This bowtie gets an Avalanche of style

[91 s-10baja]

This bowtie gets an Avalanche of style
Fisher-Price plastic is gone, fuel-saving technology arrives
Fri Sep 1 2006

By Robert Bostelaar

THIS 2007 Chevrolet Avalanche is one handsome truck -- and aren't those words we never imagined writing?
Maybe we've come around to the unconventional lines of this transformo-truck, which aims to combine the strengths of pickup and sport-utility in one four-wheeled package.
Really, though, it's the Avalanche that has come round -- literally. Since its 2002 introduction, the big four-door has gradually added some radius to its formerly square-cut wheel openings, even as it shed the flat plastic sheeting that made it look like some Fisher-Price experiment gone sour.
Now for 2007 the Avalanche gets the headlamp-to-trailer hitch makeover General Motors is applying to all its full-size, body-on-frame machines. This means still more flow to its fenders, plus more slope to its windshield and a cleaner grille and headlamp treatment (here, and on other Chevies, the ear-to-ear chrome bar is gone -- hurrah!).
The plastic sailplanes -- those giant carpenter's tri-squares behind the back window -- remain, but with the redrawn roofline and a slightly longer cargo bed, the Avvie no longer has that backwards-forwards, equal-measure silhouette of a novelty parade car.
Rounding out our all-dressed, $56,000 test Avalanche LTZ were some smart, 20-inch rims; the base LS model, which runs $38,750 with rear-drive and $42,000 with four-wheel-drive, has 17-inchers.
This new Avalanche slides in after the arrival of GM's redesigned Chevrolet Tahoe, Cadillac Escalade and other large SUVs, but shortly before the reworked versions of the Chevy Silverado/GMC Sierra pickups.
The timing is fitting, given its role as bridge between body styles -- a tough assignment that it meets with remarkably few compromises.
As pickup, the Avalanche offers a 1.6-metre (five-foot-three) cargo bed under an optional, three-piece hard cover, with a new, spring-loaded tailgate that can be locked and unlocked with the remote keyfob. About 50 millimetres longer for 2007, this bed provides as much room as many short-box pickups. It has plastic-lined sidewall compartments that can double as iceboxes.
But fold the rear seats and drop the patented Midgate panel behind them -- the glass stays in place -- and the bed lengthens to 2.5 metres (eight-foot-two) to accept plywood sheets and other sizeable items.
And for moving people, the big, five-place cabin (six with the LS's front bench seat) feels at least as airy as last year's. That's a trick, considering this version is slightly narrower than the first generation and its overall length is unchanged even with the stretched cargo box.
To retain cabin space, Chevy built up -- the rooftop is a ceiling-scraping 1,946 millimetres above the pavement. The '07 Avalanche is taller than a Dodge Ram 1500 or Ford F-150, and towers over last year's model by 75 mm.
Where the timing might be less happy -- for all of GM's heavyweights -- is in gaining height and corresponding bulk while gas prices also rise. The sleeker body cuts resistance, and GM's Active Fuel Management drops the 5.3-litre V-8 to a four-cylinder for highway cruising, but we still couldn't come close to the posted fuel consumption ratings of 15.4 L/100 km city, 10.4 highway.
Even with four adults, we were supremely comfortable in the Avalanche. Throughout, the low-gloss materials of the interior are soft to the touch. Replacing the old, monolithic dash is a lower, shapelier instrument panel that in our tester housed satellite radio and dual-zone climate control. Above the grey leather seats, separated in the front by a large console storage bin, were a sunroof and, for the entertainment of rear occupants, a DVD screen. We felt like we were in some ultra-high luxury sedan.
With the help of wide running boards, attaining the cabin is not difficult. Seeing past the tall cargo box sides to the rear can be, however. We were thankful for the LTZ's ultrasonic rear obstacle detection system, a $365 extra on other trim levels. Better yet, for reversing and for hooking up a trailer, would be the rearview camera that can be incorporated into the optional navigation system.
The ride is closer to luxury sedan than traditional pickup. With coil-over-shocks replacing the front torsion bars, and with the LTZ's rear air suspension, the Avalanche glided along with little jostle or sway to remind us it's also built to work.
Spurred, no doubt, by the well-insulated calm of the Ford F-150 cabin, GM launched a full-scale campaign to banish road noise and vibration. Among its many measures: a stiffer, fully boxed frame; reduced body panel gaps; and new door seals that resist "pull-away" at highway speeds. It worked. The Avalanche stayed quiet as a confessional, even when we stepped into the 310 horsepower of the aluminum V-8 (see disappointing gas mileage, above).
Two-wheel-drive Avalanches get an iron-block version of the same V-8 rated at 320 h.p. and 340 pound-feet of torque, for a maximum 3,628-kilogram (8,000-pound) towing capacity.
Yet more grunt will arrive later in the year with an available 6.0-litre V-8 producing an estimated 355 h.p. Like the 5.3, it will be coupled to GM's old but serviceable four-speed automatic transmission, but will also boast leading technology as the first mass-produced, cam-in-block engine with variable valve timing.
Also to come is a Z71 off-road package (sans the gaudy side decals, we hope). But in some mild off-roading, our four-wheel-drive tester acquitted itself well even without this package.
We felt secure in the Avalanche, too. All models get an anti-skid system. Side-curtain airbags are standard on the LTZ and a $695 option on other models.
This is no budget truck. But it serves its two roles well, and as a full-sizer, it can offer space and capacities well beyond the limits of smaller combo-trucks like the Honda Ridgeline and Ford Sport Trac. Yes, there are better choices for single-occupant, daily transportation, but that's nothing new. And if rising fuel costs persuade more owners to find smaller vehicles for commuting and reserve their trucks for the heavy lifting, the flexible 2007 Avalanche will look just as handsome waiting in the driveway.

2007 Chevrolet Avalanche LTZ 4WD.
The Specs
Type: Sport-utility/pickup truck, four-wheel-drive.
Seats: Five.
Price as tested: $56,155 plus $1,250 destination (base LTZ: $53,575).
Engine: 5.3-litre V-8, overhead valves, four-cylinder Active Fuel Management mode, E85 ethanol-blend capable; 310 h.p. at 5,200 r.p.m; 335 lb.-ft. at 4,000 r.p.m.
Transmission: Four-speed automatic. Wheelbase: 3,302 mm (130 in.).
Overall height: 1,946 mm (76.6 in.).
Cargo length: Midgate closed/open: 1,608 mm ( 63.3 in.)/2,494 mm (98.2 in.).
Suspension: Front, coil-over-shock; rear, five-link live axle with coil springs.
Tires: P275/55R20 Bridgestone AL2 all-season.
Brakes: Disc/disc with ABS.
Curb weight: 2,561 kg (5,645 lb.).
Payload, 4WD: 674 kg (1,487 lb.).
Towing capacity: 3,538 kg (7,800 lb.) ( 5.3 V-8, 4WD, 4.10 axle). Notable standard features (LTZ): Leather seating, 12-way power front seats with driver's memory, power-fold mirrors with integrated turn signals (driver's side auto-dimming), windshield washer fluid heater, Rainsense wipers, dual-zone climate control, power-adjust pedals, remote start, AutoRide rear air suspension, side-curtain airbags, ultrasonic rear parking assist, Bose audio with six-CD changer, satellite radio, roof rails.
Options as tested: Sunroof, rear DVD entertainment system.
Fuel consumption, L/100 km (m.p.g.): City 15.4 (18), Hwy. 10. 4 (27).
Octane: Regular. Warranty, yrs./km: 3/60,000.
http://www.winnipegfreepress.com/aut...-4235120c.html

[MOOSTOPHA]

overall, it's a good article for the avalanche. we need all the good press available!!!! liketo see revues like this.

[poncho1982]

The new Avalanche is hot. I love the whole thing. HUGE improvement over the ugly plastic clad original.

[usa1]

Every review of the Avalanche, and I mean EVERY review, always opens up with a jab at the old one and its cladding.

Yes. The cladding was silly looking, but the articles NEVER mention that the Avalanche could be purchased for the last fews years WITHOUT the cladding. In fact, most were sold without the cladding judging from visit to dealer lots and the fact that an Avalanche without the cladding cost $1,200 less.

This selective memory just so they can start the review off on a sour note is annoying.

Mark

[Sporer65]

Can't wait for the Z-71 version to come out.

[GReekBoy]

i dont know why people think the uncladded versions looked better..imo they looked dorky and the cladding looked good. only thing they should have done is offered a painted version for people who didnt like the faded look

[jwrebholz]

"but will also boast leading technology as the first mass-produced, cam-in-block engine with variable valve timing."

Uhh...What about the 3500/3900 VVT V6s? They're both pushrod motors too.

If they'd said "first mass-produced OHV V8" that would have been different..but they didn't.

Doesn't anyone proofread anymore?

[Smaart Aas Saabr]

Probably GM said that... they always underline that with the fine print of "excludes other GM vehicles"

[stevecmh]

does it really cost $56,000 bucks. thats crazy money

[NationsKappatol]

56K Canadian. Its the Winnipeg Free Press. I had to double-take that too!

[wnsfmike]

The base LS model, which runs $32,690 with rear-drive and $35,690 with 4X4. The LTZ should only be $47,845.00. (Only)...

[jae1987]

My only gripe about the Av. is it being built in Mexico.

[jbernie]

As much as they have selective memory about the cladding, i do not view it as a bad thing, it helps make the new truck more desirable styling wise.

The old one with cladding was horrible. Decladded was good, new one just rocks.

[superstreet]

Originally Posted by MOOSTOPHA

overall, it's a good article for the avalanche. we need all the good press available!!!! liketo see revues like this.

[TaHoE]

How come everytime someone posts an article form a Canadian Publications, people start freaking out about the price. READ where it's from first. THEN post.