The 2016 Chevrolet Cruze has one mission: introduce new car buyers to the brand, conquest and keep them with Chevy for life. It’s present in the car’s dimensions, its performance, and most importantly, its connectivity.
It’s also an interesting time for the Cruze nameplate. The Chevrolet Cruze doesn’t carry much baggage with it, unlike the Malibu name which needed a lot of gusto to change perceptions. Chevrolet explained this as we began spending our time with the 2016 Cruze, and it wants to hammer home that Chevrolet does more than build great trucks, crossovers and SUVs. It knows how to build a compact car, too.
But does it? Yes. And no.
We descended upon the music city, Nashville, Tennessee to find out what the second-generation Cruze was all about. Nashville was picked on purpose to host the Cruze. It’s a city being reborn, yet full of heritage; the same story running parallel with Chevrolet passenger cars.
We hopped into a 2016 Cruze Premier with the RS package, which includes 18-inch wheels and tires. Our first go at the second-generation Cruze took us around the ins and outs of Nashville itself. Here, we weren’t treated to rolling hills or greenery, but instead, we got a taste of what the 2016 Cruze will be doing most of its life: sitting in traffic and commuting from point A, to point B.
What’s noticeable from the beginning is the weight loss. Coming from the first-generation Cruze, it feels more nimble and willing. There’s also a timid “wooshing” noise coming from the hood now. That’s the 1.4-liter turbocharged four-cylinder sending power to a six-speed automatic gearbox. Together, they play well, with tall gearing and timid throttle input to receive 42 mpg on the highway. That number is 40 mpg should you select the Premier trim.
Only a few times did the gearbox seem confused with what we were attempting, kicking down at inappropriate times with a strange clunk once or twice. We’re sure an all-new nine-speed auto is coming to push things even further, though.
One other feature was well on display here, too: the stop/start system. Chevrolet made a bold move by not allowing the driver to shut the system off. It’s always on. Always. The good? It’s one of the better systems out there, and it’s doing great things for fuel economy. The bad? It’s still pretty rigid occasionally, shaking the car to life from time to time. Chevrolet has struck a good balance when it’s activated, though. For example, when sitting at a stoplight, the engine will be off. If the driver creeps forward, the car comes to life again and stays that way. It does not shut off again. It helps the system feel less intrusive, and frankly, less annoying.
Then, Chevrolet beckoned us to take the compact car to the hills of Franklin, Tennessee to experience the Cruze’s fun-to-drive character. Fun to drive? In a Cruze?
Something strange happened as we tossed the Cruze around the bends and curves: it kind of was fun. No, it’s not a sports car, but it wasn’t boring either. The chassis rolls, but it felt planted. That’s thanks to the Z-link suspension in our Premiere model. Lower spec models receive a rather old torsion beam in the rear, which should be fine for the average consumer, but a weak spot considering the Honda Civic arrives with independent rear-suspension.
The acceleration of 153 hp won’t bury you in your seat, but it’s plenty. The engine delivers peak torque of 173 lb-ft at 2,200 RPM, and it pulls best around 3,000 RPM. At higher speeds, though, slamming the accelerator reveals an engine scrambling for breath.
Even more impressive was how we managed 40.3 mpg while not intending to be frugal with the accelerator through the winding hills. Sure, the number is on par with the segment, but it goes to show the engine won’t secretly guzzle gas should you push the Cruze harder.
Ah, but the steering feel. Typical of any modern vehicle, it’s lifeless and vague. It’s precise, though, we’ll give Chevrolet that, but it provides no real feedback. A shame, because the chassis and suspension really keeps the driver connected.
Once we reached some calmer stretches of road, we began to take in our surroundings more regarding the interior materials. Between those present, it seems the materials really split people individually. Personally, I felt my “Dark Atmosphere” interior combo, fancy-speak for light gray and tan, looked rather cheap. However, the “Jet Black Kalahari” trimmings looked fantastic, and it is a no-cost option for Premier models. But, by that time, you’re spending close to $25,000 for a compact car.
It’s a shame because the interior design is actually quite pleasant, but the plastics give themselves away so easily. The strategy was certainly to place soft touch materials where the hand will be, but move your hand slightly up, down, left or right, and there will be rock-hard plastic.
Now, let’s talk tech. This is where the 2016 Cruze shines. In fact, Chevrolet literally made a comparison between the car and its technology as “hardware” and “software.” The lines between automobile and computer continue to blur.
Apple CarPlay and Android Auto were front and center, and the system works flawlessly. I hate country music, so booting up CarPlay to pick my choice of music was much appreciated. And, I charged my phone simultaneously thanks to wireless charging in the center console.
There’s also OnStar, 4G LTE WiFi, lane departure warning, back-up assist and so much more. Where competitors shine in better usage of materials, the Cruze provides a swift kick with content. Seriously, this is what will move the Cruze from dealer to driveway. It all works incredibly seamlessly.
The first-generation Cruze was never a bad car. It never did anything poorly besides cramming its backseat passengers and squishing them. This second-generation carries that mantra forward. Chevrolet has clearly listened to its consumer base, fixed the previous issues and delivered a solid car. Evolution, not revolution.
The problem is, the competition has created excellent cars, too.
However, the 2016 Cruze isn’t going to be a battle won by specs and comparisons, it will be one fought through disruptive and non-traditional marketing efforts. If Chevrolet can convince buyers to rethink what the brand is capable of, the Cruze will be an even greater success than the first-generation car.
The 2016 Cruze is such a solid package. It knows more than a few basic chords, but it’s missing that something, the “star quality” many music city brass likely tell aspiring artists. Everyone in Nashville plays an instrument, but only the best rise to the top.
Comments
You put premiere instead of “premier” Sean.
Motor Trend calls the 2016 Chevrolet Cruze the Camaro of compacts and while this is a nice title to have, it would be even better if Chevy offered an engine option like the LWC 1.6L DOHC-4v 4-cyl turbo used by the Buick Cascada and generates 200 horsepower as that would really make the Cruze a lot more like the Camaro and more satisfying to drive.
Chevrolet really needs to up their game concerning interior plastics. They’ve come so far but as pointed out, the competition has too. The hard plastics really stick out in the Colorado as well. Same thing on the Malibu although to a lesser extent than the Colorado. It’s pennies for Chevy to upgrade and would really upgrade their image by far larger margins than the cost to implement. I do love the new Cruze!
FCA builds lemons but these lemons have lush interiors. The Chrysler 200 is a great benchmark for interior quality.
Just did a direct comparison between the new Cruze and new Civic. The Civic has nothing on the Cruze. Sure, there’s some plastic in places some cars put soft touch material, but is this car quiet!! And it has very decent jam for that size of car. Gone are the annoying “thumps” over highway cracks. GM may not put soft touch materials everywhere, but they have spent their money on other areas of the car:
– doors are stamped from one piece instead of welding 4 different pieces together around the window frame like the Civic.
– Rear head rests are actually movable so you can put a child seat strap properly under it and attach it to the rear deck support whereas the Civic has the headrest sown to the seat, is very soft and you have to squish the crap out of it as you run the child seat strap over it in order to secure the seat.
– much nicer finish under the hood (you can reach down inside the Civic’s front fenders since they are not closed off — great place to hide that bottle I guess.
– There is no more roof ditch with that plastic strip cover like the Civic still has as the Cruze has lazer welded the roof to the door frames for not only strength, but also a very clean high end look.
– The Cruze is able to get the same fuel mileage as the Civic with a larger car, more space, more torque (and hp than most civics) with a geared transmission rather that having to move to a CVT like the Civic.
-standard start-stop technology in every Cruze.
– Lower rear child seat anchors you can actually access to release them easy.
– A really nice hood release design with no pesky under hood secondary release required; just pull the hood release inside twice to open the hood completely; plus when the door is closed, you can’t access the hood release for added safety.
-5″ wider rear seat pass-through that the Civic for those larger items.
-Middle rear seat belt still attached to the seat so if isn’t in the way when you fold the seat down for larger items.
– Passive entry that allows you to open all doors and trunk with the key fob in your pocket; just not the front doors like the Civic.
– Cruze has side blind zone radar detection instead of the passenger side mirror camera like the Civic where you have to flip your turn signal twice to the right for it to come on so you can detect if someone is there before you change lanes.
– a center armrest that is actually high enough to use (Civics is level with the rest of the middle console and my elbow didn’t even reach the armrest unless I slouched over to the right.
– much wider rear door access for putting in child seats or larger items (compared to civic)
– door glass extends back past your head (front and second row) instead of having a pillar right beside your head (like in the Civic).
– Body panel gaps like around the doors are almost half the size of the gaps on the civic.
– A tilt steering lever that you can actually reach under the column unlike the Civic’s which is nearly down by your brake pedal on the column. I had to lean up against the steering wheel, lean to the right so my shoulder was up against the dash in order to reach the lever down at the very base of the steering column near the brake pedal.
The Civic is a great car and will sell a ton, and likely lead the class due to reputation alone, but when you tear the two cars apart side by side, the new Cruze is the better car for the money.
“That’s thanks to the Z-link suspension in our Premiere model. Lower spec models receive a rather old torsion beam in the rear, which should be fine for the average consumer, but a weak spot considering the Honda Civic arrives with independent rear-suspension.”
Worth noting: The Z-Link is simply the addition of a Watts link (with a fancier name) to the same torsion beam.
That said, IRS does not all of a sudden make a vehicle better, especially when it comes to handling. The Cobalt SS/TC had one and was the fastest FWD production car around Nuerburgring for a good few years (until the French beat it with what is essentially a barely-production race car). My Cobalt (LT) has the FE5 struts/shocks and control arms the bigger FE5 SS/SC front swaybar, SSC lowering springs and a Powell 1.25″ Hardcore rear sway bar, and combined with my Direzza ZIIs…it’s absolutely fantastic, without any ride issues. I wouldn’t even want IRS back there – the minimal ride quality increase would not be worth the additional weight – nor the negligible handling increase.
Well written review! It’s good to see GM taking the segment more seriously, and even managing to excel in areas such as connectivity and fuel efficiency. Since this class of vehicles isn’t necessarily driver-centric, I personally could care less about the Cruze’s handling and steering feedback. But regarding the better usage of material quality, I wholey concur! GM has made substantial progress in developing an accommodating and well built interior with their recent crop of vehicles. However, they still seem to compromise in certain areas, and this takes away a good deal of confidence in purchasing their products! I noticed some of these flaws in the CT6, with certain areas of the cabin having cheap, hard plastic!
With all that being said, I believe the new Cruze will be a success! The tech alone should garner new customers! Good job Chevy! Now I can’t wait for the next Buick Verano to hit the market!
Well the Cruze is a 17-27K car whereas the CT6 is a 55-89K luxury model so the interior plastics would mainly apply to the Caddy. Nobody shopping a 20K run of the mill average Cruze is expecting 45K BMW level of interior plastics and if they do that is rather unrealistic.
How are the front seats? Was hoping to see adjustable lumbar support here but did not see it on the cars at the NY auto show. Can anyone tell me if there is improvement in comfort from last generation?
Front seats are very comfortable. I don’t believe there is a lumbar (rare in that size car) but the seat is well shaped and supportive. The first inch of foam seems softer but under that is supportive, so a great combination. The rear seat is where this car is improved the most. We had a 6’2″ guy in front and a 5’9″ guy in the back and his legs still weren’t touching the front seatback. I spent about half an hour driving one today and all I can say is as long as customers try one, it will impress. It will definitely compete in this class of car. It is very quiet and you really don’t hear or feel the highway cracks when going over them. The start stop works great and again is better than others because when you are turning at an intersection, it will shut down when you first stop, start up again as soon as you release the brake, and if you creep forward with stopping/going waiting for the traffic to go by, it will remain running so you can quickly merge into traffic where other companies start-stop stops every single time you stop.
I was just wondering about the front seats as well. It seems to me when sitting in a first gen. Cruze I found it to have a too narrow of a lower cushion and it tried to over bolster me up and out of it kind of a feeling to it. I want to sit in a new one and see if it sits better.
Cruze is beautiful. Handsome enough to render Verano useless (hence the modified Cruze in China). Cruze, like Volt, is uber modern and sexy.
I just wish GM had priced Cruze cheaper as it is more expensive than Civic and Elantra with slightly less audio content and the days of shoppers being to pay more for a domestic are long over.
I want Chevrolet too under price Cruze (&Malibu) & declare war on Honda! The increased volume and street cred would guarantee both Chevy and GM supremacy amoungst millenials.
Chevrolet is playing games with the Cruze’s pricing structure and option packages. It starts off cheap enough at 17557 in the cheapest L trim level. The problem here is that literally no L models are ever ordered at dealers and they can only be had in stick with one interior color and two rental car exterior colors white or silver. They also lack safety tech features. Move up to the pricier LS version and the price jumps to 19400 with stick and 20,400 with automatic. And that is a car with plastic hub caps, no cruse control, no leather wheel, no keyless start and little in the way of tech features. You have to move up the LT model for 21025 stick or 22325 to get alloy wheels, cruse control and some safety tech but that money still does not buy you keyless start, remote start, a leather wheel, a power seat or even lumbar adjustment. Want a leather wheel and bigger rubber? You have to move up to the pricey Premier trim at 24350. Add a few options to that and you soon looking at over 28 grand! That is too much coin for a compact such as this.
Also where is a performance version Chevy? Where is a more powerful engine like you offered 10-15 years ago? Why are the seat belts not height adjustable?
I believe civics are reaching 30k as well?