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Following the publication of our Epica launch review (more here), Holden acted swiftly and discovered that a 'rogue' specification Epica diesel had slipped into the fleet of launch vehicles and was not indicative of what is now appearing in Australian showrooms.
Holden therefore made available a representative CDXi version of the diesel -- a model that we couldn't get to drive on the launch. We tested it by replicating our road test drive of the BMW 520d, one of the benchmarks for a 2.0-litre diesel family car.
First, the steering... The latest test car was very different from the car we drove at launch. It is obvious that Holden has needed to work hard to disguise the pendulum effect of the diesel's extra weight hanging over the front wheels. The increase is the equivalent of a mid-size adult sitting on the bonnet and this, in conjunction with the diesel's solid torque delivery, is enough to alter things considerably.
The cheapest way to counter the potential for big torque steer in a front-drive car is to engineer a strong self-centering tendency in the steering, but this can also create the impression of extra understeer. In the Epica, the driver can actually feel the diesel starting to generate the torque-steer before the steering geometry and power steering settings stifle it and keep everything tidy.
Whereas the launch example increased this self-centering effect in a noticeable, almost brutal step as speed increased, the latest settings apply the increase so the driver doesn't notice. Once the Epica diesel is on the move, the power assistance subtly reduces and the driver is left with a firm but manageable steering effort with a strong self-centering tendency.
Normally, this would also increase feel, but the Epica steering remains numb with little feedback as to what the front wheels are doing.
Over the long highway sweepers, this can be an advantage as it makes the Epica feel planted and stable -- a feeling that most Epica drivers will experience most of the time. However, in tight mountain corners or an urban roundabout, pulling the steering away from the centre position while countering the extra weight over the front wheels can feel like winding up a rubber band.
There is also some steering rack rattle and minor bump steer over dirt roads that doesn't surface on the bitumen. It is probably exacerbated by the CDXi's 17-inch low profile tyres.
For most people travelling over sealed rural roads and urban streets, the Epica diesel rarely puts a foot wrong with its slick six-speed automatic and torquey diesel delivering silky performance that feels closer to a petrol six than a four. A tank test over the 200km route delivered a fuel economy figure of 8.7L/100km.
Although this is significantly higher than our BMW 520d and Ford Mondeo diesel figures over the same route, it is consistent with Holden's claim that the Epica is around 23 per cent more efficient than an equivalent petrol four. For example, when the previous and smaller Honda Accord Euro was driven over this route it generated a 10.8L/100km figure.
Just as important is how well the Epica's cabin worked over our more demanding drive.
The compass, temperature readouts, the trip computer, the range of adjustment in the driver's seat and steering column, good headlights and forward vision (which saved a dozy wombat emerging from the snow), legible instruments at night, the quality leather trim and the firm, controlled ride all contributed to a driving experience that felt somewhat better than the $32,990 asking price.
» Read our launch review on the Holden Epica CDX/CDXi petrol and CDTi diesel here
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