I don't often start a review with a biblical reference, but the 2007 Chevrolet Avalanche LT 4WD's strength and weakness is that it tries to be "All things to all men" (First Corinthians). Indeed, the 2007 Chevrolet Avalanche LT 4WD comes well equipped at a base price of $35,295 ($47,730 as tested), with a 3 year/36,000 mile basic warranty, a 5 year/100,000 mile powertrain warranty and an EPA estimate of 15 mpg city/20 mpg highway. Can Avalanche cause a landslide of opinion?

First Glance at the Chevy Avalanche

I'll go with another biblical reference to express my initial reaction to the new Avalanche -- Thank God for smiting the plastic cladding. Previous editions of Avalanche wore several panels of ugly-looking body armor that didn't have any aesthetic positives. For 2007, the armor is gone, and Avalanche looks leaner, more athletic and just plain cooler than before. Beauty is more than skin deep in this case. Avalanche now rides on the new GMT900 platform, the same architecture that underlies the 2007 Cadillac Escalade, GMC Yukon and Sierra, and Chevrolet Tahoe and Silverado, among other GM offerings.

There's something about the proportions of the half pickup/half SUV that always throws me -- kind of like when you see a Welsh Corgi running at the dog park. It looks like a real dog, but where's the rest of it? Avalanche looks like a pickup, but where's the rest of the bed? After the initial sense of imbalance, Avalanche starts to make sense, especially once you start driving it and using it.

Fit and finish on Avalanche is very good, with rich paint and subtle, firmly attached trim pieces. Big headlights and taillights do a good job of making the truck highly visible, as did my test vehicle's Sunburst Orange Metallic paint job.

In the Avalanche Driver's Seat

Avalanche's cabin is more SUV than truck, especially with the "LTZ" equipment package (a $6,735 option) that my test vehicle wore. The package includes power adjustable heated front bucket seats, leather front and rear, power adjustable pedals, head-curtain side airbags front and rear, dual-zone air conditioning, a premium stereo system and other fancy extras. If you're a big guy like me, you'll love the driving position. All that adjustability makes for a comfortable ride, and the view of the road to the front is superb. There are severe blind spots to the rear on both sides, and the usual challenge directly behind. The optional ($195) rear view camera and rear parking assist (part of the LTZ package) help when backing, but you have to rely heavily on your mirrors when changing lanes. Space in the back seat is great, with a comfortable bench seat and good leg and head room. The 60/40 split rear seat folds to give access to the "Midgate," which opens into the Avalanche's 5.3' enclosed cargo bed. Once you work out the slightly fussy operation, in just a few moments you can go from an SUV with an enormous trunk to a pickup that can carry a 1487 lb payload in an open bed that extends into the back of the passenger compartment.

On the Road in the Avalanche

Avalanche will be available this year with two engine choices: a 6.0 liter V8 that produces 366 hp and 380 lb-ft of torque, or a 5.3 liter V8 that cranks out 310 hp and 335 lb-ft of torque (4WD) or 320 hp/340 lb-ft of torque (2WD). My test vehicle had the 5.3 with 4WD, and I was very satisfied with the performance for day-to-day driving and commuting. If you regularly tow or haul with your truck, you may want to opt for the bigger engine when it becomes available, but you'll lose a few mpg during everyday use.

Avalanche rides very well on the GMT900 platform. Steering is especially crisp and direct, thanks to a new rack-and-pinion system. Braking is also good, which is especially important for a 5863 lb vehicle. Anti-lock disc brakes on all four wheels haul the Avalanche down from speed.

It will be nice when GM's new six-speed automatic transmission filters down to Chevy trucks from the Cadillac Escalade, but for now Avalanche makes due with a four-speed automatic that does the job quite well, with a .70 overdrive in fourth that kicks down to third gear during passing maneuvers on the highway. Active Fuel Management shuts down cylinders during high demand -- the only place you'll notice is at the gas pump.

Journey's End

I was a little shocked to find out that this hunk of American iron was built at GM's plant in Silao, Mexico, but that's our global economy at work. Wherever it came from, Avalanche is landing in driveways all over the US because of its versatility, unique style and excellent performance.

If you're considering an Avalanche, there are just a few other SUTs out there to look at. The Cadillac Escalade EXT shares Avalanche's underpinnings, but with a bigger engine, more luxury and a higher price tag. The HUMMER H2 SUT offers a similar cabin/bed layout, but with somewhat less potential utility than Avalanche. Honda's Ridgeline is a car-based take on the theme, on a slightly smaller scale.

If you need the versatility of Avalanche, you might want to think about a crew cab pickup. If you like the GMT900 platform, check out GMC Sierra and Chevy Silverado. Or broaden your search to include offerings from Ford, Lincoln, Dodge, Toyota and Nissan. The aftermarket has interesting solutions to securing your cargo bed and emulating the utility of Avalanche. I grew quite fond of Avalanche during my week behind the wheel. It was fun to drive, and a nice alternative to SUVs and full-size pickups. I now see the appeal of this platypus of a truck.