1997 Honda CR-V

It is hard to believe at a time when light-duty truck sales have eclipsed cars, that when first asked, Honda dealers in the States said they were not interested the CR-V. Passport sales were strong, and the retailers could not see the wisdom in selling a car-based sport/ute that undercut the similar-size body-on-frame rebadged Isuzu. So work continued overseas on developing the unibody SUV for the Japanese market, where it would compete against a variety of bite-size trucklets North America would never see. This shortsighted dealer group had a change of heart when the product was unveiled. The U.S. market was continuing to devour anything that could be termed a sport/ute, and they wanted the CR-V, quirks and all.

A small-displacement engine, curb-side hinged tailgate, awkward power window controls, unique interior trim, and nounless name reveal the not-for-this-market roots, but those endearing elements also lend the CR-V a slight anti-mainstream charm despite its rising popularity. Stateside, the CR-V would compete nose-to-nose with the Suzuki-built Sidekick/Tracker twins and cartoony Toyota RAV4 upon introduction. Besting the RAV4 in size, price, and packaging, the CR-V drew attention as the next-generation budget SUV leader, however the new century will bring a tsunami of competition looking for a marketing coup.

To sample the latest evolution of the sport/cute concept, we ordered a '97 CR-V equipped with the ABS package, the only true factory option, with anti-lock brakes and aluminum split-spoke wheels. Right out of the box, the CR-V had a strong list of standard features, including all-wheel drive, automatic transmission, power windows/door locks/mirrors, cruise control, and air conditioning. To the $20,400 base, we added a variety of dealer-installed items, such as CD player ($572), cargo net ($49), keyless entry ($92), roof rack ($274), and floor mats ($86). Our CR-V totaled $21,966-about $1400 more than the surveyed owners averaged. Only 20 percent of our group opted for the ABS package, revealing that customers were satisfied with the basic CR-V as delivered.

The leading sales factors cited by owners (styling, prior Honda ownership, and overall value)seem interchangeable with any Honda product. Further down the list, attributes such as versatility, carlike manners, and cargo capacity come into play. Not surprisingly, 48.4 percent of surveyed owners never travel unpaved roads and 88.7 percent never venture down off-road trails. (Before questioning their purchase of an all-wheel-drive vehicle, remember that last month we reported 44 percent of surveyed Jeep Cherokee owners never drive on dirt, and 75.9 don't go off-roading.) A Minnesota librarian wrote, "I tend to think of the CR-V as a practical station wagon." This mirrored the sentiment of many other buyers. No surprise, really, as the market has shifted, leaving automakers such as Honda devoid of standard-issue family wagon in their lineups.

Looking like a cross between an '80s Civic 4wd wagon and a modern, truck-based sport/ute, the CR-V has a clean, soft-edged body devoid of aggressive, macho flair. Of similar dimensions as import mainstays Isuzu Rodeo and Nissan Pathfinder, the CR-V dwarfs the RAV4 and stretches several inches longer than the Kia Sportage and Suzuki Grand Vitara. Consequently, the CR-V is a marvel of interior packaging, with more functional passenger and cargo space than most other sport/utes under $30,000.

Front buckets and rear split-fold bench hold five passengers in uncanny comfort compared against market peers. Of the surveyed owners, 91.4 percent found overall comfort to be above average, with only 1.5 percent claiming it below average. Some MT drivers found the seats a bit firmer and flatter than desired, notably on long trips. A common complaint of owners was that the front "shotgun" passenger didn't have an armrest, despite that even the two outboard rear passengers each had one if the center position was unoccupied.