Manufacturer's Suggested Retail Price (MSRP), also known as "sticker" price, is a recommended selling price that automakers give a new car that is above the invoice price paid by the dealer. It is a price that does not include any options that can be added to a particular car style. When shown as a range, the prices are starting MSRPs, without options, for multiple styles for that model.
This price range reflects the Kelley Blue Book Suggested Retail value for all trim levels, but not necessarily all available options.
The Kelley Blue Book Suggested Retail value represents the amount an auto dealer might ask for a specific vehicle; the actual sale price will vary. A vehicle's popularity, condition, warranty, color and local market conditions are factors involved in determining a final price. The retail value is not a trade-in or private party value.
The Suggested Retail value assumes that the vehicle has been fully reconditioned and has a clean title history. The Suggested Retail value also allows for advertising, sales commissions, insurance and other costs of doing business as a dealer. Most vehicles offered at this price have passed an inspection, and some may carry a warranty. Vehicle mileage is assumed to be normal or below normal.
Best Bets get above-average mpg, class-average or better reliability, class-average or better crash-test ratings, and our recommendation.
Expert Reviews 1 of 4
By Richard Truett
April 6, 1995
Has Honda lost its bearings? I'm inclined to think so after spending a week behind the wheel of the new Accord V-6. For one thing, more than $22,000 for an Accord V-6 that is not even equipped with leather seats is a large sum of money for a
car that is basically a rather plain-looking four-door family sedan. For another, the Accord's V-6 engine offers no tangible improvement in performance over the marvelous VTEC four-cylinder engine in the Accord EX. If that weren't enough, Ford and
Chrysler offer better-looking cars of equal quality that come with more equipment and cost less. The fully loaded V-6-powered Ford Contour/Mercury Mystique or Chrysler Cirrus/Dodge Stratus sedans sell for between $2,000 and $4,000 less than the Accord
V-6. After driving the Accord V-6, I can't figure out what Honda is trying to accomplish with this car. PERFORMANCE I know more about what is under the hood of the Accord V-6 than probably anyone else who has reviewed the car, because I own a
1991 Sterling SL, which has a nearly identical drivetrain. That's right. The 2.7-liter engine and four-speed automatic transmission in the Accord V-6 dates back to the mid-1980s and the first-generation Acura Legend/Rover Sterling. Although Honda
brought out a new engine and transmission for the Acura Legend in 1991, the company never stopped building the 2.7-liter engine. The engine, coupled with the four-speed automatic, continues to be used by Rover for the Sterling 827, a car that was pulled
from the U.S. market five years ago. A redesigned version of the Sterling continues to be sold in other countries. Honda says it has improved the 2.7-liter V-6 and that the new version delivers 10 more horsepower than the old engine. Honda also claims
to have redesigned the four-speed automatic. I couldn't tell by driving it. The engine's performance feels the same, and the transmission exhibits the same bad habits as the one in my car. In any case, Honda rates the 2.7-liter at 170
horsepower. Although the four-cylinder engine in the Accord EX delivers only 145 horsepower, it's this four-cylinder car that delivers a faster time in getting from 0 to 60 mph. Motor Trend magazine tested both Accords and found the EX model makes the
trip in 8.1 seconds, while the Accord V-6 takes 8.8 seconds to reach 60 mph. (The V-6 model weighs 210 pounds more than the Accord EX.) Fuel mileage is better in the EX too. And, of course, the price is more agreeable. The EX sells for more than
$1,000 less. It is my contention, then, that the V-6 adds nothing to the Accord. Now, with all that baggage out of the way, let me tell you that the V-6 engine is a smooth charmer - but so is the four-cylinder. The aluminum V-6 is a quiet, nearly
vibration-free and strong engine - but so is the four-cylinder. The transmission, however, feels unrefined compared with those in similar cars, such as the Ford Contour
and Chevrolet Lumina. Some of the shifts were rough, and the transmission had a tendency to get confused about which gear it should be in when the car was rolling along at between 20 and 30 mph. For instance, if I accelerated quickly at that speed, the
transmission would shift roughly into the next lower gear. Other times, it wouldn't shift at all unless the accelerator was floored. The Accord V-6 is not available with a stick shift. HANDLING The Accord V-6 is equipped with a four-wheel
independent suspension system that consists of double wishbones, coil springs and stabilizer bars. That's generally a setup that yields a firm and sporting ride. But not in the Accord V-6. I can't remember driving a Honda that handled quite like
this. The ride is pillowy soft, and the car sort of wallows around corners. There is nothing sporty about the Accord V-6's road manners. In fact, it's a car you don't feel comfortable driving fast on twisty roads. Itw
s on a long trip over smoothly paved roads that I found the Accord V-6 to be at its best. It cruises effortlessly on long, flat and straight roads. Road noise is well muffled, and the Accord V-6 does a nice job of preventing the driver from feeling the
effects of small and medium bumps. The power-assisted anti-lock four-wheel disc brakes are capable of slowing the Accord quickly and easily. The power rack-and-pinion steering is tight and precise. FIT AND FINISH Some of the interior pieces,
such as the plastic center console and trim around the windshield frame (the A-pillars) struck me as being chintzy-looking for a $22,000 car. The cloth-covered seats, although comfortable, also didn't fit in as part of such an expensive car. For the
same or less than the Accord, you can buy Ford, General Motors and Chrysler sedans with leather-trimmed interiors. The Chevrolet Lumina and Monte Carlo, the Ford Contour and Taurus, and the Chrysler Cirrus and Concorde are such cars. Our test car,
which was well-built, offered good interior room front and rear, and visibility was excellent. The air conditioner wasn't able to cool the interior of the car quickly. Also, it didn't consistently blow cold air. The rotary controls, however, were easy
to reach and use. Another thing the Accord could use: a set of lighted window switches. Dual air bags are standard on the Accord. The trunk is large and easy to load because the tip of the trunk lid extends to the rear bumper. All in all,
the Accord V-6 struck me as an incredibly average car with a very high price. When compared with the Ford Contour/Mercury Mystique, Chrysler Cirrus/Dodge Stratus and Chevrolet Lumina, the Accord V-6 finishes last by country mile. The basic Accord
with a four-cylinder engine is the far smarter buy. Truett's tip: The Honda Accord V-6 is a major disappointment. It doesn't perform better than the less-expensive VTEC equipped four-cylinder model, and the handling is soft and
soggy - just like a 1960s Buick.