2017 Chevrolet Cruze Hatchback
Attempt Decaf
The bring forth answers the require a more valuable Cruze variation here in the U.S., giving Chevrolet a shot at the developing enthusiasm for conservative hatchbacks. (The past era Cruze was accessible as an incubate somewhere else on the planet.) At Ford, 40 percent of Focus deals in 2015 were the hatchback model, and Chevrolet has never quit watching its crosstown adversary (and the other way around). Not at all like Ford, be that as it may, General Motors has not wanted to present to us a hot incubate like those it offers in Europe, and to Chevy, the letters RS indicate simply an alternative bundle containing haggle overhauls. The absence of yearning past common sense is clear in the Chevy's suspension tuning, directing proportion, wheel sizes, and styling forward of the indirect accesses, all being pretty much indistinguishable to those of the refined however emphatically unsporty vehicle.
The liftback show at any rate looks additionally fascinating. The rooftop clears down more forcefully to meet the steeply raked raise window, and the whole rear is 8.4 inches stubbier than the sedan's, loaning the incubate a thick, forward-inclining appearance. The main terrible point is the dead-on back view, where the dimensional changes and slanted backside have a smoothing impact that, to our eyes, makes its butt look excessively pancaked.
The need put on styling brings about a smallish incubate opening set to some degree high off the ground, arranged over a tall back guard and pressed between the auto's rump. The individuals who recall the brief Saturn (née Opel) Astra will perceive the approach here, relinquishing common sense for appearance. The more squared-off Volkswagen Golf drives the class for size and usability, however the Cruze's bring forth opening doesn't appear to be any littler or higher than, say, that of the Mazda 3. Freight space behind the back seats is 23 cubic feet, three shapes more than is accessible in the Ford and the Mazda. There are 47 3D squares in the Chevy with the rearward sitting arrangements collapsed, which matches Mazda and beats Ford by two. Whenever brought down, the back seat backrests lie about level and leave just a little lip between the surface they make and the level load floor. (As far as concerns its, the functional Golf measures in at 23 cubic feet with its seats up and an astounding 53 with its seats down.)
Less Noise in the Trunk
We are aficionados of the hatchback body style by and large, keeping in mind the Cruze may not guarantee best-in-class load volumes, it's still considerably more down to earth than the vehicle. The change doesn't come to the detriment of the car's outstandingly peaceful air, either. Chevrolet built sound-stifling measures into the freight region, expecting to keep the hatchback as peaceful at speed as the car, regardless of losing the bulkhead that partitions the rearward sitting arrangement from the storage compartment. Comparative consideration was paid to packing down commotion produced by the accessible back spoiler, and froth pieces were added to the sunroof's deplete tubes where they exit close to the bring forth when designers found that they'd gotten to be pathways to transmit twist shriek through the main event close to the driver's head. The outcome is a tranquil lodge with little street sizzle capable of being heard through the payload floor and negligible lodge blasting over knocks.
As in the vehicle, the hatchback driving background is tuned for insignificant whine. The controlling is low on criticism yet pleasantly weighted for revision free, straight-ahead following on the thruway. The suspension shows comparable ability, wonderfully smoothing out street defects and minimizing body come in corners—however doing little to urge the driver to have some good times. Two suspension setups are offered: The section level LT hatchback accompanies a fundamental front-strut/raise torsion-pillar game plan, while venturing up to Premier trim adds a Watt's linkage to the back pivot for more exact wheel control. These plans don't feel considerably unique, and we observed that wheel estimate assumes a more basic part in the Cruze's ride quality. The base 16-creep edges give back a smooth consistence over most street defects and low tire clamor, while the accessible 18-crawl wheels on the Premier trim include some hardness and a repressed yet more-apparent murmur at interstate velocities.
The two Cruzes share a 153-hp 1.4-liter turbocharged inline-four combined with either a six-speed manual transmission or a six-speed programmed. (A diesel choice, alongside a nine-speed programmed, will arrive later.) As in the car, this motor is smooth if unacceptable, and its clamors are all around stifled. The programmed transmission is smoother still and moves intelligently. The sole technique for physically selecting gears with the programmed is by method for a gooey thumb switch on the move lever—there are no oars, nor even a fore-and-toward the back shifter entryway. We didn't have the opportunity to test the six-speed manual transmission on our drive, however in light of our involvement with the three-pedal setup in the vehicle, it can disappoint with its tall, generally divided apparatus proportions and shifter feel that is more workmanlike than lively. Chevrolet likewise has not tended to the strangely set brake pedal, which, as we've noted in past Cruze audits, sits higher off of the floor with respect to the throttle and can catch the driver's shoe when changing from one pedal to the next.
Trimming the Trims
Hatchback purchasers have a tendency to spend more on their compacts than their car favoring partners, so for this body style Chevy exiled the car's base L and LS trim levels from the bring forth's lineup. That leaves just the mid-level LT and the range-topping Premier trims, which begin at $22,115 and $24,820. The LT accompanies a stick move, a speedy to-react 7.0-crawl MyLink touchscreen with Apple CarPlay and Android Auto coordination, 16-creep wheels, SiriusXM satellite radio, a 4G LTE information association with Wi-Fi hotspot, and LED running lights. Drop another $680 for the programmed, and you open a large group of alternative bundles that offer treats, for example, a sunroof, a bigger 8.0-creep touchscreen, a Bose sound framework, and the sky is the limit from there. On the other hand venture up to the $24,820 Premier to pick up 17-creep wheels, cowhide seats (warmed in front), a warmed controlling wheel, a power driver's seat, keyless start, and a closeness key as standard. For either display, the value premium over an equal vehicle is almost insignificant, counting $1090 for the LT and $470 for the Premier.
Despite the fact that they weigh about the same, the vehicle and hatchback optimal design vary a bit, so the hatchback's EPA efficiency evaluations are possibly lower. The LT manual hatchback is EPA-evaluated at 28 mpg in the city and 39 on the roadway—1 mpg bring down on the interstate than an equal car—while the programmed's 29/38 mpg additionally drops 1 mpg on the parkway in respect to its vehicle cousin. The Premier, which is somewhat heavier and comes just with a programmed transmission, nets 28/37 mpg scores that are 1 mpg bring down in the city and 2 mpg bring down on the parkway than the Premier's EPA numbers.
Chevrolet says the Cruze hatchback pursues somewhat more established clients contrasted and the car and that will probably be male. The objective purchaser is said to be in his 30s and dynamic, most likely has a puppy, or if nothing else requires space for pulling anything from outdoors apparatus to music hardware. We don't question that the Cruze satisfies this theoretical trendy person's needs—as do numerous choices offering more show or common sense. The Cruze, then again, is irrefutably equipped yet needs much identity. It could speak to clients sufficiently astute to skip hybrids for a down to earth little hatchback, insofar as they're very little keen on one served hot.
==>2017 Chevrolet Cruze Hatchback<==
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