Friday, March 4, 2011

Car Reviws

Car Reviws

2011 Chevy Cruze Eco, an AW Drivers Log:

Posted: 03 Mar 2011 07:58 AM PST

EXECUTIVE EDITOR--AUTOWEEK.COM BOB GRITZINGER: It's nice to fill a car from below half a tank and have the pump stop at less than 10 gallons--especially as fuel costs creep steadily upward. The Cruze Eco does that without draining your pocketbook on the other end when it comes to buying the car in the first place. And it does it without gutting the interior of options and niceties, or dumbing down the drivetrain and chassis.

Though it's a cloth interior, the leather steering wheel and shifter trims make it feel more upscale, while the overall materials and layout feel upscale for what is really a relatively budget car. Drive quality is good as well, with most of the road noise and bumps well insulated. I also find the powertrain surprisingly strong for a wee 1.4-liter four-cylinder. Thanks go to the turbo, which really punches up the power, even if it comes with a little lag. There's also some delay in engine decel on throttle lift--not continued acceleration or anything out of control, mind you, just a tendency to wind down a little slower from high revs.

Speaking of revs, this little engine loves to spin up around redline, almost like a Honda four-cylinder. There's some whine, but it's not too annoying and nothing like the raspy fours in General Motors' past. Finally, this engine hooked up to the six-speed automatic not only provides good fuel economy at a reasonable price but is also quite refined and instantly accessible via the slap-stick shifter.

Based on drive quality, interior appointments, powertrain and the Eco package add-ons such as the power-closing aerodynamic "shutter" on the front grille, I really expected this car to sticker in the mid-$20,000 range or higher. This is a bargain for anyone shopping more expensive, high-mpg hybrids or diesels.

NEWS EDITOR GREG MIGLIORE: This is a pretty darn good little car that's suitable for most of the occasions of everyday life. It's decent-looking, has a nice interior, generally sips fuel yet still has a hint of punch from the turbo and is a significant step forward for Chevrolet.

I remember driving a Cobalt fuel-saving edition--with roll-up windows and a stick shift a few years back--and it wasn't exactly overwhelming; you were aware you were skimping to save fuel. But this Cruze is a well-done car that happens to be small. In no way did I ever feel like I was traveling in economy class in this Chevy. The interior has lots of nice parts that look and feel impressive. There's attention to detail here, especially in the trim, the steering wheel and the shifter. I detected a bit of road and engine noise, but nothing too intrusive.

Outside it was more of the same--simple, nicely styled and with attention to the little things. I was surprised when upon clicking the key fob, the taillights illuminated with the flair and distinction; Chevys have had great taillights over the years, and while no one will confuse this with a '61 Impala, it's not a '94 Cavalier, either. Up front is a little plain, but that seems to work in tidy fashion for Honda and Toyota.

I didn't realize right away that this had a turbo. It's a really smart combination of small displacement with a pinch of power. Yes, it's 138 hp, but the curb weight isn't too flabby, and really, it's a small sedan. Isn't this what the government has been wanting General Motors to make for years? There's a little turbo lag, and there was one time I found it necessary to floor it to merge safely ahead of oncoming traffic. But I also was able to slingshot through a crowded service drive and launch onto an expressway at full bore--that was pretty fun. The transmission is pretty adept, though at times I detected some kind of hesitation. The chassis is well-done and handles most roads, no problem. The body is taut and composed through turns, and there's nothing about this car that drives low-budget.

Overall, I was extremely impressed with this sample of the Cruze. People have harped on GM for years about building "cars people want to buy." They'll want to buy this one--it's competitive with anything I've driven in this class in recent memory.

My one real criticism: The fuel economy didn't quite measure up for me, as I notched 25.5 mpg before filling up. Good, not great. Part of that could be attributed to the snowy conditions--which it should be noted this Chevy was more than up for the task. My guess is with a consistent driver (not a stacked lineup of AW hotshoes) and a consistent route, the Cruze will get closer to its touted mpg prowess.

EDITOR WES RAYNAL: This car will become more important as fuel prices rise. The higher they go, the more of these models Chevy will sell, I predict.

It's not a bad little driver, either, and the price is good. An econobox that is fun(ish) to drive is rare. This is one of them. Chevy took weight out of the car (it's roughly 200 pounds lighter than a regular Cruze) and it drives light on its feet and doesn't seem noisier because of less sound deadening. The exterior looks good, interior quality is high in the price range and fit and finish are nice. The car could use better seats; I found these uncomfortable, and the ride is just a little crashy over potholes, but it's pothole season and many cars have a hard time.

There's good power and smooth shifts from the six-speed automatic gearbox. This is one of those cars I liked better than I thought I would, and I believe this would make for a cool hatchback.

COPY EDITOR CYNTHIA L. OROSCO-WRIGHT: I am happy to see this Cruze showing up not only in commercials all over, but also on the streets. I was equally happy to have a few nights in this car. I think Chevy did good job with this car. It's small, yes, but I don't think you lose out any in the way of quality and creature comforts or space. I didn't realize this has a turbo, so that explains the lag I experienced off the line and in getting up to freeway speeds. A bit annoying, but once you are up to speed, on interstates and on neighborhood streets, there's plenty of power to move the Cruze.

The interior presents well, and while the sheetmetal doesn't scream, "Look at me!" it looks nice. The gray paint doesn't do it any favors, though. The car looks much better in the red it was wearing on a non-Eco Cruze that was in the fleet a couple of weeks ago.

I also had this Cruze when the area was hit by the mini blizzard last week, and I did slide a couple of times. But the streets were completely snow-covered and snow-packed, and in my area, we got about a straight hour of freezing rain overnight on top of that, so I blame the wintry mess for the slippage. Whether driving in the mess the day after the blizzard or in blowing snow this morning, the Cruze felt planted and solid. The wind didn't shake it, and there wasn't much wind or road noise that penetrated the cabin. The Cruze is a bit upset by all the potholes, but just about every car is this time of the year. The car warms up fast, and the sound system makes the wintry drive a bit less blah. I would like to be able to adjust the driver's seat down more, and the seats in general could have some more bolster. But I still say this car is a good package.

But, being that this is an "Eco" Cruze, I was expecting a bit better fuel economy.

ASSISTANT ART DIRECTOR/DESIGNER TARA KLEIN: It's simple--this is a nice car. From the sharp, crisp exterior lines to the quality interior and handling, the Cruze shined. This shine wasn't in a flashy manner either; it's classy, and economically classy at that.

The Cruze feels high-end all around, and considering the utilization of more cost-effective materials inside, this is a huge success. The controls were neatly arranged and easy to use along the angular design of the center stack.

My commute was pretty smooth in the Cruze. It handled well, but the aforementioned slight lag was a bit annoying at times. Yes, the bumps were defined, but I agree with the others, with Michigan's recent snow melt, the potholes are bigger and deeper than ever.

This is a compact car, and it felt like it. I had plenty of space up front, but any passengers in the back seat would be feeling a bit scrunched. I could see this being an annoyance for larger groups of people or families, but since I wasn't back there, it was out of sight, out of mind. I just enjoyed my drive home.

2011 Chevrolet Cruze Eco

Base Price: $18,895

As-Tested Price: $20,445

Drivetrain: 1.4-liter turbocharged I4; FWD, six-speed automatic

Output: 138 hp @ 4,900 rpm, 148 lb-ft @ 1,850 rpm

Curb Weight: 3,155 lb

Fuel Economy (EPA/AW): 30/28.2 mpg

Options: Six-speed automatic transmission ($925); connectvity plus cruise package including cruise control, USB audio interface, leather-wrapped steering wheel, Bluetooth for phone, leather-trimmed shift lever and steering-wheel controls ($525); compact spare tire replaces tire sealant and inflator kit ($100)

2011 BMW 525d Touring, an AW Flash Drive:

Posted: 03 Mar 2011 08:01 AM PST

a rear view of the BMW 525d Touring wagon.
The joys of the diesel-powered BMW 5-series Touring wagon are kept from American drivers, at least for now.

What is it?

The BMW 525d Touring is about as German as it gets. That means a torquey, diesel-powered station wagon. Our tester was equipped with rear-wheel drive and an eight-speed automatic transmission. Power is rated at 204 hp and an impressive 332 lb-ft of torque, which enables a sprint to 62 mph in 7.3 seconds from the turbo inline six-cylinder engine. That's not bad--this is a big car. The inside is typical 5-series, with nice materials, soft surfaces and understated design.

What is it like to drive?

It's a big, strong runner that gracefully builds speed and is reasonable in regards to fuel efficiency. The engine redlines at just over 4,000 rpm, and enthusiasts will enjoy the maximum toque as soon as 1,750 rpm. Acceleration is more than adept for a large wagon, and it reaches and holds top speeds with ease. Blasting across the autobahn at triple-digit speeds was energetic--and this 5-series holds it together well. The cabin remains isolated and the body composed. Lesser cars begin to get loud and unglued at much lower speeds. Regardless of how fast you're going, the interior is a quiet setting, easy for carrying on conversations and relaxing during extended periods of cruising.

The chassis is compliant but not excessively soft, and the brakes are proficient, biting quickly with little pedal travel. The steering offers nice response through maneuvers.

Punch up sport mode and the driving experience tightens; sport plus takes it slightly farther. Both are fun. On mountain roads with twists and curves, this big wagon feels surprisingly at home. Sure, a 3-series would carve corners better, but this wagon is no slouch. Even when jerking the wheel during steering, the tail doesn't wag much, and it takes a heavy foot to spin the tires.

Do I want it?

Doesn't matter--this is a Europe-only car. BMW doesn't sell the 5-series with a diesel engine or in wagon guise in the United States (we get the 5-series GT instead). But it does in other places. And the German carmaker historically considers diesel a spotlight technology. Wagons are functional--this one had a huge cargo hold and a decent back seat--and offers a much sportier driving experience than taller, boxier SUVs. It's posh, reasonably fun to drive and functional. If it were sold here, some Americans would definitely like the 525d.

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