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What would Jesus drive?

That’s what environmentalists asked a few years ago when they enlisted the deity in their crusade against big SUVs.

The crusaders insisted Jesus would tool around in a small economy car, not a full-size sport-utility vehicle.

Of course, it depends on who else you ask.

“What would Jesus drive? A Tahoe so he could get up to eight of his disciples inside and tow the rest in a trailer behind,” said Gary White, vice president and vehicle line executive for full-size trucks for General Motors, who is biased as well as ecumenical.

Tired of anti-SUV tirades, White offers a suggestion to critics.

“If you don’t need to carry all those people or tow a trailer, then get a smaller horse,” he said.

The Tahoe White discussed is the redesigned 2007 model in dealerships now.

Why a new Tahoe with the concern over gas prices? Lead time.

Chevy general manager Ed Peper noted that work began on the redesign three years ago “when gas wasn’t at $2 a gallon and gas prices were a consideration, but not an issue.”

On top of that matter, Tahoe and its sister, the even bigger Suburban that comes out next quarter, have a huge cross to bear.

As the most profitable machines in the GM lineup, it has been said they must succeed or the automaker will have to turn out the lights. Don’t know about the lights, but a success here sure would help pay the bills.

While the big SUV segment may shrink a bit, it’s not going away as long as enough people need one to carry the family and their supplies or tow a boat or trailer.

With sales of 152,305 Tahoes last year, the top-selling full-size SUV, don’t expect Chevy to abandon the segment. Tahoe is offered in LS, LT and LTZ versions. As a fan of the rectangular box on wheels look of the old model, have to say the redesign left us a bit cold when the 2007 LT 4WD arrived for testing.

Tahoe has rounded lines–body to bumper–for better aerodynamics to improve fuel economy and reduce wind noise, and as a styling gimmick to look smaller and more manageable though it’s 5 inches longer and 2 inches taller.

Rounded sheet metal does all of that, plus make Tahoe look like a full-size Japanese SUV.

On the plus side, larger 17-inch all-season radials replace 16 inchers as standard and better fill the wheel-well openings so Tahoe no longer looks like it’s riding on toy tires. You can get 20-inch radials as an option along with running boards.

And the aero design has merits as proved in a jaunt to Detroit and back on Interstate 94. The sunroof had been left open, unnoticed even after it started to rain because there was no wind noise. At 75 m.p.h., the aero design also kept rain out of the cabin. In the old model, you’d need earplugs and an umbrella.

Even the tires were tuned to reduce road noise filtering inside.

A 5.3-liter V-8 rated at 320 horsepower and 340 foot-pounds of torque has replaced the old 5.3-liter with its 295 h.p. and 335 foot-pounds of torque.

The V-8 is energetic leaving the light, stepping into the passing lane or taking those steep inclines on I-94 on which 18-wheelers lose ground.

And this one comes with active fuel management to shut down 4 cylinders when not needed for a rating of 15 m.p.g. city/21 m.p.g. highway. Hardly a mileage champ, but far better than the old 13/17.

To ease the pain of filling the 26-gallon tank, don’t wait until the needle gets down to one-quarter. Better mileage is promised in 2008 with a gas/electric version that starts and runs in electric mode until about 20 to 25 m.p.h. and shuts down 4 cylinders when not needed while cruising.

Ride was smooth without floating or being hard to manage. The suspension absorbed most of the road irregularities. Generously sized and well-cushioned seats helped, as did a couple inches wider track front and rear to reduce, but not eliminate, roll motion.

The LTZ offers a standard Autoride suspension that uses body and wheel motion sensors to detect changes in road surface and vehicle speed and adjust settings for a smoother ride and less body motion. But it’s not offered on the LT.

Handling is as you’d expect with a big SUV. There’s some body lean in corners. StabiliTrak minimizes wiggling in sharp turns, but you’ll want to ease off the accelerator at speed because, being no Corvette, Tahoe doesn’t sit flat in turns.

If you tempt the laws of physics in changing directions at speed, Tahoe comes with roll mitigation control to help keep wheels pointing down. If you defy the law, side-curtain air bags inflate to protect in a rollover. Four-wheel anti-lock brakes and traction control are standard.

Though it looks smaller, when parking look for very wide spaces between vehicles or a desolate spot in the lot.

Tahoe comes with three rows of seats. Unlike a Ford Expedition, to save money Tahoe’s third-row seats don’t power down to create a massive cargo hold in back.

The third-row seats fold or fold and flip or can be removed–manually. In reaching in to adjust or remove those seats, you’ll rub your clothes against the rear bumper. With the seats in place, however, there’s precious little room for cargo.

Tahoe does come with optional power second-row seats. Push the button along the inside roof pillar and the backs fold and the seat flips against the front seats to create an aisle to the third row or increase cargo capacity. The third row, by the way, is tight on knee room.

But if you want just the backs flat to carry packages, you have to use the hand levers along the sides.

Several nice touches include power pedals, power remote start, power liftgate using the key fob, and dial-up four-wheel-drive without transfer case to rob space.

Also, you get a huge center console compartment that can hold a laptop; rear-park assist that beeps when you get too close to an object behind; rear-seat DVD entertainment system; rearview camera that uses the navigation screen for a panoramic view of what’s behind when backing up. It shows what’s there for several seconds after you engage “drive” in case something comes up from the rear. In rain or snow, you have to wipe the camera lens periodically to keep the picture clear.

Later in the year, Tahoe will offer power articulating running boards, which extend out from under the vehicle when you open the door and slip back under cover when you close the door.

But the goodies come at a price, such as $425 for second-row power seats; $995 power sunroof; $350 power liftgate; $195 rear camera system; $1,295 rear-seat entertainment system; and $3,650 for the LT package with power pedals, remote start and side-curtain bags.

No wonder GM makes so much profit on this vehicle.

A gripe is that rather than a button to select left or right mirror and then press the button in the same spot to adjust, you have to first press one button for left mirror, another for right mirror, and then another located forward of those buttons to finally adjust the mirrors. Why not all tasks with one button?

Base price of the 4WD LT tested is $37,668, a $2,500 price cut though active fuel management and 17-inch tires are now standard, Peper said. But the option load easily can erase the savings. Too bad Chevy didn’t cut option prices along with the MSRP.

Later this year, a smaller 4.8-liter V-8 will be offered to give Tahoe an even lower-priced model, Peper said.

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2007 Chevrolet Tahoe LT 4WD

$46,945*

Price as tested

CITY 15 m.p.g.

HWY 21 m.p.g.

LENGTH 202 inches

WHEELBASE 116 inches

ENGINE: 5.3-liter, 320-h.p. V-8

TRANSMISSION: 4-speed automatic

THE STICKER

$37,665 Base

$425 Second-row power seat

$95 Rain-sensing wipers

$995 Power sunroof

$350 Power liftgate

$2,145 Navigation system with CD/DVD/MP3 players

$195 Rearview camera

$45 Luggage rack crossbars

$1,295 Rear-seat entertainment system

$85 Washer-fluid heater

$3,650 LT package with leather seats, power and heated front seats, power pedals, remote vehicle start, side-curtain air bags, Bose speaker system, XM satellite radio, power and folding outside mirrors and three-zone climate control

* Add $875 for freight

PLUSES

– New design and 5 inches longer overall.

– Better mileage thanks to automatic cylinder shutoff to conserve fuel.

– Power folding second-row seat, pedals and liftgate.

– Comfortable cabin. Good ride.

– Price cut of $2,000 on 2WD models and lower-priced version coming later in the model year.

– Hybrid coming in 2008.

– Remote start.

MINUSES

– Lots of the goodies cost extra.

– Not much stowage room behind third seat.

– You rub against rear bumper when reaching in to fold and flip third seats to add cargo space.

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Read Jim Mateja Sunday in Transportation and Wednesday and Friday in Business. Hear him on WBBM Newsradio 780 at 6:22 p.m. Wednesdays and 11:22 a.m. Sundays.

jmateja@tribune.com