This engine/transmission arrangement achieves a fuel economy rating of 7.8L/100km and 5.1L/100km city and highway driving respectively. Interestingly, Chevrolet doesn’t use this engine in its base Cruze. A larger, normally aspirated 4-cyclinder mill does the work in the LS trim level, which presumably enables GM to offer the Cruze at a lower entry point in this intensely competitive market, that entry point being $14,995.
My LT Turbo tester was pegged at $19,495, whereas the top shelf LTZ Turbo is stickered at $24,780. That’s nearly a $10K spread, which is a wide margin in the economy field. But then again the Cruze doesn’t feel like an econo-box by any stretch, and in LTZ form it’s leather-lined and full of goodies.
Smooth, quiet ride dynamics
Another Cruze “first impression” pertained to how quiet it is overall and how smoothly it handles the road. It’s highly evident that GM engineers applied themselves rigorously to noise mitigation and ride quality when developing the vehicle’s chassis and suspension.
As a result, very little road or wind noise permeates the tightly sealed cabin, leading to an unusually quiet environment for a vehicle in this class. Along with the serenity, I enjoyed the comfort delivered by the Cruze’s ability to absorb road degradation without transmitting it to the occupants.
Perhaps it was due to the absence of other noises in the cabin, but I detected a bit of suspension thump at times that I thought could’ve been better dealt with; nit picky…definitely, but that’s what it comes down to when trying to find fault with this vehicle.
It’s also hard to fault the assembly standards of the cabin and the materials therein.
Cabin hitting new standards
The final phase of my first impressions must go to the stylish, upscale cabin of the Cruze. Here the car exhibits a “feel good” persona thanks to materials and design work that are more consistent with vehicles costing thousands of additional dollars.
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| This engine/transmission arrangement achieves a fuel economy rating of 7.8L/100km and 5.1L/100km city and highway driving respectively. (Photo: Rob Rothwell/Auto123.com) |
My LT Turbo tester was pegged at $19,495, whereas the top shelf LTZ Turbo is stickered at $24,780. That’s nearly a $10K spread, which is a wide margin in the economy field. But then again the Cruze doesn’t feel like an econo-box by any stretch, and in LTZ form it’s leather-lined and full of goodies.
Smooth, quiet ride dynamics
Another Cruze “first impression” pertained to how quiet it is overall and how smoothly it handles the road. It’s highly evident that GM engineers applied themselves rigorously to noise mitigation and ride quality when developing the vehicle’s chassis and suspension.
As a result, very little road or wind noise permeates the tightly sealed cabin, leading to an unusually quiet environment for a vehicle in this class. Along with the serenity, I enjoyed the comfort delivered by the Cruze’s ability to absorb road degradation without transmitting it to the occupants.
Perhaps it was due to the absence of other noises in the cabin, but I detected a bit of suspension thump at times that I thought could’ve been better dealt with; nit picky…definitely, but that’s what it comes down to when trying to find fault with this vehicle.
It’s also hard to fault the assembly standards of the cabin and the materials therein.
Cabin hitting new standards
The final phase of my first impressions must go to the stylish, upscale cabin of the Cruze. Here the car exhibits a “feel good” persona thanks to materials and design work that are more consistent with vehicles costing thousands of additional dollars.
 |
| The stylish, upscale cabin of the Cruze is more consistent with vehicles costing thousands of additional dollars. (Photo: Rob Rothwell/Auto123.com) |