Chevrolet Epica Review

So unlike that dark and dreary predecessor of the now radically different Chevrolet Epica, this latest facelift was designed entirely in-house. Grown up to be flatter and more purposeful, it reflects what most cars in the modern 21st century have to offer.

Starting on the outside, side mirrors with built-in signal lamps, a sportier front bumper and grille layout, and that proven "high boot, low nose" formula we've all seen in the typical European family car. So while a few snooty reviewers might not like the Epica elsewhere in the world, we're going to say that the styling does it for us.

We kid you not - a few passer-bys remarked on how the Epica resembled a BMW from the rear three-quarter angle.

Inside

We previously observed that the first generation Epica's interior brought about the age of the eighties. It left much to be desired, for example, the hard-to-the-touch dashboard and door panelling.

Now, it's all been fixed. Take, for example, the switches. They're all finished in a way that no longer makes touching them less than a desirable experience.

It's a good car that exudes tactility and al dente fit and finish. You'll probably start playing with the mirror adjustment buttons and window/sunroof controls in absent-minded fashion just because they're nice to handle.

In addition, the Epica has been equipped with a barrage of options that will almost boggle your mind. A speed sensitive power steering that is adjustable via tilt and reach, climate control, gas struts for the boot and bonnet, four SRS airbags, cruise control, electro-chromatic dimmers for rear-view mirrors, sunroof, firm but comfortable leather seats that are electrically adjustable on the driver's side and really good-looking aluminium trimmings.

There's also reverse sensors and side mirrors that automatically tilt downward so you do not flatten wildlife with the car's relatively heavy weight of about one-and-a-half-tons.

Space is out of the question - there is a lot in between that 2,700 mm long wheelbase, rivalling that of the Camry. We never once found ourselves feeling cramped while seated behind the driver's seat, despite having a six-footer seated up front.
Drivetrain

The highlight of the Epica is perhaps the 1,993 cc 24-valve inline six that's mated to the new six-speed automatic gearbox. With 143 bhp and 195 Nm at 4,600 rpm, it isn't a lot of grunt, but it will be interesting to find out how the transmission has affected the facelift's overall performance and fuel economy.

The Epica uses McPherson struts in front and a multi-linked suspension at the back. Utilising non-steel pads, Chevrolet claims that the innovation will reduce brake noise. The car also comes with 205/60 profile high-mileage tyres that are mated to 16-inch alloys.

Driving impressions

Chevrolet's decision to use the inline-six engine was a clever one. An inaudible engine at idle gives way to a faint hum of the cylinders churning busily when revved past 2,000 rpm. It doesn't intrude until one floors the throttle to yield over 4,500 rpm.

It feels at home on the freeways. You'll find yourself cruising in absolute comfort, and you could do so for hours, provided you get used to the light, springy steering wheel which was also surprisingly large.

With six gears, an 80 km/h cruise sees the engine tick at just about 1,500 rpm, and as for acceleration, we won't doubt Chevrolet's claimed 0-100 km/h times either. There is a downside to being "linear" in power delivery, and that means you do not have enough low-end torque if you want a spirited drive and a powerful exit from corners.

Despite a fairly large amount of body roll, the Epica turns fairly well. Our only complaint would have been the brakes, which didn't perform very well under pressure.

But the most pleasing thing about the Epica was its fuel consumption. We averaged just over 7 litres per 100 km over a distance of 550 km. Taking into account the heavily-jammed weekend roads and peak hour traffic, this was a big surprise.

When driven hard, that average increases to around 10 litres per 100 km in urban situations.

Why buy?

For S$71,999, expect rock-solid Korean engineering, American in-car creature comforts and a reassuring build quality that puts this car smack in the middle of its current competitors.

So while the price is right, we don't anticipate that buyers of the Honda Accord or Toyota Camry will go running into Chevrolet showrooms. Not because the Epica isn't a good choice. Rather, it is an underrated one.