2002 Chevrolet Avalanche Review

Like large trucks? Then you might love the new Chevrolet Avalanche. It looks unusual but has a do-everything design in keeping with the move toward more versatile crossover vehicles. Chevy calls the Avalanche the Ultimate Utility Vehicle. It's the only truck that can be converted from a full-size sport-utility vehicle to a full-size pickup truck with a protected eight-foot cargo box. Owners can change the passenger and cargo space configuration. And the Avalanche is comfortable because it's largely based on the carlike Chevy Suburban sport-ute, not the more rough-edged Chevy Silverado full-size pickup.

The Avalanche has excessive lower body cladding, which won't be on the cleaner-styled Cadillac version of the truck that arrives later this year. But this new Chevy provides good room for up to six tall adults. Its cargo box can be converted from its standard 5.3-foot length to an 8.1-foot bed that can accept 4x8 sheets of plywood. Such sheets traditionally are used by full-size pickup truck buyers to judge a cargo boxes capacity; the box is considered acceptable if they fit. The recent crop of four-door pickup trucks get larger cabins by making the cargo box smaller. But General Motors innovative Midgate eliminates that compromise.

The Midgate is sort of a middle tailgate with a glass rear window that operates separately. The Midgate divides the rear seat area from the cargo box. To enlarge the cargo area and get that flat 8.1-foot-long cargo bed, flip the split-folding rear bench seat forward, lower the composite-material Midgate and lift out the window, which stows in a compartment molded into the Midgate. Three removable plastic panels form a rigid cargo cover for the bed, which has a locking tailgate and sidewall storage compartments that can be used for everything from tools to ice-filled coolers. The panels can be stowed in the Avalanche. With the rear window and cargo cover in place, the cargo box is a fully secured, weather-resistant enclosure. A soft cargo cover also is available. Removing and installing the cargo beds robust plastic panels can be a hassle partly because they must be put on in a specific order and fit just right. It's an open question if the Midgate eventually will rattle. And how long will those stowable plastic components last?

The Avalanche also can serve as sort of an open-air recreational vehicle with the $1,095 power sunroof. Just open the sunroof, lower all windows, drop the Midgate and remove the rear window and bed covers. You can then streak along with hardly any wind roar or buffeting, because the Avalanche's styling directs air over, rather than into, the cargo area. The well-equipped Avalanche's standard items include air conditioning, AM/FM/CD and power windows and locks. It's offered in two trim levels with rear- or four-wheel drive.

Prices range from $30,245-$33,245 for the 1500 model to $32,145-$35,145 for the heavier-duty 2500 model. The more brawny 2500 has a leaf-spring rear suspension to handle heavier loads instead of the 1500 model's more comfortable coil spring suspension, which is from the Suburban. Options include leather upholstery, heated front bucket seats and several off-road driving packages for the 1500. A front bench seat allows six-passenger capacity. There's room for only five tall adults with the optional ($615) but more supportive power front bucket seats. Getting in calls for extra effort because the Avalanche has a high floor. Its running boards aren't very helpful for those with large shoe sizes.

The quiet cabin has big, smooth controls, easily read gauges, huge door handles, large center console storage bin, nicely designed cupholders and side-impact air bags up front. But power front seat controls are awkwardly put on the lower sides of the seats close to the doors, and there's lots of marginal-looking plastic. One need not worry about the solidly built Avalanche's reliability, because most components are from the proven Suburban, including the 285- and 340-horsepower V-8s and responsive four-speed automatic transmission. My test four-wheel-drive Avalanche had the lower-horsepower 5.3-liter V-8, which provided generally strong acceleration. But 65-75 mph passing time was average, even though no load was being carried. The higher-horsepower 8.1-liter V-8 would have solved that problem although I'd hate to pay gasoline bills for either engine.

High bills are expected for a powerful truck that weighs from 5,437 to 6,642 pounds. The 5.3-liter V-8 delivers an EPA-estimated 14 mpg in the city, 18 on highways. It's 13 and 17 with the pushbutton four-wheel-drive, which allows far better traction on slippery roads. There are no figures for the 2500 because it's a heavy-duty truck exempt from federal economy ratings. The power steering is almost too light and rather vague near the on-center wheel position.

But the Avalanche is agile for its size and weight. The 1500 model's coil-spring rear suspension allows a smooth although occasionally bouncy ride. The 2500 has a heavier-duty suspension, but a long 130-inch wheelbase helps smooth out the ride for both models. The brake pedal has a soft action, but stopping distances are OK with the standard anti-lock brakes. The cleverly designed Avalanche is one of those rare vehicles that lets you have your cake and eat it, too, with its large sport-ute occupant roominess and big pickup truck utility.