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    2016 Chevrolet Colorado Duramax Tows 7,770 Pounds, Starts At $31,715


    • Chevrolet Reveals Some Numbers for the upcoming Colorado Duramax


    We have been waiting a long time for numbers to be released on Chevrolet Colorado Duramax Diesel and Chevrolet has released some of those numbers today.

     

    Let us begin with power ratings. The 2.8L Duramax turbodiesel four-cylinder will pack 181 horsepower and 369 pound-feet of torque. This engine will come with a six-speed automatic and automatic-locking rear differential as standard equipment.

     

    Next is tow ratings. The Colorado Duramax can tow up to 7,770 pounds for the two-wheel drive model, while the four-wheel drive model sees its tow rating drop to around 7,600 pounds. All Duramax equipped models get the Z82 trailering package as standard.

     

    One item that Chevrolet hasn't revealed at this time is fuel economy numbers.

     

    As for pricing, the Duramax option will only be available on the LT and Z71 Crew Cabs and carry a $3,730 premium. That means the base price for the Colorado Duramax will be $31,715.

     

    Source: Chevrolet

     

    Press Release is on Page 2


     

    Chevrolet Introduces Colorado Duramax Diesel

    • All-new turbo-diesel expands lineup with unparalleled capability, efficiency


    DETROIT – The fastest-selling truck in the market now offers an available turbo-diesel engine. The 2016 Chevrolet Colorado Duramax diesel takes midsize truck capability and efficiency to unprecedented levels.

     


    With 369 lb-ft of torque (500 Nm) generated by its all-new 2.8L Duramax turbo-diesel, the Colorado’s maximum trailering capacity rises to 7,700 pounds (3,492 kg) on 2WD models, with estimated fuel economy projected to top the already segment-leading efficiency of the gas models.

     

    It is also the cleanest diesel truck engine ever produced by General Motors.

     

    “Simply put, there’s no other midsize truck that can do what Colorado can with its all-new Duramax diesel,” said Sandor Piszar, director of Chevrolet Truck Marketing. “Along with greater capability and efficiency, it expands the Colorado lineup to give customers more choices and the capability of exploring more possibilities on and off the road.”

     

    The new Colorado diesel goes on sales this fall, offered in LT and Z71 Crew Cab models, with 2WD or 4WD. It is priced $3,730 more than a comparably equipped 3.6L V-6 model.

     

    Features included with or exclusive to Colorado diesel models:

    • Smart diesel exhaust brake system that enhances vehicle control and reduces brake wear on steep grades
    • Standard Hydra-Matic 6L50 six-speed automatic transmission matched with a Centrifugal Pendulum Vibration Absorber (CPVA) in the torque converter, which reduces powertrain noise and vibration
    • The Z82 trailering package is standard and includes a hitch receiver and seven-pin connector
    • An all-new integrated trailer brake controller is standard and exclusive on diesel models
    • The G80 automatic locking rear differential is standard
    • A 3.42 rear axle ratio is standard
    • A new, electronically controlled two-speed transfer case is included on 4WD models
    • Maximum trailering rating of 7,700 pounds (3,492 kg) for 2WD models and 7,600 pounds (3,447 kg) for 4WD
    • GVWRs of 6,000 pounds (2,721 kg) for 2WD and 6,200 pounds (2,812 kg) for 4WD


    “A diesel engine was part of the Colorado’s portfolio plan from the very beginning, meaning the chassis, suspension and other elements of its architecture were engineered to support its capability,” said Scott Yackley, assistant chief engineer. “That means there are no compromises with the Colorado diesel. It offers exceptional capability delivered with a confident feeling of control.”

     


    Colorado’s award-winning combination of refinement, maneuverability and connectivity complements the diesel’s capability, with segment-exclusive features such as Chevy MyLink with phone integration technology – and compatibility with Apple CarPlay – OnStar 4G LTE with Wi-Fi hotspot, Lane Departure Warning and Forward Collision Alert.

     

    Colorado’s innovative solutions for hauling and accessing cargo include a standard CornerStep rear bumper, EZ Lift-and-Lower tailgate (standard on Z71 and available on LT), two-tier loading in the cargo bed, 13 standard moveable tie-down locations throughout the bed, an available, factory-installed spray-in bed liner and a line of available GearOn accessories.

     

    Inside the new 2.8L Duramax turbo-diesel
    Colorado’s new 2.8L Duramax turbo-diesel is part of GM’s global family of turbo-diesel four-cylinder engines designed to deliver value, capability and efficiency. It features a variable-geometry turbocharger for optimal power and efficiency across the rpm band and a balance shaft for greater smoothness.

     

    Power is SAE-certified at 181 horsepower (135 kW) at 3,400 rpm and 369 lb-ft of torque (500 Nm) at 2,000 rpm. A broad torque band makes it very powerful at low rpm, while the turbocharged performance provides a confident feeling of immediate and smooth horsepower on demand.

     

    “It is a no-compromise turbocharged engine that is also really fun to drive, with excellent responsiveness,” said Yackley. “It was also designed specifically for trucks and has undergone many of the same validation tests as the 6.6L Duramax, contributing to legendary Duramax durability and reliability.”

     

    Additional engine features:

    • Iron cylinder block and aluminum DOHC cylinder head
    • Forged steel crankshaft and connecting rods
    • Oiling circuit that includes a dedicated feed for the turbocharger to provide increased pressure at the turbo and faster oil delivery
    • Piston-cooling oil jets
    • 16.5:1 compression ratio
    • Common rail direct injection fuel system
    • Ceramic glow plugs for shorter heat-up times and higher glow temperatures
    • Balance shaft that contributes to smoothness and drives the oil pump
    • Laminated steel oil pan with upper aluminum section that contributes to engine rigidity and quietness
    • B20 bio-diesel capability


    The Duramax 2.8L is the cleanest diesel truck engine ever produced by General Motors, and meets some of the toughest U.S. emissions standards, thanks in part to a cooled exhaust gas recirculation (EGR) system.

     


    The cooled EGR contributes to lower emissions by diverting some of the engine-out exhaust gas and mixing it back into the fresh intake air stream, which is drawn into the cylinder head for combustion. That lowers combustion temperatures and rates, improving emissions performance by reducing the formation of NOx.

     

    Controlling noise and vibration with the CPVA
    To control vibration and noise inside Colorado, engineers integrated a device called the Centrifugal Pendulum Vibration Absorber (CPVA) in the torque converter used with the standard Hydra-Matic 6L50 six-speed automatic transmission. It marks the first application of a CPVA in a GM vehicle and the first time it has been used in the midsize truck segment.

     

    The CPVA is an absorbing damper with a set of secondary spring masses, that — when energized — cancels out the engine’s torsional vibrations so the driver and passengers can’t feel them. In its unique design, the spring masses vibrate in the opposite direction of the torsional vibrations of the engine, balancing out undesirable torsional vibrations.

     

    Smart exhaust brake details
    The Colorado’s integrated, driver-selectable exhaust brake system is based on the system introduced on the 2015 Silverado HD models and uses the compression power of the 2.8L Duramax engine to improve vehicle control and reduce brake pad wear.

     

    When the exhaust brake is engaged in cruise mode, exhaust cruise grade braking will help the cruise control system maintain the desired vehicle speed when travelling downhill, keeping the driver from having to apply the brakes and exit cruise control to maintain speed.

     

    When the exhaust brake is engaged in non-cruise mode, the transmission and the exhaust brake deliver the correct amount of braking to assist in vehicle control, regardless of vehicle load. It is a smart system that varies the amount of brakes needed for the vehicle, load and grade. The engagement of the system is smooth and quiet, while its performance enhances the driver’s feeling of control.

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    Very cool and a solid package. This should sell like crazy for GM. Bet you see upgrade performance packages from XtremeDiesel, Bullydog and Banks in the next 12-18 months.

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    Pricing is fantastic! This midsize truck keeps getting better, it's going to be a very attractive truck option for families on a budget with moderate towing needs. With the fuel economy they're going to post, it's just as good as a daily driver too.

    Edited by cp-the-nerd
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    I am surprised the horsepower isn't more like 220-230.  Torque seems about right, although some 3.0 diesels are making 425 lb-ft.

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    I was quite afraid the price to the diesel club was going to be more significant than that considering the 6.6 adds so much to the price of a 2500. still curious what it would look like on the "build" page by the time you throw some options on it. It definitely puts the colorado out in front of the segment's capability department. of course with all that power comes great responsibility... i've already read comments about how it only tows 700lbs more than the v6... i guess they forget the whole frame rating and all. just cause the powertrain can handle it, doesnt mean the rest of the truck can...

     

     

    oh yeah and dont forget the engine assisted braking! it would be so much fun to j brake beside someone and scare the crap out of them. im sure the system will be almost undetectable though.

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    I am surprised the horsepower isn't more like 220-230.  Torque seems about right, although some 3.0 diesels are making 425 lb-ft.

    Those 3.0s are V6s too so that is where the difference comes from. This is plenty for this truck and it will sell like hotcakes.

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    GM is just hitting it out of the park in this segment. The diesel pricing is about as good as you can realistically get.

    Agreed. I am not diesel fan but this is a real game changer in the mid size game for Chevy, a move they never would have even considered ten years ago.

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    This is gonna be awesome, with a few caveats...

     

    No extended cab diesel

    No base trim diesel (I would think fleets would eat this up!)

    No chassis-cab diesel (a little flatbed or dump truck would be adorable.)

     

    After owning a VW TDi before this Colorado, I was very intrigued by the baby Duramax in these trucks.  And although I celebrate this development, I am glad I did not wait.

     

    Now, a WT extended cab 4X4 with appearance and convenience packages, and a stickshift with the diesel?  I would have kicked myself.

     

    As it is, I am routinely getting better mileage than the ratings suggested.  I can buy a good bit of gasoline for $3730, even premium, which I am using.

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    This is gonna be awesome, with a few caveats...

     

    No extended cab diesel

    No base trim diesel (I would think fleets would eat this up!)

    No chassis-cab diesel (a little flatbed or dump truck would be adorable.)

     

    After owning a VW TDi before this Colorado, I was very intrigued by the baby Duramax in these trucks.  And although I celebrate this development, I am glad I did not wait.

     

    Now, a WT extended cab 4X4 with appearance and convenience packages, and a stickshift with the diesel?  I would have kicked myself.

     

    As it is, I am routinely getting better mileage than the ratings suggested.  I can buy a good bit of gasoline for $3730, even premium, which I am using.

     

     

    Agree this needs to be fleet for businesses as well.....

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    This is gonna be awesome, with a few caveats...

     

    No extended cab diesel

    No base trim diesel (I would think fleets would eat this up!)

    No chassis-cab diesel (a little flatbed or dump truck would be adorable.)

     

    After owning a VW TDi before this Colorado, I was very intrigued by the baby Duramax in these trucks.  And although I celebrate this development, I am glad I did not wait.

     

    Now, a WT extended cab 4X4 with appearance and convenience packages, and a stickshift with the diesel?  I would have kicked myself.

     

    As it is, I am routinely getting better mileage than the ratings suggested.  I can buy a good bit of gasoline for $3730, even premium, which I am using.

    Think about exceeding the mileage ratings in this when they come out, like most diesels do.. That'd probably be in the..31..mpg highway range? Just trying to compare to the 3/0 from Ram which is rated at 29mpg highway. Maybe this little Duramax can hit 32-33mpg cruising at reasonable speeds.

     

    Agreed that the premium for a diesel make the break even point quite a few miles/years to where it really isn't worth it unless you're putting some serious miles in annually.

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    A Mercedes 2.1 liter diesel  makes 201 hp and 369 lb-ft.   So I just thought they'd get a big more power out of 2.8 liters.  Although I'd wonder if GM could have got the same power from a 2.4 liter diesel, rather than the 2.8 and maybe gotten a little more in the fuel economy dept.

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    This is gonna be awesome, with a few caveats...

     

    No extended cab diesel

    No base trim diesel (I would think fleets would eat this up!)

    No chassis-cab diesel (a little flatbed or dump truck would be adorable.)

     

    After owning a VW TDi before this Colorado, I was very intrigued by the baby Duramax in these trucks.  And although I celebrate this development, I am glad I did not wait.

     

    Now, a WT extended cab 4X4 with appearance and convenience packages, and a stickshift with the diesel?  I would have kicked myself.

     

    As it is, I am routinely getting better mileage than the ratings suggested.  I can buy a good bit of gasoline for $3730, even premium, which I am using.

    Think about exceeding the mileage ratings in this when they come out, like most diesels do.. That'd probably be in the..31..mpg highway range? Just trying to compare to the 3/0 from Ram which is rated at 29mpg highway. Maybe this little Duramax can hit 32-33mpg cruising at reasonable speeds.

     

    Agreed that the premium for a diesel make the break even point quite a few miles/years to where it really isn't worth it unless you're putting some serious miles in annually.

     

     

    I disagree with the break-even logic. You can drive the truck till the wheels fall off and reap tons of benefits of higher lifetime fuel economy...OR you can sell it and get back a chunk of the money because the diesel is worth more. It's not like the $3730 extra just evaporates when you drive the truck off the lot, waiting for gas benefits to cancel it out.

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    I still maintain that you buy to a price limit. Someone getting a $31k Colorado diesel would have spent $31k on something else. The difference is the options they were willing to trade off to get the diesel instead. In that case, you reap the benefits of fuel economy immediately.

     

    Seriously who is car shopping like "Hmm, my budget is $27,000. Unless it's a diesel, then my budget is $31,000 because I'll make back that money."

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    I dunno man... maybe I'm just really fortunate in my life but if I see something I like that'll only bump my payment 10% I'll usually find a way to make it work. It might mean living with basic cable, or eating the odd bowl of Kraft Dinner... ok, not Kraft Dinner.

    Edited by El Kabong
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    In my area right now diesel is cheaper than premium gas.  It is priced about where 89 octane is, so on that front the diesel fuel pricing is good, so the increased fuel economy will pay back more quickly.

     

    Secondly, diesels hold value.  People know diesels run forever, so I bet 5 years from now a Colorado diesel with 100k miles sells for $4,000 more than a Colorado V6 with 100k miles.

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    This is gonna be awesome, with a few caveats...

     

    No extended cab diesel

    No base trim diesel (I would think fleets would eat this up!)

    No chassis-cab diesel (a little flatbed or dump truck would be adorable.)

     

    After owning a VW TDi before this Colorado, I was very intrigued by the baby Duramax in these trucks.  And although I celebrate this development, I am glad I did not wait.

     

    Now, a WT extended cab 4X4 with appearance and convenience packages, and a stickshift with the diesel?  I would have kicked myself.

     

    As it is, I am routinely getting better mileage than the ratings suggested.  I can buy a good bit of gasoline for $3730, even premium, which I am using.

    Think about exceeding the mileage ratings in this when they come out, like most diesels do.. That'd probably be in the..31..mpg highway range? Just trying to compare to the 3/0 from Ram which is rated at 29mpg highway. Maybe this little Duramax can hit 32-33mpg cruising at reasonable speeds.

     

    Agreed that the premium for a diesel make the break even point quite a few miles/years to where it really isn't worth it unless you're putting some serious miles in annually.

     

     

    I disagree with the break-even logic. You can drive the truck till the wheels fall off and reap tons of benefits of higher lifetime fuel economy...OR you can sell it and get back a chunk of the money because the diesel is worth more. It's not like the $3730 extra just evaporates when you drive the truck off the lot, waiting for gas benefits to cancel it out.

     

    You are correct in if you own it will the wheels fall off, without a doubt. I guess I was just assuming(which we know what that does..) that most don't keep their vehicles that long.

     

    I just don't like the selling part as part of the investment. I realize that a higher resale value is definitely a part of the equation..I just don't like it.. It "feels" weird. A lot of your return is only when you sell it. Unless you're keeping it forever then it is diesel reliability and fuel economy.

    That's kinda the thing: if you pay a premium for a feature, it usually help with trade in, regardless of what it is.

    It definitely does and even moreso when it is an engine option.

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    I still maintain that you buy to a price limit. Someone getting a $31k Colorado diesel would have spent $31k on something else. The difference is the options they were willing to trade off to get the diesel instead. In that case, you reap the benefits of fuel economy immediately.

     

    Seriously who is car shopping like "Hmm, my budget is $27,000. Unless it's a diesel, then my budget is $31,000 because I'll make back that money."

    That's a very good point, actually. That's usually my starting point when purchasing a vehicle. And if need be there can be some massaging of numbers..

     

     The $3700 price for the diesel option is a fair amount of options to be giving up.. You can go fro an LT to a Z71, add the 3.6L, and a spray in bedliner..

    Or stay with the LT and add the "convenience package" and "luxury package" and then the ped protection thing which gives you a bed liner and tonneu cover.. Just other choices..

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    That is a much better base price that what C&D was guessing.  If they would offer it in the extended cab Z1, i would find a way lol.

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    That is only the 2wd price though.. add ~$5200 for a 4wd model.

     

    Jeez. Why is 4wd/awd such an expensive option on vehicles?!?

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    I built the Colorado Crew Cab 4WD, checking only the Z71 and exterior convenience boxes, and the price was about $36.1K.  There was no Diesel option at the time, which would take the price to about $40K.

     

    I do like the choice GM is offering (and I hear Ford is seriously considering) of a smaller truck, but that makes no value sense to me in the slightest.

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    I built the Colorado Crew Cab 4WD, checking only the Z71 and exterior convenience boxes, and the price was about $36.1K.  There was no Diesel option at the time, which would take the price to about $40K.

     

    I do like the choice GM is offering (and I hear Ford is seriously considering) of a smaller truck, but that makes no value sense to me in the slightest.

    Well that is about fully loaded though.. There isn't a whole lot to add to the Z71, I don't think at least.

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    I built the Colorado Crew Cab 4WD, checking only the Z71 and exterior convenience boxes, and the price was about $36.1K.  There was no Diesel option at the time, which would take the price to about $40K.

     

    I do like the choice GM is offering (and I hear Ford is seriously considering) of a smaller truck, but that makes no value sense to me in the slightest.

    Well that is about fully loaded though.. There isn't a whole lot to add to the Z71, I don't think at least.

     

     

    You can take the Z to over $50K.  There was a gazillion boxes I could check.  It was a base Z71 model.

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    I built the Colorado Crew Cab 4WD, checking only the Z71 and exterior convenience boxes, and the price was about $36.1K.  There was no Diesel option at the time, which would take the price to about $40K.

     

    I do like the choice GM is offering (and I hear Ford is seriously considering) of a smaller truck, but that makes no value sense to me in the slightest.

    Well that is about fully loaded though.. There isn't a whole lot to add to the Z71, I don't think at least.

     

     

    You can take the Z to over $50K.  There was a gazillion boxes I could check.  It was a base Z71 model.

     

    Without the diesel option? Are you sure about that..? I didn't think this truck was thaaaat pricey. I thought I loaded up a Canyon one time and it was ~45k..

     

    And are those the boxes like tonneu cover, floor mats, all season rubber mats, hitch cover, mud flaps, wheel well covers(extenders), cargo net,..? Those kinds of boxes?

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      EPA fuel economy figures for the 2017 Chevrolet Cruze stand at 29 City/39 Highway/33 Combined for the Premier sedan. Our average for the week landed around 31.2 mpg. The L, LS, and LT sedan get slightly higher fuel economy figures of 28/39/32 for the manual and 30/40/34 for the automatic.
      It seems most compacts are trying to outdo one another in terms of offering the best driving experience. So it is a bit of fresh air that Chevrolet has decided to skip this and make the Cruze ride like a bigger car. The suspension provides a cushy ride with most bumps being ironed out. Road and wind noise are kept to almost silent levels. Handling is competent in the class as the Cruze shows little body roll. However, the steering is too light in terms of feel and weight when driven enthusiastically.
      Chevrolet’s previous attempts at a compact vehicle have ranged from the punchline to a bad joke to something that can be considered at competent. But with the 2017 Cruze, Chevrolet put their heads down into making a compact that could stand tall among competitors. They have succeeded as the Cruze gets the fundamentals right and offers some distinctive traits that help it stand out from others such as the big-car ride and impressive amount of tech. Yes, it would be nice if Cruze was a slightly sharper in terms of design and the steering tweaked a bit to make it a bit more fun to drive. 
      Since I have been reviewing new vehicles for almost five years, there have been only a few vehicles that I keep thinking about to this day. Chevrolet has two to its name. The first was the 2014 Impala and the Cruze is number two.
      Disclaimer: Chevrolet Provided the Cruze, Insurance, and One Tank of Gas
      Year: 2017
      Make: Chevrolet
      Model: Cruze
      Trim: Premier
      Engine: Turbocharged 1.4L DOHC VVT DI Four-Cylinder 
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 153 @ 5600
      Torque @ RPM: 177 @ 2000-4000
      Fuel Economy: City/Highway/Combined - 29/39/33
      Curb Weight: 2,978 lbs
      Location of Manufacture: Lordstown, OH
      Base Price: $23,475
      As Tested Price: $29,195 (Includes $875.00 Destination Charge)
      Options:
      Sun & Sound w/Navigation - $1,995.00
      RS Package - $995.00
      Enhanced Convenience Package - $865.00
      Driver Confidence II Package - $790.00
      Floor Mats - $140.00
      Wheel Lock Kit - $60.00

      View full article
    • By William Maley
      American automakers haven’t been known for building good compact vehicles. Previous attempts have faltered when compared to those from the likes of Honda, Mazda, and Toyota. But this perception began to change when Ford brought out the Focus in 2000. It seemed progress was being made in making a decent compact vehicle thanks to their European branch helping out. Seeing this, GM decided to follow the same path. They called in their Korean and European offices to help out with the development of a new model known as Cruze. The vehicle proved to be a massive improvement from the Cobalt as it got the basics right such as fuel economy and overall interior space. Yes, the Cruze was lacking in some key areas such as design and driving fun. But it was light years ahead of GM’s previous attempts at a compact vehicle.
      When it came time to work on the next-generation Cruze, Chevrolet knew they had a good starting point and only needed to make improvements to make the model a real contender in the class. Let’s see if that has panned out or not.
      Dare I say the new Cruze is a sharp looking compact? Yes, but to a point. It is clear that Chevrolet’s design team took a lot of inspiration from the Volt PHEV when working on the second-generation Cruze. The overall profile and certain lines of the Volt appear on the Cruze. The front end features Chevrolet’s new tiered-grille and a set of slimmer headlights. Where the Cruze’s design falls flat is in the back. It seems Chevrolet’s designers really couldn’t be bothered to do something special. There two ways you can fix this. You can either go with the Cruze hatchback which to our eyes looks so much better thanks to the longer roofline and tailgate, or opting for the RS appearance package which dresses up the back with a more aggressive bumper. The RS package also adds mesh grille inserts, and sporty looking wheels - 18-inch ones on our Premier tester.
      Moving inside, Chevrolet has put a lot of effort in making the Cruze a nice place to sit in. Many surfaces are covered with high-quality materials and feature some unique touches such as a curving character line on the dashboard. Making yourself comfortable is quite easy thanks to eight-way power adjustments for the driver and a tilt-telescoping steering wheel. The front passenger has to make do with manual adjustments. In the back, there is enough legroom for most passengers. Headroom is slightly tight if you decide to get a sunroof. One nice item for those sitting in the back is the option of heated seats.
      One area Chevrolet is using as a selling point for the Cruze is technology. All Cruzes get a seven-inch touchscreen with Chevrolet MyLink and compatibility with Android Auto and Apple CarPlay. OnStar 4G LTE with Wi-Fi also comes standard across the board. Our Premier tester came with the optional 8-inch touchscreen with navigation. MyLink has been a source of frustration in many of Chevrolet vehicles we have reviewed, but it seems they are starting to get its act together. Overall performance has seen a slight improvement with transitions into various functions being snappy. The navigation system still has some performance issues as it slows down when zooming in or out. Chevrolet has also fixed some of the bugs with their Apple CarPlay integration. We saw no issues of slowdown or apps crashing whenever we had CarPlay up.
      Under the Cruze’s hood is a turbocharged 1.4L four-cylinder with 153 horsepower and 177 pound-feet of torque. A six-speed automatic is the only transmission choice if you get the Premier. Anything below and you have the choice of the automatic or a six-speed manual. A diesel engine is coming later this year. The performance figures for the turbo 1.4L will not knock the socks off of anyone - 0-60 mph time of just over eight seconds. But you won’t think the Cruze is a slowpoke thanks the engine having a lot of low-end grunt. The vehicle leaps forward when leaving a stop and doesn’t feel that it is going to run out of breath. It doesn’t hurt Chevrolet has dropped almost 300 pounds from the new model. The six-speed automatic is quick to upshift to maximize fuel economy, but the same cannot be said for downshifts. It takes a moment or two for the automatic to go down a gear when you step on the accelerator.
      The turbo 1.4 comes with an auto stop-start system as standard. The system is quick to start the engine back up whenever you take your foot off the brake. One item that will irk some people is that you cannot turn off the stop-start system.
      EPA fuel economy figures for the 2017 Chevrolet Cruze stand at 29 City/39 Highway/33 Combined for the Premier sedan. Our average for the week landed around 31.2 mpg. The L, LS, and LT sedan get slightly higher fuel economy figures of 28/39/32 for the manual and 30/40/34 for the automatic.
      It seems most compacts are trying to outdo one another in terms of offering the best driving experience. So it is a bit of fresh air that Chevrolet has decided to skip this and make the Cruze ride like a bigger car. The suspension provides a cushy ride with most bumps being ironed out. Road and wind noise are kept to almost silent levels. Handling is competent in the class as the Cruze shows little body roll. However, the steering is too light in terms of feel and weight when driven enthusiastically.
      Chevrolet’s previous attempts at a compact vehicle have ranged from the punchline to a bad joke to something that can be considered at competent. But with the 2017 Cruze, Chevrolet put their heads down into making a compact that could stand tall among competitors. They have succeeded as the Cruze gets the fundamentals right and offers some distinctive traits that help it stand out from others such as the big-car ride and impressive amount of tech. Yes, it would be nice if Cruze was a slightly sharper in terms of design and the steering tweaked a bit to make it a bit more fun to drive. 
      Since I have been reviewing new vehicles for almost five years, there have been only a few vehicles that I keep thinking about to this day. Chevrolet has two to its name. The first was the 2014 Impala and the Cruze is number two.
      Disclaimer: Chevrolet Provided the Cruze, Insurance, and One Tank of Gas
      Year: 2017
      Make: Chevrolet
      Model: Cruze
      Trim: Premier
      Engine: Turbocharged 1.4L DOHC VVT DI Four-Cylinder 
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 153 @ 5600
      Torque @ RPM: 177 @ 2000-4000
      Fuel Economy: City/Highway/Combined - 29/39/33
      Curb Weight: 2,978 lbs
      Location of Manufacture: Lordstown, OH
      Base Price: $23,475
      As Tested Price: $29,195 (Includes $875.00 Destination Charge)
      Options:
      Sun & Sound w/Navigation - $1,995.00
      RS Package - $995.00
      Enhanced Convenience Package - $865.00
      Driver Confidence II Package - $790.00
      Floor Mats - $140.00
      Wheel Lock Kit - $60.00
    • By William Maley
      Chevrolet has gone a bit crazy with the special editions over the past couple of years with Rally, Redline, and Midnight. Now there is another one in the form of the RST (Rally Sport Truck) for the 2018 Tahoe and Suburban. But this special edition stands out for one reason.
      Before we get to that reason, let's dive into what the RST package nets you. There is no sign of chrome trim anywhere on the RST. Instead, Chevrolet is using body-color for the door handles and grille surround, and gloss black for other trim pieces. A set of 22-inch alloy wheels come wrapped in Bridgestone Dueler tires. Optional is a Borla exhaust that adds an additional 10 horsepower and more aggressive engine note, along with a set of 6-piston Brembo brakes.
      You have waited long enough for us to reveal the reason what the RST is special and here it is. Chevrolet will be offering a performance package that brings a 6.2L V8 engine with 420 horsepower and 460 pound-feet of torque. This is coupled to a new ten-speed automatic which can send the Tahoe to 60 mph in 5.7 seconds. GM's highly praised Magnetic Ride Control suspension also comes with this package. The bad news? You can only get this package on the Tahoe.
      The RST package will arrive at Chevrolet dealers this fall.
      Source: Chevrolet
      Press Release is on Page 2


      RST SPECIAL EDITION BRINGS STREET LOOK AND POWER TO THE NEW CHEVROLET TAHOE AND SUBURBAN
      Tahoe RST available with 6.2L V-8, 10-speed automatic transmission and Magnetic Ride Control DETROIT — Today, Chevy introduced a new special edition for the Tahoe and Suburban: the street-performance Rally Sport Truck, or RST. The Tahoe RST will also be available with a new Performance Package that includes a 420-hp, 6.2L V-8 engine; Magnetic Ride Control with performance calibration; and an all-new Hydra-Matic 10L80 10-speed automatic transmission.
       “Chevrolet has continually invested in Tahoe and Suburban, developing models with varying combinations of capability, technology and performance to meet the needs of different customers,” said Sandor Piszar, Chevrolet Truck Marketing director.  “The RST is designed for customers who want a street performance look without sacrificing capability or refinement, along with the option of increased performance as well.”
      RST will be available on Tahoe and Suburban models in the fall of 2017. Inspired by aftermarket trends, virtually all chrome trim has been eliminated for a street performance appearance. Changes include body-color grille surround and door handles; gloss-black grille and mirror caps; black roof rails, window trim, badging and Chevy bowties. RST also includes exclusive 22-inch wheels wrapped in Bridgestone P285/45R 22 tires.
      Available upgrades for Tahoe and Suburban RST include a Borla performance exhaust system that offers a 28 percent improvement in exhaust flow, for a 7-10-horsepower gain at the rear wheels. An available brake package features massive front red Brembo six-piston, fixed aluminum calipers with brake pads clamping on larger-than-stock 410 x 32mm (16.1 inch x 1.3 inch) Duralife rotors coupled with a 84 percent increase in brake pad area and a 42 percent increase in rotor area to increase system thermal capacity. Duralife™ rotors feature a hardened surface to reduce corrosion and provide quieter braking with less vibration.
      The Tahoe RST will also be offered with an exclusive Performance Package that includes Magnetic Ride Control with performance calibration, 6.2L V-8 and the new 10L80 10-speed automatic transmission.
      This is the first time Tahoe will offer the 6.2L V-8, which delivers an estimated 420 horsepower and 460 lb-ft of torque. The engine features three state-of-the-art technologies — direct injection, Active Fuel Management and continuously variable valve timing — to make the most of power, torque and efficiency across a broad range of operating conditions.
      The 6.2L V-8 will be paired with an all-new 10-speed automatic transmission. With smaller steps between each ratio, the transmission maximizes engine power under acceleration. With a wide 7.39 overall gear ratio spread and lower numerical top gear ratio, the transmission also improves efficiency by reducing engine revolutions at highway speeds.
      Based on preliminary estimates, the Tahoe RST Performance Package will offer a towing capacity of 8,400 pounds and the truck will be cable of 0-60 mph acceleration in less than 6 seconds. Full performance metrics will be announced closer to launch.
      Magnetic Ride Control is an active suspension that “reads” the road every millisecond, triggering damping changes in the electronically controlled shock absorbers in as few as 5 milliseconds. As a result, the suspension delivers both improved body-motion control during cornering and a more comfortable ride while cruising. The new performance calibration included in the Tahoe RST Performance Package increases body control for even higher levels of responsiveness and comfort.
      “When you want to hustle, it is incredibly fast, with significantly higher levels of acceleration, braking and road-holding grip,” said Eric Stanczak, chief engineer for Chevrolet full-size trucks. “When you want to relax, it is very refined, with exceptional ride comfort and interior quietness.”

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