Driving Impressions

Here's the fun part. The simple numbers tell part of the tale. Horsepower is up to 160 (from 146 last year), torque to 162 pound-feet (from 133), Yet fuel economy remains essentially the same, giving up only 1 mile per gallon on the EPA's highway cycle. The real story, though, is in what the numbers deliver. Horsepower makes for speed, and the new CR-V does fine in that regard. (So did the original; how often do you need to go 100 miles per hour?) But torque makes for acceleration, and this is where the CR-V had been lacking. And the 2002 CR-V delivers its additional torque at 3600 revolutions per minute, significantly sooner than its predecessor's 4500 rpm. What this means is, when you push your right foot to the floor to merge onto the interstate or pass some dawdler, it's all going to happen much quicker and more safely than before. Honda achieves these improvements with some seriously high-tech engine management systems spawned in the carmaker's highly successful ventures in Formula 1 auto racing. Virtually every aspect of the CR-V's engine, from valve timing and even duration and lift to fuel injection to spark is micro-managed by a computer. The system is called i-VTEC, for intelligent variable valve timing and lift electronic control. In addition to boosting power while maintaining fuel economy, i-VTEC also helps the CR-V qualify as a low-emission vehicle. The 2002 CR-V's power figures put it well ahead of the competition on the charts, too. Only the optional V6 engines of the Ford Escape and Hyundai Sante Fe and the Land Rover Freelander's standard V6 register higher outputs than the CR-V's four-cylinder engine. Handling is surprisingly reassuring. Despite the fact the track is essentially unchanged, the new CR-V feels more sure-footed through the twisties than the '01. Honda says the suspension's dynamics are unchanged. So where's the credit due? Honda's engineers spent a lot of time putting the upper portions of the CR-V on a serious diet. Wherever possible, high-tensile metals were used in window frames and roof structures. Major masses, batteries, power motors and high-tech stuff, were located as low as possible relative to the platform, all with an eye to positioning the center of gravity close to the pavement. It worked. No, the CR-V isn't a go-kart. But neither is it a top-heavy, sport utility.

Final Word

Finally, Honda has confronted the prospect of trying to catch up, a position the carmaker's competition has grown used to occupying for lo, these many years. For the most part, with the CR-V, at least, it's managing. Yes, a V6 would be nice, but it's not necessary, given the carmaker's reputation for quality and durability. Besides, the four-cylinder has effectively raised that bar yet again. With its expanded cargo and passenger volume and more mature styling, the CR-V has graduated to less cute, more ute.