successful Rav4, a strategy that's both logical and shrewd.

It's logical, because the CR-V is similar in concept and execution.

Unlike most sport-utilities, it's based on passenger car components, specifically

the subcompact front-drive Civic line. Toyota used the same approach with

the Rav4, which is an amalgam of pieces from the Camry, Corolla and Celica.

It's shrewd, because the CR-V is considerably bigger and roomier than

the Rav4. In fact, its dimensions are close to those of the four-door Jeep

Cherokee, and it packs about the same cargo capacity.

Although it has the familiar Honda grillework, and a fairly steep rake

to its windshield, the CR-V's exterior design is otherwise classic sport-ute,

which is to say boxy.

There are two very good reasons for this. First, that's the way we keep

telling the manufacturers we like 'em. Second, it maximizes interior volume.

Like the Rav4, the CR-V carries its spare tire on an external rack mounted

on the tailgate. Unlike the Rav4, and a lot of other external mounts, the

CR-V's spare is low enough so that it doesn't interfere with vision to

the rear.

The tailgate is a two-piece affair. The glass upper portion lifts up,

while the lower portion swings open like a door.

Both functions are operated by the key, and it's not the handiest arrangement

if you're juggling an armful of something or other. The operator must first

unlock the window portion, flip it up, and then swing the door open.

Toyota's one-piece rear door is easier to use.

The CR-V's engine is a 2.0-liter twin cam 16-valve aluminum four-cylinder

hybrid from the Civic inventory, rated at 126 horsepower and 133 pound-feet

of torque. That's a little more power than the Rav4's 2.0-liter four, but

the CR-V is a little heavier, so power-to-weight ratios are similar.

During its first year in the U.S. market, the CR-V will be offered in

one trim level, well equipped, with a four-speed automatic transmission

and full-time all-wheel drive as standard equipment.

Like many all-wheel drive setups, the CR-V's Real-Time system operates

primarily on the drive wheels, which are, in this case, up front. When

the system sensors detect traction loss on the drive wheels, it feeds torque,

via hydraulic pumps, to the rear wheels until proper grip is restored.

There's no locking feature for the center differential, no low-range

four-wheel drive feature and no limited-slip option for the rear differential,

which limits the CR-V's effectiveness in stuff like deep, loose sand (beware

on the beach).

Suspension, Honda's effective four-wheel double wishbone system, is

independent at all four corners, and the rack-and-pinion power steering

features variable assist--high boost for easy steering at parking lot speeds,

low boost for good feedback at highway speeds.

The only options are aluminum alloy wheels and antilock brakes, which

are offered as a $1000 package.

With this package, and Honda's $395 destination and delivery charge,

our CR-V tester stickered out at $20,695.