High-end equipment list may be problematic for some, but the Cruze diesel's torque performance and impressive fuel economy make a convincing argument.
By Glen Woodcock, The Ottawa Sun - Chevrolet's new 2014 Cruze Turbo Diesel is giving me a headache. No, not because of any diesel fumes (there are none), but because I can't make up my mind whether it's really practical or too pricey for a compact econocar.
On one hand, I love the fact our test vehicle has delivered fuel economy of 5.7L/100 km in real world driving that has included lots of hills, superhighways and heavy urban traffic. On the other, I'm not sure efficiency alone is enough to justify an as-tested price of $33,000-plus once tax and destination charges are included.
That's a hefty chunk of change, and it would take years, and many thousands of kilometres, to recover the difference between the price of the diesel and a gasoline-powered Cruze at the pumps.
You can buy a regular Cruze for as little as $15,995, but Chevy has decided it will market the diesel version as an upscale model with lots of standard equipment - lether, air, voice activated audio and phone, heated seats, etc. - for a base MSRP of $24,945.
As much as I like diesels, I like saving money even more. Then again, I hate stopping to fill up, and Cruze Turbo Diesel's cruising range is just under 1,000 km.
Today's modern European diesels run almost as quietly as gasoline engines, but here Cruze is a bit of a throwback, with lots of clatter when you first fire it up and at idle. But the noise is more noticeable from outside the car than it is in the well-insulated cabin.
The 2.0-litre diesel uses turbocharging to produce 151 hp - more than competitive in this market segment - but generates enormous torque - 264 lb-ft at 2,600 rpm. Hammer the gas pedal and you get a 10-second burst that boosts torque to 280 lb.-ft. Consequently, it is very strong off the mark and can sprint from 0-100 km/h in about 8.4 seconds.
The engine is built in Germany, where it's used to power the Opel Astra. Lime most of today's clean diesels from VW, Mercedes-Benz or BMW, Cruze uses urea injection to meet strict North American emissions standards. The fluid is in a 17 litre tank (which must be refilled every 16,000 km) in the trunk, occupying the space usually taken up by the spare tire. But there is no spare. Instead, you get a tire repair kit for plugging small leaks.
You also lose almost 50L of trunk space compared to the gasoline Cruze.
One of my major problems with this car is something that wouldn't bother all people, and is an issue I have with any of these compact Chevys. Like all Cruze models, the diesel sedan has a high beltline, which means I can't raise the standard six-way power seat to a height where I'm really comfortable at the wheel, even with tilt and telescopic steering. Remember dressing up in your dad's way-too-big clothes when you were a kid? That's how I feel driving the Cruze.
The split rear seat isn't quite so claustrophobic, but can be a tight squeeze. More headroom and knee-room would be appreciated by bigger adults.
Cruze Turbo Diesel gets bigger 17-inch wheels (16 inches is standard on gasoline models) and low rolling resistance tires that help fuel economy and don't seem to compromise handling or ride quality. This isn't a sports car, but it's a nimble enough partner for the urban traffic dance.
Over the years, Canadians have been much more willing to accept diesel engines than Americans, who still seem to think oil burners are for trucks, not passenger cars.
Cruze has the first truly modern diesel engine offered by Detroit's Big Three. Maybe it's the one that will change a lot of minds.
On one hand, I love the fact our test vehicle has delivered fuel economy of 5.7L/100 km in real world driving that has included lots of hills, superhighways and heavy urban traffic. On the other, I'm not sure efficiency alone is enough to justify an as-tested price of $33,000-plus once tax and destination charges are included.
That's a hefty chunk of change, and it would take years, and many thousands of kilometres, to recover the difference between the price of the diesel and a gasoline-powered Cruze at the pumps.
You can buy a regular Cruze for as little as $15,995, but Chevy has decided it will market the diesel version as an upscale model with lots of standard equipment - lether, air, voice activated audio and phone, heated seats, etc. - for a base MSRP of $24,945.
As much as I like diesels, I like saving money even more. Then again, I hate stopping to fill up, and Cruze Turbo Diesel's cruising range is just under 1,000 km.
Today's modern European diesels run almost as quietly as gasoline engines, but here Cruze is a bit of a throwback, with lots of clatter when you first fire it up and at idle. But the noise is more noticeable from outside the car than it is in the well-insulated cabin.
The 2.0-litre diesel uses turbocharging to produce 151 hp - more than competitive in this market segment - but generates enormous torque - 264 lb-ft at 2,600 rpm. Hammer the gas pedal and you get a 10-second burst that boosts torque to 280 lb.-ft. Consequently, it is very strong off the mark and can sprint from 0-100 km/h in about 8.4 seconds.
The engine is built in Germany, where it's used to power the Opel Astra. Lime most of today's clean diesels from VW, Mercedes-Benz or BMW, Cruze uses urea injection to meet strict North American emissions standards. The fluid is in a 17 litre tank (which must be refilled every 16,000 km) in the trunk, occupying the space usually taken up by the spare tire. But there is no spare. Instead, you get a tire repair kit for plugging small leaks.
You also lose almost 50L of trunk space compared to the gasoline Cruze.
One of my major problems with this car is something that wouldn't bother all people, and is an issue I have with any of these compact Chevys. Like all Cruze models, the diesel sedan has a high beltline, which means I can't raise the standard six-way power seat to a height where I'm really comfortable at the wheel, even with tilt and telescopic steering. Remember dressing up in your dad's way-too-big clothes when you were a kid? That's how I feel driving the Cruze.
The split rear seat isn't quite so claustrophobic, but can be a tight squeeze. More headroom and knee-room would be appreciated by bigger adults.
Cruze Turbo Diesel gets bigger 17-inch wheels (16 inches is standard on gasoline models) and low rolling resistance tires that help fuel economy and don't seem to compromise handling or ride quality. This isn't a sports car, but it's a nimble enough partner for the urban traffic dance.
Over the years, Canadians have been much more willing to accept diesel engines than Americans, who still seem to think oil burners are for trucks, not passenger cars.
Cruze has the first truly modern diesel engine offered by Detroit's Big Three. Maybe it's the one that will change a lot of minds.
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