To be honest, we didn’t expect to like the Honda CR-V.  SUVs whose purpose is more on-road than off don’t usually appeal to us.   It’s a testament to the CR-V’s driving dynamics and usefulness to point out that it made us change our tune in a single day.  Whoever said that SUVs’ primary purpose is to intimidate and bully fellow motorists obviously never met Honda’s little sport-ute.

The CR-V has existed largely unchanged since its introduction in 1997.  It hasn’t needed to change; it’s been among the best-selling small SUVs since its introduction.  Criticized by off-roaders for a lack of dirt ability, the CR-V has nonetheless won over a great many suburban buyers.  It’s less a truck than it is the spiritual descendant of the old Civic 4WD wagon, last seen in the early 1990s.

The conservative design is handsome.  A long wheelbase gives it a less stubby overall aspect than trucklets like the Toyota RAV4 or Kia Sportage.  The overall look is basic Honda, about a generation back (the rest of the lineup has been updated since the CR-V’s introduction), with smooth sides, a waistline crease, and a Honda family grille that forms a little snout up front.  The taillights are mounted high in the tail, and look good.  The rear-mounted spare tire doesn’t block visibility to the rear, and unlike the Toyota RAV4 the CR-V has a rear bumper.  Underneath that bumper the rear suspension is visible; onlookers can tell if a CR-V is two- or four-wheel-drive by looking at the back of it for a rear drive axle.  It looks awfully fragile for a 4×4’s running gear, but remember, the CR-V isn’t a hard-core offroader.

The interior of the CR-V is just as friendly and welcoming.  The high roof and generous greenhouse keep things airy and light; a Toyota RAV4 is claustrophobic by comparison. The high seating position and excellent visibility make it an affable companion when traffic is heavy and road rage runs rampant.  The familiar Honda design outside is carried inside as well, with switchgear and a layout that could have been lifted from a Civic.  An unusual feature for an SUV is a console which folds flat to allow front-seat passengers to climb through to the back, like one can in most vans.  The front seats are unfortunately also typical Honda, with too much lumbar, too little front cushion, and backrests which slope away from rather than toward the shoulders.  Most tall drivers will be more comfortable sitting on crooked rocks than in the front seats of a CR-V.  That was our only complaint about the CR-V’s user-friendly interior, though.  The rear seats have somewhat more leg support, and recline.  And, of course, the much-publicized folding picnic table is still hiding under the cargo floor.

Drivers who never take their CR-Vs through territory more challenging than a rough city street will find that it’s right at home in civilization, with two- or four-wheel-drive.  Honda’s faithful Real Time 4WD system keeps the CR-V in two-wheel drive until slippage or uneven road surfaces are detected, and then engages the rear wheels as needed.  The ride both on the freeway and on bumpy city streets is comfortably carlike.  A fully independent suspension with double wishbones at all four corners offers a smooth ride, with minimal SUV-bounce.  We didn’t notice any harshness or bounciness, in fact, and the CR-V’s ride height means that steep driveways and deep potholes are shrugged off without fear of scraping the front bumper or whacking the undercarriage.  A short turning circle works with the CR-V’s economy car-narrow width to boost maneuverability.  Our CR-V EX test car was equipped with ABS as well.

146 horsepower may not sound like much in the face of 345-hp monsters from the luxury makes, but the five-speed equipped CR-V is a delight to drive around town.  The CR-V has a 2.0 liter 16-valve DOHC four-cylinder, and it’s torquey enough to keep up with the cars, and even squirt into small holes in traffic if necessary.  Unfortunately the CR-V doesn’t feature Honda’s performance-boosting VTEC engine management system, because low gearing hampers the CR-V on the freeway.  The engine sounds as though it’s working harder than it would like and we found ourselves wishing for a sixth gear at about seventy miles per hour.

With an admission price of about $20,000, the CR-V falls right in that pricing sweet spot that attracts many small and mid-size car buyers.  LX, EX and SE models are available, in order of increasing cost.  Our test vehicle was a CR-V EX with four-wheel drive and a five-speed transmission.  It was option-free:  the cruise control, power windows, picnic table, and handsome 15″ wheels were all standard equipment.  The sticker price was $21,190.  The higher-zoot SE model adds a distinctive spare tire cover, leather interior, body-colored moldings, and tinted windows, and a host of dealer-installed accessories like fog lights, roof racks, and roll bars is available for all CR-Vs.

Don’t be afraid just because it’s a sport-ute.  If you’re looking for wheels to inject your daily commute with a bit of confidence without projecting a macho attitude to everyone around you, you can’t go wrong with a Honda CR-V.

Specifications:
All specs are for the 2001 Honda CR-V EX, which we tested.
Length:     177.6 in.
Width:        68.9 in.
Height:        65.9 in.
Wheelbase:    103.2 in.
Curb weight:    3219 lb.
Cargo space:    29.6 cu. ft (seats up); 67.2 cu. ft. (seats folded)
Base price:    $20,750
Price as tested: $21,190
Engine:     2.0 liter, 16-valve DOHC inline four cylinder
Drivetrain:     five-speed manual, four-wheel drive
Horsepower:     146 @ 6200 rpm
Torque:     133 @ 4500 rpm
Fuel capacity:    15.3 gal.
Est. mileage:    22/25