Holden Epica 2008 Review

Not so much
>> Odd steering loads
>> Design and execution still lacks cohesion
>> It's no Toyota

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: 3.0/5.0

About our ratings

OVERVIEW
The Holden Epica has remained invisible, even though it has been Holden's first medium entry to match or better the pricing of competitors. Holden acknowledges that it was important to establish the new model and quickly follow through with upgrades to give it several points of distinction over the Toyota Camry market leader. This latest upgrade certainly achieves that.

Holden has dropped the 2.0-litre six-cylinder petrol Epica, retained the 2.5-litre petrol six and added a slick new 2.0-litre four-cylinder diesel with an equally up-to-date six-speed auto. The company has been careful to point out that the new diesel is not just an alternative to a four-cylinder petrol engine, but can stand comparison with a number of larger-engined models, since it offers both performance and economy advantages.

This 'fighting above its weight' approach -- and lower landed cost for the entire Epica range -- allows the midsized Holden to neatly side-step the issue of a high initial purchase price premium and the extra fuel cost that a diesel normally incurs, relative to similar-sized petrol variants.

Instead, Holden is inviting buyers to take the Epica diesel and pitch it against any Medium or, indeed, Large car competitor. With its keen pricing and 1810mm width, the Epica can just as readily compete with larger petrol models as with smaller diesels.

Because its entry price is under $30,000, it is the first wide-bodied medium car (that is, bigger than most big cars were over 15 years ago) with mature styling and Australian chassis tuning to offer a diesel for Australian families -- and they can bring it home now and immediately save up to 5L/100km, depending on usage.

Even if the Epica is not likely to stir the soul, it is quite exciting to consider that Australians can now move into a family-friendly car that can make a real difference in running costs and carbon emissions. Instead of aspiring to a relatively small and overpriced hybrid, it can happen now.

While the Korean origins might worry some, Holden has also addressed that issue with a restyle and an 'Aussie' suspension tune that works well on most local roads. The only issue is some oddball steering feel issues -- but more of that shortly.

Styling tweaks, formulated by Holden's team, add a new frontal treatment that links the Epica with the VE Commodore, while the new rear styling cues exploit similar details from the VT Commodore. In fact, the upper-level CDXi, with its extra lower body additions has a look strongly reminiscent of the VT Commodore SS about it on the road.

Although the Epica now looks better and is less anonymous, it lacks some cohesion when the front, centre and rear sections could belong to three different cars. It wouldn't have mattered when early Camrys looked so ordinary but the latest Camry/Aurion series did lift the bar in terms of integrated looks, since raised further by the latest Honda Accord.

If nothing else, the Epica's new-found style will allow you to drive one home and not have to apologise for its looks, cabin treatment or its reason for existence. A ride around the block will silence any remaining skeptics and even leave some asking why you would still buy a Commodore. As it turns out, in terms of the base V6 models that is the big question.

PRICE AND EQUIPMENT
This is the big Epica story. All models are now fitted with ESC (Holden's new name for stability control to keep it consistent with government publicity), six airbags and a new six-speed automatic transmission with sequential shift as standard (the previous five-speed had no ‘tiptronic' function).

Despite this equipment upgrade, in petrol form the CDX still retails for $27,990 and the luxury CDXi is priced at $30,990.

The Epica diesel attracts a $2000 premium, leaving the CDX to start at $29,990, which makes it the first locally branded diesel family car with a six-speed automatic under $30,000. The premium CDXi diesel costs a reasonable sum of $32,990, but a leather trim option adds $2000 to the flagship model.

Although the CDX is better-equipped than most entry models -- with full electrics, classy cabin highlights, splitfold rear seat, alarm, extra steering column reach adjustment, flip keys, steering wheel controls for cruise control and audio with MP3 capability -- the extra $3000 for the CDXi could be well-spent.

Additional CDXi features include a body kit that changes the look at the rear, 17-inch alloys (versus standard 16-inch alloys), front foglights, full electronic display including trip computer, six-disc CD/eight-speaker audio upgrade, climate control and a number of detail cabin and body touches that add extra class.

Although the equipment and model levels are the same for petrol and diesel, the diesel models carry their own CDTI badging regardless of grade.

MECHANICAL
The diesel is news, but the big improvement across the Epica range is the new six-speed auto transmission; now standard on all petrol and diesel models. A GM box, the 6T40 transmission features a sequential manual shift function (that unfortunately operates in the reverse direction of the six-speed autos available in the Commodore and Falcon).

Though Holden does not quote any changes to overall fuel consumption, it says the transmission reduces the petrol model's fuel consumption on the highway by 14 per cent.

Developed jointly by GM and VM Motori, the new diesel powerplant is built in South Korea. It's a Euro IV-compliant 2.0-litre common-rail unit with single overhead camshaft and 16 valves -- a specification common in diesel passenger cars around this price point. It is shared with the Captiva Medium SUV.

For optimum efficiency, the intercooled diesel features an increasingly common variable-geometry turbocharger, which spins at 226,000rpm at high engine speeds. Fuel delivery is via the latest Bosch injection system, which achieves pressures of up to 1600bar.

Euro IV-compliant, the engine boasts a maintenance-free particulate filter and also features an oxidation catalyst and water-cooled exhaust gas recirculation system.

The cast iron block and crankshaft with solid cast bedplate and two sump-mounted balancer shafts lend themselves to improving refinement. Other NVH countermeasures include the plastic-clad sump, which suppresses noise, and a dual mass flywheel to dampen drivetrain vibration.

Producing 110kW of power at 4000rpm and 320Nm of torque at 2000rpm, the engine is in the same ballpark as other similarly-sized turbodiesel-engined passenger cars. A combined-cycle fuel economy figure of just 7.6L/100km compares favourably with the 9.3L/100km figure for the petrol Epica, equating to CO2 figures of 210 and 221g/km respectively.

Holden claims that this makes the diesel 23 per cent more fuel efficient than the petrol Toyota Camry.

The diesel's front springs were lengthened so the extra weight would settle them at the same point as the petrol. Holden has also specified firmer dampers to go with the revised springs and added weight in the diesel Epica's front end. Rear suspension is unchanged.

To counter the extra weight in the nose, the diesel Epica also gains speed-sensitive power steering.

That added weight amounts to about 70kg, with the petrol weighing in at 1499kg and the diesel tipping the scales at 1570kg. Towing capacity for both is 1200kg.

Service intervals for the diesel variants are 15,000km or 12 months, whichever comes first.

COMPETITORS
The Epica's main diesel rival with a six-speed auto in a similar-sized package is the Ford Mondeo TDCi, but its entry fee is $8000 higher. Closer in price, however, is the Focus TDCi at $27,990 which is bigger than the average small car but still smaller than the Epica and comes as a manual only.

The rival that most closely shadows Epica in heritage and approach is Hyundai's new Sonata CRDi, at just $500 more than the Epica diesel. It stacks up well, but it might come down to Holden versus Hyundai branding -- the Epica's Korean origins might be more acceptable [Ed; or indeed invisible] to some when it is masked behind the Holden badge.

The Kia Magentis offers a similar deal but at this stage, as a petrol model only.

Holden markets Astra diesels, similar to the Focus, but including an auto at $30,490. Even at that price though, it struggles to match the equipment and refinement of the Epica and doesn't come close in terms of cabin and luggage space. Holden's own Astra more than any other model highlights the value in the new Epica diesel. The new Astra diesel wagon might be a useful alternative for some family car requirements.

Holden would like buyers to consider the Epica against the petrol versions of the Mazda6, the new Honda Accord range, Subaru Liberty, the Chrysler/Dodge medium cars and especially the Toyota Camry/Aurion. The Lion argues that buyers can pick up a mid-sized family car with diesel engine and six-speed auto -- and keep the change. Mazda is not due to return with a Mazda6 diesel until next year.

The Epica diesel might be a compelling deal even against the local Commodore and Falcon.

ON THE ROAD
Even if it feels like we might need to wash out our collective mouths, the Epica diesel's cabin is an instantly more pleasant and functional place to be than the base Commodore's.

Front vision in the Epica is as good as the Commodore's is bad. Even at base level, there is an uplifting sprinkle of cabin details so that you are not constantly reminded that you have only spent $30,000 for this much car. The only jarring aspect is the strange ‘band' around the speedo readings, which tends to confuse things unnecessarily. Otherwise, it is mostly simple and functional.

Even the cruise control is easy to access and operate.

Holden claims that the back-to-front shift direction of its new auto's manual shift function matters little when you get used to it. But when Holden can't even present the same direction across its own range, the time is well overdue to address this issue via regulation across the industry.

If you are used to driving a European or local model, the Epica's shift is in the wrong direction with upshifts forward, downshifts back. If the Epica diesel should be a handy second family car for an HSV or Holden fan, it might matter.

The dash has a useful covered storage area in the centre, along with a number of other storage areas. GM designers have placed the handbrake in the right location for RHD and the seats and steering column adjust in enough different directions to provide an optimum driving position. It's refreshing to find these functions returning in cheap new models -- and in a simplified mode of operation. The Epica's column adjustment is by means of a simple and visible lever that isn't tucked up under the dash somewhere.

So how does it drive? The new diesel is quiet and smooth -- and a world apart from the tractor-like clatter of the Colorado (nee Rodeo) we drove on the same day. Combined with the auto, the diesel seamlessly maintains its optimum torque without significantly changing engine speeds... And that's likely the key to the diesel Epica's exceptional economy.

The only trait worth noting is that the auto's damper clutch, which locks up the torque-converter and reduces engine revs at highway speeds, seems to kick in just before 100km/h. Because the engine struggles to hold it at such low engine speeds, even the slightest incline will cause it to disengage and raise engine revs, just as if the transmission is changing gear.

Because the engine is generating more torque at 110km/h, it can hold the lock-up function during inclines better than at 100km/h so this is yet another powertrain combination that will almost certainly use less fuel at 110km/h than 100km/h. This is increasingly common with powertrains developed for other parts of the world – not Australia, with our lower speed limits.

The ride and handling over rural Victorian roads was noticeably more solid and composed than some imported medium cars. The Australian suspension input is obvious and the Epica diesel rides more like a Commodore than a cheap import.

However, there is one flaw that needs to be addressed urgently. The speed-sensitive power steering seems to reduce its assistance in such a clearly defined step at speeds over 60km/h that the steering can load up mid-corner without warning and try to return the steering wheel to the straight ahead. It can create the feeling of strong understeer but it has nothing to do with the handling, which is normally quite benign in a gentle, front-drive manner.

It isn't dangerous (it doesn't wrestle the steering out of your hands, for instance) but it has no place in a 2008 model wearing a Holden badge.

It must be a Korean trait as the Kia Sportage diesel displayed an almost identical characteristic at similar speeds. Part of the problem is that the diesel makes things so tight under the bonnet that the steering geometry had to be slightly compromised to allow the switch from left to right-hand drive. Holden acknowledged the issue and has undertaken to keep us up to date with any changes in this area.

Yet the steering irritation was not enough to spoil what is now a vastly improved car.

The unlamented and now deleted 2.0-litre six-cylinder petrol manual gave the entire range a bad name, while the 2.5-litre six's lack of low down torque was not a good match for the five-speed auto.

Epica buyers can now choose between an ultra-smooth six cylinder petrol/six speed auto combination or, for the first time, a diesel that is much better suited to Australia's rush hour sprints between traffic lights, as well as frugal interstate highway cruises.

Now Holden, the challenge is to make the similar significant step-up in refinement and amenity on the base-model Commodores...
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