Final Inspection

Chevy Cruze Diesel Caught in Game of Catch Up


According to WardsAuto data, the Cruze diesel has accounted for 5,974 deliveries since its launch one year ago. That’s a scant 2.0% of the compact sedan’s powertrain mix.

The optional 2.0L 4-cyl. turbodiesel engine for the Chevrolet Cruze was one of the most eagerly  anticipated arrivals of the ’14 model year and it lived up to the hype on the performance front, winning a 2014 Ward’s 10 Best Engines award, but has sputtered on the showroom floor.

The Cruze Clean Turbo Diesel has accounted for 5,974 deliveries since its launch one year ago, according to WardsAuto data. That’s a scant 2.0% of the compact sedan’s powertrain mix and miles behind the 10% target former Chevrolet sales chief Don Johnson proclaimed during a media event for it last year.

The Cruze diesel also badly trails its chief rival, the Volkswagen Jetta TDI. Over the same period, the Jetta diesel has racked up 46,409 deliveries, and the engine accounts for 26.7% of its mix.

And if a rising tide lifts all boats, the first GM diesel car in the U.S. in more than 30 years should be rallying. Sales of diesel cars and SUVs through the first six months of this year are up 25%, according to the Diesel Technology Forum, a Washington-based backer of the technology. The increase includes two months where diesel sales posted double-digit year-over-year gains.

The Cruze diesel through the first six months of 2014 has sold 2,979 units, compared with 18,940 for the industry-leading Jetta diesel.

So what gives? The Cruze diesel is about $2,000 more expensive than a comparably equipped Cruze with a gasoline engine and diesel fuel currently commands a $0.29 per-gallon premium over regular unleaded gasoline, according to the American Automobile Assn. That’s about $0.08 more than year-ago, when the Cruze diesel first hit the market.

But that hardly matters to diesel shoppers, who make purchase decisions that fit their lifestyles as much as their monthly budgets, says Allen Schaeffer, executive director of the Diesel Technology Forum.

“Diesel buyers are very sophisticated,” Schaeffer says. “They do their homework.”

The Cruze diesel could lack marketing punch. Unlike other Chevrolet models, it isn’t exactly a cornerstone of the brand’s prime-time television advertising. Yet GM marketers said out of the gate a barnstorming ad campaign was never in the plan.

“If you’re in the market for a diesel car, you’ll know about the Cruze diesel,” a GM executive told me last year.

No, the problem with Cruze diesel isn’t likely its sticker price, the premium on diesel fuel or the marketing strategy. The poor reputation for domestically built diesels from the 1980s probably does not play much of a role, either.

There are two dilemmas confronting the Cruze diesel. Arguably the greatest is the fact its biggest competitor, the Jetta, has been in the U.S. longer and has an established track record. The Cruze diesel also suffers from an availability problem. It was unclear to GM how it would be received by U.S. buyers, so the automaker has been cautious not to allocate too many builds to the technology.

But the picture could be getting clearer. GM next year will bring another diesel engine, a 2.8L 4-cyl. turbodiesel to the next-generation Chevy Colorado and GMC Canyon midsize pickups. Sources at GM call it evidence of the automaker’s commitment to the technology and further tell WardsAuto the Cruze likely will see it again with its redesign next year.

“Many of our Cruze diesel customers have not shopped us before,” Rick Kwiecien, assistant marketing manager-sedans and crossovers at Chevrolet, says in a statement.

“Customers are cross-shopping the Cruze diesel with the competition and discovering the Chevy advantages of performance, fuel economy and interior refinement.  Cruze diesel sales have been solid and consistent month-to-month, and the Cruze diesel is meeting our sales expectations.”

So it appears at whatever pace, the Cruze diesel will continue trying to run down the competition.

Discuss this Blog Entry 3

on Jul 28, 2014

I have always driven GM vehicles. I also know their long term reliability is poor, which is reflected in the used price. This make them a bargain. I know how they do things, so most repairs I can handle. Would I buy the diesel? NO WAY, not with the potential cost of the repairs. I will not buy turbo cars either. The extra 1 or 2 MPG, or even 5, will not pay for one turbo repair after 100K miles. I am sure I am not alone.


on Jul 29, 2014

I'm on my second VW TDi. My first went over 200k without a turbo replacement, or any other engine repairs except for the 2 scheduled timing belt replacements. My 2011 Golf is approaching 90k with NO problems. By the way I average >45mpg in town. Your feelings about turbos and technology mean we should still be using hand cranks to start our cars. Chevrolet's problem (I'm also a long term Chevy owner since 1974 and currently have a '73 'vet, '75 Cosworth Twin Cam Vega, '84 Pontiac Fiero and a '12 Colorado) is lack of advertising and training for the dealers selling the car. Not the technology. I am looking forward to the diesel Colorado coming next year and will seriously consider a diesel version to replace my Golf when I grow tired of it which will be long before its worn out.

on Oct 30, 2014

The information I have heard is that GM itself has been unable to produce them due to commodity shortages.Ask a dealer. They cant order them for stock. It isnt a customer perception or competition thing, its a supply thing.

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What's Final Inspection?

WardsAuto editors share insights and observations on the global auto industry.


David E. Zoia

As Editorial Director, I oversee much of what goes into, enjoying a ringside seat that lets me observe up close just about every facet of the industry worldwide. I have covered the...

James M. Amend

James Amend is an associate editor at, covering day-to-day business and product news at General Motors. He also leads coverage of regulatory and environmental issues, as well as the...
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