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.
More: 2011 Chevy Cruze First Drive at AutoGuide.com
