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 6
By Tom Strongman
May 29, 1999
The Si is Honda's Civic lesson for the year. If young drivers are sinking their hard-earned bucks into hopping up Civics, why shouldn't the factory build one of its own? Enter the 160-horsepower Civic coupe Si. The price of $17,445 includes
AM/FM/CD, power sunroof and air conditioning. Also standard are a keyless remote, power mirrors, power windows and cruise control. All Si coupes have alloy wheels, two-tone cloth upholstery and black, red or blue paint. Hopped-up Civics are most
prevalent in southern California, where automotive trends often show up first. Troll the freeways of Los Angeles and you can see countless Hondas lowered so far they look like they are riding on coasters. With exhausts the size of drain pipes and
ultra-low profile tires on trick wheels, Civics are to this generation what the '57 Chevy was to baby boomers. While the factory version doesn't have the radical looks of the SoCal street rods, it is modified to boost both straight-line performance
and road holding. It zips through the gears like a four-wheel motorcycle and darts around corners like it was being chased by demons. The transversely mounted, all-aluminum 1.6-liter, 4-cylinder engine that drives the front wheels revs to 8,000 rpm.
It has dual-overhead-cams (DOHC), four valves per cylinder and a high compression ratio. The exhaust system has larger pipes, too. Despite its high output, this engine feels smooth and free of vibration. High-rpm engines are Honda's signature, a
fact likely traceable to the company's long history of building both motorcycle and racing engines. The one in the Si pulls well from 5,000 because of the VTEC variable valve timing. It really sings from 7,000 to 8,000, where the 160 horsepower is
reached. To me, the disadvantage an engine that revs this high is this: Most drivers aren't comfortable revving an engine this far and probably won't most of the time. As much as I like the way it screams up to 8,000, horsepower that is accessible at
lower rpm would be used more often. The five-speed manual transmission shifts with a flick of the wrist. Third, fourth and fifth gears have closer ratios than other Civics and that helps keep the engine in its powerband. Highway cruising is a tad
noisier because the lower fifth gear spins the engine more. All Civics use a dual wishbone suspension front and rear, but the Si gets stronger front springs and a brace between the front shock absorbers. Special gas shocks provide a firmer feel
without degrading the ride quality. In most driving, the Si's tight ride feels good, and it reacts well to steering input. Really aggressive driving shows up the shortcomings of front-wheel-drive traction, but that is mostly academic in daily
driving. Like other Civics, the Si has electronic controls for its heating and ventilation system. Three knobs are placed vertically alongside the radio, where they can be reached without moving your hand far from the steeri
ng wheel. While this layout is unusual, I found it to be most convenient. Front seats are pretty heavily contoured, and their firm padding feels as good as the end of a drive as it does at the beginning. The upholstery pattern is lively enough to be
interesting, yet subtle enough that it doesn't look garish. The back seat is fairly small, but the 60/40 split-folding back expands cargo capacity nicely. Our test car's build quality was first rate. Engine and road noise were both well muted.
While Honda touts the Civic Si as a hot car for the young generation, this package is one that will appeal to older drivers who like a responsive car without a towering price tag. Price The base price of the Civic coupe Si test car was
$17,445. Floor mats and transportation brought the sticker price to $17,949. Warranty Three years or 36,000 miles. Point: Because it sports a 160-horsepower engine, Honda touts its Civic Si as a hot r
, but its sharp handling actually makes it more akin to a sport sedan. Counterpoint: Aside from a small backseat, the only downside to the Si is that the engine has to be revved very high to extract its power. SPECIFICATIONS: ENGINE:
1.6-liter, 4-cyl. TRANSMISSION: 5-speed CONFIGURATION: Front-wheel drive WHEELBASE: 103.2 inches CURB WEIGHT: 2,612 lbs. BASE PRICE: $17,445 PRICE AS DRIVEN: $17,949 MPG RATING: 26 city, 31 hwy.