2011 Chevrolet Cruze (2024)

We’ve had our share of Daewoo-engineered cars in North America. There was the late-1980s Pontiac LeMans, the forgettable Suzuki Reno and Forenza, and Chevrolet’s uninspired Aveo econobox—all products of the Korean automaker. And don’t forget the actual Daewoo-badged cars that were sold here. Why give the Korean company another chance?

Unfazed by criticism of previous Daewoo-designed cars, GM gave the Koreans design leadership for the 2011 Chevrolet Cruze compact car. A true world car to be sold around the globe, the Cruze will take the place of the Cobalt in Chevy’s U.S. lineup. Moreover, the Cruze is the first iteration of GM’s Delta II platform, which will host a number of new, global vehicles, including the Chevrolet Orlando MPV, the next-gen Opel/Vauxhall Astra, and an upcoming Buick version of the Astra.

Heading to the Continent First for Its Shakedown Cruise

Europe gets the Cruze first; we’ll have to wait another year. We drove the Cruze at the European launch in Spain on the Gulf of Biscay. It must be said that the Cruze is a relatively minor deal in the Old World, since GM generates big sales in this segment with the Opel/Vauxhall Astra, which is sold as a Saturn in America. In Europe, the Cruze merely replaces the Daewoo Lacetti and Nubira—two inexpensive and nondescript entries sold here as the Suzuki Reno and Forenza, respectively.

In the U.S., though, the Cruze plays a different role, and GM needs to get it right. To be built at the Lordstown, Ohio, plant, the new sedan is expected to become one of GM’s major sellers over the next few years. The extra year on the Continent should allow GM to work out the kinks before making the car available in its most vital market.

The Cruze is also significant because Chevrolet claims it ushers in a new styling strategy for the brand. We have to wait to see what that means for future Chevys, but we can say that the Cruze definitely looks good from nearly every angle. The front end is aggressive and powerful, and the rear impresses with its wide stance and taillights similar in shape to those of the BMW 7-series and Lexus LS. Perhaps the least original aspect is the side view; we have seen this roofline and window opening on many cars, although rarely on such a compact model. On the road, the proportions seem just right. The Cruze manages to look masculine and cool, unlike most of its competitors, which, frankly, can be slightly embarrassing to be seen in.

No Diesels for the U.S., but Expect the Turbo Four to Be Very Efficient

In Europe, the Cruze launches with two gasoline four-cylinders—a 1.6-liter that makes 111 hp and a 1.8-liter producing 139 hp—and a 148-hp, 2.0-liter turbo-diesel that likely will spawn a 123-hp variant in the future. A five-speed manual is standard on all engines; the more powerful gasoline mill can be ordered with an optional six-speed automatic. We’ll see the 1.8-liter gasoline engine here, as well as a 140-hp, 1.4-liter turbocharged gasoline four-cylinder—expected to return at least 40 mpg combined—that will debut as the car hits the North American market. And here’s hoping we’ll also be treated to a 260-hp SS version powered by the fire-breathing, turbocharged 2.0-liter Ecotec engine, although GM’s High Performance Vehicle Operations have been put on hold.

Solidly Built and Drives Well

The Cruze is low on breakthrough technologies, but it is a thoroughly well-engineered car, with an ultra-strong structure and low center of gravity. GM says 65 percent of its body and structure are made from high-strength steel. The fit and finish is improved over current GM small cars’, as highlighted by the small gaps between the body panels, which require precise stamping and accurate assembly. On the road, the rigid body and the extensive sound dampening translate into less noise.