The Chevrolet Epica probably isn’t a car review you’ve been waiting for, but the real appeal lies in what dealers stick to the windscreen: £13,595. A typo? No, a price that buys you a base Epica. Really. A car longer than a Porsche Cayenne – and one with a straight-six petrol engine under the broad, commanding hood. Yes, just like BMW uses. Only here, mounted transversely, and driving the front wheels. This is clever packaging that proves the Epica has been properly engineered.

And now we’ve road tested it we’ve found there’s more to the Epica than meets the eye. Honestly. Take the styling. Yes, unadventurous three-box lines scream ‘box’. But deep, clean sides and a taut windowline make it more ‘Euro’ than most Korean rivals, while the quality, lustrous paint is superb.
continue reading "Chevrolet Epica 2.0D LS"

The Chevrolet Aveo might sound like a new model, and even looks like it at first glance. But the Aveo is really a facelifted Kalos, and the name is taken from the booted saloon version that was sold elsewhere. Now it applies to the whole family of small Chevrolets, the five-door version of which arrives in Britain in April, with a new three-door following a month later.

Is there still any Daewoo in this?

Well, the Kalos was launched back in 2002 as a Daewoo, and took on the Chevy name when GM took full control and rebranded the whole range. Mechanically and structurally, this car is the same but decorated with a new, faintly Audi-esque front end and new tail lamps. The interior has been refreshed too, with a new facia and door trims though Audi will be the last name on your mind in here. Of greater importance is that this car is the first Chevrolet to be built in Europe, with a new plant coming on stream in Poland.
continue reading "Chevrolet Aveo 1.2"

With questions surrounding the future of General Motors, it’s (surprisingly) business as usual for its highest volume brand, which means lots of new metal. We’ve just driven the Chevrolet Cruze saloon, which arrives in showrooms in July and marks a switch to bolder design, while the platform will spawn a production version of the Orlando MPV, a Cruze-derived hatchback, and of course the new Vauxhall Astra. The Cruze also marks the beginning of the replacement of Chevy’s old re-badged Daewoo products with completely new models.

Does Chevrolet have a future?

Yes it does. No matter how things turns out for GM, if you look at individual car brands, Chevrolet is number three in the world in volume terms, behind Toyota and Ford so it has a great deal of awareness and a degree of loyalty. The Cruze will be a more common sight in other markets around the world than in the UK: here about 1000 units a year will be judged a success.

Recognition will also be boosted through Chevy’s presence in the World Touring Car Championship, where the old Lacetti (prepared in the UK by Ray Mallock) was a regular threat to the BMWs, although failed to make an impression against SEAT diesel dominance in 2008. However, the Cruze scored a fifth place behind four SEATs in the first race weekend of 2009 and took some points home – not bad for a car’s first outing.

Isn’t motorsport an extravagance for a company in financial trouble?

It is an expensive way of marketing cars, especially if you’re not winning races, and Chevrolet is reviewing its participation. But we digress. The Korean-built Cruze is aimed at what used to be called ‘budget’ cars in the UK, but has since been rebranded in current marketing parlance as the ‘value sector’. As a four-door saloon there aren’t any direct rivals for Cruze at present, but obvious alternatives include the Hyundai i30, Kia Ceed and a recently facelifted Skoda Octavia.

Those are decent cars aren’t they?

Indeed they are. But the Cruze is an incredible leap forward compared with the Lacetti saloon that went before it. A couple of petrol engines (113bhp 1.6 and 141bhp 1.8) are joined by a diesel with a choice of outputs, the range topper boasting 150bhp.

The Cruze also likes challenging roads, and if you ignore the rather inert steering it offers something a little more engaging than the i30’s reassuring but fun-free attitude. The diesel (from Italian specialist VM Motori, in which GM has had a 50% stake since 2007) offers reasonable performance on paper and is as modern as it needs to be, with a variable geometry turbo and common rail. There are quieter diesels out there, but we’re in budget car territory here.

The five-speed manual gearbox has tall fourth and fifth ratios so the Cruze is showing less than 2000rpm at 70mph in fifth gear. It’s pretty quiet on the motorway, but it does mean frequent downshifts are needed when fourth gear isn’t enough to get up anything steeper than a gentle incline, which is more often than you’d think.

How does it stack up against them?

The 150bhp diesel is no more frugal nor especially cleaner than equivalent engines from its Korean rivals. Although the interior design is far more interesting than we’re used to from budget cars, with some neat audio controls, and interesting use of materials, there are no genuine soft-touch surfaces on the doors or dashboard. And although it is reasonably well equipped Chevy wants nearly £12,000 for the cheapest air-con equipped Cruze whereas a 1.6 Ceed has it as standard for £500 less. The Cruze is a slightly larger car, more like the Octavia in size (and with a four-inch longer wheelbase than its Czech adversary), and while the Cruze is cheaper on a spec-for-spec basis, particularly the 2.0 VCTi LT driven here, the latest version of the Skoda is a far more accomplished vehicle and would be more satisfying to own.

Verdict

People in the market for budget cars are more price sensitive than many other customers, but anyone comparing the Cruze to Korean rivals will see they could choose a larger product with more powerful engine options than Kia and Hyundai. Compared with the 2009 Skoda Octavia, the Cruze also looks good value, and Chevy is also planning to tempt the first UK buyers with a free servicing deal, too.

Although it doesn’t quite hit the mark, the Cruze shows there is some decent and relevant product in the pipeline at GM.

The Chevrolet Aveo might sound like a new model, and even looks like it at first glance. But the Aveo is really a facelifted Kalos, and the name is taken from the booted saloon version that was sold elsewhere. Now it applies to the whole family of small Chevrolets, the five-door version of which arrives in Britain in April, with a new three-door following a month later.

Is there still any Daewoo in this?

Well, the Kalos was launched back in 2002 as a Daewoo, and took on the Chevy name when GM took full control and rebranded the whole range. Mechanically and structurally, this car is the same but decorated with a new, faintly Audi-esque front end and new tail lamps. The interior has been refreshed too, with a new facia and door trims though Audi will be the last name on your mind in here. Of greater importance is that this car is the first Chevrolet to be built in Europe, with a new plant coming on stream in Poland.

Isn’t the Aveo getting on a bit already?

When the Kalos was launched, it was basically sound but not state of the art. The Aveo really doesn’t move the game on. There’s a slight air of Ford Fiesta about it: it looks a bit dated now, the interior trim is hardwearing rather than stylish and it feels small inside. But the Fiesta is about to be replaced by an all-new model, and even the outgoing version is a real hoot to drive. Sadly the Aveo is not.

Tell us more…

There’s nothing fundamentally wrong with the way the Aveo goes about its business, it’s just that being adequate isn’t good enough. The 1.2-litre engine is actually quite punchy, whether you’re punting around town or thrashing along a motorway – and thrashing is the operative word, because it’s not particularly quiet or sweet.

You’ll get round bends without too much drama but there’s nothing here to really entertain you. Even the gearshift is obstructive and the ride is firm.

On the plus side, it feels solidly built and rattle-free, and the dashboard layout is ergonomically sound. Shame there isn’t reach adjustment for the steering wheel so the driving position could be good enough to match.

Verdict

Chevy is going through a boom at the moment. Last year was its biggest yet in the UK, with Kalos sales up 33 percent over 2006 to 4926, out of 18,356 altogether. So it’s growing, but it’s still a niche player. In Eastern Europe it’s another story, with brand growth of 63.4 percent in 2007 – Chevrolet is the biggest-selling non-domestic brand in Russia.

Cars such as the Aveo will ensure Chevrolet remains a niche player in Britain because, with a starting price expected to be around £7500, there’s an awful lot of more compelling competition elsewhere – you can buy the more talented and charming Fiat Panda 1.2 for similar money. The Aveo isn’t a bad car, it’s just not a great one, but it isn’t worth that kind of outlay.

The Chevrolet Epica probably isn’t a car review you’ve been waiting for, but the real appeal lies in what dealers stick to the windscreen: £13,595. A typo? No, a price that buys you a base Epica. Really. A car longer than a Porsche Cayenne – and one with a straight-six petrol engine under the broad, commanding hood. Yes, just like BMW uses. Only here, mounted transversely, and driving the front wheels. This is clever packaging that proves the Epica has been properly engineered.

And now we’ve road tested it we’ve found there’s more to the Epica than meets the eye. Honestly. Take the styling. Yes, unadventurous three-box lines scream ‘box’. But deep, clean sides and a taut windowline make it more ‘Euro’ than most Korean rivals, while the quality, lustrous paint is superb.

Sounds interesting. Tell me more about the Chevrolet Epica…

There’s also multi-link rear suspension and a common-rail diesel that’s both more powerful and more economical than the petrol. Even interior plastics, while clearly priced down to a budget, hide their cost with a low-sheen finish. Build quality appears reasonable on first acquaintance, too.

Things seem good, particularly as the kit is epic (sorry). The base LS has part leather, air-con and six airbags. The LT adds climate control, ESP and full leather, heated up front. Shame the dash design is blocky, and heather controls set low beneath a Saab-alike stereo.

Bigger than a Cayenne you say? Is the Epica huge inside?

The Epica has an expectedly vast boot, but ample rear knee room is compromised by tight foot space and a slightly low bench. The exact opposite up front counters this – it’s simply cavernous. As does the lurch when chucked into the first corner and it’s compounded by woolly steering. Body lean, a weird response at the rear end, a dominant self-centering effect to the steering, and a distinct squirm under power. At least the ride is loping, and surprisingly well damped.

What about this fancy straight-six engine?

At least the engine is nice. A straight-six hum is so much nicer than a V6. This is exceptionally refined for a £13k car, and the classy throb as you pull away feels expensive. There’s even a BMW-like mid-range warble. It’s not anything like as fast as the snappy throttle makes it feel, and torque is inevitably not overflowing, but it’s nevertheless lovely to operate. Certainly classier than £13k suggests.

Surprisingly, the diesel, £1k more, is fairly sweet and refined, too. It demands a floored throttle and a pause while power is delivered, but is again better than you might fear from a European car wearing a Chevrolet badge. It’s faster than the petrol (while doing 46mpg, rather than 34).

Verdict

So would we recommend the Epica? We were certainly surprised by this Korean saloon. It won’t exactly blow Mondeo drivers away, but it offers a little quirkiness and interior comfort that we admire.

It’s not a good car by any stretch of the imagination, but it is intriguing. Just the way we like cars at CAR.