Power, up 10 horsepower from the '06, is competitive, at least with others in the class powered by four-cylinder engines. The turbocharged four in the Mazda CX-7 does better, of course, as do the V6 engines becoming increasingly available for compact SUVs. All of the V6s make a minimum of 200 horsepower, some reaching into the upper 200s; the new RAV4, for instance, pumps out 269 hp, the new Kia Sorento 262 hp. Granted, they all pay a price in fuel economy, but against the 3534-pound CR-V EX-L's EPA-estimated 22/28 City/Highway miles per gallon, a 3675-pound, V6-powered RAV4 gives up but 1 mpg on the City cycle and matches the CR-V on the Highway.

While hitting the gas in the CR-V won't snap any necks like some in the class aspire to, it delivers what most drivers need, if not want. And it does so reasonably smoothly, too, with less ruckus than the RAV4, although for reasons of mechanical design as much as anything, not as demurely as V6-powered alternatives.

The new, five-speed automatic transmission is a good match, not best in class but well above average in smoothness of shifts, in controlling hunting for the right gear when climbing grades and in holding a lower gear when helpful on downgrades.

Honda's available Real Time 4WD is actually an all-wheel-drive system, not a conventional four-wheel drive, as it incorporates no lockable transfer case or ultra-low, off-road gearing. As such, it works seamlessly, invisibly allocating power to the tires slipping the least, although always favoring the default front-wheel-drive focus. All CR-Vs have Honda's Vehicle Stability Assist system, which includes traction control. This, coupled with four-wheel disc brakes, vented in front and solid in the rear, and standard ABS, brake assist and electronic brake-force distribution, help drivers maintain control in emergency maneuvers or in bad weather.

In ride and handling, the new CR-V sports some encouraging tweaks in suspension geometry and component positioning. The track (the distance between wheels side to side) is wider, in front by 1.2 inches, in back by 0.8 inches. Larger wheels wear slightly fatter tires, which makes for a wider foot print where the tires touch the road. Lowering the powertrain in the body and weight-saving measures drops the center of gravity by an inch and a half. These, plus changes in steering angles, bushings and spring and shock tuning, markedly reduce body lean in cornering and dampen head toss over rough and uneven pavement. Even traversing well-aged railroad crossings at mildly elevated speeds produced no threatening sounds or gyrations. Steering assist could be backed off a notch or two, closer to that of the RAV4, which might improve directional stability and lessen the need for minor corrections in corners and long sweepers.

Auditory intrusions were minimal, for the most part, and as far as tire noise, strongly correlated with pavement type and conditions. The EX-L also did the best job of insulating occupants from outside irritants. Sounds from under the hood, although low key, left no doubt the engine is a four-cylinder and that it strained at times. Moderate wind whistle leaked into the cabin from the outside mirrors and around the A-pillars.