2007 Chevrolet Avalanche Test Drive

Despite a more civilized demeanor, the new Chevy Avalanche maintains its unique versatility and raucous persona.
MSRP: $32,460 - $36,165

Trading a little of its maverick character for a dash of distinguished poise, the redesigned 2007 Chevrolet Avalanche has become a stronger player in a growing market of luxury-appointed four-door pickups. Its added refinement won’t shock the system of the Mountain Dew-chugging target customer, as the Avalanche remains rugged and highly useful for unwieldy recreational and utilitarian demands.

Its individuality hinges on an innovative "Midgate," a fold-down wall behind the rear seats that extends the pick-up bed by several feet and offers numerous passenger/cargo configurations. And now that the Avalanche occupies a place on GM’s growing roster of FlexFuel vehicles, which can operate on E85, the corn-based fuel composed of 85 percent ethanol, the Avalanche seems to court “green” shoppers as well.

Following sales of about 400,000 units in five years, the Avalanche enjoys one of the industry’s highest customer-retention ratings. This loyalty could be due to the fact that, for drivers with such particular requirements in a vehicle, there aren’t too many other options. The Honda Ridgeline looks somewhat similar, and is competitively priced, but it doesn’t offer the Midgate functionality. And the Cadillac Escalade EXT does allow its pick-up bed to extend into the cabin, but at a far higher price.

Built in Silao, Mexico, the new Avalanche is available in LS, LT and LTZ trim levels with two- or four-wheel drive. The base LS is well equipped with disc brakes at all corners, a 320-hp 5.3-liter V8, GM’s OnStar communications and diagnostics system, stability control, a tow hitch, CD player and cloth-upholstered front/rear bench seats. All of these features are available at the starting manufactuer’s suggested retail price (MSRP) of $31,615 for two-wheel drive; four-wheel drive tacks on $3,000 for all trims.

The LT models give buyers the opportunity to pile on luxury amenities. LT1 upgrades to cloth bucket seats, 17-inch alloy wheels and power mirrors. LT2 adds leather, automatic climate control and a six-disc CD changer. LT3 adds side-curtain airbags, heated seats, Bose seven-speaker premium audio, power adjustable pedals, XM satellite radio and ultrasonic rear parking assist.

The fully-optioned LTZ sports all of the LT3 features plus an Autoride suspension, a real-time damping system that also levels the vehicle’s ride height when towing or carrying heavy loads. Chevrolet expects most customers (75 percent) to opt for the mid-level LT setup with the remaining split evenly between the base LS and decked-out LTZ. A new, all-aluminum 6.0-liter V8 rated at 366 hp is available in the popular Z71 off-road package.

Our test model was an LT3, packing four-wheel drive and such options as a navigation system, 20-inch wheels, rear-seat DVD player, sunroof, locking rear differential, rearview camera, luggage rack and rain-sensing wipers for a total MSRP of $45,600. It’s not Cadillac Escalade territory, but ten grand more will put you into an Escalade EXT, if that matters to you. And the Escalade EXT is basically a dressed-up Chevy Avalanche.

Exterior

When compared to the outgoing model, sleeker styling and all-around tighter tolerances improve the Avalanche’s appearance. The formerly hard edges have been replaced with rounded corners that contribute to a less tense design overall. The original trapezoidal headlights later found on so many other Chevy trucks are now less angular and better complement the horizontal front grille and bulging hood.

The sides of the pick-up bed are still tall and deep, requiring a tip-toeing 58-inch lift-over effort to place cargo inside. Long arms are also handy for reaching inside the bed’s lockable side storage bins. The massive tailgate is easy to operate, thanks to a torsion spring in the hinge, and it thoughtfully locks and unlocks along with the doors remotely. The entire bed can be secured with a rigid, removable three-piece cargo cover.

The cargo bed is the Avalanche’s crowning achievement. The 5’3” hold stretches almost three feet, to 8’2”, when the midgate is lowered. Operation is simple: First, flip and fold the 60/40 split, rear bench seat. Then turn a knob in the middle of the Midgate crossbar and gently lower the panel that divides the cabin from the pick-up bed. That’s it.

The same stout composite material that lines the cargo bed continues into the cab and features the identical tractor-tire tread pattern for skid resistance. With the rear window and cargo cover in place, unwieldy objects like surfboards, dining room tables, large fluorescent light bulbs and 4x8 sheets of plywood can be swallowed whole and securely locked.

The cabin’s rear window can be removed and stored to accommodate bulkier cargo, or to provide an open-air ride. The Avalanche doesn’t offer a power rear window like the competing Hummer H2 SUT, but Chevy says owners keep the window in place 90 percent of the time and, when necessary, leave the midgate down and cargo-bed cover in place to maintain security while carrying larger items.

Interior

Compared to the previous model, the 2007 Avalanche’s interior styling is more contemporary and materials have been upgraded, although neutral-colored plastic remains the norm. While it offers a commanding driver’s position, the Avalanche’s rear visibility is compromised by the tall side panels and bed. Thankfully, the optional rear-view camera gives a clear view when the transmission is shifted into reverse. It also makes aligning the tow hitch with a trailer much easier.

The Avalanche is roomy, easy to drive and very much in its element on long road trips. There’s considerably less wind and road noise than in the old Avalanche cabin, and easy-to-use controls and a compliant suspension make cruising quite comfortable. The navigation and Bose audio systems likewise help in this regard. A new rack-and-pinion steering provides ample feedback from the road, and the brakes — which have long been a sore point in GM trucks — finally inspire confidence with a solid, linear pedal feel. In crowded urban driving or parking garages, however, the Avalanche’s 18.5-foot length, muscular bulk and 43-foot turning circle can be frustrating.

Performance

As with the previous model, it can also be a little frustrating to pull away from the gas station in the Avalanche as you watch the fuel needle plummet towards “E.” My 753-mile trip over California coastal highways used 47.5 gallons of regular gas, equating to a rather dismal 15.9 mpg.

After finding California’s only E85 pump (at the time), I logged another 219 miles on the highway and spent 19.2 gallons, achieving an underwhelming 11.4 mpg. There is no loss of power when using E85, as the Avalanche’s engine is designed to take advantage of the fuel’s higher octane level.

Despite the current positive publicity generated by automakers and corn farmers around the renewable nature and reduced emissions of E85, if this fuel isn’t at least 28 percent cheaper than regular gas, there are no financial benefits to using it.

E85 cost $3.15 a gallon at the Regional Transportation Center in San Diego at the time of the fill-up, compared to $3.39 for regular gasoline. The week before, E85 was 50 cents cheaper; the week after I visited, 22 cents higher. The owner of the fueling station said that in order to promote E85, he never sells it for more than regular unleaded.

Full-size trucks that have the ability to tow 8,000 pounds or haul a 1,400-pound payload probably aren’t going to offer 30 mpg or better anytime soon. It’s a reality that truck owners accept, in exchange for a vehicle that serves serious recreation and utility needs, or the needs of their ego.

But the changing customer base has demanded a quieter, more refined ride, plus more comfort and amenities. And the Chevrolet Avalanche proves to be more than capable of delivering on these requests.
(C)Forbes