Although the Honda CR-V was introduced 1997 — a year later than its main rival, the popular Toyota RAV4 — the car-based CR-V has been making up for lost time ever since and has become one of the most popular crossover Sport Utility Vehicles (SUV) for those who want fuel-efficiency, utility, value, and just plain fun. That’s why it was the top-selling small SUV in 2003, with record sales of 146,244 units.
   The CR-V underwent some revamping in 2002 and except for some minor cosmetic changes for 2004 is basically unchanged. Although still car-based, the new version CR-V is superior to the first-generation model. It’s slightly larger and roomier, boasts a new chassis, more features adding greater refinement and comfort, as well as tighter construction.
   Walkaround: The slightly larger second-generation CR-V comes in two trim levels, the base EX and more upscale LX. Both are available in front-wheel and all-wheel-drive versions.
   Styling is typical Honda — not too daring, but not as dull as a Toyota. The CR-V looks a lot like a mini-version of the larger Honda Pilot and there’s a family resemblance to the elegant Acura MDX.
   It features a side-hinged tailgate with a glass liftgate that can be flipped up, enabling smaller objects to be put in the cargo area.
   Interior: Even the base version of the front-drive LX is equipped with A/C, cruise control, power locks, windows and outside mirrors, four-speaker AM/FM with CD, and a split-folding rear seat. Besides adding all-wheel-drive, the EX comes with a power sunroof, 6-disc CD changer with six speakers and remote keyless entry, as well as anti-lock brakes and front side airbags.
   The well-designed dashboard features analog instrumentation. The audio system controls are located conveniently high, but could be a bit of a stretch for shorter drivers. There are also plenty of cupholders. But the steering wheel is positioned at a strange, almost bus-like angle, and I didn’t really care for the “pistol-grip” handbrake.
   The low floor makes it easy to get in and out of, and four tall adults can ride comfortably in supportive seats that sit high in the quiet interior — although a long legged driver might wish that his seat slid back a few more inches. The only major interior changes amount to an enlarged console storage bin, rear coat hooks and an enlarged selection of color choices.
   The rear windows lower all the way, and the compact rear suspension helps provide a good-sized cargo area, which can be significantly enlarged by folding the rear seat entirely forward.
   Under The Hood: The CR-V has a peppy 4-cylinder powerplant that’s bigger and quicker than its predecessor, doing the 0 to 60 mph drill in a respectable 8.2 seconds — using the slick 5-speed manual gearbox. A responsive 4-speed automatic is also offered.
   The CR-V doesn’t offer a V6 like its class rival Ford Escape or Hyundai Santa Fe. But its original 2-liter 4-cylinder engine was enlarged to 2.4 liters last year and horses increased from 146 to 160. Honda is the champion of getting the most performance out of small, but high-revving engines.
   The bigger engine allows more torque for improved low and mid-range responsiveness, but there’s also a little bit of annoying torque steer (sideways pulling) from the front-drive setup. Also, since this a car-based SUV, there’s no low-range gearing. Modest ground clearance on the all-wheel-drive CR-V doesn’t allow for any serious off-road driving, but it is more than acceptable for well-traveled trails.
   Behind the Wheel: The refined CR-V is generally is fun to drive, but it’s actually quite a bit more functional than it is sporty. However, it feels very good for city driving — especially in congested areas — thanks to its convenient size, nimble handling, quick steering, and excellent braking.
   Highway performance isn’t bad, but isn’t exceptional either. The small but smooth 4-banger works hard during full-throttle acceleration, but can only do so much in a vehicle that weighs in at anywhere from 3,201 to 3,287 pounds depending on how it’s equipped. Highway cruising isn’t a problem, although engine revs are pretty high at 70 mph.
   The all-independent suspension delivers a generally comfortable ride, which depending on the road surface can often be smoother than that of larger, pickup-truck-based SUVs.
   Other stuff: Base prices range from just under $19,000 to a little under $23,000 — not bad for an entry-level SUV.
   Estimated gas mileage is decent — 21/city and 25/highway with the stick and 22-23/city and 26-28/highway with the automatic. The highest numbers (23 and 28) are calculated for the base model, front wheel-drive entry LX with the automatic, that comes standard with that model.
   Whines: In my view, a larger V6 at least should be an option. However, Honda is adamant about using 4-cylinder engines whenever possible. This isn’t really an off-roader, but it will get your through some dicey places. The tailgate swings open to the right, hampering curbside loading somewhat, and it’s necessary to lean over the tailgate-mounted spare tire to retrieve items through the opening for the glass liftgate.
   Bottom Line: The Honda CR-V is a nicely engineered alternative to larger SUVs and is an excellent entry-level SUV value. It handles and rides well, reaches highway speeds quickly in spite of its small powerplant, delivers acceptable fuel economy for an SUV and has a generally high resale value. Most people won’t ask for anything more — like a V6.