Holden Epica CDX 2007 review

Globalisation means wildly different things to different people. S'pose it depends if you live in the First World or the Third — or in NSW, which is a bit of both.

Holden is a marque that drapes itself in the national flag whenever a new Commodore is even vaguely hinted at (beware gag-worthy levels of new ute hype). For them, globalisation last week meant replacing their Opel-made entrant in the mid-size car segment with a Korean car and presenting it as Holden's riposte to the Japanese.

Big-Aussie-six-fixated Holden has never had a happy relationship with mid-size sedans, unlike Toyota, whose relentless global and local success half depends on them.

Curiously a previous chapter in the Lion's mid-size misadventure was the so-called Holden Apollo. Something of small step back for mankind, this was a re-badged Camry, a gambit that fooled no one — least of all Camry buyers.

Now Holden would have us accept this re-badged Daewoo as a car to take it up to Toyota, whose ever-increasing lead the locals are powerless to arrest.

Unlike the Camry, which is a strictly four-pot proposition these days, the Epica comes with a choice of inline sixes, 2.0 or 2.5, aluminium block mills for which four-cylinder-beating economy is claimed.

Actually, make that “non-choice”, given that the much lesser unit comes only with a sloppy five-speed manual. The 2.5s get a five-speed auto.

While the Mazda 6 is mentioned along with Hyundai's Sonata and the Toyota Twins Camry and Aurion as the Epica's rivals, you can dismiss the first of them immediately. The Epica is for drivers in the same way lawn bowls is for an extreme sports fan.

“Comfortable and cruisy” were the instructions Holden's engineers received and on the basis of 210km in three different Epicas, it fulfils this brief to an almost somnambulent degree.

On roads chosen for their unvarying nature, seldom has one been so conscious of the need to stop revive and survive. Moving from the asthmatic 2.0 into the 2.5 was to be pathetically grateful for an extra 500cc.

Outrageously, Holden would give no acceleration times. The evidence of the speedo indicates that while 100km/h is possible, it won't be achieved in a time to make your aunt giddy, not that push on driving is something you'd embrace from an awkward driving position with a barely adjustable steering wheel. All of which is completely beside the point.

More importantly, Holden's local development efforts have borne fruit with a compliant and cloistering ride.

Accommodation is excellent for four adults, or two of them plus three kids and comfortable enough without taking the $2k leather trim option. The 480-litre boot and split fold rear seat should be enough for almost anyone.

The CDX model gets 16-inch alloys, dual front airbags, ABS with traction controls, air and MPS compatible stereo. CDXi iterations cop an extra inch on the rims, two more 'bags, five more CD slots and leather on the tiller.

Without actually saying “lowest common denominator”, Holden admits that the Epica is aimed at the cost-conscious end of the segment hoping (rather than believing, you feel) that it will cause Camry people to defect.

It seems unlikely, given that for this crowd “Camry” is synonymous with “car”. And when you consider a superior Korean, the Sonata, is struggling saleswise, it seems even more unlikely.

By no means is the Epica a bad car. For what it is it's much more than adequate.

Unlike those in the $15k segment who eschew the Jazz and Mazda 2 for the genuinely appalling Barina, the Epica is not for new-car suckers.

However, it is predicated on getting in those for whom price is everything — because if you're not one such, there's no compelling reason to opt for the latest kimchi Holden.