Chevrolet said this is better than any non-hybrid passenger car in America.

The diesel version of the Cruze sedan will be available in certain cities this spring and nationwide and in Canada in early fall.

Equipped with a six-speed automatic transmission, the latest addition to the Cruze powertrain family has an estimated range of 700 highway miles on one tank of diesel fuel, based on the EPA highway estimate and the vehicle’s fuel tank capacity.

That represents about 10 hours of highway driving.

“We harnessed generations of diesel expertise to adapt our world-class global engine for the North American market,” said Gary Altman, chief engineer, Chevrolet Cruze Diesel. “The Cruze Diesel is the best diesel passenger car out there. Chevrolet is redefining the meaning of great fuel economy with this car.”

With a starting price of $25,695, including an $810 destination charge, the Chevrolet Cruze Diesel has been priced and packaged, according to Chevrolet, to be a better value than a similarly equipped VW Jetta TDI automatic.

Compared with the Jetta, the Cruze Diesel includes as standard the Chevrolet MyLink infotainment system, larger 17-inch alloy wheels, leather-appointed seating, a longer five-year 100,000-mile powertrain limited warranty, and a two-year maintenance plan.

Chevrolet also said the Cruze Diesel also beats its rivals in performance with a segment-leading estimated 148 horsepower (110 kilowatt) and an estimated 258 pound-feet of torque. This will allow the diesel-powered Cruze to do the 0-60 in about 8.6 seconds.

The Cruze’s 2.0-liter turbo-diesel engine has an overboost feature capable of increasing torque to an estimated 280 pound-feet for short bursts of stronger acceleration when needed, such as entering freeway traffic.

The Cruze Diesel is powered by the cleanest diesel passenger car engine produced by General Motors. The vehicle generates 90 percent less Nitrogen Oxide (NOx) and particulate emissions when compared to previous-generation diesels.

Chevrolet has sold more than 2 million Cruze models globally since it was launched in mid-2010; more than 33,000 of those were diesel powered.

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GM said this Cruze diesel is featuring the cleanest diesel passenger car engine General Motors has ever produced.

Clean diesels generate at least 90 percent less Nitrogen Oxide (NOx) and particulate emissions when compared to previous-generation diesels.

The 2014 Cruze Clean Turbo Diesel will be built in Lordstown, Ohio.

Based on GM testing, the Cruze Clean Turbo Diesel has an estimated best-in-segment range and 42 mpg on the highway.

“Chevrolet has a diverse portfolio of products and technologies to meet the needs of the most discerning customer, whether it’s driving across town gas free in a Spark EV or cross-country  in a clean turbo diesel,” said Chris Perry, Chevrolet vice president of marketing.

The 2.0L turbo-diesel engine produces an estimated 148 horsepower (110 kW) and 258 pound-foot pf torque, which will result in a 0-60 performance of 8.6 seconds.

The 2.0L turbo-diesel engine produces an estimated 148 horsepower and 258 pound-foot pf torque

According to GM, the Cruze Clean Turbo Diesel’s emissions will be below stringent U.S. environmental standards including Tier 2 Bin 5 emissions standards.

“Cruze Clean Turbo Diesel fills an important role in Chevrolet’s diverse four-cylinder lineup, and is primed to win over diesel devotees and compact car buyers with its performance, torque and fuel economy,” said Perry. “We leveraged engineering expertise from around the globe to develop a world-class, low-emissions engine to give U.S. and Canadian customers a car that’s both fun to drive and practical at the pump.”

The Diesel Cruze will have a starting MSRP of $25,695, including a $810 destination charge (excludes tax, title, license, and dealer fees).

It looks like the Cruze Diesel will be a high-trim only car as GM says it will come with a six-speed automatic transmission, four-wheel antilock disc brakes, 3.20 final drive ratio, 140-amp alternator, 800 cold-cranking amps battery, 17-inch alloy wheels, ultra-low-rolling resistance all-season tires, rear spoiler, Aero Performance Package and leather-appointed seating.

Leather-appointed seating will be part of the Cruze diesel interior equipment.

Other standard features will include Chevrolet’s infotainment system MyLink, a two-year maintenance plan, and a five-year 100,000 mile powertrain warranty.

“Cruze Clean Turbo Diesel is the most sophisticated passenger car diesel engine GM has ever produced,” said Jens Wartha, GM global program manager and chief engineer for the Cruze’s diesel engine. “We merged European diesel expertise with the real world driving preferences of North American consumers.”

GM has sold nearly 2 million Chevrolet Cruze models globally since it was launched in mid-2010.

GM is no stranger to diesel engines in passenger cars as it has produced more than half a million small diesel-engine cars across Europe, Asia, Africa and South America last year, including the Cruze. In Europe, approximately 40 percent of Cruze models are diesel-powered.

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This summer the Taylors are in the United States, aiming to drive through all 48 contiguous states in a 9,600-mile trip. The pair (who in some ways might be considered hypermiling “purists” because they seem to prefer achieving hybrid-like fuel economy in non-hybrids rather than test the limits of battery-assisted cars,) will traverse the country in an unmodified 2011 Chevy Cruze Eco with a manual transmission.

During at least one stretch of the trip, the Taylors will attempt to travel 2,000 miles on a single tank of gas, achieving nearly 160 mpg over a segment that one might imagine will include a lot of downhill driving. Under normal conditions the couple estimate that they will be able to achieve a 23 percent increase in fuel economy simply by employing standard green driving techniques, like those they teach at their Melbourne-based Fuel Academy, which holds workshops around the world showing drivers how to cut their petroleum consumption.

Over the entirety of the trip, the Taylors will attempt to break their own U.S. record of 67 mpg, set in 2009 in a Volkswagen Jetta TDI. The Chevy Cruze Eco gets an EPA-estimated 42 mpg on the highway, while the 2009 Jetta TDI gets 41 mpg.

In 2008, the Taylors set the world record for diesel fuel economy when they circled the coast of Australia in a diesel-powered Peugeot 308 HDi 110 in 25 days, posting the American equivalent of 75.6 mpg on the trip. In 2006, the pair drove around the world, traveling 18,470 miles in 78 days and averaging more than 52 mpg.

The couple currently hold 88 hypermiling records and have taken on sponsorship from Shell Oil in their unrelenting pursuit of higher gas mileage. On Shell’s Smarter Driving website, fans can check in on the Taylors to monitor their progress. Currently, the couple are in the second week of their trip, passing through the northeast United States.

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In February, reports began to circulate that Chevy was preparing to offer a diesel version of its popular Cruze compact in the North America. (Diesel Cruze models are already offered in Europe and Asia, but American carmakers have been extremely reluctant to sell diesels in their home country.) At the time, a GM spokesperson said the carmaker had no immediate plans to offer the variant, but that “if market demand requires it in the United States, we could move quickly on it.” Apparently, the time has come.

Today, Chevrolet confirmed that it would in fact be selling its first diesel-powered car in the United States in more than two decades. Details are still scarce but GM has confirmed that it will hit the market in 2013, and reports have the car being built at the same Lordstown, Ohio, site as the other available Cruze models.

The diesel Cruzes offered in Europe and Asia have similar fuel economy to the most fuel-efficient current variant of the car, the Chevy Cruze Eco. The appeal lies in their added oomph—the 2.0-liter Australian Cruze diesel model provides about 33 percent more torque and 10 more horsepower than the 1.4-liter Cruze Eco.

But with gas prices high and Corporate Average Fuel Economy standards threatening to climb to 56.2 mpg by 2025, efficiency has recently joined power as a primary driver in the U.S. market. Since turbocharged diesel engines are more efficient than their gas counterparts, Chevy has the happy option of offering more power, more efficiency, or some combination of the two. According to one report from earlier this month, the diesel may offer highway fuel economy of 50 mpg.

The Chevy Cruze has been a major hit for GM this year and in June was the country’s best-selling compact for the second consecutive month—at a time when compacts are selling very well. The Cruze Eco has also been a success, accounting for more than 20 percent of total sales.

The test for the diesel variant will likely be its price. The Chevy Cruze Eco starts at nearly $2,000 more than the standard model, and diesel engines that meet the U.S.’s tough air regulations can cost as much as $5,000 more than their gasoline equivalents. To find success with the first American-made diesel car of the 21st century, Chevy will have to deliver enough MPG at a low enough extra cost.

The post Chevy Confirms Diesel Cruze for 2013 appeared first on HybridCars.com.

Because the Cruze is essentially the same car worldwide, GM could utilize its 2.0-liter diesel engine already sold in several markets. According to specs from Australia, where the diesel Cruze is currently sold, the model delivers 41 mpg with its 5-speed manual and 34 mpg with the 6-speed automatic—using the Australian test cycle. It’s too early to tell, but a U.S.-based diesel-powered Cruze could compete on efficiency with the current gas Chevy Cruze Eco manual (28 city and 42 highway)—while offering much better performance.

With well over 200 ft-lbs of torque (compared to less than 150 in the Cruze Eco), a model powered by a 2.0-liter turbodiesel could handily beat the performance of the 1.4-liter turbo gas in the Cruze Eco model, though at a likely cost premium of several thousand dollars. The key to the added cost will be the route GM takes to reduce diesel emissions in order to meet California standards and sell the model nationwide.

Think Global

Car companies are increasingly leveraging global assets to create common worldwide product portfolios. Toyota and Honda, as well as Ford and Nissan most recently, are using the best technology from their far-flung centers of expertise, bringing high-volume cost-savings along with the latest features. In Toyota’s case, this has led to a global push for hybrid vehicles. Nissan is leading an all-electric campaign, and Ford is championing its EcoBoost engines as the most cost-effective path the building cars that consumers will want to buy.

With automakers planning an impressive roadmap of new efficient models, consumers will also have to expand their worldview by learning which alternative technologies best suit their driving needs. For example, while the Chevy Volt plug-in hybrid can deliver 40-mile jaunts using only electricity, a diesel-powered Cruze might be the better option for drivers who frequently drive long distances. With an expected 40+ mpg rating on the highway, and power delivered throughout the torque curve—and most importantly a price tag that’s significantly lower than the Volt—a diesel Cruze could be compelling.

Diesel vehicles are well established as the fuel-efficient choice for the European market, while carmakers using hybrid gas-electric technology as the high-mpg strategy for Americans. The potential introduction of a diesel Cruze could help break this pattern—and pave the way for automakers to mix and match diesel and hybrid powertrains, with some plug-in models thrown into the mix.

The distinctions between efficient gasoline, diesel, electric and hybrids are blurring in one other way: according to GMInsiderNews, the 2012 Cruze will be get a push-button start, a feature commonly associated with hybrid and electric cars.

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The 2011 Chevrolet Cruze Eco, with manual transmission, delivers an EPA-estimated, segment-leading 42 miles per gallon on the highway and 28 mpg on city streets. That means the all-new Chevrolet Cruze Eco, in dealer showrooms mid-December, beats all non-hybrid segment competitors for highway mileage. In addition, the Cruze Eco with stick gets better fuel economy than the Ford Fusion Hybrid, Nissan Altima Hybrid and Toyota Camry Hybrid.

As a global vehicle, the Cruze went on sale in Asia and parts of Europe in March 2009, and has already sold nearly 300,000 units in more than 60 countries. The subcompact Cruze replaces the aging Chevrolet Cobalt, a US-only model, for the 2011 model year. The Eco will be manufactured in Lordstown, Ohio alongside the rest of the Cruze lineup—LS, LT, and LTZ models already on sale—and is one of the few compact cars built in the U.S. for the 2011 model year.

In the States, a new Ecotec 1.4-liter turbocharged four-cylinder engine will power the Cruze Eco. The Chevy Volt employs the same 1.4-liter engine to power its onboard electric generator, although that installation does without the turbocharger. At 138 horsepower (hitting the magic 100 horsepower-per-liter mark), the little sedanlette is estimated to scoot to 60 mph from a standstill in 10 seconds with the manual transmission, and nine seconds with the six-speed automatic.

Both manual and automatic transmissions offer six speeds, a major advance over earlier subcompacts that made do with four-speed automatics and four or five gears. No surprise that the Cruze is front-wheel-drive.

Technology: Turbocharging, Less Weight, Overdrive, Better Aero

This hybrid-like fuel economy can be attributed in part to the 1.4-liter Ecotec four-cylinder engine. While turbocharging has long been known to make a small displacement engine powerful enough and extremely efficient, the Ecotec 1.4L turbo uses a unique, integrated turbocharger and exhaust manifold. The design incorporates the turbocharger’s turbine housing into the exhaust manifold as a single component. It requires fewer parts, is lighter than a conventional system—less weight improves fuel economy—and helps the engine warm up faster, which benefits emissions performance.

Working in unison with the engine is a cleverly engineered, specially geared six-speed manual transmission; the Cruze Eco’s fourth, fifth, and sixth gears have been set to overdrive for improved fuel economy.

Improved aerodynamics is another key strategy. The Eco version of the Cruze uses lower grille air shutters that aid the car’s aerodynamics. It uses sensors to sense wind and temperature conditions. Electric motors hooked to the sensors open and close the shutters, closing them at high speeds to reduce drag. At lower speeds, they are open to let in more air to cool the engine. That cool system adds nearly a half-mile per gallon of fuel economy. Other functional add-ons include specific front grille closeouts, a lowered front fascia air dam, mid-body aero panels, a deck lid spoiler, a lowered suspension, and ultra low-rolling resistant tires on lightweight aluminum wheels. The use of high-strength steel across the Cruze line helps to reduce mass and weight.

First Drive

Earlier this year, we got behind the wheel of an engineering prototype, which was about 85 percent representative of the final-product, at GM’s proving grounds in Milford, Mich. What did it feel like?

Even though the Cruze Eco will be marketed as a compact, nothing about it felt cheap or undersized to us. The car had the exterior dimensions, cabin space, trunk volume, amenities, and overall presence of a quality midsize sedan.

2011 Chevrolet Cruze Eco

The Cruze Eco showed no signs of lag, and off-the-line performance was strong. The same goes for highway speeds, with the added note that the engine is very quiet. GM applied 18 distinctive acoustical treatments to ensure the Cruze rides free of most engine and road noise. Manual shifts were seamless with quick gear engagement in all shifting scenarios. The split between ride and handling was even. The Cruze is agile, but not particularly athletic—while the ride is comfortable, although not cushy.

The Eco model is not only getting attention for its efficiency, it’s also getting noticed for decent looks. Motor Trend reports that the Eco model will ride on a dropped suspension. “Equipped thus, and riding on unique—and not altogether unattractive—multispoke 17-inch wheels, the Eco model actually winds up being one of the nicest-looking Cruze models we’ve yet seen.”

Designed to go head-to-head with the Honda Civic, Toyota Corolla and Ford Focus, when it comes to cabin and cargo space the Cruze Eco is the clear leader. Passenger volume is 95 cubic feet, besting the Honda Civic’s 91 cu. ft., the Toyota Corolla’s 92 cu. ft. and the 93 cu. ft. in the Ford Focus. Trunk volume, at 15.4 cubic feet, dwarfs the Civic’s 12.0, the Corolla’s 12.3 and the Focus at 13.8.

So, what can you expect for the $18,175 price tag in addition to 42-mpg highway mileage? Chevrolet hasn’t released a complete list of standard amenities, but you can expect at least the following: power windows and locks with remote keyless entry, air conditioning, tilt-telescoping steering wheel, an eight-way (manual) adjustable driver seat, an AM/FM/CD sound system and three months free XM Satellite radio, auxiliary input for MP3 players and OnStar with six months’ free service.

Chevrolet states that the Cruze is engineered for a five-star rating, though it has not been tested. Outside the U.S., the Cruze has achieved a top safety rating on three continents. In addition to the 10 airbags, the Eco’s standard safety hardware includes four-wheel anti-lock brakes, electronic stability control with rollover sensing and traction control.

In addition to the Eco model, there are three other editions. The LS is powered by a 1.8-liter in-line four that makes 136 hp and 123 lbs.-ft. of torque and returns 22 mpg city and 35 highway with an optional six-speed automatic transmission. The LT, which gets the 1.4-liter turbo four, is actually comprised of 1LT ($18,175) and 2LT ($20,675) trim levels. At the top is the LTZ, also with turbo power, priced at $21,295.

Getting Past 40

Granted, the 42 mpg is for the highway and it is easier to increase than the city value, as aerodynamics play such a large role in highway fuel economy. But still, the Cruze Eco is the only gasoline-powered car in its class that can make that claim—at the moment. Ford’s smaller 2011 Fiesta is already a member of the 40-mpg highway club and Hyundai says its soon-to-arrive 2011 Elantra will join.

Domestic automakers are finally delivering fuel-efficient, economical, conventional small cars that can get 40+ mpg. With quality fuel-efficient small gas cars like the Chevy Cruze Eco, and the Ford Fiesta, finding their way to dealer showrooms, one question remains: Are American car buyers, who have traditionally viewed small as less, ready to make a shift?

Prices are Manufacturer Suggested Retail Price (MSRP) at the time of publication and do not include destination charges, taxes or license fees.

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The Cruze, in its own right, represents a new front for G.M. As John Zinser, compact vehicle program manager at G.M., yesterday told a media audience at the vehicle’s San Francisco, Calif., introduction, “We’ve played in this market segment before, but we didn’t play strongly.” The Cruze represents the first truly competitive Chevy compact, designed to go head-to-head with the Honda Civic, Toyota Corolla and Hyundai Elantra that lead the small car segment. And, based on an extended test drive, the car is the real deal—solid road handling, a refined interior with a high-level of standard equipment, and a spunky turbocharged four-cylinder engine.

No Car Is an Island

The 1.4-liter turbo-four Ecotec engine is the main intersection of Volt and Cruze. While G.M. will need about 50,000 of the Volt’s 80-horsepower normally aspirated version of the engine during 2011 and 2012, the Cruze will take nearly 300,000 units of a 128-horsepower version to meet its sales target through 2012. No car is an island; the volume production helps G.M. lower its cost for the Volt.

But the Cruze and Volt will have more than just the engine in common. Zinser said interior components and acoustic treatments used to lower interior noise levels are shared between the two models. A big under-the-skin common feature between the two is the rear suspension. Both will utilize similar electronic power steering systems. The Z-link design gives the Cruze more trunk space and allows the Volt to more easily package its complex propulsion system.

40 Is the Magic Number

The Cruze Eco— mates a six-speed manual transmission to the Ecotec engine— will have some advanced technology not found on the Volt—for example, an automatic air shutter system that aids the car’s aerodynamics. It uses sensors to sense wind and temperature conditions. Electric motors hooked to the sensors open and close the shutters, closing them at high speeds to reduce drag. At lower speeds, they are open to let in more air to cool the engine. That cool system adds nearly a half mile per gallon of fuel economy.

Another common bit between the two new Chevys, besides their similar profiles, is the number 40. Forty is the number of electric-only miles the Volts is promising. Forty miles per gallon is the distance the Cruze Eco model will travel using a single gallon of gas. In that sense, if you drive 40 miles per day, the Cruze Eco will consume one gallon of gas (costing around $3), while the Volt will use about 8 kilowatt-hours of electricity (ballpark that at $0.80). The Cruze starts at $17,000 versus the Volt’s $41,000. We’ll leave the rest of the economic calculations to you.

Check out G.M. videos promoting the Cruze’s design and technology.

The post A Little Bit of Chevy Volt in Chevy Cruze appeared first on HybridCars.com.

Chevrolet’s Cruze is, well, Cruisin’. Since its launch in Europe in the spring of 2009, Chevy’s first global compact car has racked up a total of 270,000 sales in more than 60 countries. Add another 70,000 sales with versions from Holden in Australia and Daewoo in South Korea.

U.S. dealerships will begin sales in September and all models will be produced in Lordstown, Ohio. The Chevy Cruze will be one of the few compact cars built in the U.S. for the 2011 model year.

Pricing starts at $16,995 for the LS model with a long list of standard safety features, including 10 air bags, electronic stability control with rollover sensing, traction control and anti-lock brakes.

40 MPG, No Battery Pack

The Cruise Eco model, starting at $18,895, delivers an estimated 40-mpg highway. (EPA numbers have not been released.) This hybrid-like fuel economy can be attributed in part to the 1.4-liter Ecotec four-cylinder engine with turbocharging and variable valve timing connected to a six-speed manual transmission with a useful overdrive gear. Add to this ultra low-rolling resistance tires, and an enhanced aerodynamic-performance package that features a shutter in the lower front grille that automatically closes at higher speeds for improved aerodynamics.

The top of the line Cruze LTZ model starts at $22,695 and features a standard six-way power driver seat, leather seating surfaces, cruise control, Bluetooth phone connectivity, USB port with audio interface, ultrasonic rear-parking assist, and 18-inch alloy wheels.

The Cruze’s interior feels like it is nearly midsize-car passenger space. The 13.2-cubic-foot trunk provides more cargo capacity than major competitors Honda Civic, Mazda 3 sedan and Toyota Corolla.

When asked at the New York Auto Show last April why the U.S. is getting the Cruze late in the game, Chevrolet small car product marketing director Margaret Brooks said the car was always aimed at an international market, and that the U.S. just happens to be the last major market in the rollout.

The domestic automakers are finally delivering fuel-efficient, economical conventional small cars that can get 40 mpg. With quality fuel-efficient small gas cars like the Chevy Cruze Eco, and the Ford Fiesta, finally reaching U.S. shores, one question remains. Are American car buyers, who have traditionally viewed small as less, ready to make a shift?

The post Already A World Hit, Chevy Cruze Makes U.S. Debut In September appeared first on HybridCars.com.

On Monday, Ford announced that the 2011 Ford Fiesta equipped with the 6-speed automatic transmission will be rated at 40 miles per gallon on the highway. It’s not official yet, but the Chevrolet Cruze Eco is also expected to join the 40-mpg club later this year. Look Ma, No hybrid! And still delivering better than 40 miles per gallon on the highway.

Ford’s advertising tag line for the Fiesta brags: “The Fiesta gets 40 highway miles per gallon. That’s more than 21 hybrids.” Ford’s spinmeisters are correct that most hybrids, including expensive models from BMW, Lexus and Mercedes, as well as the mid-market Toyota Camry Hybrid, don’t reach 40 mpg on the highway. What Ford omits is that all five of Ford’s own hybrids don’t hit the 40-mpg mark on the highway.

Ford also don’t highlight the city numbers for the Fiesta—29 mpg for the automatic version. That’s a far cry from the Fusion Hybrid’s 41-mpg rating in the city or the Toyota Prius’s 51 miles to the gallon. Of course, the comparison between the Fiesta and Prius on mileage is not entirely fair. The Fiesta, starting about $14,000, costs half as much as the Prius. The more apropos comparison is other compacts. On the highway, the Fiesta is 5 miles a gallon better than Honda Fit and 4 miles a gallon better than Toyota Yaris.

An Emerging Trend

To get a better handle on the new trend of 40-mpg small gas-engine cars, we reached out to John German, who was Honda’s manager of Environmental and Energy Analyses for more than a decade and is now a senior fellow and program director for the International Council for Clean Transportation.

HybridCars.com: How are the Ford Fiesta and Chevy Cruze Eco able to break the 40-mpg mark without diesel engines or hybrid systems?

John German: Load reduction and improved engine efficiency. Another way is to reduce performance, although I doubt that has been done with these vehicles. It really isn’t all that hard. Note that Honda had the Civic VX in 1994 that was rated at 47-mpg city and 56-mpg highway under the old labeling adjustments. Even under the new, updated label adjustments, that vehicle would have been rated at 39-mpg city and 50-mpg highway. Of course, by today’s performance standards it was a real dog, but still.

Also note that they are advertising the highway MPG value. This is easier to increase than the city value, as aerodynamics play such a large role in highway fuel economy.

Do you expect 40-mpg gas-powered cars to become a trend?

Absolutely. Upcoming improvements to internal combustion engines, transmissions, aerodynamics, tire rolling resistance, and lightweight materials will enable large numbers of vehicles to surpass 40 mpg without hybrids or diesels. By 2016 all small cars like Fiesta, Fit, Yaris, etc., and most compact cars like Civic, Corolla, and Focus should be over 40-mpg on the highway. A few mid-size cars might make it as well.

What are the economics of making these types of cars, rather than hybrids and diesels?

The improvements will be done at moderate cost—less than a thousand dollars for a smaller car. Of course, hybrids also provide a huge boost in city fuel economy, which is more important for most customers. But the improvements coming to the gasoline engine at moderate cost will make it harder to justify the additional cost of a diesel engine.

Can the same strategies that enable 40-mpg gas cars be applied to hybrids, pushing them to 50 or even 60 MPG?

Absolutely. Hybrids provide a relatively constant percentage efficiency improvement over a baseline vehicle. So, any engine improvements and load reductions—aerodynamics, tire rolling resistance, vehicle weight—will have similar benefits on both standard gasoline and gasoline-electric hybrid vehicles.

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The Cruze Eco will be marketed as a compact, but nothing about it felt cheap or undersized to us—except maybe the expected price, which GM folks hinted will be in the mid-teen range. The car had the exterior dimensions, cabin space, trunk volume, amenities, and overall presence of a quality midsize sedan.

GM says the Cruze Eco will get 40 miles-per-gallon highway, and 27 in the city. (Official EPA numbers are not yet out.) Chevy engineers are still tweaking things in pursuit of a coveted 30/40 rating.

Gearing Up

The Cruze Eco uses GM’s new Ecotec 1.4-liter Turbo, outputting 138 horsepower and 148 pound-feet of torque. A turbo delivers the performance attributes of a larger displacement engine while maintaining the fuel economy of a smaller one. Despite the low fuel consumption, we experienced more than adequate mid-range acceleration and passing power. The Eco version is only available with a specially geared 6-speed manual transmission; the Cruze Eco’s fourth, fifth, and sixth gears have been set to overdrive for improved fuel economy.

Improved aerodynamics is another key strategy. The Eco version of the Cruze uses lower grille air shutters that open and close based on speed of the car and cooling needs of the engine—and to reduce aerodynamic drag at highway speeds. This is the first use of active air shutters for a compact car in the United States. Other functional add-ons include specific front grille closeouts, a lowered front fascia air dam, mid-body aero panels, a deck lid spoiler, a lowered suspension, and ultra low-rolling resistant tires on lightweight aluminum wheels. The use of high-strength steel across the Cruze line helps to reduce mass and weight.

For our test drive, we got behind the wheel of an engineering unit, which was about 85 percent finished. It showed no signs of lag, and off-the-line performance was strong. The same goes for highway speeds, with the added note that the engine is very quiet. GM applied 18 distinctive acoustical treatments to ensure the Cruze rides free of most engine and road noise. Shifts were seamless with quick gear engagement in all shifting scenarios.

The split between ride and handling was even. The Cruze is agile, but not particularly athletic—while the ride is comfortable, although not cushy. Aside from a well constructed body, all Cruze models will feature, count ‘em, 10 standard airbags: two front, two side, two front knee, two head curtains and two rear side.

When the Chevy Cruze Eco goes on sale late this year, it will be touted as a lower-cost alternative for those seeking hybrid-like fuel economy. We think its midsize feel and 40 mile-per-gallon-highway rating will force hybrid-makers to up their game. The next generation of hybrids will need to offer 50 MPG at a minimum—or even push toward 60 MPG—in order to keep up with Cruze Eco and other small fuel-efficient cars coming down the pike.

Cruze Eco pricing has not yet announced.

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