One of the late Dear Abby's favorite expressions (right up there with "forty lashes with a wet noodle" and "wake up and smell the coffee") was the immortal "if it ain't broke, don't fix it. Though my alter ego, the Grammar Curmudgeon, is certainly chewing on his copy of Strunk and White in sheer horror at that adage's syntax, the driver in me enthusiastically salutes this sentiment.

Although I'm old enough to well remember an era when cars underwent a complete redesign (at least cosmetically) every year, as a consumer I've generally come to appreciate the practice of only performing redesigns every five to seven years, and just tweaking the product here and there in the interim. This practice gives carmakers an opportunity to correct mistakes in the early model year - though this means that they have to admit their mistakes - which is to the consumer's advantage. Of course, the downside is two-fold: if the redesign is a complete loser, you're stuck with something that no amount of tweaking will fix. Second, the last years of the redesign will probably fall behind the technology curve - and that's not to the consumer's advantage.

All this, of course, brings me to the topic at hand: the 2004 Honda CR-V...


Year Three

Following a successful five-year run of the original CR-V, which debuted in 1997, Honda performed a rebuild for the 2002 model year. The current model is the third year for this version, and it has undergone zero significant design changes since its introduction. We bought a 2002 EX trim in April, 2002, which I reviewed later that year. In the past couple of months, I've driven a 2004 model on four occasions, and - based on my two years' experience with the 2002 - can attest that Honda hasn't done much tweaking, if any at all, in the past two years.

The overall design of the CR-V remains unchanged for 2004, both cosmetically and in its innards - chassis, suspension, and power train. The exterior underwent moderate change in the redesign two years ago, with reshaping concentrated on the front end and a bit of "bulking up" of the rear. Power-wise, that rebuild bumped the CR-V's four-cylinder engine from two to 2.4 liters and from 146 to 160 horsepower. The i-VTEC engine introduced in 2002 remains the only option this year. Honda has not yet gone the route of competitors like Subaru and Nissan, who've installed supercharged power plants in their small SUVs; nor does the CR-V have available a V6 engine like the competing Xterra, Mazda Tribute/Ford Escape, and Jeep Wrangler. Instead, Honda plans to offer a version of the CR-V with a hybrid engine, hoping to repeat the moderate success of the hybrid-equipped Civic released last year.

In keeping with the sentiments of Abby, Honda has done virtually nothing to update the CR-V for the 2004 release. For 2003, the CR-V received two cosmetic updates: the storage compartment in the dash was enlarged to allow storage of CD jewel cases, and a coat hook was added to the driver's side rear door. For 2004, Honda has redesigned the seatbelt reminder and - according to some sources - added a door lock switch on the passenger's front door. That's it - no more, except some changes to the interior fabrics. Obviously, Honda thinks that the CR-V "ain't broke."

Are they right? Based on my drives of 2004 models, I agree with Honda - the 2002 redesign was a success, and the company can well afford to rest on their laurels for a couple of model years. I'm of the impression that the company should start thinking about a few adjustments to the power train soon (and not just the introduction of the hybrid engine), but - by and large - the 2004 remains a top contender in the small SUV market. Here's what you'll find in the CR-V for 2004...


Trim Options

The CR-V is available in two trims, a basic LX and the more luxurious EX. The LX is available in either a full-time front-wheel drive or optionally as a four-wheel drive. All EX models are four-wheel drive. The LX trim is delivered with cruise control, power windows-mirrors-locks, passive theft deterrent ignition, air conditioning, rear window washer/wiper, and an in-dash AM-FM/CD player. Upgrade to the EX and you'll also get alloy wheels, remote keyless entry, a power moon roof, ABS, and side airbags. The EX trim also replaces the single CD player with a six-disk in-dash changer.


Outside and In

The body is your basic high-top shoe shape, with wedge-shaped nose and squared-off rear end. It's less boxy in this version than the earlier model; with a slightly more streamlined aspect than the competing Forester. Halogen headlights are mounted behind streamlined clear plastic panels that flank the small, plain grille. The taillights are vertical clusters mounted high on the flanks of the rear window. The CR-V has five doors, including the rear door that's hinged on the curb side. A full-size spare tire is mounted on the rear door below a window that opens independently. Black nylon ridges run the length of the roof above the doors; mounts for an optional roof rack are concealed beneath removable panels.

The dashboard is laid out in classic Honda style. The cruise-control on/off switch and the moon roof controls are on the dash to the left; lights, dimmer, and turn signals on the left-hand stalk; cruise controls inside the steering wheel; front wipers (with intermittent control), windshield washer, and rear wiper/washer on the right-hand stalk. The instrument panel is nicely laid out, with black on white gauges. A tachometer is standard. Controls for A/C and heater are mounted low on the center, with large and well-marked knobs (for those wearing gloves). The sound system controls are high on the dashboard.

Front seating is firm and supportive, with an adjustable lumbar support in the driver's seat. The seat movement is all manual; powered adjustment is unavailable (heated seats and mirrors, though, are standard in Canada, according to the owner's manual). The front bucket seats also have good lateral support. The CR-V is built on a "walk-through" design, meaning it lacks a console like VW Buses of yore (although only a kid small enough to be in a car seat could actually "walk through" that space). Instead of a console, there's a molded plastic tray that folds up from beside the passenger seat and locks in place; it has two cupholders for coffee and a flat spot suitable for stashing your donut - it's washable, so don't worry about the sugar.

There's also a nice little tray above the middling-sized glove compartment, for storing small objects. We've had a minimag flashlight there for over a year, and it's never fallen out. Besides the glovebox, there are three or four cubbies in the dash (depending on whether it's an auto or manual tranny), a cheesy sliding tray under the passenger seat, and map pockets in the doors.

The outboard back seats are almost as comfortable as the front; just slightly flatter and not as well padded. They're plenty large enough for adults; the seats - which are on a 60:40 split configuration - slide as much as six inches forward and backward. There's a small fold-down armrest in the center of the back, which has two molded cup holders in it. When up, there's room for a third person in the back, though I wouldn't want to be him (I also hate middle seats on planes).

The cargo area has its own nooks and crannies plus a gaggle of cargo hooks (gaggle = four) and three bag hangers. The jack is hidden in a side wall, and there's a 12-volt receptacle on the side opposite the hinges. The floor (beneath the carpeting) has its own smallish cargo cubby (about the size of a "donut" spare tire); the top of this compartment can be taken out and set up to make a handy-dandy card table for picnicking. Yes, it works - we've used it several times.

The rear seats tumble forward separately, which expands the cargo space from its nominal 32 cubic feet to a maximum of 72 cubic feet. That's big enough for two pretty hefty dogs and all their travel gear (hey, they're very spoiled).


The Guts

All CR-Vs come with the same 2.4-liter i-VTEC in-line four-cylinder engine; that letter "i" stands for "intelligent." This engine incorporates microprocessors that "learn" the driving habits of two different drivers, which - according to Honda - allows minuscule adjustments in engine operation to optimize efficiency and power delivery. At 26K miles on our 2002, that same engine is still purring along without any problems. The i-VTEC yields EPA estimated mileage of 22 city / 25 highway for the manual transmission, 22/26 for the automatic. With a 5-spd manual, we're getting about 22 mpg in mixed driving. The reverse of the usual better mileage for a manual is, says Honda, a function of the intelligent engine. The engine revs fairly high, cresting 3200 rpm at 70 mph.

Two transmissions are available, a four-speed automatic and a five-speed manual. The automatic transmission is dash-mounted, which requires a few minutes to get used to. Honda engineers apparently like dash-mounted shifters; they also stashed the five-speed stick in last year's Civic Si in the dash, which put the shift knob about three inches above my hand. Cabin storage has minor differences between manual and automatic versions - the aforementioned in-dash storage compartment (remember, it was enlarged in 2003?) is not present in the manual version.

The four-wheel drive option (standard in the EX trim) employs Honda's Real Time 4WD. This system automatically engages to route power to the rear wheels if any slippage is detected by microprocessor-driven sensors monitoring the front wheels. The driver has no control over the system - it's completely automatic. From two years of driving the system, I can attest that Real Time 4WD works - on wet or icy roads; in mud or sand, the system engages seamlessly. The downside is that four-wheel drive is essentially "optional" even when you're on rough roads.


A Matter of Safety

Both EX and LX trims come with standard dual front airbags, front seatbelt pretensioners, and headrests and three-point safety belts for all five seats. There are LATCH points built into the rear seats for attaching car seats, and the rear doors have child safety locks. The EX adds standard front side airbags and ABS; side airbags are an available option on the LX trim but ABS is not.

NHTSA awarded this version of the CR-V five stars for performance in its front and side impact tests; the model also received the highest possible rating in the administration's frontal offset crash tests.


Driving Ms CR-V

The little 4-cylinder engine delivers acceptable acceleration at either end of the rpm range, which is helped out by a maximum 162 lb-ft at just 3000 rpm. The engine's responsive, though by no means is it high-performance. Then again, it's getting better gas mileage than the V6s and supercharged engines in the competition - and who buys a CR-V for power, anyway? Towing capacity is a measly 1500 pounds - if you need more, you may want to look at a truck-based small SUV like the Escape or Xterra.

The CR-V's handling is decidedly carlike, which is exactly what one might expect from an SUV built on a Civic platform. Cornering is tight, with almost no roll at highway speeds - like most car-based SUVs it's less "tippy" than truck-based models (e.g., the Xterra). Parking and low-speed maneuvering are made pretty darned easy by the vehicle's stingy 37-foot turning radius.

Handling out on the road is predictable, with responsive steering at both low and high speeds. Braking is good - I've not noticed any fade, even in stop-and-go traffic (which is distressingly common in Austin these days). On the road, the steering has a somewhat "damped" feeling, but the driver still maintains a good road feel. Torque steer is not generally a problem; although it's more noticeable with my manual transmission than any of the automatics I've driven. Besides giving you more cargo-compartment room, the double-wishbone suspension delivers a comfortable ride that's smooth even over coarse surfaces. The suspension handles lumpy and bumpy roads well, remaining comfortable even for rear-seat passengers. Off-road handling is limited by low clearance and a lack of driver control over the 4WD system. Like all car-based SUVs, however, the CR-V was never intended as an off-road bruiser.

Almost no engine noise leaks into the passenger compartment, even under hard acceleration. Wind noise is also limited, but road noise can be intrusive on rough pavement.


Up, Down, Over, and Out

The 2004 CR-V remains one of the best options among small SUVs for roominess, economy, and overall refinement. Shortcomings - relatively low power and tow capacity, and the poor offroad performance typical of car-based SUVs - will give some potential buyers pause. These shoppers should also consider look at some of the other, more powerful or more offroad-worthy options in the small SUV market (such as the Tribute, Xterra, Escape, or Wrangler). If, however, you're in the market for a vehicle that combines a sound reputation for quality construction and dependability, carlike handling, roominess, and capability under bad weather conditions, then the CR-V is what you're looking for.


Previously reviewed topics mentioned in text:

2003 Honda Element
2002 Honda CR-V
2002 Nissan XTerra
2002 Jeep Wrangler

Grammar Curmudgeon Rant #6
Amount Paid (US$): 20560