Chevrolet Epica. Closer to Europe

At one time, the Chevrolet Evanda failed to make a proper impression on us. The car was solid and comfortable, but the design seemed somehow alien. There were too many fancy features, and no cohesive image emerged. Something essential was missing — a core, a charisma.

With the Epica, the situation is different. Even if it is not a style benchmark, it looks much more interesting and, if you will, European. It is not just about the headlights that seem to embrace the front of the body, or the abundance of chrome — nowadays almost everyone tries to give the appearance of expensiveness this way. The main thing that catches the eye is the volume and solidity. It is because of these that the car seems truly substantial.

However, the Epica impresses even more when you get inside. There is so much space here that some business-class representatives would envy it. And thanks to the sloping front panel, which seems to move away from the driver rather than hover over them, the cabin feels even more spacious. In the back, it is also roomy — there is enough space for any passenger, unless, of course, we are talking about sumo wrestlers or NBA players. The materials are chosen wisely: nothing supernatural, but everything looks decent, no worse than more renowned competitors. The design style is emphatically businesslike, without excessive trimmings, but solid. Ergonomics also does not disappoint: everything is in its place and done sensibly. However, there are a couple of nuances.

For example, in our opinion, it would be more logical to move the light control away from the steering column stalk. And it is surprising that the headlights do not turn off automatically after the ignition is switched off — such an option has long been found even in cheaper cars. It is also unclear why the mirror lights in the sun visors are turned on with a separate button: if a passenger forgets to press it, the lamp will keep burning, and after a couple of days of inactivity, the battery will drain. And the small glove box above the display is not very convenient to open — the button needs to be slid sideways rather than pressed. But all these little things do not spoil the overall impression.

On the move, the Epica also pleases. It goes confidently and solidly. Noise insulation is top-notch — in its class, it is one of the quietest cars. The engine is completely inaudible at idle, and you barely notice it while driving until the tachometer needle passes 3000 rpm. Currently, the Epica is offered with two inline six-cylinder petrol engines with displacements of 2.0 and 2.5 liters. Their main advantage over V-shaped ones is smoothness of ride, because such a design is better balanced and practically does not create vibrations.

At the test, we had the top trim with the more powerful engine. Its 156 hp is available only at 5800 rpm, but even at low revs, we did not feel a lack of torque. With a turbo, it would, of course, be more fun, but acceleration to 100 km/h in 10 seconds is quite enough — we are not going to a race. There was no urge to shift gears manually: the five-speed automatic perfectly handles transmitting torque to the front wheels. But we did check engine braking — it is quite noticeable, especially if you drop two gears down. So on a slippery road, there is no need to fear.

Safety is also up to par: ABS, stability control, six airbags, and a reinforced frame made of high-strength steel — all this makes the car both obedient and protected.

GM planned to sell 2000 units of the Epica in Russia by the end of 2007. But, I think, the number is underestimated. With such execution and equipment, demand in our conditions will surely exceed supply. There are prerequisites for this: high build quality, moderately dynamic driving, informative steering, energy-intensive albeit somewhat stiff suspension, and predictable brakes.