The Honda CR-V presents a new face for 2010. The individual changes are all subtle, but they add up visually. Starting from the top and working down, the cut-line between the hood and grille has been moved up to where it's level with the top of the grille opening, rather than reaching down around the opening as before. The upper grille itself has been simplified: The centered Honda H-logo remains, but it's now supported by a single, slim chrome blade, in place of last year's heavy-looking chrome double bar. The lower grille has surrendered its horizontal slats in favor of a black honeycomb texture. A piece of bright trim helps define its lower boundary on EX and EX-L models.

Below that, the dark-plastic ersatz skid plate remains, but it's been dialed back considerably, leaving room for an actual body-color bumper beneath the lower grille. The new bumper is very angular in contour which, if anything, further emphasizes the CR-V's trademark jut-jaw expression. (It also adds about an inch and half to the CR-V's overall length.) Fog lights (available as a dealer-installed accessory) are now tunneled into the body-color portion of the bumper, rather than into the pseudo-skid plate.

The same theme echoes around back, where Honda has similarly re-shaped the bumper so that the red reflectors now reside in a thin, body-colored lip above the retreating black cladding.

We like the new look of the 2010 CR-V, particularly the front, which strikes us as cleaner, more integrated, and more car-like. Funny how the same treatment seems to make the back of the CR-V fussier, albeit only a little. But more than any of the body changes we like the CR-V's new alloy wheels: With their five elegantly slim double spokes, they make the old seven-spoke wheels look downright dowdy by comparison.

If nothing else, the new front end does an even better job of pulling the CR-V's visual mass downwards, reducing its perceived height. Unchanged are the large, sharply angled headlight housings that crowd the upper grille and blend down into the lower air intake. Stout fender flares stretch out to wrap tightly around the tires, giving the new CR-V a sturdy, planted stance.

The side aspect, unchanged except for the new wheels, shows most clearly the CR-V's departure from the more common boxy, mini-SUV look. Starting from the gently rounded hood, the relatively fast windshield flows into a roofline that drops ever so slightly as it passes over the sharply tapered glasshouse, ending at the tailgate's top edge, which itself is pulled forward to a point almost directly above the rear wheel well. A strong character line runs from the top of the front wheel well back beneath the full-round door handles to bifurcate the side marker lens of the rear taillight. To us, it looks a little like the Mercedes-Benz R-Class in the overall outline.

Above the new rear bumper, the CR-V's hindquarters still present more of the classic SUV look, with a trapezoidal backlight bookended by the trademark CR-V high taillights and atop a fairly tall and relatively broad, high-relief tailgate panel. The oversize license plate recess will accommodate almost any country's registration telltale.

Interior

The interior of the Honda CR-V focuses on function, with a bit of style tossed in to make things interesting. Everything is in its place for the most part, and everything feels the way it should. Quality of materials and fit and finish overall live up to Honda's standards.

For 2010, seat fabrics are new, and there's more bright trim for a cheerier atmosphere without overdoing it. Conversely, models with ivory upholstery now come with a darker-colored (read: dirt hiding) carpet. We particularly like Honda's subtle re-take of the CR-V's big, upright interior door handles: The upper attachment point now looks like a miniature of the lower one, and in between is a rubberized grip. The center folding armrests are now wider, too.

For 2010, the audio panel features a dual-tone gray/black color scheme with blue backlighting; and the premium stereo gets a USB interface. The multi-information display now appears against a blue background as well, matching the radio. Display functions now include a compass on non-navigation models; with navigation, Bluetooth status is displayed.

Otherwise the dashboard and instrument cluster remain classic Honda, as in, friendly to eye and hand, with the only mildly discordant note the placement of the shift lever, sprouting from a pod suspended from the center of the dash. While neither as ergonomic as a floor-mounted lever nor as natural, in an archaic sort of way, as one mounted on the steering column, it is consistent with the emphasis on flexibility in the front seat area. In the LX and EX, the space between the front seats that might otherwise host a console and floor-mounted shift lever is dedicated to a unique, multi-use tray that when not needed folds down against the side of the passenger seat, opening a walk-through access to the rear seat. The EX-L gets a more traditional, fixed center console, with cup holders and storage space for up to 24 CDs. Some of this storage space is lost on EX-L models with navigation, where the console must house the CD changer as well. As if in compensation, a digital audio-card reader is still exclusive to the navigation model.

The front seats seem a little short on thigh support. But to the limited extent the CR-V lends itself to sporty driving, the seatback side bolsters do an adequate job of keeping occupants' upper bodies in place. Not so the seat-bottom bolsters, shaped more for ease of entry and exit than for restraining posteriors. There is, however, a welcome dead pedal against which drivers may brace a left leg as necessary and appropriate.

The rear seat is more moderately contoured, the better to allow it to fold and pivot forward against the backs of the front seats. The seat bottom splits 60/40, with the shorter piece on the left side; the seat backs, however, divide 40/20/40, into three sections, meaning you can fold the right or left side, the center section or any combination of the three. It's a nice touch.

Most drivers will find the standard height-adjustable adjustable seat and two-way adjustable steering give them the best of all worlds: a comfortable posture without compromising outward visibility. A low cowl keeps the edges of the hood in view. Rearward vision, however, sets no new standard and suffers from the stylishly shaped C-pillars.

The rearview video camera that comes with the optional navigation system helps and is an added safety feature because it can help the driver spot children behind the vehicle.

Audio and climate controls on the LX and EX border on retro in their simplicity and arrangement. Large, rotary knobs control the functions that vary by degrees. Buttons are used for on/off or simple selections. However, when in Park, the shift lever obstructs buttons for air conditioning functions and mirror heaters. And by operational necessity, the optional navigation system layers audio and map display controls.

Comparing cargo space, the new CR-V ranks in the top half, regardless of the competitor's seating capacity. It also features one of the nicest cargo compartments, flat and without the holes that can be hazardous to big dogs.

However, the CR-V does not offer a third-row seat, as does the Toyota RAV4 and other competitors, which expand seating to seven or even eight people. The CR-V settles for seating for five.

Incidental storage is routine. All four doors have fixed map pockets with molded-in beverage can separators. Both the foldable tray and fixed center console boast two cup holders. The centerpiece below the shift pod holds a couple of bins. And (something that's becoming increasingly popular) a bi-level glove box fills the middle and lower sections of the passenger-side dash.