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.

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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.

The new Camaro concept car keeps the long hood with hood bulge, short rear deck and narrow grille reminiscent of the classic Camaro, but mixes it with more contemporary styling, giving it a “retro” look. The interior adds to the retro feel with recessed gauges, a lengthy console and classic three-spoke steering wheel.
The car is 186.2 inches long and rides on a 110.5-inch wheelbase. The wheels are 21s at the front and 22s at the rear, with monster 275/30 front and 305/30 rear tires, which should be able to handle the 400 horses from the LS2 6.0-liter V-8 engine powering through a six-speed manual transmission. The underlying platform is rear-wheel drive with fully independent suspension with McPherson struts up front and a rear multi-link configuration. Because the engine has a system that automatically disables half the cylinders when they’re not needed, the Camaro concept could get as much as 30 mpg on the highway.
The new Camaro “will run with the best sports cars today,” Lutz said, which hopefully is a hint that it will go into production and soon. “We want to deliver astonishing value.” But GM officials declined to confirm that any final decision on a new Camaro has been made. They said the Camaro concept car will help them gauge public reaction about a Camaro revival. There are no plans for a 2006 or 2007 Camaro at this time. If a new Camaro is produced it will be 2008 at the earliest but more likely it will be 2009 before a new Camaro will be produced. Be sure to read our FAQ on the possibility of a 2009 Chevy Camaro.
Bob Lutz also said the new Camaro would cost about $200 more than the rival Ford Mustang, with a base price of $19,000, but will have more equipment. He sees it as a high-volume car with sales of 120,000 to 150,000 a year. Mustang output is at around 190,000 units.

The first Camaros were designed in the mid-1960s, and the 1969 model, which was the inspiration for the new concept, was considered the best of the first-generation cars. In the first three years, some 699,000 Camaros were sold