Since the Tahoe was restyled and mechanically re-engineered for 2007 — it goes without saying the Avalanche was as well, making it all about flexibility and capability. It’s basically a five-passenger, crew cab pickup truck with an expandable 5.3-foot-long bed.

Walkaround: The once awkward-looking Avalanche has shed that butt-ugly plastic cladding General Motors (GM) designers’ were way too fond of for far too long. It now boasts a similar, but clutter-free, streamlined exterior similar to the Tahoe and its sibling GMC Denali, featuring a more steeply raked windshield for smoother aerodynamics, and what is basically a smoother, stylized version of the previous design. The Avalanche is offered in both two and four-wheel drive, and features three trim levels — LS, LT, and LT.

Although the Avalanche has been around since spring 2001, there’s no compelling evidence truck owners need — or even want — to open the back passenger compartment very often to slide in extra-long items, especially if they have a truck with a full-length bed. That, and the fact it adds significant cost in a highly competitive environment, may be why segment competitors Ford, Dodge, Toyota and Nissan haven’t offered the Midgate. The only other full-size pickup with the Midgate is the Cadillac Escalade EXT, which is also based on GM’s full-size SUV platform — but its sticker price exceeding $50,000 is even higher than the Avalanche.

The Midgate works like this: The rear window can be removed or stay in place, while the rear wall of the Avalanche’s passenger compartment — where the rear seatbacks are — can be manually unlocked and folded down inside the vehicle. So with the Midgate lowered, 4 X 8-foot sheets of plywood can slide through to the interior in the bed, while the tailgate remains closed It’s pretty slick actually.

My test truck had the hard, three-piece, easily removable cover over the pickup bed and a spring-loaded, locking tailgate. There’s also some locking, plastic lined storage spaces between the bed walls — including ones with drain holes in case you want to, say, fill them with ice for some reason — like a tailgate party.

Interior: The restyled Avalanche offers a more refined interior than the previous version — one that basically mirrors the Tahoe and the soon to debut Chevy Silverado and GMC Sierra Pickups. It includes enhanced front seats, which are comfortable and roomy up front, with a good amount of space between them for the center stack and console. They also have no mechanical parts visible. The rear seats offer decent space for three adults.

The Avalanche is just quiet and comfortable at every level.

However, with the Midgate wall down, the Avalanche interior obviously gets noisier because of the outside sounds. Inclement weather can also allow moisture to seep inside the rear passenger compartment. One other thing — the opening between the bed and interior is kind of oval-shaped so it can’t accommodate some items.

Under The Hood: My four-wheel drive test vehicle had the base 5.3-liter Vortec V8 with slightly less power — 310 horses — than the two-wheel-drive Avalanche, which is tuned for 320 horses. The 5.3-liter V8 was the only engine offered when production of the new-generation Avalanche began, but a new, 355-horsepower 6.0-liter V8 with variable valve timing recently debuted. All Avalanches come with a four-speed automatic transmission only.

The 5.3-liter V8 is also “FlexFuel” capable, meaning it can burn either gasoline, or the E85 fuel being offered at more and more filling stations. Drivers who want to help reduce U.S. reliance on Mid-East oil can opt for the E85 gasoline-ethanol fuel blend, which is 85 percent ethanol, typically from US-grown corn, with only 15 percent oil-based gasoline.

Although mileage is improved in the Avalanche, it’s still thirsty, so E85 could be a win-win. One quick note: Only the 5.3-liter Vortec engine is E85 compatible, and Avalanche drivers need to be aware government mileage ratings are lower with E85, in spite of the fact the Vortec V8 includes an Active Fuel Management system that automatically deactivates four of the eight cylinders when they’re not needed. The E85 rating for the Avalanche is 11/City and 15/Highway, vs. 15/20 for regular gasoline.

Behind The Wheel: The Avalanche’s new platform delivers a quieter, more comfortable, less bouncy ride. I found it easy to handle, with steering fairly precise for a vehicle this size, and good braking ability for a 5,645-pound truck.

My test truck didn’t lack for horses, but seemed slightly sluggish at times — perhaps due to its weight — but peak torque for the base engine is a strong 335 lb-ft at 4200 rpm. The Avalanche can also easily tow a healthy 8,000 pounds — enough for a sizable boat or trailer.

In spite of its aggressive looks, the Avalanche doesn’t necessarily have an aggressive, sporty personality — it’s more like an SUV. The exhaust note for example isn’t as sporty as the Nissan Titan or Dodge Ram pickups — which seems odd given Chevy’s hotrod heritage.

Whines: The sizable pillars at the sides of the windshield restrict visibility — especially in some turning situations. Although Chevy has positioned the Avalanche as a premium-type vehicle it still bears noting this isn’t a bargain-priced pickup — even in its base form. Starting sticker at introduction of the 2007 model year was around $32,000 for the base LS model two-wheel drive. And it can get pricey, quickly. My test truck for example, was well over $40,000 when the rear-seat entertainment center, power moonroof, dual-zone air conditioning, XM satellite radio, and some other amenities were added.

Bottom Line: The 2007 Chevy Avalanche is a unique vehicle that’s much improved over the previous version. While competitors — namely the Ford F-150 Super Crew, and Dodge Ram 1500 Quad Cab — start at least $1,500 lower, neither offer anywhere near the sheer horsepower or torque of the Avalanche — or the Midgate. Chevy keeps refining its most flexible pickup, and quite simply, the revamped, 2007 Avalanche is the best yet.