   2014 Chevrolet Cruze EcoDiesel. Click image to enlarge |
9th Place: 2014 Chevrolet Cruze Clean Turbo Diesel, Peter Bleakney
And we have a fuel economy champ. No great surprise here – we all know the benefits of diesel propulsion. While the Euro-sourced 2.0L turbodiesel puts out a modest 151 hp, it’s that wallop of way-down torque (264 lb-ft with 280 lb-ft on a 10-second overboost) that makes the Cruze feel fleet out on the road and earns it a win in the Engine/Power category. In fact, in this crowd of low-torque gasoline four-pots lugging away at minimum revs to attain respectable fuel numbers, the Cruze’s right-now throttle response was a bloody revelation.
From the outside, this oil-burner sounds like a blender full of walnuts but once in the cabin you’re barely aware that its fuel flows from the yellow handle.
    2014 Chevrolet Cruze EcoDiesel. Click image to enlarge |
The Cruze Diesel is best as a highway hauler. The engine disappears into the background yet is always there to deliver the needed passing power. Wind noise is minimal. The leather seats are good, but the problem with extended highway cruising is that it gives you time to look at the cabin. The MyLink system seems simple at first, but a lot of options means a lot of stuff to figure out and the screen and centre stack seemed cluttered – usability and ergonomics were near the bottom. And what’s with those sandpaper grade fabric panels on the dash and doors?
The Cruze lost marks for back seat room and access – the rear door openings are tight, and we all felt the little Chev’s styling is looking dated.
The Cruze Diesel adopts some fuel saving tweaks from the gasoline Cruze Eco – active grille shutters, underbody aero aids and low-rolling-resistance tires. That latter non-performance tires in conjunction with the heavy diesel lump up front take away from the Cruze’s usual agility. This one feels a tad ponderous when pushed. In fact, the diesel weighs in a good 136 kg more than a Cruze LTZ, which essentially equates to having one Rob Ford perched on your hood.
   2014 Chevrolet Cruze EcoDiesel. Click image to enlarge |
Editor Jacob Black complained about the six-speed transmission. He felt it caused undue vibrations and upshifted too early.
 2014 Chevrolet Cruze EcoDiesel. Click image to enlarge |
As with most diesels on the market, you’ll have to sit down with a calculator to see if the extra hit at the dealership can eventually be recouped in fuel savings. The more you drive, the more sense these cars make.
Pricing: 2014 Chevrolet Cruze Clean Turbo Diesel
Base price: $24,945
Optional equipment: Enhanced Safety Package $885 (rear cross traffic alert, rear park assist, blind spot warning); Crystal Red paint $415; Convenience Package $180 (auto dimming interior mirror, illuminated vanity mirrors); oil pan heater $100
A/C Tax: $100
Destination charge: $1,600
Price as tested: $28,225
  2013 Hyundai Elantra GT. Click image to enlarge |
8th Place: 2013 Hyundai Elantra GT, Jonathan Yarkony
When the Hyundai Elantra GT arrived on the scene last fall, it seemed the answer to so many of our needs. Hyundai value, European hatchback flair, practicality and even a dose of sporting dynamics expected of a European hatchback. So how does such a promising proposition end up in an unimpressive eighth?
In almost every category where we expected big things from the Elantra GT, others did it better. Value and Content? Trumped by Toyota, Mazda and even its Korean cousin, Kia. Handling and Comfort? Bested by the Jetta, the 3, Impreza and even Corolla again. Fit and Finish and Usability? Mid-pack at best. Engine? Don’t even ask.
    2013 Hyundai Elantra GT. Click image to enlarge |
Well, okay, Bleakney will answer anyway: “Plenty of style but not much substance. The new for 2014 2.0L can’t come fast enough.” The engine, a 1.8L four making 148 hp and 131 lb-ft, felt almost overrated, and was ranked second last, ahead of only the Sentra. A middle-of-the road transmission (six-speed auto) didn’t help it in the fuel consumption department, either: 9.4 L/100 km observed and 30 mpg EPA combined (7.8 L/100 km) trailed most of the pack.
   2013 Hyundai Elantra GT. Click image to enlarge |
It wasn’t far off the leaders in design, inside and out and quality, but there simply wasn’t enough stuff, and we like stuff. Lots of stuff. Like Peter, Jeff Wilson was disappointed. “It was uninspiring to drive and with so few features for the cost, didn’t even represent a great value.”
 2013 Hyundai Elantra GT. Click image to enlarge |
At least the practical configuration earned it a couple of wins in Practicality/Flexibility and Cabin Storage, and its warranty is the equal of Kia’s, but there was not enough to distinguish it from cars that were superior overall or others that outshone the Elantra GT in Hyundai’s traditional selling points. Even its relatively low price of $25,999 wasn’t enough to help it climb out of a weak finish.
Driven in isolation, you’d likely be impressed by the Elantra GT as a smooth, comfortable car, with an impressive array of features (as we have been in the past), but against all the latest offerings in the segment, it no longer seems to hold its lustre.
Pricing: 2013 Hyundai Elantra GT SE
Base price (SE): $24,349
Options: None
A/C Tax: $100
Destination charge: $1,550
Price as tested: $25,999
