Holden Epica CDXI 2007 Review

We've all been there - dragged out to a party or some flick by our better half, all the while convinced the next few hours are going to be, at best, forgettable. Then, during the evening, you realise you're actually having a good time.

The Epica experience is something like that. At first sight, expectations are, well, low. It's the dullest-looking of the re-fried Daewoos that have replaced respected GM Europeans - in this case, Opel's Vectra bids auf wiedersehen.

But, a few hours into the experience, and you could have a more positive perspective. This is not because it is brilliant - it's not - but because it has nevertheless achieved its ambition quite convincingly.

Holden has neither aimed the Epica too high, nor made any grandiose statements. It has been made quite clear that its new mid-size sedan is pitched squarely against Toyota's Camry. And plaudits to Holden fettlers, because it actually does feel Camrylike. The Epica delivers a homogenous, comfortable, unexciting and unintimidating driving experience, a value price, a reasonable equipment level and anonymous exterior and interior looks. It is a quiet car, figuratively and - perhaps surprisingly - literally.

Where it resides in relation to other Camry staples, including build quality and resale.

Nor will it threaten Camry as a sales star: the four-cylinder Toyota claims no less than 36 percent of all medium-segment sales. The other three significant players in the category are the Mazda 6, Honda Accord Euro and Subaru Liberty, which control roughly another 40 percent. The biggest Korean player is the Hyundai Sonata, with less than three percent.

All of which explains why Holden's impressively low pricing is backed by a unique money-back guarantee. Don't like your Epica? Then buy another car (any car) of the same or higher value, return your Epica within 30 days or 1500km, and Holden will give you a refund.

There are three Epica models. The base CDX combines its transversely mounted inline six-cylinder (yes, inline six-cylinder), 2.0-litre engine with a five-speed manual transmission, while the CDX and CDXi models pair a 2.5-litre six-cylinder with a five-speed Aisin auto.

Prices commence at $25,990 for the 2.0-litre CDX, then $27,990 for the 2.5. The CDXi is $30,990, plus $2K if you want leather trim. This starting point is thousands of dollars beneath the Camry, and it's a fair indication of why Holden has embraced its relationship with GMDaewoo so enthusiastically. And this pricing has been achieved without cruelling the equipment.

Standard gear includes alloy wheels, cruise control, air-con, CD-audio, traction control, front and front-side airbags and ABS. The CDXi adds curtain airbags, a trip computer and six-disc CD.

Against this, a base-model Camry misses out on traction control, side and curtain airbags, and alloy wheels. Then you have to go all the way to the $39,900 Grande before Camry offers stability control, one of the few obvious holes in the Epica's equipment armoury.

Primarily, that is a reflection of the Epica's age. It may be brand new to you and me, but the underpinning architecture and the unique Porsche-designed ‘XK' inline six-cylinder engine family can be traced back at least as far as the V200 Daewoo Magnus introduced in 2000.

The V250 Epica is essentially a rebodied V200. In Korea, it is sold as the Daewoo Tosca, and in Europe as the Chevrolet Epica. Apart from minor badging and trim variation, all V250s share the same drab exterior. It's a far cry from the ‘kinetic design' Ford Mondeo due in October.

The interior is similarly anodyne - dark plastic abounds, even in the flagship CDXi. But the panel gaps seemed consistent and nothing squeaked, rattled or fell off the test car.

The tall centre stack is an ongoing Daewoo design theme (reminds you of the Captiva) and the large four-spoke steering wheel is comfortable, but adjusts only for height. Similarly, the front seats will accommodate the, ahem, broader, amongst us, but the base lacks support. The middle rear seat is near useless because of the high exhaust tunnel.

The Epica is slightly smaller than the Camry in all measures. It feels that way inside, too, where rear-seat passengers will find knee room somewhat cramped, and smaller passengers may struggle to view out. Cabin storage opportunities are also quite limited, and not even the top-speccer gets rear-door pockets.

The boot measures up at a respectable 480 litres, and there's a split-fold function to increase capacity. However, its opening is small, and the rear wheelarches consume space. What is more impressive is the suspension work executed specifically for Australian conditions. It's all the more praiseworthy because Holden came late to this program, only getting its hands on a prototype in November 2005. By then, Opel engineers had already worked with Lotus in the UK to produce a soft and extremely plush set-up for the Chevrolet version of the car.

Holden's response was to tighten things, firming the front springs and dampers at both ends. The result is a surprisingly controlled ride, and steering that is slightly heavier than the average Korean - and certainly less prone to kickback than a Sonata. Rack-rattle is almost non-existent, as is feel, in an unsurprising trade-off. There is a measure of small-bump intrusion, but that is forgivable, given the other gains. Also impressive is its low level of noise intrusion, be it from suspension or road.

A key win was the use of Goodyear NCT 5 17-inch tyres on the CDXi, and this helps with a surprisingly measured surety in handling. The Epica will understeer readily and drift into oversteer when its throttle is lifted, but in both cases it's all very predictable.

Sure, the small-bore six is smooth and unobtrusive unless closing on the 6500rpm redline, but without variable valve timing or intake manifold to help out, the paucity of low and mid-range torque is damning. In theory, its 115kW and 237Nm read better than Camry, but reality dictates otherwise.

On the road, the Aisin five-speed auto is busier than a one-armed fiddle player trying to keep Epica motivated. The lack of semi-manual shift doesn't help. On rolling, hilly roads, its two- and three-gear kickdowns become annoying - smooth, true, but all-too frequent.

With the Vbox attached, the Epica crept in under 12 seconds to 100km/h, and then on to 400m in 18.4sec. Very ho-hum. By contrast, the Camry's 2AZ-FE 2.4-litre engine is no genius, but responds more robustly, while the Mazda 6's 2.3-litre four and the Accord Euro's beaut 2. 4 are in another class altogether.

Holden claims the 2.5-litre auto reclaims significant ground in fuel consumption compared to the Camry - its ADR81 rating set at a claimed 9.3L/100km, versus 9.9L/100km for the Toyota. We managed 10.8L/100km, and 10. 0L/100km is certainly attainable.

That sort of figure, rather than dragstrip times, is probably going to resonate more with potential Epica owners. They should find other pleasant surprises, too. While hardly memorable, Korea's Camry is certainly better than expected.

BIG BROTHER'S LITTLE BROTHER
At the opposite end of the flagship CDXi is the 2.0-litre, five-speed manual CDX. The cheapest car in the range is also potentially the most interesting - until you drive it.

No Epica is going to light your fire, and the 2.0's severe torque and grunt shortcomings are not counter-balanced by its carry-over manual gearbox, particularly considering that its shift is long and hardly sharp.

Like the 2.5-litre, the 2.0 is Euro 4-compliant, of aluminium construction, and has double overhead camshafts and four valves per cylinder. Both bore and stroke are reduced to virtually square dimensions - the 2.5 is dramatically under-square by comparison.

Only 47kg lighter than big brother, the CDX 2.0 struggles on hills, and when it is called on to overtake. But, as compensation, it does claim an excellent 8.2L/100km fuel-consumption average.

Employing exactly the same settings as the 2.5, the 2.0-litre rides on the same strut front and multi-link rear suspensions, and so also offers a surprisingly refined and quiet ride, compliant handling and low level of steering corruption. Certainly, torque steer isn't an issue.

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