Used Chevy Cruze 2nd Gen (2016–2019): Buyer's Guide

The 2016 Chevrolet Cruze has 245 NHTSA complaints. The 2019 model has 19. Same platform. Same 1.4-liter turbo. Completely different ownership experience.

The reason comes down to a single engineering flaw: Low-Speed Pre-Ignition. On 2016–2017 Cruzes, unplanned combustion events shattered the piston ring lands on cylinder number one before many cars hit 50,000 miles. GM quietly redesigned the pistons for 2018 and updated the oil spec. The car got much better. Buyers who don't know this are rolling the dice on the wrong side of a $2,700–$5,200 repair.

This guide covers the second-generation Cruze specifically: 2016 through 2019. Not the 2011–2015 generation. Not general Cruze history. One generation, so you know what you're buying before you sign anything.

This Generation at a Glance

The 2nd-gen Cruze launched on GM's D2 platform in early 2016, sharing its bones with the Opel/Vauxhall Astra. It was meaningfully lighter and stiffer than the first-gen J300 it replaced. A hatchback body style joined the sedan lineup for 2017.

The generation runs through the 2019 model year, when Chevrolet discontinued the Cruze for the North American market entirely.

Mid-cycle changes to note: GM updated engine internals and oil specifications during the 2018 model year. The piston ring pack was redesigned. The 2019 gained a variable-ratio transmission option on the 1.4T automatic.

See pricing and current inventory for the 2016, 2017, 2018, and 2019 Cruze on CarScout.

Powertrain and Trim Breakdown

1.4L LE2 Turbo: The One That Changed Mid-Generation

This engine powers the overwhelming majority of used Cruzes on the market. It is a 1.4-liter direct-injected turbocharged four-cylinder mated to either a six-speed automatic or a six-speed manual. On paper, it is an excellent match for a compact sedan: 153 horsepower, good throttle response, and 33–34 mpg combined in automatic form.

In practice, you need to know which version you are buying.

LSPI and the Cracked Piston Problem (2016–2017)

Low-Speed Pre-Ignition is what happens when fuel and oil droplets ignite spontaneously in the combustion chamber before the spark plug fires. The resulting pressure spike is catastrophic for components designed to handle controlled combustion. On the LE2, these spikes destroyed the ring lands on cylinder number one. Owners on CruzeTalk forums describe the failure pattern: rough idle develops, P0300 misfire codes appear, and a compression test reveals cylinder one at 90–100 psi when the others are at 180–190 psi.

Failures documented on CruzeTalk and at carcomplaints.com showed up as early as 28,000 miles. GM issued Technical Service Bulletin 5080870 in 2018 covering 2016–2018 Cruze and Encore models. The bulletin calls for replacing all four piston sets if piston damage is found in any cylinder. Repair cost: $2,700–$5,200 depending on shop and whether the block needs additional work.

GM addressed the root cause with two changes. First, it updated the oil specification to Dexos 1 Gen 2 (subsequently updated to Gen 3), a full synthetic formulation with specific anti-LSPI chemistry. Second, for 2018 and 2019 production, GM redesigned the piston ring pack to better handle combustion pressure spikes. The LSPI failures are a 2016–2017 problem. Consumer Reports rated the 2016 Cruze 1.0 out of 5.0 for reliability and the 2018 a 3.0 out of 5.0. That one number tells the story.

If you are looking at a 2016 or 2017, demand service records proving Dexos 1 Gen 2 or Gen 3 synthetic oil was used from new. Ask if a compression test was ever done. Run a scan for stored P0300 codes before you buy. If the seller has no records and the OBD2 history is clean-wiped, walk away.

PCV System Failures (All Years)

The LE2's positive crankcase ventilation system has a check valve in the intake manifold that fails at extremely high rates. When the throttle closes rapidly from high boost, the pressure swing sucks the valve loose or degrades the rubber diaphragm in the valve cover. The result: crankcase pressure backs up, oil gets pushed past the turbo seals, and the engine starts burning oil.

Symptoms: blue-gray smoke at startup or under hard acceleration, oil residue in the intake pipe near the throttle body, a rough idle, and P0171 or P1101 check engine codes. The dealer repair involves replacing the valve cover assembly and intake manifold: expect $600–$900 at a dealership. Aftermarket PCV fix kits exist for far less (CruzeKits.com and others) and are popular in the community.

This issue affects the 2nd-gen LE2 but was also endemic in the 1st-gen 1.4T. It is worth checking regardless of model year.

Coolant Leaks (All Years)

The thermostat housing on the LE2 is plastic and prone to cracking. It is a slow leak that evaporates on the hot engine before you see a puddle, so you miss the obvious sign until the coolant level drops noticeably. The coolant expansion tank also cracks with age.

Water pump replacement: $777–$1,085 at a shop. Coolant reservoir: $309–$348. Thermostat housing: similar range. The fixes are not catastrophic, but a 2016 Cruze sitting at 100,000 miles is often due for multiple coolant system components at once. Price accordingly.

Turbo Seal Leaks

The turbocharger's bearing housing drain is easily overwhelmed by PCV failures and elevated crankcase pressure. When crankcase pressure is too high, oil is forced past the turbo's compressor and turbine seals. On inspection, look for oil in the intercooler piping and sooty residue around the turbo housing flanges. A new turbocharger on the LE2 runs $900–$1,500 for the part alone.

Six-Speed Automatic Transmission

The 6T40 transmission in most 2016–2019 Cruzes develops shudder at low speeds and harsh shifts as the transmission control software ages. In many cases, this is a calibration issue, not a hardware failure. TSB updates are available that remap shift logic. If a Cruze you are test-driving shifts harshly at 15–25 mph or hesitates going into drive, get a software update before assuming a rebuild is needed. If the update doesn't fix it, the valve body may be failing.

Rebuild or replacement cost: $1,800–$3,500.

1.6L LH7 Turbo Diesel: The Best Fuel Economy in Its Class

The Cruze diesel was available from 2017 through the end of production in 2019. It produced only 137 horsepower but 240 lb-ft of torque, making it notably stronger off the line than the 1.4T gas engine despite the horsepower deficit.

Real-world fuel economy is the reason to seek this powertrain. The EPA-rated 31/47 mpg (automatic) understates what many owners actually see. Green Car Reports documented 58–62 mpg on a 700-mile highway run at 70 mph. Forum reports of 50+ mpg on extended highway legs are consistent. City driving is closer to 26 mpg, so the diesel earns its money on commuters with high highway mileage.

The diesel was marketed as GM's "Whisper Diesel" for good reason. Engine noise is subdued by diesel standards. It does not drawback like older diesel four-cylinders.

What to watch on the diesel:

The emissions system is the primary ownership risk. The Selective Catalytic Reduction (SCR) system requires Diesel Exhaust Fluid (DEF), and if DEF runs low, GM programmed a progressive derate: first maximum speed drops to 65 mph, then eventually to 4 mph. This is not a mechanical failure, it is a regulatory compliance enforcement. But owners on the Edmunds forums reported repeated SCR/NOx sensor failures requiring multiple dealer visits.

The Diesel Particulate Filter (DPF) clogs if the car never completes a passive or active regeneration cycle. Highway driving keeps the DPF clean. Exclusively short city trips do not. A clogged DPF requires forced regeneration at a dealer or physical cleaning.

The EGR valve sees early fouling. The 9-speed automatic paired with the diesel occasionally bucks under quick on-and-off throttle inputs. This is largely a calibration issue but worth noting on a test drive.

When inspecting a diesel Cruze, connect a scan tool and check for SCR, NOx, and DPF codes before anything else. Ask about DEF refill history. Ask whether the previous owner did mostly city or highway driving.

Trim-Specific Notes

The second-gen Cruze ran four main trim levels: L (sedan only), LS, LT, and Premier. The RS is not a separate trim but an appearance package available on LT and Premier.

L — Fleet spec. Steel wheels, minimal features. Avoid unless the price reflects the stripped spec.

LS — Adds front center armrest and carpet mats over the L. Steel wheels. Functional but bare.

LT — The sweet spot. Adds 16-inch alloy wheels, LED daytime running lights, heated mirrors, cruise control, steering wheel controls, and a six-speaker audio system. The optional Convenience package on the LT brings keyless entry, heated front seats, power driver's seat, and remote start (automatic trans only). Most used Cruzes are LT spec, and the Convenience package is worth the few hundred dollar premium.

Premier — Steps up to 17-inch wheels, an upgraded rear suspension tune, chrome trim, ambient interior lighting, and illuminated vanity mirrors. The Driver Confidence II package (Premier only) adds forward collision warning, low-speed automatic emergency braking, and lane keeping assist. The safety tech is the main reason to step up to Premier. It's not standard on any lower trim.

RS Package (on LT and Premier) — Appearance kit: fog lights, rear spoiler, sport fascias, and 18-inch wheels on Premier. No mechanical changes. The 18-inch wheels on Premier RS models look good but can produce a harsher ride on bad pavement.

Sun and Sound Package (LT and Premier) — Adds a sunroof, a color driver information center, ambient lighting, a larger 8-inch touchscreen, and a nine-speaker Bose audio system. Worth looking for if you use Android Auto or Apple CarPlay frequently.

Which Model Years to Target Within This Generation

2016–2017: The LSPI piston problem makes these years a gamble without service records. GM issued TSB 5080870 to fix affected engines under warranty, but warranty coverage depends on when the failure occurred and whether the dealer applied the fix. A 2016 or 2017 with documented compression tests showing healthy cylinders and an oil change history showing Dexos 1 Gen 2 from the start is defensible. A 2016 or 2017 with no records and 80,000 miles is not.

2018: The redesigned pistons eliminate the LSPI catastrophic failure risk. The coolant leaks and PCV issues remain present but are manageable and predictable. The 2018 is a good value buy: lower complaints, better engineering, and no LSPI exposure.

2019: Zero recalls. Nineteen NHTSA complaints across the entire model year. This is the cleanest Cruze of the generation. The variable-ratio transmission option on the 2019 gas automatic is worth noting; it shifts differently from the conventional 6-speed and gets 30/38 mpg combined (slightly different from the standard 6-speed's 30/40). The 2019 is the right answer if budget allows.

Pre-Purchase Inspection Checklist

For the 1.4T Gas Engine

Run an OBD2 scan before you even start the test drive. P0300 (random misfire) is the single most important code to look for. On 2016–2017 models, it often signals piston damage. A clean code history means nothing on a recently reset car, so ask how recently it was cleared.

• Cold start: Sit with the car idling for two minutes. A rough, burbling idle that does not smooth out is a red flag. A healthy LE2 idles cleanly.
• Compression check: Ask the seller or have a mechanic run a compression test. All four cylinders should read 170–195 psi and be within 15 psi of each other. Cylinder one substantially lower than the others points directly to piston damage from LSPI.
• Blue smoke check: Observe the exhaust at cold start and during hard acceleration. Faint blue-gray smoke clearing after warmup is concerning; sustained blue smoke under load means turbo seals or ring wear.
• Coolant level: Check on a cold engine. Slow drops in coolant level without visible puddles point to thermostat housing seepage. Look for dried coolant residue around the housing and expansion tank cap.
• PCV test: Remove the oil fill cap with the engine running. Excessive blow-by (air rushing out) indicates a failed PCV diaphragm. Oil residue in the intake tube near the throttle body confirms the same.
• Oil records: Ask for oil change receipts. Dexos 1 Gen 2 (or Gen 3) full synthetic is required. Conventional oil or non-Dexos products on a 2016–2017 raises the LSPI risk significantly. No records is a no.
• TSB 5080870 documentation (2016–2017 only): Ask if the dealer ever performed this repair. A printed dealership service invoice referencing this TSB is the clearest confirmation that piston failure was already repaired under warranty.
• 6-speed automatic: Shift through all gears during the test drive. Low-speed shudder at 15–25 mph that feels like a rough road suggests transmission calibration issues or torque converter problems.

For the 1.6T Diesel

• Scan for SCR, NOx sensor, EGR, and DPF codes before purchase. These components are expensive to replace.
• Check DEF level. Ask when it was last refilled.
• Ask about driving patterns. A diesel Cruze that spent its life in stop-and-go urban driving may have a partially clogged DPF.
• Test the 9-speed automatic for smooth, progressive shifts. Quick on-off throttle that produces a bucking sensation suggests calibration update is needed.
• Listen for rattle at cold start above 2,000 rpm. Diesel rattle is normal; pronounced metallic knocking is not.

Run the VIN through a recall check on any Cruze you are considering.

Running Costs

The LE2 gas engine requires synthetic oil only. Dexos 1 Gen 3 is the current spec. An oil change should run $60–$90 at an independent shop. GM recommends changes at 7,500-mile intervals with the Oil Life Monitor as your guide, but many Cruze owners in cold climates run closer to 5,000-mile intervals.

The diesel requires DEF fluid at roughly 10,000-mile intervals. DEF runs $12–$20 for a 2.5-gallon jug. DPF cleaning, if needed, runs $300–$600 at a shop.

FAQ

Is the 2nd-gen Chevy Cruze 1.4T reliable? The 2018 and 2019 models with the redesigned piston ring pack are reasonably reliable compact cars, averaging around $510 per year in repair costs. The 2016 and 2017 models carry significant risk of cracked piston damage from LSPI, a failure that costs $2,700–$5,200 to repair and that can occur below 50,000 miles without warning.

What year Cruze should I avoid? The 2016 is the most problematic year in the 2nd generation, with 245 NHTSA complaints and three recalls. The 2017 is only slightly better with 201 complaints and the same LSPI piston risk. If you buy a 2016 or 2017, require documented compression test results and an oil change history using Dexos 1 Gen 2 synthetic.

Is the Cruze diesel worth it? For high-mileage highway drivers, yes. Real-world owners have documented 58–62 mpg on long highway trips with the manual transmission, and 40+ mpg in mixed driving with the automatic. The ownership risk is the emissions system: DEF, SCR, EGR, and DPF components. A diesel Cruze that was maintained with regular highway driving is a very different machine from one that sat in urban traffic every day.

What is the 2016–2017 Cruze piston problem? Low-Speed Pre-Ignition (LSPI) caused unplanned combustion during low-RPM, high-torque events, cracking the ring lands on cylinder number one. GM issued TSB 5080870 for affected vehicles and redesigned the pistons for 2018 production. A P0300 misfire code and rough idle are the most common early symptoms. Confirm with a compression test.

How long does the Chevy Cruze 1.4T turbo last? With a documented oil change history using the correct Dexos 1 Gen 3 synthetic, 2018–2019 Cruzes regularly reach 150,000–200,000 miles without major powertrain repairs. The 2016–2017 models can reach the same mileage if the LSPI piston failure was addressed or never occurred. Neglecting the PCV system accelerates turbo and engine wear significantly.

Bottom Line

The 2019 Cruze Premier with the 1.4T is the clearest recommendation in this generation: zero recalls, the lowest complaint rate in the class, and the cleanest engine calibration. The 2018 LT is the value sweet spot. Both avoid the piston failure risk entirely.

The 2016–2017 Cruze is a negotiating opportunity if the seller has service records and a compression test showing healthy cylinders. Without documentation, walk away.

On any Cruze, scan the OBD2 port before your test drive. A P0300 code on a 2016–2017 is a non-starter.

Run every VIN through a recall check before signing. Track specific Cruze trims and years as they hit your price range at usecarscout.com — CarScout members pay $5/week, $15/month, or $99/year to get alerts when matching listings drop into range.

Data sourced from NHTSA recalls database, EPA fuel economy data, and real owner experiences from CruzeTalk.com, carcomplaints.com, and Edmunds owner reviews. See the full Chevrolet Cruze market data for current pricing and inventory.