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Top issues
16 known problems · 7 high
high
6T40 / 6T45 automatic - slip, flare and limp mode
All engines
high
Cooling system - thermostat, water pump, overheating
All engines
high
Oil cooler failure (oil in coolant)
1.8L F18D4 petrol
Recalls
3 on recordREC-000465
2010-03-16
Defect: The fuel feed hose may not have been manufactured correctly at the swagged end connecting to the fuel rail quick connector in the engine bay.
Hazard: May result in a fuel leak.
Remedy: Contact a Holden dealer to have the Quick Release Connector on the fuel feed hose replaced.
Affected: 10,462 units, JG Cruze petrol (PRA 2010/11504, campaign 10-H-03)
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-000526
2016-05-11
Defect: Over an extended period, fretting corrosion may develop in a wiring connector at the Engine Control Module (ECM).
Hazard: The vehicle could stall either while stationary or when driving at low speed.
Remedy: Contact a Holden dealer to have the wiring components replaced, free of charge.
Affected: 10,214 units, JG Cruze 2.0L diesel built 26 February 2009 - 22 February 2011
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
REC-000476
2012-06-28
Defect: Spilt oil may pool on the lower air deflector of the 1.4L turbo petrol engine.
Hazard: If the pooled oil contacts an ignition source such as hot engine parts, the exhaust manifold or catalytic converter, it may ignite.
Remedy: Contact a Holden dealer to have the lower air deflector modified, free of charge.
Affected: 9,915 units, JH Cruze 1.4L turbo petrol
Official notice: www.vehiclerecalls.gov.au · details checked 2026-09-30
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Before and after
Before: Holden Viva (JF, 2005-2009)
After: Holden Astra (BK, 2016-2020)
Price (AUD)
$3k-$12k
Body styles
4-door sedan, 5-door hatch, 5-door wagon (Sportwagon)
Drivetrain
Front-wheel drive (FWD)
Origin
Australia
Built in
South Korea (JG, 2009-2011); Australia - Elizabeth, SA (JH Series II, 2011-2016)
Overview
GM's global small car, sold here as CD, CDX, SRi, SRi-V, Equipe and SX across sedan, hatch and Sportwagon bodies. Launched in 2009 as the Korean-built JG with a 1.8L petrol or 2.0L turbo-diesel; from late 2011 the JH Series II was assembled at Elizabeth, South Australia (the last all-new car Holden engineered for local build) and the range gained the 1.4L turbo petrol (and from 2013 a 1.6L turbo on SRi/SRi-V). It looks like good value used - roomy, well-equipped, cheap to buy - but the Cruze has a deservedly mediocre reliability reputation in Australia. The 1.4 turbo's timing-chain stretch, coolant/thermostat and oil-line issues, plus the early 6T40 automatic's slipping/limp-mode faults, are the headline concerns; the 1.8 petrol has oil-cooler and VVT/cam niggles, and the 2.0 diesel carries the usual DPF/EGR baggage. There were also fire-risk (oil on the air deflector) and brake-vacuum recalls on the 1.4T. A well-maintained, post-2013 car with full service history can be fine, but buy on history and a thorough inspection, not on the sticker price.
Engines & variants
1.8L F18D4 petrol
Engine
1.8L DOHC 16v naturally-aspirated I4 with VVT (GM Family 1 'Ecotec')
Engine code
F18D4
Config
I4 NA
Displacement
1796cc
Power
104kW @ 6300rpm
Torque
176Nm @ 3800rpm
Drivetrain
Front-wheel drive (FWD)
Economy
7-8.5 L/100km combined
Transmission
5MT, 6AT
Timing chain / belt / gear
Belt-driven (interval ~60,000-90,000km / check; some specs cite chain on later builds - verify by engine)
Pros
- Simplest, cheapest engine to buy and run
- No turbo or DPF complexity
- Adequate for commuting; tolerates regular 91 unleaded
- Plentiful and cheap parts
Cons
- Gutless and thirsty for its size - needs revs
- Oil-cooler failures can dump oil into the coolant
- Camshaft/VVT oil-feed issues, especially after poor head/timing work
- Coolant/thermostat and water-pump issues shared with the range
Known problems
high
Oil cooler failure (oil in coolant)
The F18D4's oil cooler is a known weak point; when it fails it lets engine oil into the cooling system (mayonnaise in the coolant, oily overflow bottle), which can mimic or contribute to head-gasket symptoms.
Fix: Replace the oil cooler and seals, flush the cooling system, confirm head gasket is intact before assuming the worst.
medium
Camshaft / VVT oil-feed problems
Owners report engine light and loss of power from variable-valve-timing oil-feed faults, frequently after head or timing work where a small plastic oil-feed tube is omitted or a cam/VVT actuator is worn.
Fix: Correct reassembly with all oil-feed components; inspect camshafts and VVT actuators; use a specialist for timing/head work.
medium
Thermostat / water pump / overheating
Thermostat housing, water pump and cooling components fail with age, leading to overheating warnings and coolant loss.
Fix: Replace thermostat and water pump together; use the correct red OAT coolant; pressure-test the system.
1.4L Turbo petrol (LUJ / A14NET)
Engine
1.4L DOHC 16v turbocharged I4 (GM Family 0)
Engine code
A14NET / LUJ
Config
I4 turbo
Displacement
1364cc
Power
103kW @ 4900-6000rpm
Torque
200Nm @ 1850-4900rpm
Drivetrain
Front-wheel drive (FWD)
Economy
6.5-8 L/100km combined
Transmission
6MT, 6AT
Timing chain / belt / gear
Chain-driven (no fixed interval - inspect for stretch from ~120k km)
Pros
- Strong low-down torque - far better to drive than the 1.8
- Reasonable economy when healthy
- The volume-selling local-build engine - lots of cars and parts about
- Pleasant, modern small-turbo character
Cons
- Timing-chain stretch/tensioner failure is the defining problem (interference engine)
- Coolant system, thermostat housing and water-pump failures are common
- Oil galleries / oil pick-up and PCV system clog and cause oil starvation
- 6T40/6T45 auto can slip, flare or drop into limp mode (2011-13)
- Subject to fire-risk and brake-vacuum recalls - verify rectified
Known problems
high
Timing chain stretch / tensioner failure
The 1.4 turbo's timing chain stretches and its tensioner wears, giving a rattle (especially on cold start) and rough running; because it is an interference engine, a failed chain can bend valves and wreck the engine. Fuel dilution and soot in the oil from short trips and skipped services accelerate it.
Fix: Replace chain, guides and tensioner at the first sign of rattle; keep to short oil-change intervals with the correct dexos oil. Walk away from any car with a startup rattle.
high
Oil line / oil gallery / PCV clogging - oil starvation
These engines are notorious for clogging oil feed lines, the oil pick-up and oil galleries, and for PCV/crankcase-ventilation faults; restricted oil flow can starve the turbo and top end and lead to engine damage.
Fix: Strict short-interval oil changes, clean/replace the oil feed line and PCV components, verify oil pressure; a clogged pick-up means sump-off cleaning.
medium
Coolant leaks / thermostat housing / overheating
Coolant leaks, failing thermostats and water-pump issues are widely reported and gave the Cruze some of the worst cooling-related reliability scores in its class; overheating can in turn cause head-gasket damage.
Fix: Replace thermostat housing, water pump and any weeping hoses; use the correct red OAT coolant; pressure-test.
high
Engine fire / brake-vacuum recalls
June 2012 recall: oil could spill onto the lower air deflector and, on hot components, cause a fire. A separate recall covered a supplementary electric vacuum pump that may not operate during warm-up, reducing braking.
Fix: Confirm both recalls have been carried out with Holden/GMSV records before purchase.
1.6L Turbo petrol (A16LET) - SRi / SRi-V
Engine
1.6L DOHC 16v turbocharged I4 (GM Family 1)
Engine code
A16LET
Config
I4 turbo
Displacement
1598cc
Power
132kW @ 5500rpm
Torque
230Nm @ 2200-5400rpm (up to ~265Nm on overboost)
Drivetrain
Front-wheel drive (FWD)
Economy
7-9 L/100km combined
Transmission
6MT, 6AT
Timing chain / belt / gear
Belt-driven (interval ~90,000-100,000km - verify by build)
Pros
- Genuinely quick - the warm SRi/SRi-V engine, 132kW/230Nm with overboost
- Best-driving Cruze; sporty without being highly strung
- Less stressed than the 1.4 in everyday use
- Came in the better-equipped late-model JH cars
Cons
- Shares the range's coolant/thermostat and oil-leak tendencies
- Cam-belt-driven - factor a belt service into running costs
- Turbo and PCV health depends on disciplined oil changes
- Premium unleaded preferred for best performance
Known problems
medium
Coolant / thermostat / oil leaks
Like the rest of the range, the 1.6T suffers coolant leaks, thermostat/water-pump failures and assorted oil leaks (cam cover, oil cooler area) with age.
Fix: Replace cooling components and seals as needed; use correct red OAT coolant; keep an eye on the overflow bottle.
medium
Turbo / PCV and oil-related wear
Turbocharger wear and PCV/oil-control issues develop on neglected examples, leading to oil consumption, smoke and boost faults.
Fix: Short-interval oil changes with correct-spec oil, service the PCV, check turbo shaft play and boost control.
2.0L Turbo Diesel (Z20S1 / CDi)
Engine
2.0L DOHC common-rail turbo-diesel I4 with DPF (VGT turbo)
Engine code
Z20S1 / Z20D1
Config
I4 turbo
Displacement
1991cc
Power
110kW @ 4000rpm (JG); 120kW (JH Series II)
Torque
320Nm @ 2000rpm (JG); 360Nm (JH Series II)
Drivetrain
Front-wheel drive (FWD)
Economy
5.5-7 L/100km combined
Transmission
5MT, 6MT, 6AT
Timing chain / belt / gear
Belt-driven (interval ~90,000km / 5 years - verify)
Pros
- Best economy and strongest torque in the range
- Relaxed, long-legged highway cruiser
- Series II 120kW/360Nm version is genuinely punchy
- Cheap to buy now as a high-km used diesel
Cons
- DPF blockage / failed regens / limp mode on short urban trips
- EGR sticking and intake carbon build-up
- Garrett VGT turbo (GTB1549VK) can stick/fail
- Weak boost below ~1800rpm; expensive Euro 5 diesel oil filter
Known problems
high
DPF blockage / failed regeneration / limp mode
Cars used for short trips, urban stop-start or towing can't complete DPF regeneration, leading to DPF-blocked warnings, repeated failed regens, reduced power and limp mode.
Fix: Regular highway runs to allow regen; forced regen or DPF clean/replacement; rule out a faulty diff-pressure sensor or EGR feeding soot.
medium
EGR sticking / intake carbon build-up
The EGR valve sticks and the intake manifold cokes up with carbon, causing rough idle, lost power and contributing to DPF loading.
Fix: Clean or replace the EGR valve, de-coke the intake; quality fuel and regular use help.
medium
VGT turbo sticking / failure
The variable-geometry Garrett turbo (GTB1549VK) vanes can stick from soot/oil, giving over- or under-boost, lost power and noise.
Fix: Clean or replace the VGT/turbo, service the EGR and check actuator operation.