Power is provided by an all-new 2.0-liter engine derived from the Integra’s 1.8-liter inline-four. Developed specifically for the CR-V, the DOHC engine has a steep horsepower curve that peaks at 5500 rpm and a gentle torque curve that gradually rises to a 135 pound-feet peak at 4300 rpm. On the street, our Japanese-spec (right-hand-drive) test vehicle proved athletic from a standstill and delivered surprisingly stout midrange for passing and merging.

     Around town, the standard four-speed automatic shifts with Civic smoothness. Up hills, the transmission holds onto lower gears to maintain climbing power at the expense of engine noise, indicative of an imminent shift. During descents, the transmission’s Grade Logic programming is on the lookout for brake input, which signals the tranny to shift to a lower gear for engine braking. Although this may be disturbing to the uninitiated, the CR-V simply is taking an active role in reducing brake fade by putting the engine to use. The combination of the freshly designed engine and smart transmission yields an estimated 20/25 city/highway EPA mpg rating.

     By basing the CR-V on an enlarged Civic chassis, Honda was able to keep development costs in line -- a savings that will be reflected in the base price. The CR-V takes full advantage of the adapted double-wishbone suspension to provide a carlike ride that reveals its sport/ute application only on rough or undulating pavement. An all-wheel-drive system, similar to that used on several other Japanese-market Honda models, discretely transfers power to the rear wheels only in low-traction situations. Otherwise, the CR-V is front-wheel drive.

    From behind the steering wheel, the CR-V exudes confidence in its ability to negotiate slippery surfaces without tire spin. The roughest terrain most CR-Vs are likely to face is a snow-covered driveway, but with more than eight inches of ground clearance, the CR-V can tackle careful romps into the wild, as well.

     In its home market, the CR-V is available in the traditional Honda model hierarchy of base DX, modestly equipped LX, and full-blown EX with all the power amenities and luxury trappings. Americans will have their choice of any CR-V model, as long as it’s an LX. This restraint is due to a combination of market demand and production limitations -- a significant factor in Honda projecting a mere 30,000 units to be sold in the U.S. for the ’97 model year.

     The LX trim level features standard dual airbags, power windows/doors/mirrors, automatic transmission, automatic climate control, AM/FM stereo with four speakers, cruise control, interval windshield wipers, rear window wiper/washer, roof rack, and tinted glass. Keyless remote entry, anti-lock brakes, and stereo upgrades are expected as options.

     The CR-V’s exterior dimensions have more in common with the Honda Passport and Toyota 4Runner than the subcompact Toyota RAV4. Inside, the space-defying CR-V provides a surprising amount of leg- and headroom for all five passengers. This SUV provides extra convenience by nestling storage nooks into any piece of interior trim large enough. A handy flip-up tray with four cupholders keeps the center aisle open for walk-throughs, while lifting the rear glass and swinging the tailgate to the side exposes the 27.5-cubic-foot cargo area -- and more cubby spaces. Beneath the floor carpet hides a fold-out picnic table for weekend communes with nature.