Holden Epica 2007 Review

What we liked
>> Interior space
>> Engine smoothness
>> Improved fit and finshes

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 3.5/5.0 
Safety: 3.0/5.0
Behind the wheel: 3.0/5.0 
X-factor: 2.5/5.0

OVERVIEW
Forget about what you've read about this car being a Vectra replacement -- it aint! From day one Holden is making no bones about where it is aiming its new Epica. While the former midsizer had European pretensions, the new (relatively) cheap and (relatively) cheerful conventional medium segment sedan has one vehicle in its sights -- Toyota's Camry.

It is the Camry against which Holden has benchmarked the car in terms of dynamics and refinement. It's the Camry the Epica needs to match in terms of accommodation and engine performance and it's Camry that Holden says Epica beats in terms of fuel economy.

Indeed, the Lion's even offering a money-back guarantee on the Epica (with strings!) to try and tempt notoriously loyal Camry buyers into its new offering.

But while the two cars from archrival manufacturers both feature 'default' front-wheel drive platforms and suspension configurations, there's one big difference. The Holden is offered only with a six-cylinder engine. It's no powerhouse, however, and far from comparable with Toyota's V6 Camry, errr... Aurion.

In fact, with just 115kW/237Nm in its most powerful (2.5-litre) form, the Holden (nee Daewoo) six is 2kW shy of the Toyota's 2.4-litre four and barely ahead of the latest 2.2-litre four offered in the Astra SRi (110kW/210Nm). There's better news on the torque front -- the Epica is 19Nm up on the Camry -- but you get the idea

Holden is playing up the "refinement" of the engine configuration while at the same time going to great pains to point out the car matches or betters its main four-cylinder competition in terms of official ADR combined fuel economy stats.

Epica's official ADR fuel economy number is 8.2lt/100km for the 2.0-litre manual variant and 9.3lt/100km for the 2.5-litre automatic. This compares to 8.9 (manual) and 9.9lt/100km (auto) official figures for Toyota's 2.4-litre Camry.

PRICE AND EQUIPMENT
In an era of multi-model, multi-powertrain options and even the choice of two or all-wheel drive in some brands' medium cars, Holden's new range arrives as a very simple offering.

The three-car, two trim level Epica line-up kicks off at $25,990 for the five-speed manual 2.0-litre Epica CDX. Opt for auto transmission in the CDX (likely to be the volume model) and you pay an extra $2000 and must step up to the 2.5-litre engine.

The range-topping Epica is the CDXi. It's priced at $30,990 and is offered in auto 2.5-litre only.

Metallic paint is included in the pricing for the CDXi but will cost you $360 on the CDX models. Of the seven colours offered only one is not metallic... You guessed it, white.

Though accessory 18-inch wheels, rear park sensors, exhaust tips and the like are offered, the only other major option listed is the Leather Trim Pack offered on the CDXi range-topper. It will cost you an additional $2000.

In contrast to the $360 impertinently asked for metallic paint (remember the only non-metallic is white!), equipment levels are generous even on the CDX. The standard manifest includes cloth trim which looks a cut above the usual cheap velour, 16-inch alloy wheels (15-inch steel spare), ABS, traction control, aircon, cruise, power windows, remote locking and alarm, six-speaker two-DIN MP3-compatible CD audio system (MP3 compatible) and front and side driver and front passenger airbags.

The CDXi adds bigger wheels (17s) and a subtle sports body kit (available as an accessory on the CDX) plus front fog lamps. Aircon is upgraded to climate control style with set and forget auto mode and there's a useful centre stack top trip computer.

The CDXi also includes side curtain airbags (and a sensor equipped passenger bag which deactivates if unoccupied) and an upgraded audio system.

Glaringly in this day and age, ESP is not on the specification list -- even as an option. CDX buyers should also note that they cannot specify a curtain airbag upgrade. Other missing links are relatively commonplace convenience items like auto wipers and headlamps.

The V200 (also sold variously as the Chevrolet Evanda and Suzuki Verona -- are you getting confused?) was almost unique in using a transverse inline six-cylinder front-wheel drive. The only other maker to do so of late is Volvo.

The so-called XK6 engine (with apologies to Jaguar) which soldiers on in the Epica was developed by Daewoo in conjunction with Porsche -- a fact Holden was only too happy to trot out at the launch.

The transversally mounted inline DOHC fuel-injected 24-valve six is a remarkably compact engine -- at just under 650mm long it is shorter than many four-cylinder units. GM insiders say it was initially designed to take up no more room than the original GM Family II four-cylinder.

As the engine features narrow bore centres (the distance between cylinders), the lion's share of the 2.5-litre version's capacity increase is achieved via a longer stroke. The 2.0-litre engine (1993cc) has a square stroke-to-bore ratio of 75.2:75.0mm with the 2.5-litre engine (2492cc) sitting at 89.2:77.0.

The 2.0-litre is rated 105kW at 6400rpm with peak torque of 195Nm registered at 2600rpm. As stated above, the 2.5 delivers 115kW/237Nm at 5800 and 2600rpm respectively.  

The powerplant features alloy construction and a variable intake manifold but not variable cam timing or lift.

Single manual and automatic gearboxes are offered; both five-speeders. The auto box is a new unit designed specifically for Epica by Aisin -- the maker of some of the world's best self-shifters. Like its Camry equivalent, there is no 'tiptronic' function offered.

In terms of the Epica's chassis, the term conventional sums it up. Four-wheel discs with ABS, power-assisted rack and pinion steering, Macpherson strut front suspension and coil-sprung multilink independent rear set up.

Epica is a 'world car' in terms that it will be sold in most GM markets -- in most cases wearing Chevrolet badging. It's already received a savaging from the European press for its sub-standard dynamics, however, Holden says the local offering features unique suspension and chassis tuning.

According to Holden, Aussie Epicas have benefited from local testing to the tune of 64,000km “under a range of surface and climatic conditions at the Lang Lang Proving Ground and on metropolitan and rural roads". During this testing damper and spring rates were revised, new tyre and wheel packages certified and even the automatic transmission calibration was changed.

Holden says it “tightened the sedan's dynamic handling feel, tuning spring rates and dampers to provide sharper responses". It claims it has improved body control and front-to-rear grip balance though without departing from its aim to provide “a relaxed, cruisy driving experience".

PACKAGING
The Epica is no small car. It near matches the Camry in sizing... And remember the Camry's V6-engine Aurion 'twin' is termed a Large car.

Overall dimensions are lineball with the Toyo. Though 75mm shorter than the Camry in the wheelbase at 2700mm, the Epica is a scant 10mm shorter overall (4805 v 4815) and only 10mm narrower at 1810mm. The height difference is 30mm with the Epica the lower of the two combatants.

By way of comparison the Epica is a hefty 135mm longer than our favourite midsizer, the Mazda 6.

Inside, the Epica's cabin is attractively finished and its surfaces well resolved, with evidence in both CDX and CDXi models that attention has been paid to finish details such as grain and colour matching. Even the upholstery and carpets have gone up a notch. Like its Captiva stablemate, the latest Korean-built Holdens are a far cry from the bad old days.

The dash and centre stack layout is conventional with attractive satin flush surfacing and enough brightwork and chrome accents to stay interesting. There's a driver focused binnacle with big strong clear gauges and the four-spoke wheel features audio and cruise functionality.

Horizontal feature lines break up the Epica's dash and the 'timber' or alloy dash and door 'spears' that feature in the CDXi version add some extra class. In some ways they're more convincing than the similar details in the Berlina or Calais -- which says something.

The top-of-the-range Epica offers the choice of charcoal and 'Light Cashmere' leather options. We'd plumb for the former, but the beige tones work almost as well.

The front buckets are a touch flat and manually adjustable (upper-level Camrys get power pews) and the wheel is tilt adjustable only (again the Toyo goes one better, adjustable for reach as well). That said, it's not hard to get comfortable.

And even with the front seats adjusted for leviathans, there's plenty of legroom in the back. In this respect the Epica is on a par with some large cars and well ahead of most medium segment entrants.

The deciding factor on whether this 'medium' car will accommodate your brood is arguably shoulder room. In our estimation it's a match for the Camry and cars like Mitsubishi's 380 (older car owners note it would positively dwarf the likes of the VB-VH Commodore). You'd still be pretty squeezy with three teenagers in the back, but that's news to nobody.

The Epica's boot capacity is specified at 480 litres with the Camry claiming a margin at 535 litres. Again in practical terms, you'll rarely need a bigger boot 99 per cent of the time. The 60:40 splitfold seat adds some convenience, though the actual thru-bulkhead aperture is not huge.

Turning circle is a claimed 10.78m -- a kerb-width better than Camry's 11.0m claim

SAFETY
Holden says more than 40 per cent of the Epica's body structure is fashioned from high-strength steel. Designed to channel crash forces through specific defined deformation zones, it intimates the Epica features comparable inherent passive safety to the rest of the medium car clan.

Holden does not quote ANCAP crash ratings for the car. At this stage the Chevrolet-badged Euro-market Epica has not been tested by Euro NCAP.

Other passive safety features include front and side airbags and as noted previous curtain bags on the CDXi model only. Holden does not offer the option of curtain bags on the CDX models.

As you'd expect by now, all five belts are lap-sash.

Anti-lock brakes are standard as is switchable traction control but no ESP is offered. Yet! One Holden source said it would be added to the offer in due course. Given Holden's target market, it should be here now. It should also be noted that Toyota only offers traction/stability control on its top-of-the-range Camry, the $40,000 Grande.

The Lion lists Subaru Liberty buyers, Hyundai Sonata customers and Mazda-sixers as targets. Interestingly it stops short at Honda's Accord -- privately, Holden sales and marketing execs says that it's too hard to get Honda regulars out of their cars to warrant the focus.

And though, Epica would like to tempt some Aurion buyers, it's not strictly in the crosshairs.

Epica doesn't offer a direct competitor to the Camry Grande but the CDX and CDXi fit somewhere in around the $28,000 Altise and $33,000 Alteva. You'll note the first round (pricing) goes to the Holdens. Game on...

To compare the Epica and Camry models click here.

ON THE ROAD
With some exceptions manufacturers choose launch drive routes carefully -- to highlight the strengths of the vehicles in question. There are still a few companies who like to lay on a rollicking drive no matter what the model. Holden is not one of them.

The test route chosen for the Epica was perhaps one of the most anodyne this writer has ever experienced -- two speed-camera-riddled freeways with a relatively short B-road bridging leg. Before you take any notice of any dynamic appraisals delivered elsewhere, take this fact onboard. At least there was a (very) short section of dirt road included.

Given our limited experience of the car, we can tell you that the Epica's steering is typically front-wheel drive wooly at straight ahead and loads up a little on typical low effort surburban turns and B-road bends. We can suggest that it might even be a touch heavier than a typical Camry customer would like.

Ride on the freeway and around town is impressively resolved. “Benchmarked against competitors, Epica is characterised by low noise and low impact harshness," Holden says. Mission accomplished.

Apart from that, sorry... We're not saying the Epica handles badly or isn't fun to drive -- what we're saying is we don't know. Holden's choice of route for the Epica was in contrast to the NSW roads on which Toyota launched its current Camry. In that instance, Toyota wanted to impress upon us that the Camry could be at least engaging to drive -- and it was!

At a steady, paranoid 100km/h the Epica is very quiet and quite refined. There's little in the way of real overtaking urge available, however. Indeed, performance is not the Epica's strong suit.

The relative lack of urge is compounded by the fact you can't easily 'stir' the engine into life via the auto which lacks a manual mode. In its defence, left to its own devices, the auto is a fuss-free unit and kicks down readily.

Two-up with no luggage, acceleration from standstill is at best leisurely -- the engine revs freely and never sounds strained but it fails to deliver any urgency. Progress will be positively tectonic when the car is loaded with five and a boot full of weekend luggage.

The upside (there's an upside?) is fuel economy. Using the CDXi's onboard computer we recorded just 6.1lt/100km at a steady freeway cruise and a real world 7.3lt/100km average over the second half of the aforementioned B-roads and freeway loop.

Holden's says its money-back guarantee is not the focus of the Epica's launch. It is, however, an important tool to tempt private buyers to try the all-new nameplate.

Private buyers who purchase the new Epica sedan before December 31, 2007 will have 30 days or 1500km to decide on whether they want to keep the car. If they are not happy with it (and they can provide proof of purchase of another new vehicle of equal or greater value within the 30-day period) they will be able to return the car to their Holden dealer and receive a full refund of their purchases costs -- on-road costs included.

The ability or willingness of private buyers to fund the purchase of two new vehicles in the same 30 days arguably makes the guarantee a rather cynical marketing exercise.

This is a pity, as on first impressions the Epica seems good enough to fight the big-selling Camry on its merits. When we finally get to drive it properly we'll be able to tell you categorically...

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