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Chevrolet debuts 2014 Cruze Clean Turbo Diesel for US and Canada

2014 Cruze Clean Turbo Diesel Engine
2014 Cruze Clean Turbo Diesel engine. Click to enlarge.

Chevrolet is entering the US and Canadian diesel car markets this summer with a 2.0L turbo-diesel version of the Cruze. Assembled in Lordstown, Ohio, the 2014 Cruze Clean Turbo Diesel has demonstrated an estimated 42 mpg (5.6 l/100km) on the highway. Final fuel economy ratings and power specs will be released closer to the on-sale date.

The compact sedan’s new Tier 2 Bin 5 2.0L turbo-diesel engine is based on a proven 2.0L architecture already used in European models, where approximately 40% of all Cruze models sold feature a diesel engine. The GM engineering team—comprising engineers from the US, Germany and Italy—altered the base engine to address four main areas: emissions; on-board diagnostics; operation in more difficult environmental conditions; and operation at higher altitudes. The engine is manufactured in Kaiserslautern in Germany.

This Cruze Clean Turbo Diesel represents a new era in diesel performance for American cars. We’ve adapted a proven engine from Europe, the world’s diesel capital, and married it with the emissions-reducing technology that was perfected in the United States. It’s a great example of how Chevrolet’s global resources work harmoniously to produce the right product at the right time and for the right market.

—Jens Wartha, GM chief engineer

2014 Cruze Clean Turbo Diesel
2014 Cruze Clean Turbo Diesel. Click to enlarge.

The US Cruze diesel produces an estimated 148 horsepower (110 kW) and estimated 258 lb-ft torque (350 N·m ) with 0-60 performance of 8.6 seconds—better than the Volkswagen Jetta TDI automatic and competitive with German diesel cars that dominate the US market, GM notes. (GM anticipates going head-to-head with the Jetta TDI.)

Peak torque is achieved at a low 2,000 rpm for a sustained feeling of power on demand at almost all speeds – particularly when passing or entering a freeway onramp.

The engine also has an overboost feature capable of increasing torque to an estimated 280 lb-ft (380 N·m), for stronger acceleration periods of about 10 seconds.

“Chevrolet has had a lot of success globally with the diesel engines. Based on our technology capability, we wanted to bring diesel in to the US. We’re bringing it at small scale; we believe that this vehicle will be very competitive.”
—Cristi Landy - Director, Chevrolet Small Car and Electrified Vehicle Marketing

Cruze models in the United States and Canada offer a 1.4L turbo, a 1.4L Eco model and 1.8L naturally aspirated engine. The 2.0L turbo-diesel engine provides greater fuel economy than a comparably sized gasoline engine through greater thermal efficiency, a higher compression ratio and an unthrottled combustion process. It features an iron cylinder block and a forged steel crankshaft, each designed to stand up to the greater cylinder pressures that come with a turbo-diesel engine.

A lightweight aluminum cylinder head and aluminum intake manifold contribute to the engine’s comparatively low weight of 408 pounds (185 kg), helping the Cruze Clean Turbo Diesel deliver a balanced ride with outstanding handling characteristics. Additional highlights include:

  • Dual overhead camshafts with four valves per cylinder and maintenance-free hydraulic lifters with low-friction roller-finger followers.

  • Quiet belt-driven cams/valvetrain with high-strength belt material and tensioner rated for 100,000 miles.

  • High-strength aluminum pistons with reinforced top ring and integral combustion bowl design.

  • Central direct injection, with the injector positioned in the middle of the cylinder, with the bowl in the piston serving as the combustion chamber. This enables a high 16.5:1 compression ratio that enhances power and combustion efficiency.

  • Variable-swirl intake manifold design, which optimizes air charge mixture motion in the cylinders for a more-efficient combustion that enhances performance and reduces emissions.

  • Common-rail fuel system with Piezo fuel injectors that create multiple injections per combustion for greater performance, combustion efficiency and quietness.

  • Variable-nozzle turbocharger that broadens the engine’s torque curve, particularly at low rpm, and supports greater high-rpm horsepower. It is mounted close to the exhaust outlet of the engine for quicker spool-up of the turbine and faster light-off of the exhaust catalyst.

  • Intercooling system produces a cooler, denser air charge for greater power.

  • Piston oil jets that help reduce friction and optimize piston temperature for greater performance and efficiency.

  • Turbocharger bearings are oil-lubricated and cooled via an oil cooler.

  • Variable-displacement oil pump helps save fuel by optimizing the oil pressure, which reduces friction.

  • Vacuum pump designed for lower engine friction.

  • Ceramic glow plugs, which provide greater cold-start performance over conventional metal glow plugs (an engine oil heater is offered for cold climates).

  • B20 bio-diesel compatibility.

Quiet, smooth performance is enabled by a number of features on and around the engine. There are also sound-absorbing features added to the Cruze, specific to the diesel model, including a unique dash mat, hood blanket and more.

A precise exhaust gas recirculation control system features a high-capacity cooler and bypass feature that enable the engine to meet US and Canadian emissions regulations. The exhaust after-treatment system is similar to what is used on Chevrolet’s heavy-duty trucks and vans equipped with the Duramax diesel, including a diesel particulate filter and SCR system for NOx reduction. (The SCR system in the Cruze is specific to the vehicle.)

An approximately 4.5-gallon (17 liters) tank in the Cruze Clean Turbo Diesel holds enough diesel emissions fluid to provide at least 10,000 miles (16,000 km) of driving between refills. The system is also designed for servicing to coincide with oil changes, for greater driver convenience.

With a starting price at $25,695, including a $810 destination charge (excludes tax, title, license, and dealer fees) Cruze Clean Turbo Diesel comes 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.

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

Chevrolet is planning a limited roll-out initially for what it anticipates will be a lower volume vehicle, starting with 13 markets,followed by a national rollout. Cristi Landy - Director, Chevrolet Small Car and Electrified Vehicle Marketing, noted that the company has “found it to be a good thing” to do a focused launch on a lower volume vehicle.

This initial launch will include the West Coast, some cities in the central US, and a few cities in the East.



Per, it weighs 3,475lbs vs 3,162lbs for the Jetta TDI.. at $25,695 and the cost of diesel it does not pencil out compared to a Cruze Eco


The small standard VW engines, both diesel and petrogas, are buzzy/noisy/clunky just like the little petrogas engines of small American cars. If the Chevy diesel will be as quiet and silky smooth as advertised, that could be a good selling point.


ok so you got to service the belt at 100k miles (estimated 500$ in costs)

got to fill the urea injection (another 20$ in service)

weighs more than the tdi.... so that negates the power over the tdi

costs over 30k out the door...

not a winner in my books

ive driven the 2009 tdi for over 10000 miles so don't take my post as a fanboyism bias


Make it a 1.4L diesel with a hybrid as a kicker, and then you'l have best-in-class milage, could be over 55mpg. Just make sure it has the thermos bottle bottle to keep the coolant and engine hot when using stop-start.

The 2.0L diesel is too large, but there is some hope that the quality can be good, since it is based on the high-volume european design and manufacturing.

All in all a good step in the right direction by GM. Chevy Cruz essentially is the same as the Opel Astra from Europe.


I would have thought that diesels would do well in the "larger" states in the USA such as Nebraska and Dakota.

But I suppose everyone drives pick up's over there.

@Jus7 1.6 HDi diesels are very popular in Europe for Golf sized cars. 2.0's are a bit big for Golf's, unless you do a lot of fast motorway (or autobahn) driving.


mahonj , yes, I know. Small diesels (<2L) are all the rage in Europe. Even for near-midsize cars.

Nick Lyons

Not a fan of the belt-driven cams.


They estimate 42mpg highway. That's what the cheaper Cruze ECO already gets, with a much simpler drivetrain: no special emissions fluid, no particulate filter, no regen required.

I will be surprised if they sell more than a handful of these. It makes no financial sense at all, plus it's very very likely to become an unsupported orphan car (no aftermarket parts support, nothing available from GM after a few years).


These numbers do not make sense to me. The European Cruze has 163 PS and gets 4.2 l/100 km with manual transmission in the EU highway test cycle (4.8 combined). Of course, the car, test cycle and engine/transmission differ somewhat in comparison to the US version. However, the EU version is very competitive but the US version does not appear to be competitive at all. Either the numbers are wrong or else, introducing this model in the USA might be a big mistake. Naturally, a diesel version should have lower fuel consumption than the gasoline version of the same car.



The numbers make perfect sense. Look at the European Golf data: the 1.4 turbo gas engine gets nearly the same rating as the 2.0 diesel engine (4.7 vs. 4.4 respectively), and the diesel costs thousands more.

The only reason why diesels can be competitive in Europe is that most countries apply lower taxes on diesel fuel, relative to gasoline. You can break-even if you run very high mileages.

Also, diesels are more ingrained in European car culture. It will take customers a few years to realize that modern direct-injected gasoline cars are cheap to run. That wasn't the case with the previous generation of gasoline engines.

Walt D

I agree that they need the smaller diesel engine in this car to make it sell in the USA.

However, there are a lot of folks in "remote" areas, like ranchers in Montana, that run everything they own off of diesel, they will welcome a vehicle choice like this car. They buy fuel in bulk for the farm, and on rough roads, the Jetta/Golf/Bug/etc offerings from VW just don't hold up very well (chassis wise) - Maybe this car willhold up better.


It depends on what you compare. You just pick the numbers you like. I can give a other examples: The VW Golf BlueMotion will give 3,2 l/100 km (combined). My Ford Focus Econetic gives 3.4 l/100 km. The corresponding figures for the gasoline versions are 4.9 and 5.0 l/100 km. Great victories for diesel!

Sooner or later, US customers will have to accept diesel cars. It is certainly going to take a long time, but when more and more models are introduced, it will eventually happen. Some customers – such as you – will of course never buy a diesel car but this is the nice thing with free will; you can do whatever you like.


I agree, there is no need for a 2-liter diesel engine in a car of this size. Note that the coming BMW 1.5-liter 3-cylinder engine will have ~180 PS, i.e. much more than the Cruze 2-liter engine. To achieve similar power as in the Cruze case, the engine size could be reduced even further. Since engine cost is roughly proportional to the number of cylinders and decrease slightly with cylinder size, the price for a car with such an engine would also be competitive to a 4-cylinder gasoline engine. GM simply take what they have and apparently the result is not that impressive. Perhaps they just want to test the customer acceptance without doing too much additional work.

Talking about price, it is not always that diesel cars are more expensive than the gasoline versions. Often, you can find models from BMW and Mercedes, where the cost is similar or in some cases even lower for the diesel version. For luxury cars, regardless of diesel or gasoline, engines are produced in lower numbers so economics of scale apply and engines need more technology & refinement. Such factors have a diminishing effect on the price difference, contrary to the case for small 4-cylinder engines, where production cost and numbers are in favor of the gasoline engine.



I got my numbers from a French magazine review of the new Golf. They had a 2.0 tdi (diesel) and a 1.4 tfsi (gasoline), both with the same level of equipment. Measured performance was within a tenth or two in all their standard tests (standing km, 0-100 km/h, etc). The diesel version lists at 4,000 Euros more than the gasoline car in France (tax-inclusive).

Obviously, the figures are only valid for those specific models, but the Golf is one of the most popular cars in Europe, so they are not exceptional.

By the way, I have owned a diesel car in the past. My current car gets similar mileage from a gasoline engine, so I couldn't justify dropping a few thousand more for a diesel.


So what is wrong with by comparison? My comparison was, in fact, more concrete than yours. I did test drive a couple of the Ford Focus diesel and gasoline versions. Both use similar technology in the vehicle itself to cut fuel consumption, although it is not really a “technology-neutral” comparison regarding the driveline, if you are familiar with that concept. For drivability, you want to compare both acceleration (typically 0-100 km/h) and overtaking capacity. In general, a gasoline engine of similar size has more power but the diesel engine has more torque, so you need to set some priorities. After testing a couple of models, I finally evaluated three models: the ECOnetic diesel at 105 PS and the 3-cylinder 100 and 125 PS gasoline versions. The 100 PS gasoline engine had only 5-speed transmission (vs. 6-speed for the other two) and the engine lacked torque, so it was instantly removed from the list. The 125 PS was slightly quicker in acceleration but the diesel was more responsive in acceleration and the broader torque band enabled less gearshifts. It was easy to pick the winner. I bought the diesel verison. This is in spite of that the Ford 3-cylinder gasoline engines are very nice and even won the International Engine Award last year. The fact that the diesel consumes 3,4 l/100 km and the gasoline consumes 5,0 l/100 km also contributed to my decision. With some reasonable assumptions for interest rate and resale value, the break-even will be in less than 2 years. I plan to use my car longer…

If you want to know… I would never buy the Cruze diesel. I would not buy the 2-liter VW Golf either; the 1.6-liter engine is sufficient. Thus, the new BlueMotion would be interesting. However, it was announced but not available when I bought my car last autumn.

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