Have you ever wished for a Chevrolet Suburban with a rugged pickup bed instead of a confined, carpeted cargo area? Something that could carry up to six passengers in comfort while still being able to haul supplies for your stable of thoroughbreds? All without the excessive size of a crew cab pickup? What if Chevy made such a rig and made it even more, uhhh...distinguished with special body styling? Well, you're in luck, because there's the new Avalanche, which shares its wheelbase, under-pinnings and much of its interior with the Suburban while combining it with versatile cargo-hauling ability.
Offering the spacious passenger room of the big 'burban (minus a third-row seat, of course), the Avalanche features a covered bed that can be opened up and expanded in length. A hard three-piece tonneau cover provides a huge sealed trunk that morphs into a pickup bed when you take off the panels. The panels are lightweight, only 18 pounds each, yet can support 250 pounds apiece should you need to stand on them to access the (optional) roof rack.
If you need more of a king-sized bed, the midgate is ready to make it happen. To change this rig from a six-passenger crew cab pickup with a 5-foot-3-inch cargo box to a three-passenger pickup with an 8-foot-1-inch cargo box, the rear window and the wall separating the cabin from the bed can be opened up, either in part (flipping down the midgate wall so a pass-through is created) or in whole (by also removing the rear window). And don't worry; configuring the midgate doesn't require a degree in mechanical engineering. It takes maybe a minute or two, and most of us figured how to work it without even consulting the owner's manual. Though we encourage vehicle owners to read through their owner's manuals thoroughly, automotive editors (perhaps in an attempt to one-up their cohorts?) sometimes prefer the challenge of attempting such things on their own. It wasn't exactly a Rubik's cube.
The flexibility of this architecture is impressive as any number of hauling tasks can be accommodated, ranging from lockable transport for 4x8 sheets of building material to carrying a pair of small off-road motorcycles. Additionally, there are pockets in the inside cargo walls that allow two-tier loading (via the placement of 2x4s and a sheet of plywood), as well as lockable, lighted stowage boxes on either side of the bed that can hold camping equipment or serve as coolers.
And what of the body surrounding these clever features? We don't know where the designers drew their inspiration from (maybe sister division Pontiac?), but we think the preponderant cladding would be better left off, as the basic form is attractive with its menacing "eyes," flowing upper character line and muscular bulges over the wheels. The plastic does serve a purpose, however, shielding the lower body from parking lot dings and off-road hazards such as branches and wayward stones. We also feel that the bed cover and stowage boxes would've looked better flush with the top of the bed instead of sitting atop it, though we acknowledge that this would decrease cargo capacity some with the cover in place. It's evident that the details were sweated, as bright ideas abound, such as steps built into the rear bumper (to give smaller folk access to the cargo box) and a removable heavy rubber mat on the floor of the cargo area.
To give the interior some personality, a combination cloth and leather interior in a two-tone scheme is available and was fitted to our truck. Though some staffers didn't care for the heavily textured fabric ("It reminds me of my grandmother's slacks!" opined one editor), most favored it, feeling that it was a welcome departure from the status quo. The cabin is equipped with mostly intuitive controls (such as simple knobs for the climate control), large gauges and very comfortable seating. There are plenty of cubbies, too, including a deep slot that's handy for things like a cell phone or a garage door opener.
A few cabin demerits were issued for the lack of a driver's grab handle (there were plenty otherwise, making for easy ingress and egress for all other seating positions), some low-grade plastic trim and the circa-1985 multi-control turn signal stalk, which has too much goin' on (it works the cruise control and wipers in addition to the turn signal and high-beam functions).
Rather than have a strippo version that would require many checks on the option list, Chevy offers the Avalanche in a single, well-equipped trim level, with a refreshingly simple nomenclature: Avalanche (note the lack of extraneous letters after its name). Standard features include air conditioning; power windows, mirrors and door locks; cruise control; stereo with CD player; 16-inch alloy wheels; and fog lamps.
As far as safety features, the Avalanche has front side-impact airbags and ABS as standard. Traction control is optional on the two-wheeler as part of a package (Z66 Premium On-Road Package).
The Avalanche comes in two versions: regular (1500) and extra-strength (2500), each available with either two- or four-wheel drive. Powering the 1500 is a 5.3-liter V8 boasting 285 horsepower and 325 pound-feet of torque, enough grunt to allow the 2WD truck to tow 8,300 pounds (the 4WD is rated to lug 8,100). A four-speed automatic sports a "tow/haul" mode (activated via a button on the end of the shifter) that holds each gear longer for better performance when hauling or trailering a heavy load. Furthermore, a trailering package is standard on the Avalanche, as are four-wheel disc brakes.
A versatile four-wheel-drive system includes an "AUTO 4WD" mode that will automatically send power to the front wheels when slippage at the rear is detected, making this a good choice for those who live in ever-changing climates or when handling light-duty off-road work. Of course, this is in addition to the typical 2Hi, 4Hi and 4Lo settings.
Holding up the Avalanche's approximate 5,700 pounds (more than two Honda Civic sedans!) is an independent front suspension with torsion bars and a five-link coil-spring rear suspension with a live rear axle. Our test rig was equipped with the optional Z71 off-road suspension that features bigger wheels (17-inch versus 16-inch) shod with 265/70R17 Goodyear Wrangler AT/S rubber, heavy-duty springs and shocks, a locking rear differential, skid plates and the obligatory Z71 decals adorning the truck's flanks.
Wheeling the Avalanche around wasn't the handful that some of us anticipated. Actually, it didn't take much time at all to get comfortable with its size. Compared to a full-size crew cab (or even extended-cab) pickup, the Avalanche feels almost nimble. Looking at the specs reveals why: The Avalanche's 130-inch wheelbase and 221.6-inch overall length are 23 inches and 15 inches less than a Silverado 1500HD Crew Cab's. And the Avalanche's turning circle, at 43.7 feet, is nearly 6 feet less than that of the big pickup. Parallel parking is another matter, however; the flying buttresses and high bed cover make it hard to judge distances. The option of one of those parking-assist gizmos would've come in handy, but unfortunately, it's not available on the Avalanche. A side benefit of piloting this mean machine is that other motorists give it respect and a wide berth on the highway.
Powertrains have always been the greatest strength of GM's full-size trucks, and here the Avalanche didn't disappoint us. Although we could sense the heft of the Avalanche, the V8 provided ample power, delivered in a smooth, unflustered fashion. The automatic gearbox was never caught sleeping on the job, always ready with a quick downshift and a smooth operator no matter how we hammered the gas. The pair got the 5,700-pound truck up to speed in respectable fashion, posting a 0-to-60-mph time of 8.9 seconds and dispatching the quarter-mile in 16.7 ticks at 83.8 mph. As expected, fuel mileage was abysmal. Our (lead-footed) drivers averaged just 12 mpg. The EPA gives the truck a 13/17 mpg rating for the city and highway, respectively.
Bringing the Avalanche's considerable mass to a halt from 60 mph took 140 feet, about average for this size vehicle. In practice, the brake pedal feel was good, with even modulation. The ABS did its job with minimal drama and chatter, producing a smooth and stable arrest of momentum.
Though we wouldn't recommend fielding one of these at the local autocross, the Avalanche is a decent handler on the open road, provided you keep in mind that you're driving a truck, not a low-slung sport coupe. Though light, the steering is accurate and tracking on the freeway is dead-straight with no wander. Stabilizer bars fore and aft keep body roll in check, though you can't help but notice the high center of gravity when you press a bit on serpentine roads.
With the Z71 package, we expected a stiff ride, but such was not the case. Although firm, the ride quality was agreeable for the most part. The Z71 suspension proved adept during a brief off-road stint, where it never came close to bottoming out, even when boogying over severely rutted terrain.
Buyers who can't decide between a full-size SUV or an ungainly full-size pickup should seriously consider the ingenious Avalanche. Overall, Chevrolet has a solid hit on its hands.
Offering the spacious passenger room of the big 'burban (minus a third-row seat, of course), the Avalanche features a covered bed that can be opened up and expanded in length. A hard three-piece tonneau cover provides a huge sealed trunk that morphs into a pickup bed when you take off the panels. The panels are lightweight, only 18 pounds each, yet can support 250 pounds apiece should you need to stand on them to access the (optional) roof rack.
If you need more of a king-sized bed, the midgate is ready to make it happen. To change this rig from a six-passenger crew cab pickup with a 5-foot-3-inch cargo box to a three-passenger pickup with an 8-foot-1-inch cargo box, the rear window and the wall separating the cabin from the bed can be opened up, either in part (flipping down the midgate wall so a pass-through is created) or in whole (by also removing the rear window). And don't worry; configuring the midgate doesn't require a degree in mechanical engineering. It takes maybe a minute or two, and most of us figured how to work it without even consulting the owner's manual. Though we encourage vehicle owners to read through their owner's manuals thoroughly, automotive editors (perhaps in an attempt to one-up their cohorts?) sometimes prefer the challenge of attempting such things on their own. It wasn't exactly a Rubik's cube.
The flexibility of this architecture is impressive as any number of hauling tasks can be accommodated, ranging from lockable transport for 4x8 sheets of building material to carrying a pair of small off-road motorcycles. Additionally, there are pockets in the inside cargo walls that allow two-tier loading (via the placement of 2x4s and a sheet of plywood), as well as lockable, lighted stowage boxes on either side of the bed that can hold camping equipment or serve as coolers.
And what of the body surrounding these clever features? We don't know where the designers drew their inspiration from (maybe sister division Pontiac?), but we think the preponderant cladding would be better left off, as the basic form is attractive with its menacing "eyes," flowing upper character line and muscular bulges over the wheels. The plastic does serve a purpose, however, shielding the lower body from parking lot dings and off-road hazards such as branches and wayward stones. We also feel that the bed cover and stowage boxes would've looked better flush with the top of the bed instead of sitting atop it, though we acknowledge that this would decrease cargo capacity some with the cover in place. It's evident that the details were sweated, as bright ideas abound, such as steps built into the rear bumper (to give smaller folk access to the cargo box) and a removable heavy rubber mat on the floor of the cargo area.
To give the interior some personality, a combination cloth and leather interior in a two-tone scheme is available and was fitted to our truck. Though some staffers didn't care for the heavily textured fabric ("It reminds me of my grandmother's slacks!" opined one editor), most favored it, feeling that it was a welcome departure from the status quo. The cabin is equipped with mostly intuitive controls (such as simple knobs for the climate control), large gauges and very comfortable seating. There are plenty of cubbies, too, including a deep slot that's handy for things like a cell phone or a garage door opener.
A few cabin demerits were issued for the lack of a driver's grab handle (there were plenty otherwise, making for easy ingress and egress for all other seating positions), some low-grade plastic trim and the circa-1985 multi-control turn signal stalk, which has too much goin' on (it works the cruise control and wipers in addition to the turn signal and high-beam functions).
Rather than have a strippo version that would require many checks on the option list, Chevy offers the Avalanche in a single, well-equipped trim level, with a refreshingly simple nomenclature: Avalanche (note the lack of extraneous letters after its name). Standard features include air conditioning; power windows, mirrors and door locks; cruise control; stereo with CD player; 16-inch alloy wheels; and fog lamps.
As far as safety features, the Avalanche has front side-impact airbags and ABS as standard. Traction control is optional on the two-wheeler as part of a package (Z66 Premium On-Road Package).
The Avalanche comes in two versions: regular (1500) and extra-strength (2500), each available with either two- or four-wheel drive. Powering the 1500 is a 5.3-liter V8 boasting 285 horsepower and 325 pound-feet of torque, enough grunt to allow the 2WD truck to tow 8,300 pounds (the 4WD is rated to lug 8,100). A four-speed automatic sports a "tow/haul" mode (activated via a button on the end of the shifter) that holds each gear longer for better performance when hauling or trailering a heavy load. Furthermore, a trailering package is standard on the Avalanche, as are four-wheel disc brakes.
A versatile four-wheel-drive system includes an "AUTO 4WD" mode that will automatically send power to the front wheels when slippage at the rear is detected, making this a good choice for those who live in ever-changing climates or when handling light-duty off-road work. Of course, this is in addition to the typical 2Hi, 4Hi and 4Lo settings.
Holding up the Avalanche's approximate 5,700 pounds (more than two Honda Civic sedans!) is an independent front suspension with torsion bars and a five-link coil-spring rear suspension with a live rear axle. Our test rig was equipped with the optional Z71 off-road suspension that features bigger wheels (17-inch versus 16-inch) shod with 265/70R17 Goodyear Wrangler AT/S rubber, heavy-duty springs and shocks, a locking rear differential, skid plates and the obligatory Z71 decals adorning the truck's flanks.
Wheeling the Avalanche around wasn't the handful that some of us anticipated. Actually, it didn't take much time at all to get comfortable with its size. Compared to a full-size crew cab (or even extended-cab) pickup, the Avalanche feels almost nimble. Looking at the specs reveals why: The Avalanche's 130-inch wheelbase and 221.6-inch overall length are 23 inches and 15 inches less than a Silverado 1500HD Crew Cab's. And the Avalanche's turning circle, at 43.7 feet, is nearly 6 feet less than that of the big pickup. Parallel parking is another matter, however; the flying buttresses and high bed cover make it hard to judge distances. The option of one of those parking-assist gizmos would've come in handy, but unfortunately, it's not available on the Avalanche. A side benefit of piloting this mean machine is that other motorists give it respect and a wide berth on the highway.
Powertrains have always been the greatest strength of GM's full-size trucks, and here the Avalanche didn't disappoint us. Although we could sense the heft of the Avalanche, the V8 provided ample power, delivered in a smooth, unflustered fashion. The automatic gearbox was never caught sleeping on the job, always ready with a quick downshift and a smooth operator no matter how we hammered the gas. The pair got the 5,700-pound truck up to speed in respectable fashion, posting a 0-to-60-mph time of 8.9 seconds and dispatching the quarter-mile in 16.7 ticks at 83.8 mph. As expected, fuel mileage was abysmal. Our (lead-footed) drivers averaged just 12 mpg. The EPA gives the truck a 13/17 mpg rating for the city and highway, respectively.
Bringing the Avalanche's considerable mass to a halt from 60 mph took 140 feet, about average for this size vehicle. In practice, the brake pedal feel was good, with even modulation. The ABS did its job with minimal drama and chatter, producing a smooth and stable arrest of momentum.
Though we wouldn't recommend fielding one of these at the local autocross, the Avalanche is a decent handler on the open road, provided you keep in mind that you're driving a truck, not a low-slung sport coupe. Though light, the steering is accurate and tracking on the freeway is dead-straight with no wander. Stabilizer bars fore and aft keep body roll in check, though you can't help but notice the high center of gravity when you press a bit on serpentine roads.
With the Z71 package, we expected a stiff ride, but such was not the case. Although firm, the ride quality was agreeable for the most part. The Z71 suspension proved adept during a brief off-road stint, where it never came close to bottoming out, even when boogying over severely rutted terrain.
Buyers who can't decide between a full-size SUV or an ungainly full-size pickup should seriously consider the ingenious Avalanche. Overall, Chevrolet has a solid hit on its hands.
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