• Sign in to follow this  
    Followers 0

    Review: 2014 Mitsubishi Mirage ES


    • The Little Car That Can

    If you ever wanted to get a group of automotive writers angry and upset with you, just say or write the following words: I like the Mitsubishi Mirage. When I posted a picture of the vehicle and said those very words in a Facebook post, many automotive writers thought I had lost my mind. But I really did like it and began to wonder if I really had lost it or if everyone else missed the point of the Mirage. That’s what I decided to find out.

    Let's get something out of the way, the Mirage really doesn’t have any style. The best way I found to describe it is to imagine a kid making a car out of a tub of Play-Doh. What he or she will end up creating is something akin to the Mirage. That’s not to say Mitsubishi hasn’t tried its best to spruce up the Mirage’s looks. There is range of colors from bright green to purple to make the vehicle stand out, while the top of range ES model gets 14-inch alloy wheels. But you can only do so much to make a somewhat bland vehicle stand out.

    Inside, the Mirage is a mixed bag of what you expect in a cheap car and some surprises. The dashboard looks and feels decent with solid hard plastic and glossy black trim on the surround for the stereo and climate-control system. The door panels are another story as there isn’t very much padding for you to rest your arm and the plastic appears to be scratched by breathing on it.

    Seats are wrapped in a red-and-gray cloth that helps give the interior a bit of character. But the seats themselves do need some work. The front seats don’t have enough padding or support, which means don’t even try to attempt a long trip in this. The back seat has the same problems with support as the front, but head and legroom are decent.

    The big surprise with the Mirage’s interior is how much equipment you get. All models come with air conditioning, automatic climate control, power windows, and locks. This particular ES tester came fully stocked with keyless entry, push-button start, navigation, and backup camera. Keep in mind that this vehicle carries an as-tested price of $16,990. Impressive to say in the least.

    All Mirages come equipped with a 1.2L three-cylinder engine with 74 horsepower and 74 pound-feet torque. This can be paired up to either a five-speed manual or a CVT. While the power numbers seem minuscule, the Mirage doesn’t really need all of that power as it tips the scales at 2,051 pounds for my ES CVT tester. Around town, the Mirage does fine with leaving stop lights and keeping up with traffic. The freeway is another story as the little three-cylinder has to work its heart out to get you up to speed. Not helping matters is the engine noise as you're accelerating. I liken the noise to a lawnmower when you first start it up. On the plus side of the Mirage’s powertrain is the fuel economy. The EPA rates the Mirage equipped with the CVT at 37 City/44 Highway/40 Combined. In my week of driving in the Mirage, I got an average of 42 MPG.

    The Mirage is really mixed when it comes to driving. The suspension does a decent job of minimizing bumps and road imperfections. But out on curves, the Mirage feels like its going to tip. I kept thinking back to a line from an old television show where they were testing a 1971 Mercury Marquis and said this about the handling: “Through the pylon course, we asked ourselves questions like is it possible for a modern-day automobile to lean over far enough to fall off its springs? What would happen if it did?” The reason for this is the suspension is tuned for third-world countries. Mitsubishi decided to not to do any changes for US-Spec Mirage, a big mistake I feel. Steering has the feel of a stretching rubber band.

    As my week came to a close, I began to realize that I hadn’t lost my mind for liking the Mirage. Despite all of the problems and complaints I had about this car, I came away impressed. What Mitsubishi has done is built car that was built with the mindset of dirt-cheap driving. In this regard, Mitsubishi has succeeded. It might not be the best to drive, to look at, or to sit in for awhile. But if you want a vehicle with a low price tag and impressive fuel economy, then Mitsubishi has a vehicle for you.

    Disclaimer: Mitsubishi Provided the Mirage ES, Insurance, and One Tank of Gas

    Year: 2014

    Make: Mitsubishi

    Model: Mirage

    Trim: ES

    Engine: 1.2L MIVEC 12-valve DOHC three-cylinder

    Driveline: Front-Wheel Drive, CVT

    Horsepower @ RPM: 74 @ 6000

    Torque @ RPM: 74 @ 4000

    Fuel Economy: City/Highway/Combined - 37/44/40

    Curb Weight: 2,051 lbs

    Location of Manufacture: Chonburi, Thailand

    Base Price: $15,195

    As Tested Price: $16,990 (Includes $795.00 Destination Charge)

    Options:

    Navigation Package - $900.00

    William Maley is a staff writer for Cheers & Gears. He can be reached at william.maley@cheersandgears.com or you can follow him on twitter at @realmudmonster.

    0


    Sign in to follow this  
    Followers 0


    User Feedback


    Good write up, clearly shows itself as a solid commuter car for those needing to control costs. Thanks for the review.

    0

    Share this comment


    Link to comment
    Share on other sites

    Remember that the big warranty comes with it too.

    This car allows freedom and access to drive for many who otherwise couldn't. It's easy to park in urban environments. The interior is not bad.

    Mits should improve the driving dynamics. More power, safer and better handling.

    Some think it's priced too high but usually there are big incentives on this car. And 59 dollar leases. I'd choose a spark over this but either way this is a good choice to have in the market and great mpg even in the city.

    0

    Share this comment


    Link to comment
    Share on other sites

    This is way better then the funky spark. better mpg, better warranty, oh and yea, the sparks burn through oil like they do gas. Go Mitsu 

    0

    Share this comment


    Link to comment
    Share on other sites

    This is way better then the funky spark. better mpg, better warranty, oh and yea, the sparks burn through oil like they do gas. Go Mitsu 

     

    What facts is your "educated" statement based on?

    0

    Share this comment


    Link to comment
    Share on other sites
    Guest ScooGaloo

    Posted

    Z-06, Steven got his facts by reaching around with both hands and extracting them from his anus.

    0

    Share this comment


    Link to comment
    Share on other sites


    Your content will need to be approved by a moderator

    Guest
    You are commenting as a guest. If you have an account, please sign in.
    Add a comment...

    ×   You have pasted content with formatting.   Remove formatting

      Only 75 emoticons maximum are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor




  • Popular Stories

  • Today's Birthdays

    1. stlcadet11
      stlcadet11
      (27 years old)
  • Similar Content

    • By William Maley
      In the past two years, I have driven three variations of the Volkswagen Golf; the GTI, SportWagen, and R. But I never had the chance to drive the standard Golf. That is until a couple of months ago when a Golf Wolfsburg Edition rolled up. For 2017, the Wolfsburg is one of the two trims on offer (the base S being the other) and comes with lots of equipment for a surprising price. But this is only the cherry on top of an impressive compact hatchback as I would find out.
      Let’s begin with that surprising price. Our Golf Wolfsburg tester came with an as-tested price of $23,515 and that includes a sunroof, push-button start, heated seats, backup camera, pre-collision braking, blind-spot monitoring, and rain-sensing wipers. Considering the amount of equipment on offer, this might be one of the best values in the compact class. I know that I’m beating a dead horse here, but I wished the Golf was just a little bit more exciting to look at. The clean lines and minimal brightwork make the Golf have a handsome profile. But park it next to something like a Chevrolet Cruze Hatchback, and you kind of wish that Volkswagen did something to make it standout. You could level the same complaint at the Golf’s interior as doesn’t have the same panache or sharpness as some competitors. But I can overlook it as the Golf has one the most functional and well-built interiors in the class. Controls are within easy reach and have a solid feel that is lacking in other compact models. It doesn’t hurt the Golf has a spacious interior for passengers and cargo. I’m 5’8” and found to have plenty of head and legroom sitting in the back. For cargo, the Golf offers up 22.8 cubic feet with the rear seats up and 52.7 cubic feet with them folded, putting it at the top of the class. Like the larger SportWagen and Alltrack, the regular Golf sports a turbocharged 1.8L four-cylinder producing 170 horsepower and 199 pound-feet of torque. My tester came with the optional six-speed automatic. A five-speed manual comes standard. This engine is such a sweetheart as it punches well above its weight. Power comes on a quick and smooth rate, meaning you’ll not be wanting for power when trying to make a pass. The automatic transmission is smart, knowing when it needs to up or downshift and doing so at a quick rate. One item that I gave the Golf SportWagen a lot of praise was the pleasant balance between a smooth ride and sharp handling. The regular Golf is much the same. Taking a corner, the vehicle shows little body roll and the steering provides a linear and quick response. It would be nice if the steering had some more weight, but otherwise, it is a fun car to hustle around. For the daily commute, the Golf offers up a comfortable ride where potholes and other imperfections are ironed out. Road and wind noise are kept to very acceptable levels. If I do have one complaint, it has to deal with the lack of adaptive cruise control. There is already a radar module up front for the pre-collision braking that can monitor vehicles ahead and bring the vehicle to a stop. So why isn’t there the ability to use that module to provide adaptive cruise control? Is it a technical issue or something dealing with the cost? (I'm thinking its the latter). That issue aside, I’m really impressed with the regular Golf. This is one of the vehicles that can deliver on being an all arounder without falling on its face due to one or many things. Plus, the Wolfsburg Edition might be the steal for the 2017 Golf lineup considering what you get. Disclaimer: Volkswagen Provided the Golf, Insurance, and One Tank of Gas
      Year: 2017
      Make: Volkswagen
      Model: Golf
      Trim: Wolfsburg Edition
      Engine: 1.8L TSI Turbocharged Four-Cylinder
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 170 @ 4,500
      Torque @ RPM: 199 @ 1,600
      Fuel Economy: City/Highway/Combined - 25/35/29
      Curb Weight: 3,023 lbs
      Location of Manufacture: Wolfsburg, Germany
      Base Price: $22,695
      As Tested Price: $23,515 (Includes $820.00 Destination Charge)
      Options: N/A

      View full article
    • By William Maley
      In the past two years, I have driven three variations of the Volkswagen Golf; the GTI, SportWagen, and R. But I never had the chance to drive the standard Golf. That is until a couple of months ago when a Golf Wolfsburg Edition rolled up. For 2017, the Wolfsburg is one of the two trims on offer (the base S being the other) and comes with lots of equipment for a surprising price. But this is only the cherry on top of an impressive compact hatchback as I would find out.
      Let’s begin with that surprising price. Our Golf Wolfsburg tester came with an as-tested price of $23,515 and that includes a sunroof, push-button start, heated seats, backup camera, pre-collision braking, blind-spot monitoring, and rain-sensing wipers. Considering the amount of equipment on offer, this might be one of the best values in the compact class. I know that I’m beating a dead horse here, but I wished the Golf was just a little bit more exciting to look at. The clean lines and minimal brightwork make the Golf have a handsome profile. But park it next to something like a Chevrolet Cruze Hatchback, and you kind of wish that Volkswagen did something to make it standout. You could level the same complaint at the Golf’s interior as doesn’t have the same panache or sharpness as some competitors. But I can overlook it as the Golf has one the most functional and well-built interiors in the class. Controls are within easy reach and have a solid feel that is lacking in other compact models. It doesn’t hurt the Golf has a spacious interior for passengers and cargo. I’m 5’8” and found to have plenty of head and legroom sitting in the back. For cargo, the Golf offers up 22.8 cubic feet with the rear seats up and 52.7 cubic feet with them folded, putting it at the top of the class. Like the larger SportWagen and Alltrack, the regular Golf sports a turbocharged 1.8L four-cylinder producing 170 horsepower and 199 pound-feet of torque. My tester came with the optional six-speed automatic. A five-speed manual comes standard. This engine is such a sweetheart as it punches well above its weight. Power comes on a quick and smooth rate, meaning you’ll not be wanting for power when trying to make a pass. The automatic transmission is smart, knowing when it needs to up or downshift and doing so at a quick rate. One item that I gave the Golf SportWagen a lot of praise was the pleasant balance between a smooth ride and sharp handling. The regular Golf is much the same. Taking a corner, the vehicle shows little body roll and the steering provides a linear and quick response. It would be nice if the steering had some more weight, but otherwise, it is a fun car to hustle around. For the daily commute, the Golf offers up a comfortable ride where potholes and other imperfections are ironed out. Road and wind noise are kept to very acceptable levels. If I do have one complaint, it has to deal with the lack of adaptive cruise control. There is already a radar module up front for the pre-collision braking that can monitor vehicles ahead and bring the vehicle to a stop. So why isn’t there the ability to use that module to provide adaptive cruise control? Is it a technical issue or something dealing with the cost? (I'm thinking its the latter). That issue aside, I’m really impressed with the regular Golf. This is one of the vehicles that can deliver on being an all arounder without falling on its face due to one or many things. Plus, the Wolfsburg Edition might be the steal for the 2017 Golf lineup considering what you get. Disclaimer: Volkswagen Provided the Golf, Insurance, and One Tank of Gas
      Year: 2017
      Make: Volkswagen
      Model: Golf
      Trim: Wolfsburg Edition
      Engine: 1.8L TSI Turbocharged Four-Cylinder
      Driveline: Six-Speed Automatic, Front-Wheel Drive
      Horsepower @ RPM: 170 @ 4,500
      Torque @ RPM: 199 @ 1,600
      Fuel Economy: City/Highway/Combined - 25/35/29
      Curb Weight: 3,023 lbs
      Location of Manufacture: Wolfsburg, Germany
      Base Price: $22,695
      As Tested Price: $23,515 (Includes $820.00 Destination Charge)
      Options: N/A
    • 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

      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 dfelt
      Cruze Diesel Review by Green Car
      http://www.greencarreports.com/news/1109762_2017-chevrolet-cruze-diesel-first-drive
      Came across this review of the cruze diesel and have to say I was impressed by the writeup, pictures and found the following two quotes to be very telling of just how well Cheverolet nailed the new Diesel Cruze.
      Quote 1
      Driving the Prius for mileage was an annoying affair, requiring me to putter away from stoplights and hang out in the slow lane on the freeway as other cars passed, just so I could come up short on the EPA-estimated freeway figure. It was tiring and tedious.
      Quote 
      While the diesel engine deserves a lot of praise, the reality is that I'd be ignoring the sublime 9-speed automatic. GM has just nailed this transmission.
      Over all this guy says this auto was snappy, responsive and quieter than a cruze gas ICO version.
      GM needs to apply these same traits to all their product lines.
  • Recent Status Updates

  • Who's Online (See full list)