Holden Cruze Hatch 2011 Review

More Holden Cruze hatch photos at motoring.com.au

OVERVIEW?
>> A shot in the arm for “Australia’s own” car?
The new, locally-built Series II Holden Cruze sedan has been joined by a bubbly five-door hatchback. Despite the unhappy marriage of an angular front end with a rounded rump, the car’s versatility, interior space and line-up mimics closely – and in some instances betters – that of the more cohesively designed notchback.

Across the four-model line-up Cruze hatch is otherwise identically specified, with equipment and driveline specifications mirroring those of the sedan. Styling aside, the hatch model brings flexibility to the range by way of a wide, low cargo area extended by a removable parcel shelf, underfloor stowage and (nearly) fold flat 60:40 split rear seats. And, despite its swoopy appearance, Cruze hatch actually boasts more rear seat headroom and easier ingress/egress than that of the sedan.

Despite being built in Adelaide, on the same production line as 50 other Holden models, Cruze hatch is comprised of less than 40 per cent local content. Holden is coy about detailing the origins of materials and components that go to make up this ‘Australian’ hatch. Even the steel used in its construction comes from as far afield as Korea, Japan and China. Still, the model is a shot in the arm for the local manufacturing industry and one certain to draw more than its fair share of interest from Red Lion loyalists.

At the entry end, and in line with the Series II sedan in terms of fit out, the $21,240 Cruze CD hatch picks up standard Bluetooth connectivity and voice recognition in addition to those features familiar to us from the get-go (see our launch story on Series II Cruze sedan. Recognisable primarily by its cloth trim and 16-inch steel wheels with plastic trims, Cruze CD is offered with all three driveline variations (see MECHANICAL), all with the option of manual or automatic transmissions. Auto adds $2000 at all grades.

Next in line, the $24,740 Cruze CDX adds heated leather seats and leather bound steering wheel, a sunglasses holder, reversing sensors, front fog lamps, 17-inch alloy wheels and a rear seat 12V outlet. It is available with 1.8 petrol and 2.0 diesel engines, omitting the 1.4 iTi turbocharged petrol.

Finally, 1.4-litre turbocharged petrol (only) Cruze SRi and SRi-V are optioned with a sporty body kit and unique 17-inch alloy wheels, as well as Watts Link rear suspension which Holden claims improves road holding. Keyless entry and push button start is available on the $28,490 SRi-V, as is a full colour seven-inch touchscreen with satellite navigation and DVD player. The $24,990 SRi model receive cloth trimmed seats while the up-spec SRi-V is appointed with leather. Like Cruze CDX the front seats are heated.

Available in 10 colours, Cruze offers three paint shades at no extra cost with the remaining seven metallic hues attracting a $500 premium.

2012 JH Holden Cruze Hatch pricing (MRLP):?

- Cruze CD 1.8 petrol $21,240 (m) / $23,240 (a)
- Cruze CD 1.4 petrol $22,490 (m) / $24,490 (a)
- Cruze CD 2.0 diesel $25,240 (m) / $27,240 (a)
- Cruze CDX 1.8 petrol $24,740 (m) / $24,740 (a)
- Cruze CDX 2.0 diesel $28,740 (m) / $30,740 (a)
- Cruze SRi 1.4 petrol $24,990 (m) / $26,990 (a)?
- Cruze SRi-V 1.4 petrol $28,490 (m) / $30,490 (a)

Amounting to an estimated 90 per cent of the model’s total sales, Cruze’s two petrol engines include a 1.4-litre turbocharged four-cylinder outputting 103kW/200Nm and a normally aspirated 1.8-litre four-cylinder delivering 104kW/176Nm. The 1.4 is mated as standard to a six-speed manual gearbox while the 1.8 makes do with a five-speed unit. Both are available in conjunction with a six-speed ‘Active Select’ automatic transmission, optionally.

Respectively, the pair return a combined average fuel consumption figure of 6.4L/100km and 7.0L/100km when married to a manual transmission and in CD-level trim specification. Both engines are tuned for regular 91RON unleaded and are E10 compatible.

The powerhouse of the trio, and the largest capacity engine available, is a 2.0-litre common-rail turbodiesel. Also the most frugal driveline option available, this square bore four-cylinder develops a total output figure of 120kW/360Nm. Like its turbocharged petrol sibling, it is also available as standard with a six-speed manual or optionally with a six-speed automatic transmission.

When mated to a manual transmission, entry-level Cruze CD Diesel returns a combined fuel consumption average of 5.6L/100km.

Cruze 1.8 (petrol) and 2.0 (turbodiesel) hatch models ride on a MacPherson front / torsion beam rear suspension and are offered with hydraulic power steering while the 1.4 (turbopetrol) models are offered with a Watts Link rear suspension arrangement and electrically-assisted steering.

All models are arrested by four-wheel disc brakes assisted by the usual array of electronic driver aids. On petrol models these measure 276mm (front) and 268mm (rear) with diesel models scoring larger 300mm (front) and 292mm (rear) stoppers.

Wheel sizes, depending on model grade, vary between a 16 x 6.5-inch steel rim and a 17 x 7.0-inch alloy. The pair are shod with 205/60 and 215/50 rubber respectively. Optionally, CDX Diesel models can be specified with 17 x 7.0-inch alloy wheels fitted with 225/50 series rubber. The turning circle on either wheel size is quoted at 10.9 metres.

All models irrespective of designation receive a temporary mobility kit (tyre sealant and air compressor) as the standard “spare” with a 16-inch steel rim available optionally.

After their initial 3000km inspection, both petrol and diesel-powered models share a 12 month / 15,000 kilometre service interval.

Where is does differ is in weight distribution, body length and weight. To address the added rear weight of the hatch Holden’s engineers have reorientated the rear suspension to better equalise the car’s balance. Hatch models are a full 97mm shorter in CD and CDX guise (now 4518mm) and 87mm shorter (now 4542mm) when comparing the respective body styles of the Cruze SRi and SRi-V. They’re also heavier by approximately 14kg, Holden says.

Logically, this would lead one to assume that interior space has suffered by way of a result. But, thanks to some clever packaging, Cruze hatch actually offers identical front seat accommodation as the sedan, the rear also alike in all respects bar headroom – which is actually more generous by 12mm!

Rear seat access is also improved, the higher header structure for the top-hinged tailgate creating a nifty protraction of the roof skin, conveniently enlarging the aperture of the rear doors.

Of course, something had to give and cargo space is down by 32 litres to 413 when compared to Cruze sedan. However, and as we mentioned earlier, the combination of a wide load area, flat floor with vaulted storage, removable parcel shelf and 60:40 split-fold rear seats arguably make the hatch's luggage space more useable.

Noise attenuation, often the bane of hatchback designer, has also been well addressed with sound deadening material added to the insides of the cargo area’s side panels, the interior of the wheel arches and inside the spare wheel well.

SAFETY?

A seatbelt reminder light and chime activates when the front seats are occupied and the ignition switched on, and, in the back, all three seating positions offer a top tether child seat anchor point.

In addition to the latest developments in body load path distribution and deformation (crumple) zones, Cruze hatch also features a collapsible pedal box as standard across the range.

Of course, the new Ford Focus is an equally credible contender and, excusing the entry-level 1.6 petrol, may even have Cruze licked for performance and real-world fuel economy. The Blue Oval’s offering is also dynamically superior in this writer’s opinion.

The segment as a whole is growing, and with Mazda3 achieving a 50:50 model mix (hatch to sedan), Holden can expect Cruze to deliver a similar ratio from its forecast 35,000 unit per annum production.

That said, Cruze’s pricing needs to remain sharp. With no fewer than a dozen same-segment opponents offering similar bang for your buck, the competition could well get a little heated, despite sentiments favouring a locally manufactured product.

That arrangement saw motoring.com.au availed a turbodiesel-powered automatic CDX, a turbo petrol-powered manual SRi and similarly propelled SRi-V.

In the case of the former, it is noted that the combination of 2.0-litre turbodiesel and automatic transmission, despite its obvious strength, is let down by marked levels of turbo lag. This not only impeded acceleration from standstill, but seemed also to confuse the (automatic) transmission when faced with abrupt changes in elevation and corners. It’s a shame; really, as many of my colleagues offered the chance to drive the manual version said this was by far the pick of the diesel line-up.

It should also be noted that in spite of its quiet cruze-ing (sorry) and acceleration, diesel-powered Cruze was noticeably ‘chattery’ at idle.

On the plus side, the hydraulic-assisted steering felt more natural than that of the electrically-assisted arrangement of the SRi twins, even if it didn’t offer quite the level of assistance at parking speeds. Brake response and modulation, too, was appropriately progressive, imparting none of the nasty initial ‘bite’ some same-sector rivals seem to present.

The petrol twins, motivated by Holden’s nifty 1.4 iTi petrol proved decidedly more flexible, enjoying both ends of the tacho. The car is docile and easy to manage around town, helped cooperatively by a well weighted clutch and nicely sprung gearshift action with apposite levels of travel (throw) through each of its three gates.

The clutched air-conditioning compressor and electric power steering, offered exclusively in conjunction with the 1.4-litre engine, impacted negligibly on performance. Though we might add that feel offered at the wheel is artificial, at best.

Sadly, the pace at which we were allowed to corner either model gave us little reference with which to properly pronounce any advantage the Watts Link rear suspension may possess. It was, however, quickly evident the new bushings fitted throughout the front end (of all models) has sharpened steering response when compared to earlier examples.

Overall ride is well composed, with only some intrusion noticed from the lower profile rubber on larger potholes.

When cruising, road noise is negligible with only a slight wind whistle evident from the wing mirrors. The driving position is suitably adjustable for most, while the steering column also offers tilt and reach adjustment. Visibility, in spite of the thicker C-pillar, is actually pretty good with well sized mirrors virtually eliminating lateral blind spots.

Look out for a seven-day review of the new Holden Cruze hatch soon by which time we hope to give you a better assessment of the car’s performance and dynamic abilities.

The new Holden Cruze hatch is in (most) dealerships nationally from Monday, November 14.

More Holden Cruze hatch photos at motoring.com.au

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site…