and a more comfortable ride that the Cruze offers is a tradeoff that most consumers are likely to buy into.

Right, but what about the Honda? The Civic feels modern inside at first, with its unique high-mounted digital speedometer, but once underway its road noise, ride, and handling all feel a generation behind the Cruze. This is pretty big news. When was the last time a Chevrolet made a Honda feel old?

Reliability will be a key question: The Civic's driving manners are not the only aspect of the car that has won it many fans. Fuel efficiency and reliability have always been major parts of the Civic's widespread appeal, and so GM has gone a long way to address the mediocre scores of the Cruze's predecessor - the Cobalt - on both measures.

GM says the Cruze underwent six million kilometers worth of durability testing, giving the uplevel (but smaller sized) 1.4-litre turbocharged four specific oiling and cooling measures to ensure reliability. Thile the lack of any squeaks or rattles suggests robust quality, we did hit one electronics glitch.

On the highway, our engine temperature needle hit its lowest point, lighting up our Cruze's instrument panel with a warning that the air conditioning would be turned off due to high coolant temperatures, suggesting it was overheating. As there was no change in performance, smoke or any other signs of engine distress, we carried on normally. Even through thick traffic, our confidence in the car's ability to get us there reassured by our OnStar advisor, who we consulted for a remote engine diagnostic and confirmed that the car was safe to drive.

To sweeten the deal for potential early Cruze buyers, GM Canada is offering a unique buyers' choice: free winter tires, or a free 16-gig Apple iPad, for those who buy or order a Cruze before January 10. In addition every iPad and iPhone user will be able to use MyLink by the end of the year, a new OnStar mobile app that allows you to unlock your doors or start your car (for remote-start equipped models) with your mobile device.

FIRST DRIVE: 2011 CHEVROLET CRUZE SAILS INTO NEW ERA OF SMALL CARDOM

By Zach Bowman, Autoblog.com - Until now, General Motors hasn't exactly taken the small-car market seriously. While Honda, Toyota, Nissan, Hyundai and Kia have built their empires on the hoods of pint-sized, fuel-efficient transportation, history has shown the captains of Detroit tend to offer up parts-bin afterthoughts. Cars like the Chevrolet Cavalier and Cobalt have left a sour taste in the mouths of buyers thanks to noisy and de-contented cabins, rough engines and build quality that would make a Yugo blush. As a result, Americans have developed a sort of Pavolovian retch when we hear the term "compact car".

But a new dawn may be approaching -- one heralded by a rash of new straw-weight fighters that aim to bring a global small car philosophy to the U.S. GM intends to be part of that party with the introduction of the 2011 Chevrolet Cruze, a sedan that, for all intents and purposes, is more of a landmark model for the company than the endlessly-hyped Chevrolet Volt. To get our meaning, you'll need to throw all of your heinous memories about American-built small cars out the window beginning ... now.

This is not the next Cobalt. To saddle the Cruze with its rental ancestor's moniker would only hobble the product before it manages to get off of the ground. The two are only similar in the fact that one will take the reins from the other, and for proof, you need look no further than the new model's design. Whereas the Cobalt sedan always came across as having more than a little Fisher Price on a beer-thirty Friday feel to it, the Cruze presents itself as a well-scaled version of the Bowtie's larger four-door offerings.

Up front, the car wears the same handsome split grille found elsewhere in the Chevy line. Aggressive headlights peel from the nose to the sides of the Cruze and follow the contour established by a sharply defined wheel arch. Buyers who opt for the RS trim will be rewarded with a slightly spunkier front fascia, along with matching side skirts and a reworked rear bumper cover. Likewise, a smattering of chrome accents help link the Cruze to the likes of the larger Chevrolet Malibu and separate it even farther from the bargain basement leagues of its predecessors. The look is about as far from a teenage throwaway as you can get, proving that small can be striking.

But it's the interior that does the heavy lifting in a small car. Typically, designers and bean counters wage a tireless war over material quality and convenience goodies, and nearly without fault, it's the accountants who stand victorious over their art-school foes. But this time, the halls of GM headquarters were lined with a carpet of lifeless forms still desperately clutching their adding machines. There are expletives to describe how nice the Cruze interior is compared to the long parade of Dollar General cabins we've seen in the past, but since we try to keep this place as family friendly as possible, we'll just say that it's fantastic. And it's about time.

In LTZ trim, the dash is dominated by a tech-laden but well-sorted center stack and accented with broad swaths of leather. We're not talking vinyl with real leather grain here, either. The dash trimmings, seats and steering wheel are all coated in hide that was once roaming a hillside. Their touch has the effect of distracting you from the fact that the rest of the dash and door panels are hard plastic. Nicely grained, sure, but the material is more along the lines of what we expect oout of a GM compact. Put the two together, though, and you're rewarded with a duo that looks gorgeous. Simply put, we love it -- especially in the dark brown/cream combo of our tester.

GM has also done a great job of making sure that nearly anyone can fit behind the wheel -- and we do mean anyone. The driver's seat can be positioned so far back that someone of normal height will have no chance of reaching the pedals or the steering wheel. Speaking of the tiller, even the base Cruze comes with a tilting and telescoping steering wheel that, when combined with the highly-maneuverable seat, means the driving position can be adjusted to fit people of nearly any stature. The seats are comfortable, though don't expect to be firmly held in place by any faux-sports bolsters. The Cruze makes no qualms about the fact that first and foremost it's here to, well, cruise.

This is a compact, though. Lock the front seat in place for a driver around 5-foot-11 and there's just barely enough room for the same gent to squeeze into the rear seat with his knees in the seat back. There's plenty of head room, though, so the ride would be more than tolerable for short commutes. Thanks to the roof design, GM lost just two inches in rear headroom compared to the front. Ask the driver to scoot forward an inch or two, and all should be right with the world.

GM will be offering the Cruze with two engine combinations when it hits showrooms later this year, though we were only able to get our grubby paws on the more potent turbocharged 1.4-liter direct-injection four-cylinder bolted to a six-speed automatic gearbox. GM claims the engine produces 138 horsepower at 4,900 rpm and 148 pound-feet of torque at 1,850 rpm, though the good folk at the Society of Automotive Engineers haven't gotten around to verifying those figures just yet. Regardless of what the final figures turn out to be, the little powerplant is perfectly suited to life in the Cruze. It serves up modest but adequate power with neither buzz nor vibration, and it does so without having to rev itself to oblivion. As a result, GM is shooting for an astonishing 40 mpg-plus EPA rating on the highway once the feds wrap up testing.

If you're looking to save a few dimes, GM is also offering a 1.8-liter naturally aspirated four-cylinder on lower trim rungs. Interestingly enough, the engine produces only marginally less grunt -- 136 hp and 124 lb-ft of torque -- though is expected to return slightly lower fuel economy numbers. Why GM bothered to offer the engine as an option is something of a quandary to us, but we suspect they were shooting for the lowest base price possible and the 1.8-liter costs less to produce than the high-tech 1.4-liter turbo.

Shifts from the six-speed automatic are smooth and well-handled under normal driving conditions. Thanks to some clever gearing, the little 1.4-liter feels like it has more torque than it does off the line. Really mash the throttle, though, and there seems to be a miscommunication between the engine and transmission. The manifold-integrated Honeywell turbo takes half a second to spool, which confuses the gearbox. The transmission then drops a gear just in time for the engine to begin pouring on every ounce of its grunt, causing yet another shift. In the meantime, you're left with your foot to the floor and no noticeable increase in speed. In fairness, GM says that the models we drove were all pre-production, and any acceleration issues would be ironed out by the time the cars hit dealer lots.

Of course, you can skip that issue altogether and order your Cruze with a six-speed manual transmission if your heart so desires. GM didn't have any row-your-own models on hand for us to play with, but we can only assume that the third pedal would take some slack out of the drivetrain.

Hesitating passes aside, the Cruze is a smart driver. GM says that it was interested in moving the car's handling away from the sport side of the spectrum and more towards the comfortable, if somewhat soft, dynamics of the Malibu. While this means that the car serves up a plush ride, it also means that you won't be hustling it through the cones of an autocross anytime soon. That fact may help to explain why GM isn't planning a major social marketing effort to combat Ford's Fiesta campaign in that arena, nor will it push the Cruze on the motorsports world despite having a successful (and mighty-fine looking) World Touring Car Championship version in Europe. Instead, the company wants to point Cruze marketing to the post-college/pre-kid crown as a more mature mode of transportation.

That news helps to explain the level of refinement the Cruze delivers once you're on the road. GM has taken pains to ensure the cabin is an isolation chamber unmatched in this price point. Triple-seal doors, a laminated windshield and hydraulic engine mounts make the cabin Lexus-quiet. We know that sounds absurd, but we don't make the comparison lightly.

Steering is just this side of over-assisted, but we wouldn't call it twitchy, either. It simply feels at home with the rest of the car -- comfortable, but somewhat numb at the same time. Similarly, the brakes aren't what we would call high-performance ready, even with the rear discs of the LTZ. GM says that lower rungs on the trim ladder will come with rear drums as standard equipment, and it's safe to assume that stopping performance will be slightly degraded to match.

What you're left with is more of a teacup breed of Malibu rather than an evolutionary step in GM's small car species, and that's fine. The Cruze manages to do more than nail all of the basics of transportation. For the first time in GM's history, it's created a compact car that's a pleasurable place to spend time in. American buyers used to a plush ride and a quiet cabin will likely feel right at home in the driver's seat, and judging from the MSRP, we're guessing that it won't take much convincing to get them there. GM says that the Cruze will start at $16,995 US, complete with the 1.8-liter four-cylinder and a six-speed manual transmission. If you want the cozy leather interior, you'll still only have to shell out $21,395 US. Our tester, complete with four-wheel disc brakes and LTZ trim, came with a very manageable $22,695 US price tag.

More than any other vehicle we've seen from The General recently, the Cruze is proof positive of the company's new attentiveness to market needs, customer desires and quality construction. Do we wish GM had taken the time to put the Cruze through all of the necessary changes to bring the car to the US when it debuted back in 2008? Sure, but after generations of choking down the company's interpretation of a small car, it's better late than never.

CHEVY CRUZE TO BECOME THE COMPACT OF THE FUTURE

By Scott Burgess, The Detroit News - Detroit's history will cruise down Woodward Avenue on Saturday (though this rolling party has been revving up for weeks). Detroit's future, however, arrives in October with Chevrolet's big-little compact, the 2011 Chevrolet Cruze. Make no bones about it, this car carries General Motors Co.'s future in its 25 cubic-foot trunk.

Sure, the extended-range electric Chevy Volt has had 1,500 days of publicity without actually being up for sale yet, but the Cruze is where the low-rolling resistant rubber meets the pavement. (The Volt's tires debut on the Eco Cruze this fall, before the Volt.)

The Cruze will do more to help the environment, do more for consumers and do more for GM's bottom line than the Volt will for a generation (note: car generations are kind of short).

More importantly, for the first time since, well, since GM tried selling small cars, the Cruze is the best compact car available. Don't take my word for it, go drive one.

Here's what you'll find: A well-appointed interior, a gutsy little engine, smooth acceleration and a surprisingly quiet and elegant ride. It's the people hauler for the masses.

Raising the bar wasn't difficult. The Cobalt, the tiny compact the Cruze replaces, was what people bought because it was on sale or they had some sort of employee discount. The Honda Civic, Nissan Sentra and Toyota Corolla decimated the Cobalt in annual sales -- because they were better cars.

That was then. Now, the Cruze doesn't raise the bar, it sets it. A true global vehicle, the Cruze grabs influences from GM's designers and engineers from around the world, which might explain the awful spelling.

I've test driven the Cruze a number of times as Chevy wanted to tout different development phases on the vehicle over the past year. The most recent test drive was in Washington, D.C., where we were put in the completely ready as the consumer is gonna see 'em Cruzes. (Unfortunately, the 40 mpg Eco Cruze was not available for testing.)

The turbocharged 1.4-liter Cruze LT with a sport package sat shining just off Dupont Circle, calling my name.

For the most part, this car needs that compact context. Just like the Civic and Corolla -- the big wigs of the compact world -- the Cruze was designed as stylish transportation. It's not a sports car.

It's better. It combines form and function with a lot of space inside.

The Cruze maintains that Chevy dual cockpit approach, but with a much more open area. The dash curves around nicely to the doors and the instruments and controls are all within easy reach of the driver. The center stack is busy with buttons around a center circle that controls the stereo. But everything feels right and it's comfortable.

There's also lots of technology, such as the optional Bluetooth connectivity for hands-free cell phone operation. USB audio input and steering-wheel mounted controls. Even the base model, which starts at $16,995 US, includes an auxiliary jack, remote keyless entry, XM Satellite radio and GM's OnStar turn-by-turn navigation.

While high tech enough to please most young buyers, its creature comforts will please consumers downsizing to a smaller vehicle. Things like navigation, ultra sonic park assist and a 250-watt stereo are amenities people appreciate.

Big on the inside

But the bigger story is the back seat. Unlike other compact cars, the Cruze doesn't feel very small. There is 35.4 inches of legroom in the second row. That's like business class.

The Cruze gets down to business with its performance, too. The base model comes with a 1.8-liter I-4 engine that produces 136 horsepower and 123 pound-feet of torque.

No, you're not going to set Milan Dragway on fire, but it will get you to work on time. Final EPA mileage figures have not been released, though Chevrolet says the Eco Cruze will hit 40 mpg.

In a nod to that particular model, it is not simply a stripped down version of the Cruze. Chevy has added new features to the Eco Cruze, which starts at $18,895. They include different carpet and a front grille that can open and close to improve the aerodynamics. This model won't be available during the initial launch but arrives a few months later.

The 1.4-liter turbo I-4 is a great little engine, producing 136 horsepower and 148 pound-feet of torque. It's small, efficient and provides plenty of power.

Driving through the hills of Virginia outside of D.C., the Cruze never seemed to want for power. The six-speed automatic transmission was very gentle, clickingt through the gears quietly and with certainty.

The ride and handling were both crisp and comfortable. Some of the biggest improvements over the Cobalt are evident in the Cruze's ride. It feels and sounds like a more expensive car. Wind noise is considerably less and road noise was very little.

The suspension seemed to enjoy aggressive driving, keeping the Cruze firmly planted on the road and the rack-mounted electric power steering was direct and provided a confident return to center.

Fast, powerful look

In a parking lot of big compact players, the Cruze stands out. For the most part, compact styling has come up short. But that may also suggest that many of these buyers aren't looking for steep windshields, hard edges and hood scoops. No one can look at any Corolla built between 2000 and 2010 and say, "I bought for its styling" with a straight face.

You could, however, say that with the Cruze, especially if you add the $695 US RS appearance package, which includes a new front and rear fascia, rocker moldings, fog lamps and a rear spoiler. It just adds a better look to the Cruze, which looks nice to begin with.

There's a fast look to the Cruze, in part because of the way the headlights stretch so far back into the quarter panels. The big dual grille and big wheels (up to 18 inches) all add to its powerful stance. The Cruze is also 70 inches wide, which adds to that balanced look.

In 50 years, I don't think the Cruze will be celebrated along Woodward Avenue -- at least not for the reasons people might think.

No, this Cruze will be recalled as the quintessential car that showed the world, and by the "world", I mean Americans, that when it comes to small cars, Chevrolet could deliver.