2014–2015 Chevrolet Cruze Diesel (RS) — Specs, History, Guide

2014–2015 Chevrolet Cruze Diesel (RS/Diesel) — The Uncommon American Oil-Burner

Historical context and development background

The first-generation Chevrolet Cruze arrived as GM’s global C-segment sedan, engineered primarily by GM Korea with input from Opel and GM’s International Operations. North American models were assembled in Lordstown, Ohio on the Delta II platform. In 2014, Chevrolet added a factory turbo-diesel to the U.S. and Canadian lineup—an unusual move in a market that, at the time, was dominated by Volkswagen’s TDI sedans and hatches.

The Cruze Diesel’s heart is the Opel-derived 2.0-liter four-cylinder turbodiesel (RPO LUZ), part of the 2.0 CDTI family engineered by GM Powertrain in Turin and produced in Kaiserslautern, Germany. It combined a variable-geometry turbocharger, high-pressure common-rail injection, and a full aftertreatment suite (oxidation catalyst, DPF, and SCR with DEF) to meet U.S. Tier 2 Bin 5/LEV II emissions. The North American diesel came exclusively with a 6-speed Aisin torque-converter automatic—long geared and tuned for relaxed, efficient cruising.

Stylistically, the RS package that could be specified on the Diesel added a deeper front fascia, side rockers, rear valance and a decklid spoiler—an appearance-led treatment that echoed the sportier LTZ/2LT look rather than a wholesale chassis rethink. Meanwhile, Chevrolet’s high-profile WTCC success with the gasoline Cruze (championships in 2010–2012 with the RML-run cars) gave the nameplate genuine motorsport credibility, even if the showroom diesel shared only its silhouette and basic hard points with the race cars.

Competitors at launch were straightforward: Volkswagen’s Jetta TDI and Passat TDI (both manual- and DSG-equipped), along with the Golf TDI and Jetta SportWagen TDI. Mazda’s promised Skyactiv-D 2.2 in the Mazda6 never materialized in the U.S. at the time, leaving the Cruze Diesel as the only non-VW compact sedan running on American pump diesel from a major brand.

Engine and technical specifications

Chevrolet quoted 151 hp with a stout 264 lb-ft of torque, with a brief overboost function lifting torque to 280 lb-ft for short bursts. Tall overall gearing and an efficient aero package helped deliver an EPA highway figure that made headlines.

Driving experience and handling dynamics

On the road, the Cruze Diesel communicates in torque. The Aisin 6-speed automatic—geared tall in sixth—keeps revs down and the cabin quiet at freeway speeds, where the car feels most at home. There is modest turbo lag off the line followed by a decisive midrange surge from about 1,800 rpm. The long-legged gearing means kickdowns are the default for quick passes, but once in the meat of the torque band the car strides along without fuss.

Chassis-wise, the Cruze rides on a MacPherson-strut front and a torsion-beam rear. Higher-content trims, including the Diesel, use GM’s Watts Z-link to better locate the rear axle laterally. Steering is electric power assist—accurate if not brimming with feel—and body control is tidy over poor surfaces. Brakes are discs at all four corners, adequate for daily duty with predictable pedal travel. The RS appearance package primarily alters the look; underlying spring and damper rates track with the trim level rather than an RS-specific tune in this application.

Full performance and chassis specifications

Independent instrumented tests placed the Cruze Diesel mid-pack for compact sedans of its era—quicker than economy-minded gasoline versions but not quite at hot-hatch pace. Its party trick was effortless highway range and relaxed, low-rpm cruising.

Variant breakdown (2014–2015, North America)

The Cruze Diesel was packaged near the 2LT trim for equipment content. The RS package was an option that added visual drama without changing the fundamental powertrain.

Ownership notes: maintenance, parts, and restoration

• Timing belt: The 2.0L diesel uses a belt, with GM service literature specifying replacement at 150,000 miles or 10 years (whichever comes first). Many owners prudently service sooner based on use and climate.
• Oil and filters: Use dexos2-approved low-ash oil. The Oil Life Monitoring system governs change intervals; 7,500–10,000-mile intervals are typical in mixed use. Fuel filter service is commonly performed at approximately 20,000-mile intervals.
• DEF and aftertreatment: The SCR system requires Diesel Exhaust Fluid; consumption varies with duty cycle. The car also performs automatic DPF regenerations—longer steady drives help maintain system health.
• Known trouble spots: Owners report occasional DEF heater and NOx sensor failures, EGR/DPF-related fault codes on short-trip usage, and intermittent glow plug/module issues. The Aisin 6-speed is generally robust with regular fluid service.
• Parts availability: Shared Cruze chassis components are plentiful and inexpensive; diesel-specific parts (sensors, injectors, aftertreatment hardware) are pricier but available through GM and European Opel channels.
• Restoration difficulty: Mechanically straightforward but emissions hardware demands correct diagnostics. A scan tool that can monitor soot loading and NOx sensor status is invaluable.
• Fuel: ULSD is required; the engine is B20 biodiesel compatible as specified by Chevrolet.

Cultural relevance and market reception

The Cruze Diesel was a rarity: a U.S.-market, domestic-brand compact sedan with a factory diesel. It offered long range and relaxed freeway performance that appealed to high-mileage drivers and diesel loyalists who wanted a non-European option. The broader Cruze nameplate benefitted from global touring-car fame, while the Diesel carved a smaller, quietly devoted following among commuters and long-haul road warriors.

Collector desirability remains niche. Public enthusiast-auction appearances are sparse; most trade hands via classifieds and dealer lots, where condition, mileage, and emissions system health drive pricing more than options like the RS package. Low-mile, unmodified examples with thorough service records are the ones to keep.

FAQs

Is the 2014–2015 Cruze Diesel reliable?
Overall reliability is solid when maintained on schedule, with most headaches tied to emissions components (DEF heaters, NOx sensors, DPF-related issues on short-trip cycles). The engine and Aisin automatic have good reputations when serviced properly.

Does it use a timing belt or chain?
The 2.0L turbodiesel uses a timing belt. GM specifies replacement at 150,000 miles or 10 years.

What transmission is offered?
In North America the diesel was automatic-only: a 6-speed Aisin torque-converter unit.

What kind of fuel economy can it achieve?
EPA figures were published at 27 mpg city, 46 mpg highway, and 33 mpg combined for the 2014 model. Real-world results vary with speed, terrain, and climate.

Is the diesel approved for biodiesel blends?
Yes. Chevrolet stated B20 biodiesel compatibility for the Cruze Diesel.

Are RS models mechanically different?
The RS package is primarily cosmetic—unique fascias, rocker moldings, fog lamps, and a rear spoiler. Powertrain output is unchanged.

Known problems to watch for when buying used?
Check for emissions fault codes, proper DPF regeneration behavior, DEF system operation (heater and level sensor), and timing belt service history. As with any Cruze, inspect cooling system components and rear wheel bearings for wear.

Can it tow?
In North America the Cruze was not tow-rated from the factory. Owners who tow small loads in other markets follow different guidance; adhere to local regulations and manufacturer recommendations.

What are the performance numbers?
Independent tests recorded approximately 0–60 mph in 8.6 seconds and a quarter-mile in the mid-16s at roughly 85 mph, with a governed top speed near 125 mph.

Key specifications snapshot