2017 Chevrolet Cruze Power Train

Apparently there is a TSB from GM regarding the end for updated/replacement of parts concerning the hydraulic piping, slave cylinder and accumulator. My clutch became spongy then stuck on the floor. This happened unexpectedly (reservoir full) while driving and almost caused an accident. Apparently GM doesn't take enough accountability to update the failure before or after failure. Reporting this hoping it will eventually force a recall!

Once my Chevrolet Cruze equipped with the 1.6liter diesel engine and 9T50 transmission reached 120,000 miles it stopped shifting into the 9th speed. I had Jones Chevrolet (local GM dealer) flush the transmission at their request. Apparently the transmission filter is basically impossible to replace unless pulling the transmission out and taking the transmission apart. This problem still exists and after doing some research it seems that GM knows of the problem and changed the torque converter and transmission pump in later years.

The slave cylinder failed in the manual transmission. When it failed, the petal went to the floor and did not return. In a panic I was trying to engage it, the vehicle was rolling without control of the drivetrain. I pulled into a driveway and rolled out into traffic when trying to put it in reverse and was not able to move the vehicle. Yes you can inspect it currently being repaired for $1500

The clutch pedal got stuck while driving. There is a factory defect with this vehicle's Clutch Slave Cylinder and it's a huge safety hazard since it can happen at any time on all the manual transmission models. This is a known issue that hasn't been addressed by GM

Clutch pedal does not return, cannot change gears. Chevy issued a TSB, however they do not warranty the repair. The problem is with a clogged orifice which is a engineering defect. This is a well know problem and is extremely dangerous. I assume enough people haven't died yet from this issue for a recall.

Chevy Cruze 2017 manual transmission clutch pedal stuck to the floor while driving preventing changing of gears. Was able to lift pedal with toe, but was still not fully able to then depress clutch to get the car in gear. Pumping the pedal helped loosen and eventually allowed it to work normally temporarily. For the past year, occasionally the clutch would be slow to return after depressing, but did not cause any safety issue and since it could not be reproduced for dealer, no repairs were made. Having an experience of not being unable to change gears in traffic caused a significant safety issue, which will need to be remedied. Appointment for service is scheduled for tomorrow and will find out more what the problem is, but based on online forums, it likely is a faulty slave cylinder which has been reported in other Chevy Cruze cars of this year.

While driving down the Interstate my clutch failed and remained on the floor and I was unable to shift. Luckily there was an open lane next to me and I was able to pull off the highway. I checked the fluid reservoir it was full and no air bubbles I managed to limp it home after manually hand pumping the clutch to get it back up and I would get two or three shifts out of it maybe and then have to do it again once I was forced to stop at a light or a stop sign. I just have not been able to get the car in as it is out of warranty and I'll have to pay for tow and for it to be fixed. I just had the engine replaced (under extended warranty) roughly 5000 miles ago. There was no accident but there certainly could have been a Harry Chapin type situation. There were no warning lights or messages that appeared and the clutch is currently inoperable on the floor.

Slave cylinder failed on manual transmission/transaxle where you cannot get vehicle out of gear which is a huge safety issue especially with the rampant traffic added to congestion on freeways. It’s frustrating because it seems this has been a common issue with most manual transmission/transaxels which is why GM selected to not produce any more manual Chevrolet Cruze’s. They later on discontinued the Cruze because the vast issues in design with the vehicle. Not only have I had this issue but I also have had diesel exhaust fluid, diesel particulate filter, and air cleaner issues. I’m hoping that enough people have submitted this complaint for GM to do a recall as it’s a $2000 job for the dealer to fix the issue as well as almost getting in a traffic incident.

While driving I went to downshift. When I pushed in the clutch it wouldn't go out and I couldn't get the vehicle into any gear. I was driving approx. 65 mph and since the clutch wouldn't disengage I couldn't get the vehicle into any gear and was almost rear ended. GM has a TSB out for what they are saying this issue is PIP5558C with a faulty dampener between the clutch master and slave cylinders.

THE TRANSMISSION SHIFT'S AND POPPED HARD SOME OF THE TIMES, FROM PARKED INTO REVERSE OR FROM DRIVE INTO REVERSE MODE, ONLY INTO REVERSE THO NOT IN ANY OTHER GEAR JUST REVERSE, BUT IT'S NOT ALL THE TIME THAT IT HAPPENS ETHIER ONCE OR TWICE A DAY, EVERY TIME I DRIVE AROUND TOWN THAT SAME DAY. COULD MY TRANSMISSION BE GOING OUT ?

The contact owns a 2017 Chevrolet Cruze. The contact stated while shifting from first to second gear, the clutch was depressed and remained on the floorboard. The contact stated that the check engine warning light was illuminated. The contact was able to drive without shifting gears to his residence. The vehicle was not diagnosed or repaired. A dealer was not contacted. The manufacturer had not been informed of the failure. The failure mileage was approximately 80,000.

THE CLUTCH PEDAL WENT TO THE FLOOR WITHOUT DISENGAGING CLUTCH. THIS HAPPENED IN MY DRIVEWAY BEFORE STARTING THE TRIP, AND THERE WAS NO COLLISION OR INJURY AT THIS TIME. I READ THAT THIS IS A VERY COMMON ISSUE WITH THESE CARS, AND THAT IT HAS CAUSED HAZARDOUS SITUATIONS IN TRAFFIC FOR OTHERS, AND THAT FOR A SIMILAR EUROPEAN MODEL IT IS THE SUBJECT OF A SAFETY RECALL IN EUROPE.

CLUTCH PEDAL BECAME REALLY SOFT. AT ONE POINT, IT HAD NO RESISTANCE AT ALL. I COULD NOT CHANGE GEARS WHEN THE CAR WAS ON, BUT I COULD CHANGE GEARS WHEN THE CAR WAS OFF. THE PEDAL WAS EVEN STUCK TO THE FLOOR AND WOULD NOT COME BACK AT ALL. AFTER BEING TOWED TO THE DEALERSHIP, THE CLUTCH WAS BACK TO NORMAL, BUT NOTHING WAS DONE TO THE CAR. I BELIEVE SOMETHING FROM THE TOW TRUCK MAY HAVE UNSTUCK SOMETHING. NOW THE CLUTCH PEDAL HAS A WEIRD FEELING. SOMETIMES THERE IS NO RESISTANCE BUT WHEN I PRESS IT A FEW TIMES, I GET SOME PRESSURE BACK. THE 'SWEET SPOT' KEEPS MOVING.

CLUTCH PEDAL DROPS TO THE FLOOR AND STICKS, DOES NOT RETURN. OCCASIONALLY STICKING POINT IS HIGH ENOUGH THAT IT IS STILL POSSIBLE TO SHIFT GEARS. SOMETIMES THE ENGAGEMENT POINT IS TOO LOW AND GEARSHIFTING BECOMES IMPOSSIBLE UNLESS DRIVER CAN PERFECTLY REV-MATCH AND FLOAT INTO THE GEAR. CHEVY SERVICE DEPARTMENT CAME BACK WITH TSB #PIP5558C FOR DEBRIS STUCK IN SMALL ORIFICE IN HYDRAULIC LINE AND ESTIMATED ~1500 IN REPAIR COSTS ON A CAR THAT ONLY HAS 40K MILES, AS THE CLUTCH SYSTEM IS NOT COVERED UNDER THE POWERTRAIN WARRANTY- WHY???? IT IS VERY DANGEROUS TO SUDDENLY AND WITHOUT WARNING BECOME UNABLE TO SHIFT GEARS IN A MANUAL CAR. THIS PROBLEM HAS HAPPENED TO ME ~5 TIMES IN THREE WEEKS, SOMETIMES WHILE STOPPED AT A LIGHT OR STOP SIGN AND SOMETIMES WHILE DRIVING AT SPEED. PEDAL CAN BE PULLED UP INTO NORMAL POSITION BY FOOT OR HAND BUT HYDRAULIC PRESSURE DOES NOT RETURN, THUS CLUTCH IS USELESS. THIS ISSUE APPEARS TO BE VERY COMMON AS THERE ARE NUMEROUS THREADS ON THE WEBSITE CRUZETALK.COM RELATED TO THE ISSUE AND TSB. THE FACT THAT THERE EVEN IS A TSB FOR THIS ISSUE SPEAKS TO ITS PREVALENCE. FOR GM TO IGNORE THIS DANGEROUS FAULT IN THEIR VEHICLES IS IRRESPONSIBLE AT BEST.

HYDRAULIC CLUTCH ACTIVATING SYSTEM WILL FAIL AT TIMES RESULTING OT BEING ABLE TO DISENGAGE CLUTCH. SYSTEM HAS ACDV A CLUTCH DELAY ORIFICE VALVE THAT CLOGS AND ALLOWS FLUID TO GO INTO AN ACCUMULATOR , THUS NOT RELEASING THE CLUTCH. ITS BEEN A PROBLEM WITH EARLIER CRUZES OF 2011 2016. AND OURS 2017 ( GEN2). CRUZE TALK .COM A CHAT ROOM ALREADY SHOWS A FIX, BUT NOT 'GM" IDEA. WE LOVE THE DIESEL THAT LISTS 52MPG , AND HAS GOTTEN 60MPG IN THE PAST. BEEN BACK TO DEALER 3 TIMES ON A FLAT BED SINCE CLUTCHPEDAL GOES TO FLOOR AND NO CLUTCH ACTION. I MYSELF SEARCHED THE WEB AND FOUND TSB PIP5558C WHICH I TOLD THE DEALER AND IS DOCUMENTED ON WARRENTY CLAIM . THE TSB TEMPORARILY FIXED ISSUE. PRESENTLY DEALER IS ORDERING A SLAVE CYLINDER WHICH INVOLVES SPLITTING THE TRANSAXLE TO REPLACE. CRUZE TALK .COM STATES THAT IS NOT THE PROBLEM. CRUZE TALK .COM HAS A FIX THAT INVOLVES NO ADDED PPARTS BUT INSTEAD REQUIRES REMOVING THE CDV AND ACCULUMULATOR. NO NON GM PARTS. DEALER " CAN,T USE ANY NON G PARTS BUT REMOVING A PICE OR 2 WOULD SOLVE THE PROBLEM. THIS IS A SAFETY ISSUE. ALREADY CARS HAVE REAENDED OTHERS CAUS CLUTCH WON,T DISENGAGE OR TRYING TO SHIFT UPP AND HAVE A TRUCK ETC. RUN OVER YU CAUSE CAN,T SHIFT GEARS. WOULD THINK THIS ISSUE HAS CROSSED YOUR DESK BEFORE. LLOK UP ON WEB "CRUZE CLUTCH PEDAL GOES TO FLOOR" AND SEE LOTS OF COMMENTS. CRUZETALK HAS SEVERAL WHICH INCLUDES ACCIDENTS CAUSE OF CLUTCH FAILURE. PLEASE HELP US/. LOVE DIESELS , HAD TO GIVE UP OUR2011 VW JETTA CAUSE OF THEM CHEATING ON IMMISSIONS. GOT A BONUS + VALUE AND BOUGHT THIS CRUZE DIESEL FOR ONLY2300.00 DIFF. WE ARE 81 AND 79 , THE ONLY NEW CAR WE EVER HAD AND NOW THIS. I AM A RETIRED MECHANIC SO I KNOW OF WHAT I SPEAK. I HOPE THEY DON,T MILK THIS CLUTCH ISSUE TILL WARRANTY EXPIRES. ALREADY FIGHTING OVER 5 YR 60,00 DRIVE TRAIN WARRANTY. WOULD LIKE TO KEEP THE CAR WITH 6SPD TRANNY PLEASE HELP

CLUTCH PEDAL DOES NOT RETURN TO THE UP POSITION AFTER PUSHING IT TO THE FLOOR TO RELEASE THE CLUTCH. ONCE THE VEHICLE IS IN GEAR, IT CANNOT BE TAKEN OUT OF GEAR. THE CLUTCH DOES NOT RELEASE EVEN IF THE CLUTCH IS FULLY DEPRESSED TO THE FLOOR. THE CLUTCH PEDAL CAN BE MANUALLY PULLED BACK TO THE UP POSITION, BUT HAS NO EFFECT ON THE CLUTCH BEING DIS-ENGAGED.

IN MOTION AND DEPRESSED CLUTCH PEDAL TO SLOW FOR A TURN. PEDAL STUCK TO THE FLOOR AND LIFTING IT UP DID NOT RETURN FUNCTION. THIS PROBLEM CAN RESULT IN VEHICLE IN GEAR OR IN NEUTRAL. FLUID LEVEL BETWEEN MINIMUM AND MAXIMUM.

I'M HAVING TRANNY ISSUES WITH MY CAR. ITS NOT SHOWING ANY CODES IN THE TRANNY CONTROL MODULE. ITS DOWN SHIFTING REALLY HARD AND SOMETIMES NOT EVEN SHIFTING. I HAVE TO PULL OVER AND SIT THERE FOR 15 MINS WASTING MY TIME WHEN I COULD BE GETTING MY KIDS OR GOING TO WORK! I HAVE SEEN ABOUT 30+ WITH THIS ISSUES AND CHEVY ISN'T DOING ANYTHING ABOUT IT. I DO A LOT OF CITY DRIVING. I DON'T EVEN DRIVE THE CAR HARD THAT'S WHY IM SO UPSET. $24,000 PIECE OF CRAB.

THE FIRST INCIDENT OF THE CLUTCH PEDAL STAYING ON THE FLOOR WAS RIGHT AFTER START UP ON A WARM DAY. DEPRESSED THE PEDAL AND IT DID NOT RETURN UNTIL PHYSICALLY MANIPULATING IT FOR SEVERAL MINUTES. THE PROBLEM SEEMED TO GO AWAY FOR ABOUT A WEEK OR SO. THE SECOND TIME WAS WHILE DRIVING ON A HIGH SPEED ROAD (50MPH) WITH TRAFFIC LIGHTS. THANKFULLY THIS HAPPENED WHILE DOWNSHIFTING TO STOP AT A TRAFFIC LIGHT, HOWEVER, IT TOOK A MINUTE OR TWO TO GET THE PEDAL TO RETURN TO SOME DEGREE AND GET SAFELY OFF THE ROAD ALL THE WHILE TRAFFIC WAS PASSING AT HIGHER SPEEDS. IF THIS HAPPENED ON THE FREEWAY, IT COULD HAVE RESULTED IN A SERIOUS CRASH DUE TO THE LACK OF SHIFTING. AFTER RESEARCHING THIS PROBLEM, IT IS NOT THE FIRST THAT HAS BEEN REPORTED AND THERE IS A TSB REGARDING THIS ISSUE, PIP5558C. HOWEVER, THE TSB ONLY CALLS FOR 2 PARTS (FOR MY MODEL CAR- DIESEL) TO BE REPLACED, CLUTCH PIPE AND ELBOW, WHILE ALL OF THE CASES SEEM TO HAVE MORE PARTS NEEDING REPLACEMENT AFTER THE FIRST ROUND OF "FIXES", INCLUDING THE MASTER AND SLAVE CLUTCH CYLINDERS. THIS SHOULD BE UPGRADED TO A SAFETY RECALL DUE TO THE UNPREDICTABLE NATURE OF THE PROBLEM, THE FACT THAT YOU LOSE THE ABILITY TO SAFELY CONTROL THE SPEED OF THE CAR THROUGH SHIFTING AND THE FACT THAT SIMILAR PROBLEMS ARE BEING RECALLED IN EUROPE FOR THE INTERNATIONAL VERSION OF THE CAR. I STILL HAVE YET TO GET MY CAR BACK (WAITING FOR PARTS FOR A MONTH NOW) TO FIND OUT IF THIS PROBLEM IS FIXED OR IF IT WILL NEED MORE REPAIRS.

IN THE DAYS PRECEDING 4/12/2019, MY CAR'S CLUTCH PEDAL BECAME SOFT. THE PEDAL WENT SOFT OVER NIGHT, BUT ALSO AFTER DRIVING DOWN THE HIGHWAY FOR A FEW MINUTES. THE DEALER COMPLETED THE REPAIRS ON 7/23/2019 AFTER TWO ATTEMPTS AND MANY WEEKS OF WAITING FOR PARTS. THE PARTS THAT WERE REPLACE WERE THE CLUTCH PIPE, ELBOW, MASTER CYLINDER, AND SLAVE CYLINDER. WHILE THE CAR IS BRANDED A CHEVROLET, IT IS MATERIALLY IDENTICAL TO VEHICLES SOLD IN EUROPE AS EITHER AN OPEL ASTRA OR VAUXHALL ASTRA. THE ENGINE WAS MADE IN HUNGARY, AND THE TRANSMISSION WAS MADE IN AUSTRIA. SINCE THE BEGINNING OF THIS YEAR, VAUXHALL HAS HAD A RECALL TO REPLACE THESE SAME PARTS AND SOME OF THE HYDRAULIC BRAKE SYSTEM PARTS FOR THE SAME ENGINE/TRANSMISSION COMBINATION AS IN MY 2017 CRUZE DIESEL WITH MANUAL TRANSMISSION. IT IS MY OPINION THAT OTHER CARS WITH THIS SAME ENGINE/TRANSMISSION WILL LIKELY HAVE THE SAME SOFT CLUTCH PEDAL WHICH COULD LEAD TO AN INABILITY TO CONTROL THE TRANSMISSION AND/OR BRAKES. I BELIEVE GM SHOULD BE COMPELLED TO RECALL THESE VEHICLES AND FIX THEM BEFORE A SERIOUS ACCIDENT OCCURS.

THE HYDRAULIC CLUTCH HAS QUIT WORKING WITH 53000 MILES ON THE VEHICLE. AND I COULD NOT GET IT TO GO INTO GEAR WHILE TRYING TO DOWNSHIFT IN TRAFFIC AND TURN LEFT ACROSS TRAFFIC.

I WAS TEST DRIVING A NEW 2017 CHEVY CRUZE...WHILE ATTEMPTING TO ACCELERATE TO MERGE INTO TRAFFIC FROM THE ON RAMP OF THE INTERSTATE, THE CAR JUST REVS UP FOR LIKE 5 SECS BEFORE FINALLY ACCELERATING INTO TRAFFIC....THIS IS A *****MAJOR FLAW***** I THOUGHT THE CAR HAD SLIPPED INTO NEUTRAL....THE LAG TIME FOR THE MOTOR AND TRANSMISSION TO ENGAGE IS A HIGHLY****DEADLY****DESIGN FAILURE...

ALMOST NEW VEHICLE (304 MI WHEN RENTED FROM HERTZ IN SAN ANTONIO, TX, 751 WHEN RETURNED). ON FREEWAY NEAR LIMIT SPEED (70 AND 75 MPH), COASTING DECELERATION (TO 60-65?) FOR SLOW TRAFFIC AHEAD, TRANSMISSION DOWNSHIFTED ON ITS OWN, CAUSING RAPID DECELERATION (EST. 10 MPH MORE), ACCELERATOR NOT EFFECTIVE FOR ~2 SEC. OCCURRED TWICE IN ABOUT 1 HR. FIRST EVENT -- HEAVY TRAFFIC, TRAFFIC AHEAD SLOWING FOR TRANSITION RAMP CURVE, SLIGHT UPHILL CURVE. IF THROTTLE WAS APPLIED, IT WAS VERY LIGHT TO STOP DECELERATION AND MATCH SPEED OF TRAFFIC AHEAD. SLOWING ON DOWNSHIFT WAS ENOUGH TO CAUSE VEHICLE BEHIND ME TO TAKE EVASIVE ACTION (BRAKE AND QUICKLY CHANGE LANES). SECOND OCCURRENCE, MINIMAL TRAFFIC, LEVEL, STRAIGHT 2-LANE FREEWAY, COASTING TO WAIT FOR TRUCK PASSING ANOTHER TRUCK. WHEN LANE CLEARED, APPLIED SIGNIFICANT THROTTLE. I THINK ALMOST IMMEDIATE DECELERATION. DECELERATION AND LAG TIME TO ACCELERATION SEEMED SIMILAR TO FIRST ASSURANCE. I WAS TOO DISTRACTED BY THE EVENTS TO LOOK AT TACHOMETER, BUT I SUSPECT ENGINE AUTOSTOP ENGAGED DURING THE COASTING AND DOWNSHIFT WAS RELATED TO RESTART OF ENGINE. NOT SURE BUT THINK I HIT CANCEL ON SPEED CONTROL RATHER THAN BRAKE FOR BOTH EVENTS. BEST GUESS, EITHER BAD SOFTWARE (NOT ACCOUNTING FOR THE SPEED OF VEHICLE AND ALLOWING ENGINE SHUTDOWN), OR HARDWARE FAULT RELATED TO REPORTING VEHICLE SPEED. I EXPECT MULTIPLE SIMILAR TIMES I COASTED TO SLOW, BUT UNCERTAIN IF DURATION OF COASTING WAS THE SAME, SO WOULD WONDER IF IT COULD BE AN INTERMITTENT HARDWARE FAULT, OR COMBINATION OF FACTORS I'M NOT THINKING ABOUT.