You remember 2013? Gas prices were hovering around $3.50 a gallon, and everyone was obsessed with hybrids, but not everyone wanted to pay the "Prius tax." Chevrolet saw a gap. They took their standard compact and started shaving off weight like a wrestler trying to make weight for a title fight. The result was the 2013 Chevrolet Cruze Eco sedan, a car that basically tried to outsmart the wind and the fuel pump without relying on expensive battery packs. It was an exercise in hyper-efficiency through old-school mechanical trickery. Honestly, it was kinda brilliant for the time.
Most people look at a Cruze and see a rental car. That’s fair. But the Eco trim was different under the skin. It wasn't just a badge; it was a suite of aerodynamic and weight-saving changes that made it feel distinct from the LT or the LTZ models. If you’re looking at one on a used car lot today, you’re probably wondering if that "Eco" badge actually translates to real-world savings or if it was just clever marketing from a post-bailout GM.
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What actually makes the 2013 Chevrolet Cruze Eco sedan different?
It’s all about the air. To get the fuel economy up to an EPA-estimated 42 MPG on the highway (for the manual version), Chevy engineers turned to active shutter systems. Basically, there are slats in the front grille that close up at higher speeds. This reduces drag by forcing air around the car instead of letting it tumble around the hot engine bay. It’s technology you usually found on high-end luxury sleds back then, but here it was on a Chevy.
Weight was the other enemy. They swapped the heavy Z-link rear suspension found in the higher trims for a simpler, lighter torsion beam. They even used thinner sheet metal in some areas and lighter welds. They even ditched the spare tire for a flat-repair kit. Does that suck if you get a sidewall tear on the I-95? Yeah, it really does. But it saved weight.
Then there are the wheels. The 2013 Chevrolet Cruze Eco sedan came with these polished 17-inch lightweight alloy wheels wrapped in low-rolling-resistance tires. These wheels are actually one of the easiest ways to spot a real Eco from across a parking lot. They look sharp, but their main job is reducing rotational mass.
The Manual Transmission Magic
If you really want the "Eco" experience, you have to talk about the six-speed manual. While most Americans opted for the six-speed automatic, the manual was the true fuel-sipper. Chevy used "triple-overdrive" gearing. This means the top three gears are incredibly tall.
Driving it is... interesting. You’ll find yourself shifting into sixth gear and the RPMs drop so low the engine feels like it’s barely idling. It’s great for the wallet, but if you need to pass a semi-truck on a two-lane road, you aren't just pushing the pedal. You’re downshifting. Probably twice. The car has no "punch" in high gear because it’s geared for math, not for adrenaline.
Real World Performance: 1.4L Turbo Realities
Under the hood lives the Ecotec 1.4-liter turbocharged four-cylinder. It puts out 138 horsepower and 148 lb-ft of torque. Those numbers sound tiny today, but the turbocharger helps it feel peppier than a naturally aspirated engine of the same size.
- City Driving: Expect around 26-28 MPG. The aero tricks don't do much when you're stuck at a red light in stop-and-go traffic.
- Highway Cruising: This is where the car shines. If you keep it at 65 MPH, hitting 40+ MPG is actually doable. Some hypermilers have reported getting close to 50 MPG by being incredibly disciplined with their right foot.
- The Automatic Penalty: If you get the automatic transmission, your highway rating drops to 39 MPG. Still good? Sure. But you lose that "special" efficiency that the Eco was built for.
One thing people often overlook is the fuel tank. To save weight, Chevy fitted the manual Eco with a smaller 12.6-gallon fuel tank compared to the 15.6-gallon tank in other models. It seems counterintuitive—a long-distance cruiser with a smaller tank—but the efficiency was supposed to make up for it. In reality, it just means you're stopping as often as everyone else, just spending less when you're there.
Reliability and the "Cruze Gremlins"
Let’s be real for a second. The Cruze doesn’t have the bulletproof reputation of a Civic or a Corolla. If you are buying a 2013 Chevrolet Cruze Eco sedan today, you need to be an informed buyer. There are specific things that go wrong with the 1.4L turbo engine that you simply cannot ignore.
Coolant leaks are the big one. The water pump and the plastic coolant outlet housing are notorious for failing. If you smell something sweet like maple syrup after a drive, your car is leaking coolant. Don't "wait and see." These engines do not handle overheating well. The head gaskets will pop faster than a balloon at a birthday party.
Then there's the PCV system. In this engine, the PCV valve is actually built into the intake manifold. When it fails, it can cause the valve cover gasket to blow out or cause the engine to whistle like a teakettle. It’s a known issue. If you see an Eco for sale, ask if the intake manifold has ever been replaced or if a PCV bypass kit has been installed.
Inside the Cabin: A Time Capsule of 2013 Tech
The interior of the Eco is "fine." It’s not luxury, but Chevy used a lot of fabric inserts on the dashboard to make it feel less like a plastic tub. In 2013, the big news was the Chevrolet MyLink system. It’s a 7-inch touchscreen that was actually pretty advanced for its time, offering Bluetooth streaming and some app integration.
Compared to a modern car, it feels tiny. But compared to a 2013 Civic, it feels a bit more "grown-up." The seats are generally comfortable for long hauls, though the back seat is cramped. If you're a tall driver, nobody is sitting behind you. Period.
Why it still matters in the used market
Why would someone buy a 13-year-old Chevy instead of a newer hybrid? Price. You can often find a 2013 Chevrolet Cruze Eco sedan for a fraction of what a used Prius costs. If you have a long highway commute and you can drive a stick shift, the ROI on an Eco is actually fantastic.
It represents a specific moment in automotive history where engineers were trying to see how much they could squeeze out of internal combustion without the weight and complexity of batteries. It’s a "mechanical" solution to a digital problem.
Is it a sports car? No.
Is it a luxury car? Definitely not.
Is it a smart tool? If you maintain it, yes.
Essential Checklist for Buyers
If you’re hunting for one of these, don't just kick the tires. You have to be surgical.
- Check the "Turbo Lag." On your test drive, floor it in second gear. If the car stumbles or throws a "Service Stabilitrak" message, you likely have an ignition coil pack issue or a spark plug gap problem.
- Look for the Underbody Panels. The Eco came with specific plastic panels underneath the car to smooth out airflow. If they are missing or hanging off, the previous owner didn't care about the "Eco" part of the car, and your MPG will suffer.
- The "Sniff Test." After the engine is hot, pop the hood. Any smell of oil or coolant should be an immediate red flag or a reason to negotiate $1,000 off the price.
- Check the VIN. Make sure it’s actually an Eco. Some sellers try to pass off a base LS as an Eco just because it’s "economical." A real Eco will have the 1.4L Turbo engine (code LUV) and those specific 17-inch lightweight wheels.
Actionable Insights for Current Owners
If you already own a 2013 Chevrolet Cruze Eco sedan, there are things you can do to keep that 40+ MPG dream alive. First, stop using cheap 87 octane gas. I know, it’s an economy car. But this is a small, turbocharged engine with a high compression ratio. Using 91 or 93 octane prevents the engine from pulling timing due to "knock," which actually improves your fuel economy and makes the car feel less sluggish in the summer heat.
Second, check your tire pressure every single month. Those low-rolling-resistance tires only work if they are properly inflated. If they’re soft, you’re just dragging rubber across the pavement, and your "Eco" becomes just a regular "Cruze."
Finally, keep an eye on the oil. Turbocharged engines are hard on oil. Don't wait for the car to tell you it's at 0% oil life. Change it every 5,000 miles with a high-quality full synthetic. It's the cheapest insurance policy you can buy for that turbocharger.
The Cruze Eco wasn't perfect, and it certainly wasn't flashy. But for a brief window in the early 2010s, it was one of the most clever ways to beat the gas pump. It’s a reminder that sometimes, just making a car lighter and more slippery is all you really need to do.
Next Steps for Potential Buyers:
- Verify the service history specifically for the water pump replacement, as GM extended the warranty on many of these due to high failure rates.
- Search for a "PCV Fix Kit" from reputable aftermarket suppliers like CruzeKits; installing this proactively can save you from a $600 intake manifold replacement later.
- Check the trunk for the tire inflator kit—if it’s missing, you have no way to fix a flat, as there is no spare tire well in the Eco manual model.