Renault Fluence 
Volkswagen Jetta 
Ford Focus
The car has long been a typical product of globalization, when its brand only tells about the manufacturer, but not about the country of production. The Ford Focus, Renault Fluence and Volkswagen Jetta compact sedans are prime examples of this. The first carries an American brand on board, but is produced in Germany, the second is from Turkey, and the third completely rolls off the assembly line in distant Mexico. However, for the buyer, it is not so much the place of production of cars that is more important than their consumer qualities. And here only comprehensive tests can reveal the best.
EXTERIOR AND INTERIOR
From the point of view of design, Fluence looks the most original of the test “troika”. In turn, Focus and Jetta, in addition to the design of the stern, stylistically repeat the basic hatchbacks (recall that the Jetta is traditionally based on the Golf).
The interior of the Focus is the most spectacular
Salon Fluence features an elegant design
The internal ergonomics of the Jetta should be recognized as exemplary.
The most spectacular interior shows Ford, where hi-tech style reigns. The advantages of the "Focus" should also include a wide range of front seat adjustments.
Focus front seats have the widest range of adjustments 
Fluence seats lack lateral support 
Jetta chairs provide the most comfortable fit However, Volkswagen has the best interior ergonomics, and it also has the largest space in the rear seat area.
Focus was the most "cramped" for passengers sitting behind 
In the back seats, Fluence is enough for two riders 
In the Jetta, rear passengers will feel most comfortable Renault leads in terms of trunk capacity (530 liters versus 510 liters for VW and 475 liters for Ford), but the Jetta compartment, which has the lowest edge, is better than others for loading.
Fluence has the most voluminous trunk (photo in the center), and Jetta has the most convenient one (photo on the right).
Standard equipment for all test participants are front, front side and window airbags, ABS, ESP and traction control (TC / ASR). At the same time, the basic equipment of the Focus, among other things, provides for the EBD brake force distribution system, and the Fluence is equipped by default with the SAFE emergency braking system.
RIDE AND HANDLING
Focus dashboard: original style without sacrificing convenience 
Stylish Fluence fixtures are over-tilted 
Jetta toolkit is hard to improve even if desired The test vehicles were powered by 1.6-litre diesel engines. The most powerful and high-torque engine in this company was the Ford unit, which developed 115 hp / 290 Nm against 110 hp / 245 Nm produced by the Renault engine, and 105 hp / 255 Nm - Volkswagen.
However, according to the polygon measurements of overclocking dynamics, the Focus took only second place, losing the palm to Fluence. So, the sedan from Cologne surpassed rivals only in acceleration from 0 to 100 km / h and the travel time of a kilometer distance from a standstill. At the same time, the Franco-Turkish picked up speed faster in the 80-120 km/h range in 4/5/6 gear and showed the best time to overcome a kilometer starting at a speed of 40 km/h in 4/5/6 gear.
Focus is still the handling favorite
The Focus was more convincing during the braking dynamics test, where it was able to show the most effective deceleration from a speed of 60/100/120 km/h. In turn, Ford “drank” 6 liters for every “hundred”, and Renault burned 7.5 liters at all. In terms of the duration of the trip on a fully filled tank, the best result also belongs to the Jetta - 969 km against 833 km for the Focus and 750 km for the Fluence.
Fluence was named the most comfortable test participant
In the field of handling, the role of the first violin belongs to Ford. The car is very responsive thanks to the sharp steering wheel (from lock to lock it makes 2.6 turns), tenacious and reliable in extreme modes. But most importantly, like its predecessor, the new Focus demonstrates a high degree of readiness for active driving.
Next comes the Jetta. The car is perfectly balanced, accurate and has a decent margin of stability on straight lines and in corners. But due to more pronounced rolls, it can not compare with Ford in the ability to pass extreme sections of the track. As for Fluence, from the "troika" - this is the most, if I may say so, bourgeois sedan. The Renault driver's commands work out without too much fuss, gently and safely.
Jetta outperforms rivals in fuel efficiency in all driving modes
Banks in turns, of course, are too big, however, the position of the body above the road is always under reliable control. At the same time, in terms of driving comfort, Fluence is ahead of both "Germans" due to the excellent combination of energy-intensive suspensions and soundproofing of the cabin, corresponding to a car of a higher class. The second place in the nomination "comfort" is occupied by the Jetta, which, although not by much, surpasses the Focus both in smoothness and in the protection of the passenger compartment from extraneous sounds.
VERDICT
The best set of consumer qualities is offered by the Ford Focus, which, among other things, optimally combines high driving performance and excellent handling. A step away from it is the Volkswagen Jetta, a car with exemplary ergonomics and the best efficiency among the test participants. Renault Fluence finishes the test race third, which, however, does not detract from its merits, somehow good dynamics and excellent comfort.
Data obtained during the test
|
Parameter |
Ford Focus 1.6 TDCi |
Renault Fluence dCi |
VW Jetta 1.6 |
|
Overclocking |
11 , 1 |
1 1 , 2 |
1 1 ,5 |
|
Time |
3 3 , 3 |
3 3 , 4 |
3 3 , 5 |
|
Overclocking 4/5/6 |
9,2/10,9/13,9 |
8,4/10,3/13,4 |
9,6/13,6/- |
|
Time |
34,1/39,8/41,4 |
32,9/37,7/38,8 |
34,8/42,4/- |
|
Brake |
13,4/37/54 |
14,5/38,3/55,1 |
14,9/38,1/55 |
|
Consumption highway/freeway/city |
4,7/6,4 /6 ,5 |
6,1/8/8,8 |
4,3/5,5/6 |
|
Consumption |
5,4 |
||
|
Maximum |
969 |
||
|
Level |
4 6 , 2 |
48,6 |
49,3 |
|
Level |
62,9/66,8/71/73,4 |
62,8/63,5 /69,2/70,2 |
61,5 /66,1/68,3 /72,2 |
|
Width |
142 /1 3 3 |
141/13 3 |
140/136 |
|
Minimum |
94 |
||
|
Maximum |
100 |
||
|
Height |
90 |
9 0 |
Factory specifications
|
Parameter |
Ford Focus 1.6 TDCi |
Opel Astra 1, 7 CDTi |
Renault |
|
Basic |
18 |
18 |
20 |
|
Type |
sedan |
sedan |
sedan |
|
Qty |
|||
|
Qty |
|||
|
curb |
135 0 |
1360 |
1 395 |
|
Length Width Height, |
4 , 534/1 , 823/1 , 484 |
4 , 618/1 , 809/1 , 479 |
4 , 644/1 , 778/1 , 482 |
|
Wheeled |
2,64 8 |
2, 702 |
2,6 51 |
|
Volume |
|||
|
Type |
diesel, With |
diesel, With |
diesel, With |
|
Qty |
|||
|
Worker |
1 560 |
1461 |
1 598 |
|
Maximum |
115/3600 |
110/4000 |
105/4400 |
|
Maximum |
290/1750 |
245/1750 |
255/1500 |
|
Drive unit |
on |
on |
on |
|
Box |
mechanical, |
mechanical, |
mechanical |
|
Number |
|||
|
Front |
spring, |
spring, |
spring, |
|
rear |
spring, |
spring, |
spring, |
|
front/rear |
ventilated |
ventilated |
ventilated |
|
Systems |
ABS, EBD, ESP, TC |
ABS, SAFE, ESP, ASR |
ABS, ESP, ASR |
|
Tires |
205/55 R16 |
205/65 R15 |
205/55 R16 |
|
Maximum |
19 5 |
||
|
Overclocking |
11,7 |
||
|
Consumption highway/city/medium |
3,7/5,1/4,2 |
4/5,6/4,6 |
3,6/5,2/4,2 |
|
Volume |
|||
|
Emission |
11 7 |
12 0 |
Based on the materials of "Autostrada" (Spain)
The minimum price thus fell from 664,000 to 599,000 rubles. However, when the buyer starts buying the necessary options, the discount may not seem so significant. Of the notable amenities, the basic Conceptline equipment includes air conditioning and a music system. In the more expensive Trendline configuration (with the same engine), the list of equipment is supplemented by side airbags, as well as heated seats and mirrors. Let's look at the main Jetta competitors in the Russian market.
Ford Focus
The Ford Focus sedan in the basic Ambiente version is equipped with a power unit of the same size and power (1.6 liters, 85 horsepower). The price of the car starts at 579,000 rubles. The equipment in this case is rather meager: there is no air conditioning, no “music” - only the anti-lock system and front power windows can be distinguished. The most affordable configuration of the Ford Focus sedan with PowerShift automatic transmission costs from 729,000 rubles and gets a more powerful (1.6-liter 105-horsepower) engine.
Skoda Octavia
Another brainchild of VAG - Skoda Octavia - even outwardly similar to the Volkswagen Jetta. The price of the minimum configuration Active starts at 599,000 rubles, from 659,000 rubles for the version with a seven-speed DSG. The basic equipment is naturally not rich, although the version with DSG has, for example, a Start-Stop system with the ability to turn it off and an uphill assistant. In addition, according to the manufacturer, the suspension is specially adapted "for bad roads." A significant advantage over the Jetta is a more powerful engine in the minimum configuration - 1.2 liters and 105 horsepower.
Mitsubishi Lancer
The current generation of Lancer has been produced since 2007 and has not undergone significant updates for all the time, so today Russian buyers can purchase Lancer at a rather attractive starting price - 549,000 rubles (provided that they buy a car manufactured in 2013). The most affordable Inform package with a five-speed manual includes a music player, ABS, foglights, and a 1.6-liter engine with 117 horsepower is installed under the hood of the base Mitsubishi Lancer.
Toyota Corolla
Another Japanese - Corolla - due to its relatively recent update, costs more - from 659,000 rubles. The most budgetary power unit - with a volume of 1.33 liters - develops 99 horsepower. The package, despite the high price (compared to other VW Jetta competitors), cannot please with its equipment - you will have to pay well for options such as an audio system or, for example, side airbags: the cost of modification with such equipment starts from 754,000 rubles.
Citroen C4 Sedan andPeugeot 408
Upon closer examination, of course, you can find a whole mountain of differences in the single-platform C4 Sedan and 408 - body dimensions, interior ergonomics, appearance, after all. Everything is, as they say, the taste and color. Recently, even the initial price of the C4 Sedan slightly exceeded 408 (589 against 586 thousand rubles). Another difference lies in the possibility of purchasing a diesel version for Citroen buyers. In the basic configuration, the cars are offered with identical power units with a volume of 1.6 liters and a capacity of 115 horsepower, which are paired with a five-speed manual transmission.
Renault Fluence
And another French, at one time, which replaced the Megane sedan, this is the Renault Fluence. In Russia, the car has been sold since 2010. The most affordable version of Fluence Authentique costs from 648,000 rubles and is equipped with a 1.6-liter engine with 106 horsepower. The list of standard equipment does not allow us to call the minimum configuration "raw" - there is an audio system with Bluetooth, and air conditioning, and an on-board computer in Russian.
Day one: corporate
Imagine that you have the honor of being at a federal ministry corporate party. Not bad! It would be nice to drive to such an event in a solid car. Who is the most serious in our company? Definitely a Volkswagen Jetta! If the Polo and Golf hatchbacks with the design of Walter da Silva seem, for my taste, boring, then the Jetta is so serious. A white VW sedan has recently settled in my yard, and for a long time I thought it was a Passat B7. But it turned out - Jetta. My girlfriend completely mistook VW for Audi. And this chocolate color is the last squeak of the season!
It is spacious at the back, in terms of space, the Jetta among the test participants is second only to the Renault Fluence. But only in a German car rear passengers rely on such luxuries as a socket and air vents. And what a trunk! Huge, regular shape, with a wide opening, with a mesh on the right and an elastic band on the left, allowing you to fix fairly large objects.
On the move, the Jetta is exactly the same as the Golf we tested over the summer. Technically, the sedan differs from the hatchback in that it is 9 cm longer, and its wheelbase is 7.5 cm longer. So the Jetta's ride is even higher. The car is not subject to buildup, most of the long waves of asphalt do not affect the position of the body in space at all. Suspension VW can not be called soft, but breaks through it infrequently. Only deep potholes with sharp edges shake the body and respond with blows in the suspension. In general, the handling of the Jetta, if it differs from the Golf, is only in nuances. The car is a little softer, a little more solid, a little less sporty. Here is a slightly different mood that perfectly matches the appearance. But only those who have traveled a lot on the Golf can catch these differences.
The downsides are just as well known. In Drive mode, the gearbox upshifts too quickly and then, under hard acceleration, it takes too long to select the desired gear. In addition, VW reacts to pressing the gas pedal with a delay: until the signal from the electronic gas pedal reaches the engine, until the DSG thinks, until the turbine spins up ... But then the Jetta jumps forward with a slip. If you already press the gas, then to the floor, after moving the DSG selector to the Sport position. Then the sedan pleases with both juicy traction and timely switching. Mid Jetta does not tolerate. She is like a clerk who lived a boring, measured office life, but once a year at a corporate party she comes off “to the fullest”.
For ergonomics, the same claims as the Golf: too frequent temperature control knobs and a straight DSG groove. But we also note the "know-how". So, the central armrest between the front seats is not adjustable either in height or length, it is located far away, and its shape is such that the hand slips off. And xenon, like on a real "American", is not available even for an extra charge. Another incomprehensible feature is the keyless entry system. Firstly, the key remains the same as on all Jettas - large and with a flip-out “sting”. Secondly, it was as if they were looking for a place for the engine start button at the last moment. Its location in the row of plugs in front of the DSG lever seems a little strange and not entirely logical.
And there is nothing more to scold the VW interior for. The plastic is soft even at the level of the knees, the interior lighting after the rejection of the blue color scheme pleases with optimal brightness and color, the seats are almost perfect. “Practically” only because the backrest is adjustable in steps, and comfort will not be 100, but only 99.9 percent. The adjustment ranges are huge, the buttons are optimally located, the multimedia system is arranged logically, the instruments are easy to read. Interestingly, the instrument panel on the Jetta is not the same as on the Golf. The tachometer and speedometer are devoid of deep wells and share a common area. Multimedia, on the one hand, pleased with the excellent work of the navigation system, which knows not only all the main highways of the country up to central Siberia, but is also well aware of the roads, for example, Krasnodar. On the other hand, Jetta was never able to recognize my iPod Nano either via USB or via the AUX input. Disorder! But the Nano is one of the most popular mp3 player models in the US, in the main Jetta market.
Of course, nothing is free. And with the money that the Jetta that visited us costs (and this is not a car with the most powerful engine), you can already look in the direction of sedans of a higher class. However, I'm not sure if we compare Jetta with Passat or Mondeo for the same money, the sedan would look like a "whipping boy". But maybe in Russia an American sedan with simple atmospheric engines, hard plastic, slow CAN bus and a lower price would still be more in demand? Vaughn and Polo Sedan are still inferior to their competitors from Hyundai and Renault ... But something suggests that the Jetta will not have problems with demand. A car that can be confused with Passat and Audi cannot fail to be successful in Russia.
Day two: traffic jams
Fluence has become the first Renault sedan in a long time, whose appearance does not cause rejection. Here is what the head of the brand in Russia, Bruno Anselin, says: “We came up with a hatchback, so we have always succeeded in cars with this type of body. All attempts to create a sedan on their basis led to the appearance of freaks. Therefore, we immediately developed the Fluence as a separate model, and not just a Megane with a trunk.” And, as they say, the result is in the face. Especially in the Sportway version with a sports body kit and large beautiful wheels, which increases the price of the car by 40,000 rubles.
Moscow, New Year's fuss and snowfall. If these ingredients are mixed together, the mixture will be explosive. It was under such conditions that I had to go home to Fluence. And to be honest, I was happy with this prospect. As befits the "Frenchman", the car takes its toll. A stepless variator, a soft suspension, a comfortable soft seat, a steering wheel devoid of any feedback at low speeds - what else do you need in traffic jams? We need a driver, because in Renault, by the standards of the class, there is a very large supply of space for him, and there are even curtains on the windows. The central tunnel of the French sedan is almost invisible, so you can comfortably sit three of us. Fluence also leads in acoustic comfort, because with a smooth ride, the variator simply does not allow the engine to reach high speeds. But if you really press the gas in a serious way, then the speed will hang at close to maximum. This is a cacophony, I tell you! It's good that Fluence does not provoke such accelerations.
How about in corners? It's far from the Jetta, although the general principles for setting up the power steering are similar. Looking ahead, I note that only the Chevrolet Cruze has a different amplifier operation algorithm. The steering wheel is empty in the near-zero zone, but already at a deviation of 20 degrees, the force increases sharply. The difference is that in Fluence the difference in these efforts is greater than in Jetta, precisely due to the empty steering wheel. The silver sedan confidently goes in a straight line, only swaying on the waves, willingly dives into a turn, and at first with a slight drift, but then the rear suspension is switched on, and the car's behavior becomes neutral. I still don't want to be active. This car was not built to race. You slip out of the soft seat, the car itself sways, the engine roars - why all this? Where should we hurry in this city of traffic jams? It is much better to turn on louder Patricia Kaas from the disc of French music presented to me at the presentation of the new Megane and roll it home.
I would like to talk about the Fluence radio tape recorder separately. On the one hand, it sounds very good for an inexpensive device. On the other hand, it is the main ergonomic puncture of the car. The radio is completely covered by the gear lever, the volume control button is right under the driver's hand, but, firstly, it is not available to the passenger, and secondly, the driver has a lot of buttons on the steering wheel! The layout of the buttons is chaotic and defies any logic. And I couldn’t get used to the fact that the volume is regulated not by a large “round” in the center, but by a small knob in the corner. In general, Fluence has enough French "tricks". Well, who came up with the idea to place the seat heating regulator on the end of these very seats? To see them, you need to open the door! Moreover, they do not have fixed positions, so it is impossible to select the intensity of heating by touch. But the plastic is so soft that, closing your eyes and relying solely on tactile sensations, you can mistake Fluence for a car of a higher class.
In general, Renault is a very comfortable car, its creators deliberately paid a lot of attention to improving comfort, rather than honing handling. The climate control has three automatic operating modes here: Auto (automatic), Soft (soft and silent) and Fast (for quick airing of the cabin after parking in the sun). Compartments for small items accumulated as much as 23 liters. And keyless entry is better organized in Renault than in other premium cars. And now the card does not have to be inserted into the slot, as it was before: he approached the car, pressed the button on the handle, sat down, pressed the “start” button and drove himself! And due to the fact that the electronic key is made in the form of a card, it is convenient to carry it in a shirt pocket or in a purse. The Fluence is perfect as a taxi, fleet park car, for older buyers, or simply for those who have outgrown the Logan.
Day three: photo session
Constant thaws turned Moscow into a realm of mud, water and gray snow, so it was possible to shoot cars properly only outside the city. We were sheltered by "Park Drakino", near Serpukhov, so we had to make a short forced march along the roads of the Moscow region. My partner on the trip was a Ford Focus 3. In the summer, I really liked the Focus, and the only but most powerful argument against the novelty was the lack of dynamics of a car with a 1.6-liter engine. The more interesting for me was the meeting with a two-liter car. Maybe 150 liters. With. and "robot" PowerShift cure Ford of impotence?
Well, that's a completely different matter! Now I recognize dashing cars of the first and second generations in the newcomer. Now the magnificent chassis has received a worthy accompanist! On country paths all the time I wanted to “light it up”. And not just to race fast, overtaking neighbors downstream, like on a Hyundai Elantra, but to attack turns, enjoying juicy steering effort, steering rear suspension, screwing the sedan into any turn, excellent brake settings. The Focus isn't just good, it's great. If earlier Ford was inferior in something to the sweet couple of Golf / Jetta, then those days are in the past. And in terms of smoothness, the Focus beats the Jetta at all! Of course, this is not Fluence hovering over the road, but it does not allow breakdowns, like a German car. Flaws? The steering wheel could be a little heavier. However, the current settings are better combined with the slightly more relaxed nature of the new machine.
Thanks to the spot lighting of the interior with all the colors of the rainbow to choose from, you can choose the mood yourself. If you want to drive - choose red, if you want to roll along the autobahn in a relaxed way - blue or green. By the way, about the autobahn. The Focus's cruise control is active, so on a long journey you can relax and just hold the steering wheel. And do not be afraid that the sedan, according to the old "Focus" habit, will suddenly jump to the side on a rut - the third-generation car is spared from this ailment.
In terms of ergonomics, here Ford was in a somewhat more advantageous position than during the first test - I was already familiar with the operation of its systems, the location of the buttons that activate these functions, with the intricacies of its menus. If during the first meeting it seemed to me that the center console was overloaded with buttons, that not all buttons on the steering wheel were conveniently located, that you could get lost in the nooks and crannies of the menu, which is different for two LCD displays, then there were no problems when we met again. None. So, they will not be in everyday use. Ford finally reached the level of VW in terms of ergonomics. Of the obvious shortcomings, one can only note the headrest and armrest that is too pressing on the back of the head, which, if pushed forward, threatens to overturn drinks in cup holders. By the way, the Ford multimedia system perfectly dealt with my player, saw all the playlists and read all the Russian-language tags. The only puncture is the trunk. Small, sloppily finished, with a lid lacking a handle. And this is for a car that claims to be a national one!
But I remember something else. Focus was the first car with which ... nice to talk to! Our car was equipped with a voice control function that really worked. Moreover, the car just a couple of times could not make out my voice and the radio turned on 91.0 instead of the frequency of 91.2. And how convenient is the underground parking! When the windows and rear-view mirrors began to fog up rapidly, one had only to say "Climate, defrosting on", and the car began to fog up. At the same time, the hands continued to turn the steering wheel and change the gearbox modes. Voice control allows you to change the temperature, fan speed, turn on glass heating, select a radio frequency, track or playlist. At the same time, if you do not select any function, a polite lady will pronounce the possible command options. Even if you do not know English, Focus will teach you to pronounce the necessary words yourself. Then I found out that in recent years this option was also available for the previous generation car. Moreover, this option can be retrofitted even to those cars that did not have it initially. Moreover, both at official dealers and in any garage - this process is so simple.
I think you already understood that I liked Ford. Only now the design of the sedan personally scares me. It does not fit, in my opinion, the stern with the front. Hatchback, and even better station wagon - that's my choice.
Day four: MKADburgring
I recently wrote about the new Hyundai Elantra, but then it was about a car with automatic transmission. Now I have in my hands a car with “mechanics” and in a simpler configuration. Even the “automatic” Elantra seemed to be a very sports car, so I expected a perky disposition and a cheerful character from a sedan with a manual transmission, and I was not deceived in my expectations. Some thoughtfulness disappeared, and sometimes the wheels began to slip even when switching from second gear to third! However, here it is more about disgusting tires, and not about power. As for the box itself, frankly speaking, it cannot be called exemplary. It seems that the lever is not long-stroke, and the gears are switched on clearly, but there is some kind of toy in the shifts, as if you are clicking the lever of an advanced steering wheel for Logitech G25 computer games.
The lack of thrust of the 1.6-liter engine is noticeable only when you try to start off too smoothly at low speeds. The car starts shaking all over as soon as the speed drops to 1200. Therefore, in a traffic jam, it’s better not to switch to second at all. Generally up to 4000 rpm. the engine is sleepy, but if you spin the engine, then you don’t want to stop anymore - just have time to poke the gears so as not to fall out of revs. Energy-intensive suspension also contributes to fast driving. Turns can be safely attacked without fear of shaking on bumps. On small bumps. If under the wheels there are potholes or bare joints of the overpass, then Elantra starts to play Solaris. The sedan starts to sway and changes its trajectory. Moreover, sometimes the trajectory is distributed in breadth, and sometimes, on the contrary, it twists. Unpleasant! It's good that the stabilization system is on guard, and if you reduce the speed to the prescribed speed, then the problems will disappear.
Nevertheless, the Elantra is not easy to drive. Pretty naughty design, and that old-school, life-altering engine, and that force-filled steering wheel… I have a feeling a lot of Elantra owners will regularly go over the speed limit and play checkers… And most of the owners of these cars will be young. Especially in terms of practicality, Hyundai has problems: the trunk can only be opened from the key fob or from the passenger compartment, the roof presses the rear passengers on their heads, and the passengers themselves slide off the short seat cushion. Mature clients will not like excessive noise. In general, many cars designed for the American market suffer from poor sound insulation, but here it is also multiplied by noisy tires. This is not the first time that Hyundai-Kia cars are equipped with not the best winter tires from Korean manufacturers. As a result, cars skid at starts, lock wheels when braking, make noise, and sometimes start to slip early.
You can also scold the Elantra for the blue backlight that cuts the eye, plastic of different textures on the front panel, an unsuccessfully located handbrake and a steering wheel adjustable only in height. But with the steering wheel in general came out an interesting story. Despite the fact that it is adjustable only in one plane, neither I nor Denis Khalfin experienced any problems. Not in every car with all the adjustments you can sit down with such comfort! Nice car, pity it's expensive.
Day Five: Anniversary
Chevrolet Cruze in this company is a bit of a stranger. The American car is cheaper than the rest, technically simpler and positioned as more budgetary. Therefore, I was initially inclined towards the blue sedan indulgently. Chevrolet is a bizarre mix of GM units from different generations. The platform here is the same as that of the Astra J, but the rear suspension is simplified - without the Watt mechanism. The engines are the good old Ecotec, which were installed on the Astra H. Here is the old 5-speed gearbox, the same fog lights and turn signals as on the old Astra, but new steering column levers. In a word, the Koreans, and the GM DAT division was responsible for the development of the Cruze, tried to make the car cheaper, but if possible no worse than its competitors.
And they succeeded! The Cruze doesn't really demand any kind of indulgence. It has a stylish exterior and interior design, a spacious interior, a large trunk, almost perfect ergonomics, and handling and dynamics are quite decent. Sure, the Chevrolet's driving style lacks the polish of the VW and Ford, the car isn't as solid as the Renault, and it's not as sporty as the Hyundai, but it's by no means shabby. Moreover, the progress compared to Astra H, not to mention Lacetti, is obvious. From the point of view of handling, Chevrolet is emphatically safe: the car confidently keeps the road on a straight line, ignores ruts, turns out of the corner in a turn, and when speeding in a turn, the front axle slides outward. All this is much more like the previous Astra than the Lacetti! Only the settings of the power steering are upsetting: not only is the steering wheel empty at zero, like that of other test participants, but the force does not increase as the angle of rotation of the wheels increases. So you don't want to rush. Yes, especially and it will not work, even if you want to!
My old friend, the Z18XER engine, was on the test Cruze. At one time, he received the letter R after modernization in 2006, when the power increased from 125 to 140 hp. With. Only now it has become available almost at the very cut-off, so you will never see most of these “horses”. Our car was also produced in Korea, so its engine meets Euro 5 standards, which, as you understand, did not add dynamism to the car. The nature of the motor has really changed: a kind of pickup at 3500 rpm has appeared - it has become more interesting to drive!
The main drawbacks of the Cruze, in addition to not being the best motor in the world, are too long gear shift strokes and an unsuccessfully located air conditioning temperature control. Tall and large people like Anton Borisenko and Khalfin managed to twist the temperature to a minimum with their right knee, after which a real cold set in the cabin. It is interesting that I did not have such problems, although I am only 7 cm shorter than Anton (186 vs. 193).
And a nice feature of our Cruze was a special performance - the Anniversary Series. Such a Chevrolet differs from the usual one in other bumpers, a spoiler on the trunk lid, chrome trim for foglights, door sills, a special blue color and blue fabric inserts on the seats and front panel. The price for such cars: 688,200 rubles for a sedan with a 1.6-liter engine and 722,400 rubles. for 1.8 liters. Hurry, the number of cars is limited!
SUMMARY
Ratings will help you rank the cars. They are subjective and valid only within the framework of this particular comparative test. 10 points for the quality of the Jetta's interior does not at all put it on a par with the Maybach, it's just a benchmark against the background of the rest of the golf class. So, VW won on points, which was not a surprise. The car is closer than ever to the ideal. But what about Focus, which I praised so much? Look at the scores, the Focus lost out to the VW mainly because of the small and sloppy boot!
Renault breathes in the back of the Focus and only slightly loses to VW! And all because the French have relied on comfort, in which Fluence has no equal in this test. The final triumph was prevented by ergonomic punctures and a lack of dynamics.
Hyundai is the second from the end, and this is what I did not expect. Elantra loses because of the inconvenience of rear passengers, less quality trim materials and low acoustic comfort. But at the same time, the “Korean” is such that he wants to forgive many shortcomings. What is the reason? In design? Mischievous temper? Most likely yes, although it is unusual to talk about a Korean car. Chevrolet took last place, but it's not as cheap as it is worse. Honest car for your money.
Text: Automotive Magazine
