Background information about fuel economy. In early summer 2013, GM debuted the 2014 Cruze Diesel in the United States, with EPA estimates of 27 mpg city, 46 mpg highway, and 33 mpg combined (8.7, 5.1, and 7.1 l/100 km). The MY2014 Cruze Diesel was competing against the MY2014 Jetta at the time, with fuel economy ratings of 30 mpg city, 42 mpg highway, and 34 mpg combined (7.8, 5.6, and 6.9 l/100 km, respectively).
In short, while the Cruze’s highway fuel economy outperformed the 2014 Jetta, the Cruze’s city and combined estimations fell short of the Volkswagen’s. Our week with the Cruze Diesel confirmed this; city fuel consumption, particularly on a daily low-speed route of queuing at intersections, stop signs, and stop lights, as well as slogging up hills (all with the air conditioning on), was significantly below the EPA estimate for the Cruze diesel. The highway fuel efficiency, on the other hand, was at or above the EPA estimate (when not driving on a congested Interstate) (with the air-conditioning on).
The Cruze Diesel gets a facelift for 2015 that updates its appearance and expands the vehicle’s connection and content options; the powerplant stays same.
The Jetta TDI, on the other hand, is now available with the strategic EA 288 diesel engine, which provides more power and higher fuel economy: 31 mpg city and 45/46 mpg highway (automatic/manual). To recap, Volkswagen closed the fuel economy gap with the Cruze on the interstate and increased its lead in city driving fuel efficiency.
The engine is a diesel. The 2.0L turbo-diesel engine, which is SAE-certified at 151 horsepower (113 kW) and 264 lb-ft of torque (358 Nm), allows the Cruze to accelerate from 0 to 60 mph in around 8.6 seconds. Between 1,750 and 3,000 rpm, it produces at least 250 lb-ft (339 Nm) of torque, with an overboost capability capable of raising torque to an estimated 280 lb-ft (380 Nm) for short bursts of higher acceleration.
The 2.0L turbo-diesel engine in the Cruze Diesel is based on a proven design that has been utilized in markets all over the world; the Cruze engine is assembled in GM’s Kaiserslautern factory (home of the 2.0L diesels for the Opel Insignia and Astra). It is General Motors’ cleanest diesel engine, meeting North American diesel pollution standards with 90 percent fewer NOx and particle emissions than previous-generation diesels.
With five main bearings, the cylinder block is built of robust gray cast iron. It has an aluminum cylinder block to reduce weight, resulting in a 2.0L turbo-diesel that weighs only 408 pounds (185 kg).
Dual overhead camshafts with four valves per cylinder are included in the cylinder head, as are maintenance-free hydraulic lifters with low-friction roller-finger followers. The engine has silent belt-driven cams and valvetrain with high-strength belt material and a 100,000-mile tensioner.
The rotating assembly of the engine is supported by a forged steel crankshaft for long-term durability. Steel connecting rods, floating piston pin bearings, and high-strength aluminum pistons are all used with it. In addition, the pistons have a strengthened top ring and an incorporated combustion bowl design, which is an important part of the combustion system.
Piston oil jets aid in the reduction of friction and the optimization of piston temperature for improved performance and efficiency. The oiling jets, which are positioned at the bottom of each cylinder, spray engine oil to the bottom of the pistons as part of the engine’s oiling circuit.
The 2.0L turbo-diesel has a central direct fuel injection system, with injectors in the middle of each cylinder and combustion chambers in the bowls of the pistons. This allows for a high 16.5:1 compression ratio, which boosts power and efficiency.
Multiple injections per combustion are created by the common-rail fuel system with Piezo injectors, resulting in increased performance, efficiency, and quietness. The combustion system makes use of ceramic glow plugs. They outperform traditional metal glow plugs in terms of cold-start performance (an engine oil heater is offered for cold climates).
The total torque curve of the 2.0L turbo-diesel is broadened with a variable-nozzle turbocharger. It is situated close to the engine’s exhaust outlet to allow the turbine to spool up faster and the exhaust catalyst to light up faster. Oil lubricates the turbocharger bearings, which are cooled by an oil cooler. For more torque and power, an intercooling system creates a cooler, denser air charge.
A variable-swirl intake manifold design improves air charge mixture motion in the cylinders for more efficient combustion and lower emissions.
The exhaust gas recirculation (EGR) management system has a high-capacity cooler and bypass feature that allows the engine to comply with diesel emissions laws in the United States and Canada. For the Selective Catalytic Reduction (SCR) system, the exhaust after-treatment system contains a diesel particulate filter and DEF injection.
Between refills, a 4.5-gallon (17-liter) tank stores enough diesel emissions fluid (DEF, or urea) to drive for about 8,000 miles (13,000 km). For added convenience, the system is designed to be serviced at the same time as oil changes.
Transmission. The 2.0L diesel engine is mated with an Aisin-Warner AF40-6 six-speed automatic transaxle in the Cruze, which is a compact, lightweight, electronically controlled system for front-wheel-drive and all-wheel-drive applications. The AF40-6 is extremely lightweight and compact thanks to a unique mix of a traditional five-pinion planetary gear set and a compound Ravignaux gear set known as a Le Pelletier arrangement.
Shifts are controlled by a transmission control module (TCM), which is in charge of clutch-to-clutch actuation, while gear changes are made by one clutch engaging as soon as the clutch from the preceding gear disengages.
A six-element, dual-stage torque converter with a lock-up clutch is used in the AF40-6 to help enhance fuel economy.
The Cruze’s transmission was the sole component with which we experienced severe issues. The six-speed auto functions admirably under “typical use-case settings,” with fast shifts smoothly shifting up to reduce engine speed.
However, when the transmission is kicked down from a stop or a very slow speed (for example, when a driver is pulling into an intersection to make a right turn at red and notices a rapidly approaching vehicle, then floors it to get ahead rather than braking), the transmission pauses for 1-2 seconds before responding. The transmission in manual mode, based on our driving experience, exhibited no such hesitation.
In other words, the transmission in manual select mode climbed fast and very responsively up through the ratios under the identical conditions; after reaching third, we’d switch back to full automatic.
(On a recent short test drive of the new 2015 Jetta TDI with the new EA 288 diesel and the 6-speed DSG transmission, we didn’t notice any such lag on low-speed kickdown.)
Connectivity. GM is always improving its connection and in-vehicle entertainment. A new Text Message Alerts function for smartphone users with Bluetooth profile (MAP), which reads incoming texts through the vehicle’s speakers, and Siri Eyes Free for iPhone iOS 6 and iOS 7 users are among the expanded connection and convenience features for the 2015 Cruze. Each allows for voice-controlled communication, which let drivers keep their phones in their pockets and their hands on the wheel.
Other common and optional features include:
Color touch screen with a seven-inch diagonal and additional USB ports (Volkswagen has yet to equip the Jetta with even a single USB port)
Enhancements to OnStar and MyLink for the next generation, including natural language voice recognition
Drivers and passengers can use OnStar 4G LTE with accessible Wi-Fi hotspot to access apps and services that demand a high-speed internet connection. Passengers can connect personal gadgets such as cellphones, laptops, and tablets to high-speed wireless Internet if the car is turned on. At any given time, each vehicle can hold up to seven devices.
Sales. Cruze is the flagship of Chevrolet’s North American small-car lineup, which is capturing a larger part of the market and bringing in more youthful, first-time buyers. Cruze is also Chevrolet’s best-selling vehicle worldwide, having sold over 2.5 million units since its launch in mid-2010.
The entire Cruze series has sold 189,699 units in the United States in 2014, up 3.6 percent from 2013. The Cruze line sold 23,345 units in August, down 2.0 percent from the previous year.
Cruze diesel retail and fleet sales combined were 732 units in August, up roughly 23% from the previous month, and year-to-date sales are 4,252 units. This accounts for 3.1 percent of Cruze sales in August and 2.2 percent of Cruze sales overall. In other words, with subtle promotion and branding, the Cruze Diesel is beginning to gain traction within the brand’s sales.
The model we tested started at $24,985 and was outfitted with audio with navigation, improved safety package, premium Pioneer audio, and convenience extras, bringing the total price to $27,395, including the $825 destination fee.
Is the Chevy Cruze diesel a reliable vehicle?
In our tests, the Turbo Diesel achieved a highway fuel economy of 49 mpg, which is among the highest we’ve seen in any car. You could drive this Cruze for roughly 760 highway miles before needing to fill up with its 15.6-gallon fuel tank. It also provides a nice, civilized driving environment while cruising, with a smooth ride, smooth power delivery, and outstanding road noise isolation. Overall, this combination aids in the passage of time.
Who builds the Chevy Cruze’s engine?
This vehicle is powered by a Family 0 engine from General Motors. Through the 4 L Turbo Ecotec LUJ/LUV, this GM engine produces four cylinders of power while remaining small and efficient.
Who builds GM’s diesel engines?
Where Does The Magic Take Place? DMAX Ltd., based in Moraine, Ohio, produces Duramax engines. General Motors and Isuzu have formed a joint venture. DMAX Ltd. was founded with Isuzu owning 60% and General Motors owning 40% of the company.
Who manufactures the Ecotec diesel engine?
GM and its Adam Opel AG branch were kind enough to fly a few American motoring journalists to Germany recently. What is the explanation for this? The United States will not be able to test engines.
The engines are GM’s all-new Ecotec turbodiesels, which come in 4-cylinder 2L and 2.2L configurations. According to GM, the Ecotec lineup is the first to use both direct (in-cylinder) fuel injection (DI) and 4-valve-per-cylinder technology. By practically every standard, the Ecotecs are flawless. The reason why American journalists were flown over the Atlantic to drive them is a little more hazy, especially because North American sales aren’t part of the strategy.
First, there are the engines: The 2L Ecotec is a low-pressure turbodiesel with a reasonable 82 horsepower (for European driving habits). The AlliedSignal Garret turbocharger is used in the “high-charge” 2L Ecotec, which produces 100 horsepower. The 2.2L variant with high-charge produces 115 horsepower.
The horses aren’t really the story with most of the new generation of DI turbodiesels; it’s the torque. The Ecotec, like the majority of DI automobile turbodiesels we’ve tested, pulls like a freight train. The light-pressure 2L produces 136 ft.-lbs. (185 Nm), the high-charge 2L produces 151 ft.-lbs. (205 Nm), and the 2.2L Ecotec produces 192 ft.-lbs. (260 Nm).
The best part is that the peak occurs between 1,900 and 2,500 rpm in the case of the massive 2.2L engine. If that wasn’t enough, there’s also a lot of flexibility: GM claims that 90 percent of the 2.2L’s peak torque is available between 1,400 and 3,750 rpm.
The 2L Ecotec engines are available in the Vectra (excellent) and Omega (sturdy but decent), whereas the 2.2L version is only available in the Sintra minivan, which I did not test. For the time being, only manual transmissions are available, but Jorg Steyer, assistant staff engineer, project center diesel, at Opel’s Technical Development Center Europe, believes automatic/Ecotec combinations may be available in the future – and that performance will not be compromised.
There are some lovely, creative elements, such as the exquisite “valve-bridge” valvetrain design, which uses a single rocker arm to open both inlet and exhaust valves, reducing friction and allowing the use of a single overhead cam. And if you only have time to tour one assembly factory, make it the Ecotec plant in Kaiserslautern. It’s highly automated, astonishingly clean, and cheery; in the meantime, seeing the robot place all the cylinder head bolts into their precise slots – all at once! – may provide all-day pleasure.
New-generation diesels aren’t going away because they’re simply too good. Are American automakers merely waiting for our environmental regulators to wake up?
What is the life expectancy of a Chevy Cruze diesel engine?
When driven carefully and properly maintained, the Chevy Cruze is a durable compact car that can endure between 200,000 and 250,000 kilometers. If you drive 15,000 miles per year, the Chevy Cruze should last you 1317 years before breaking down or requiring costly repairs.
Who builds Chevy’s diesel engines?
The Duramax V8 engine is a series of 6.6 liter diesel V8 engines manufactured in Moraine, Ohio by DMAX, a joint venture between General Motors and Isuzu. The Defiance GM Powertrain factory in Defiance County, Ohio pours the Duramax block and heads. This engine first appeared in Chevrolet and GMC trucks in 2001, and it is now available in pickups, vans, and medium-duty trucks. Production at Moraine was apparently capped at around 200,000 engines per year in 2006. DMAX announced the production of the one millionth Duramax V8 at its Moraine site on May 9, 2007, and the two millionth on March 24, 2017.
Is there a diesel Cruze from Chevy?
The used 2019 Chevrolet Cruze Diesel comes in two different body styles: LT 4dr Sedan (1.6L 4cyl Turbodiesel 9A) and LT 4dr Hatchback (1.6L 4cyl Turbodiesel 9A) (1.6L 4cyl Turbodiesel 9A). Front-wheel drive is standard on the used 2019 Chevrolet Cruze Diesel. The 9-speed shiftable automatic transmission is one of the options.
What issues does the Chevy Cruze have?
The following are the most prevalent faults with the Chevy Cruze as reported by owners throughout model years:
- Engine issues. A number of 2018 Chevy Cruzes have been reported to have engine issues.
- Failure of the electrical system.
- Problems with steering.
- Water Pump that isn’t working properly.
- Failure of the transmission
What engine does a Chevy Cruze LT have?
A 1.4-liter EcoTec DOHC turbocharged four-cylinder engine with 153 horsepower and 177 lb-ft of torque is standard on the Chevrolet Cruze. The vehicle earns an EPA-estimated 30 mpg city/40 mpg highway with the continuously variable gearbox and FWD.
Who creates the world’s best diesel engines?
The Top 10 Diesel Engines of All Time
- 7 Toyota Straight-Six Diesel
- 6 Iceni 6.6 V8 Trident
- Alfa Romeo 2.4 JTDm, 5 pcs.
- 4 VAG 1.9 8v TDI PD, 4 VAG 1.9 8v TDI PD, 4 VAG 1.9 8v
- 3 Audi Q7 Diesel V12
- Mercedes OM617 (two).