<http://schema.org/articleBody>
"         Whoever coined the term sport/cute for the class of car-based entry-level sport-utility vehicles no doubt had in mind the when coming up with the definition. The name fits, from the cute look to the cute touches like the pull-out picnic table.   Cute can also mean &amp;quot;lacking substance,&amp;quot; but this doesn&amp;#039;t apply here, as the all-new CR-V boasts a much-improved body structure, a far more powerful engine and even more space and utility than the new brute of sport/cutes, the 200-bhp .   The new CR-V&amp;#039;s skin is more evolutionary than revolutionary. From the side, the greenhouse has the familiar three-window design, while the front features larger headlamps and a more massive matte-gray bumper. The grille seems smaller as a result of the large headlamps and bumper, giving it a look similar to that of the larger when viewed head-on.   At the rear, the CR-V has -like taillamps that run from the roof to the top of a more pronounced rear bumper. Honda sticks with the externally mounted spare, but now the entire rear hatch is hinged on the right side and swings open, an improvement over the old design in which the rear window had to be flipped up before the tailgate could be opened. Still, the new door also incorporates a flip-up feature for the glass backlight.   The CR-V rides on the same 103.2-in. wheelbase as the previous model (2wd versions are 0.1 in. shorter) and gains an inch in overall length to 178.6 in. and 1.3 in. of width to 70.2 in. The result is segment-leading interior space of 106.0 cu. ft. This load space is made even more useful by a 40/60-split folding rear bench that is indexed for 6.7 in. of fore and aft adjustment. In addition to flipping forward and out of the way to open up 72.0 cu. ft. of rear cargo space, the seats independently recline up to 45 degrees.   While the CR-V doesn&amp;#039;t offer a V-6, the rather anemic 2.0-liter four has been replaced by a more robust 2.4-liter powerplant that puts out 160 bhp at 6000 rpm and 162 lb.-ft. of torque at 3600 rpm. That the engine makes more torque than horsepower is a first for Honda. The engine is mated to a 4-speed automatic, which has a dash-mounted shift lever, or a 5-speed manual with a traditional floor-mounted gearchange.   In addition to having more pulling power, the 2.4-liter engine is much less raucous, probably because it isn&amp;#039;t working as hard as the 2.0-liter engine. Downshifts are much more easily summoned with the throttle, virtually eliminating the previous need to pop the automatic transmission out of overdrive on steep grades.   But the smoother, more powerful engine is only half the story. A much stiffer body, thanks to the use of extra under-floor bracing, greatly reduces noise, vibration and harshness and gives the new CR-V a genuine feel of substance. Although the CR-V is still relatively compact on the outside, it no longer feels like a lightweight. Back-to-back drives of &amp;#039;01 and &amp;#039;02 CR-Vs reveal a quantum leap forward in structural integrity and interior quietness.   The totally redesigned interior maintains a seating position similar to the previous model&amp;#039;s, with a buslike cant to the steering wheel. The center stack is more prominent with a large, raised binnacle for the sound system. There is a large storage compartment in the middle of the center stack, complete with a door. However, it is odd-sized and unable to accommodate standard CD cases. And at the bottom of the stack are simple-to-use radial switches for the heating and air-conditioning system.   The nifty flip-up tray returns, and the passenger seat can now be equipped with a center armrest, just like the driver&amp;#039;s seat, except on manual-transmission-equipped models. Normally, I prefer a manual over an automatic, but in this case I&amp;#039;d opt for the automatic to get the comfort and support afforded by that armrest.   The other slick interior feature is the parking brake lever, which is integrated into the center stack and resembles the passenger-side grab handle. When it&amp;#039;s pulled out to engage the brake, it takes on the appearance of an aircraft joystick.   While these little touches are proof that Honda is back on its game with &amp;quot;surprise and delight&amp;quot; items, far more important is the way that they have addressed the larger issues such as increasing engine power, reducing NVH and improving utility, all while maintaining a base price under $20,000. People may still consider the CR-V a sport/cute, but it&amp;#039;s one that will cast a very large shadow. "^^<http://www.w3.org/2001/XMLSchema#string>
<http://www.roadandtrack.com/new-cars/first-drives/reviews/a9428/2002-honda-cr-v/>