What Does 1sd Mean Cars – Volkswagen’s diesel bugs are salivating over the promise of a Cruze diesel sedan or hatch, but those models won’t go on sale until next year.
The 2017 Chevy Cruze joins the family with a hatch that maintains a good ride and plenty of space without being fast or loud.
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The world is full of compact cars like Chevrolet Cruze, so this year Chevrolet Cruze looks like other global compact cars.
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This is done in two ways. First, it adds a hatchback model cleverly named “Cruze Hatch”. This is the first time the five-door Cruze has been offered in two versions in the U.S. and it reintroduces a diesel to the Cruze lineup, first on the sedan (paired with a 9-speed automatic) and on the hatch in 2018.
The sedan is offered in base L, LS, LT and Premier trims, while the hatchback is sold only in the higher LT and Premier trims. RS Sport Appearance packages are available for both cars, but only on the LT and Premier trims.
Right now, the 2017 Chevrolet Cruze earns a 6.8 on our rating scale, reflecting its above-average fuel economy and styling. The performance may not be much to write home about, but it is above average in all aspects. (Read more about how we rate cars.)
The Chevrolet Cruze cuts a smooth hole through the wind in both hatchback and sedan. The hatch’s brute-force versatility suffers a bit due to the more curved roofline, but there isn’t much to separate the two versions from the rear doors.
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Inside, the Cruze is modern but not too digital, an attractive layout that gets better with more expensive trims.
Under the hood (for now), the Cruze is powered by a 1.4-liter turbo-4 that produces 153 horsepower. It’s mated to a standard 6-speed manual on most trims, while a 6-speed automatic is standard on higher trims. In all cases, the Cruze is a front-driver, better suited for everyday duties than quick runs through the canyons. We found the Cruze’s driveline to be a little hesitant; But it is difficult to find the culprit: small displacement turbo-4 or perfect transmission.
The antidote to both could be the upcoming inline-4 turbodiesel that will boost torque significantly and a new 9-speed automatic. We haven’t driven these models yet, so stay tuned.
The Cruze may have a compact footprint, but its interior is definitely closer to midsize. Rear-seat passengers have more than 36 inches of legroom, and a generous 13.7 cubic feet of trunk space tops the compact class. Select hatchbacks and rear cargo cylinders hold up to 23.7 cubic feet with the rear seats up – 47.2 cubic feet with the seats down.
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That curved roof cuts into a vertical position for the hatch, making even the small subcompact Sonic hatchback look roomy by the numbers. Still, it’s a comfortable car for four, and we’re not afraid to spend the day driving around town.
Interestingly, the safety of the Chevy Cruze is still a bit of an unknown – since it was new last year, there aren’t many official data. Without a comprehensive collection of crash data from the IIHS or federal inspectors, the Cruze comes with standard airbags and stability control systems. Advanced safety packages are available on the Cruze, including forward collision warning, blind spot monitors, and rear park assist alerts. Notably missing from the list: automatic emergency braking and adaptive cruise control.
Both safety systems are notable Chevy omissions, as many other compact cars offer these features. However, every Cruze comes with a rearview camera, which is a bit of a convenience.
Base cars are so spartan and lightly equipped that most buyers won’t see them on the road — they’re the kings and queens of the fleet.
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Most dealer-owned cars are LS and higher, and feature a 7.0-inch infotainment display with Apple CarPlay and Android Auto, 16-inch wheels, Bluetooth, cloth upholstery, and GM OnStar service at 3GB/three months. 4G LTE mobile hotspot service before they start monthly juice.
The top Premier and LT trims are wrapped in leather and other amenities like an 8.0-inch infotainment screen or dual automatic climate control. Most models will be priced at $30,000, but upcoming diesel cars may exceed that mark.
A year after major styling changes, the Chevrolet Cruze is joined by a hatchback version that borrows heavily from the sedan. This is the first time the hatchback Cruze has been offered in the United States.
The Cruze looks good to us inside and out; Not an easy task for a compact car. We give it a 7 out of 10 on our style o-meter. (Read more about how we rate cars.)
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Despite an 8-inch reduction in length and the addition of one rear door, the hatchback version differs from the sedan only in the rear doors. The first four doors add a familiar look, but the roof becomes a window-mounted spoiler that descends over the rear glass of the hatch. The rear hatch is not as large as expected as the hatch does not extend far from the sedan. The Cruze Hatch has more opening on the bumper, making it easier to load and unload, but not a particularly large rear cargo opening.
The Cruze is less upright than its predecessor, a classic three-box sedan with a fixed trunk lid. The new cars are more handsome, with a sleeker shape and a wedge profile that runs from the rear window closer to the trunk lid. It’s a Chevy pre-carved profile; It borrows heavily from the Chevrolet Volt plug-in hybrid.
In hatchback or sedan guise, the Cruze looks lower, slimmer and sportier than the last generation, and that takes over the interior as well. The Cruze cuts a small hole in the wind—it’s more aerodynamically efficient than the outgoing model—but it’s still easily recognizable as a Chevrolet. The Cruze Volt shares the same dual-grille front end as the Malibu and Impala sedans. High-end models have a slightly brighter function, and LED lighting was added to the headlights and taillights.
The interior has also undergone a similar redesign. The best cabins are reserved for the Premier models, which feature two-tone trim and a 7.0- or 8.0-inch touchscreen. The layout is clean and sharp, ditching most of the budget stuff that Chevy has crammed into the interior in the past. Overall, it’s a modern look that’s not too stylized or digital for mainstream buyers.
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The car looks lower, leaner and decidedly sportier than its predecessor, and this applies to the interior as well. Again very similar to the Volt, it has simple instruments in front of the driver and a 7.0- or 8.0-inch touchscreen in the center of the dash for each model. The controls are logical and intuitive, and brightwork is used to highlight them.
The nicest interior is the two-tone option on the Premier trim level, but all interior versions have a clean and unified design. Overall, it’s modern and not too stylized or digital for the average buyer.
Currently, the 2017 Chevrolet Cruze is powered by a turbocharged 1.4-liter inline-4 that produces 153 horsepower.
Why is it given? A new turbodiesel model is due this year for the sedan (next year for the hatchback), which should increase available twist by about 80 ft-lbs and add a new 9-speed automatic transmission. Chevy has been tight-lipped about these details, but that turbodiesel inline-4 could be borrowed from the already-announced 2018 Equinox, which could significantly change the Cruze’s character.
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For now, we’d say the only part of the Cruze that’s above average is its ride. The available engine and powertrain aren’t particularly inspiring, but not bad enough to lose points. We give it a 6 out of 10 on our performance scale. (Read more about how we rate cars.)
According to Chevrolet, the Cruze sedan can accelerate to 60 mph in less than 8 seconds, which is enough to be considered adequate. We’re not sure where to point the finger—the small-displacement turbo engine or the delayed transmission—but we did notice a noticeable hesitation in the Cruze’s performance when we stepped on the throttle. You’ll see the ground parked on this short, uphill highway ramp; The car will get you safely through traffic, but it doesn’t have much to spare.
It’s 250 pounds lighter than its Cruze predecessor from two years ago, and the car is designed to feel more responsive and nimble and more fun to drive than before. The Cruze’s steering isn’t unusually light, it’s heavy at high speeds and not very light at low speeds. The chassis of the car plays along; It’s planted and responsive to steering inputs.
Top Premier trims feature an improved Watt-link rear suspension layout for clearer road grip, while the rest of the model range uses a conventional torsion beam. All versions feature rack-mounted electric power steering and long-life Duralife rotors for four-wheel disc installation. It’s no sports sedan, but it handles more confidently and better than some Japanese and Korean rivals.
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As with most compacts, so is the ride quality
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