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 2
By Bob Golfen
May 25, 1996
Two-seater roadsters are rushing back into focus, with German top dogs BMW, Mercedes-Benz, Porsche and Audi introducing the latest variations of an old theme. Of course, it was Mazda that set everyone back on their heels a decade ago with the
mighty Miata. Others tried to emulate Mazda's success in reinventing the affordable sports car. One that met the challenge was Honda's unique little Del Sol, another version of the basic Civic, Honda's economical mainstay. The Del Sol was
always a good concept, a workable compromise between a convertible, a sporty two-seater and an economy coupe. Originally, there was a certain level of disappointment in the Del Sol, compared with the bad-boy Civic CRX it replaced. The new two-seater
was rapped for being too kind and gentle, too stubby and cute, a cartoon Ferrari, non-threatening to a fault. Yet for the young who yearned for open-air transportation with the least cost and hassle, the Del Sol fits the bill nicely. It was
nice to get reacquainted with the little critter, especially one equipped with the trick VTEC engine. This high-revving, 160-horsepower mill, along with a well-controlled suspension and performance tires, bestows upon the Del Sol an aggressive streak that
belies its mild appearance. The VTEC is the top model, above the SI with its 127-horse engine and the base Del Sol S, with a 106-horsepower engine. At $20,000, the Del Sol's price tag is not insignificant, but for the high fun-factor level, it
must be some kind of bargain. A strong engine that makes all the right noises, quick steering, tight cornering, open-air aplomb; these were the perfect ingredients for an afternoon tryout along the tightly twisting curves of the Apache Trail east of
Mesa to Tortilla Flat. The flexible VTEC engine, pulling freely up to a race-bred 8,000 rpm, made the trip easy. Most of the time, the shifter was just left in third gear, with plenty of range in vehicle speed dialed in by the engine's wide power
band. The VTEC engine uses a variable valve-timing-and-lift setup, which gives it the free-spinning power at the upper revs while keeping acceptable torque and driveability at slower speeds. As the engine speed builds, you can feel it switch over at
about 5,000 rpm, the engine suddenly feeling stronger, its exhaust note more urgent. Remarkably, this engine has the highest horsepower-per-liter rating of any naturally aspirated engine, meaning one that's not turbocharged or supercharged, in any
passenger car. The engine is very smooth, but it can get noisy. Road noise in the Del Sol also can be excessive, particularly on the concrete surface of a freeway. The chunky tread on the high-performance tires doesn't help. Shifting is
smooth and direct. However, the gearing is rather short, probably to accommodate the engine's powerful upper-rev characteristics. The Del Sol's best feature remains the simple system for turning a coupe into a converti
ble. Flip two latches on either side of the cockpit, lift off the targa top (the kind of roof that lifts off between the windshield and a fixed roll-bar structure), stow it in the trunk-mounted rack and, best of all, roll down the electric back window.
The only problem with Honda's system is the weight and awkward size of the removeable top. A rather small woman enlisted to demonstrate was unable to heft it into place. Oh, well. The interior, though roomy, was compromised by weird design
problems, such as skimpy, ineffective sun visors; ugly switches along the top of the dash; marginally comfortable seats and the world's worst cup holders. On the plus side, quality and materials of the interior seem top-notch, and some features,
such as the two locking stowage areas behind the seats, were well-appreciated. Overall, the Del Sol VTEC raises the appeal of this chubby cruiser considerably, with the enhanced engine power and handling improvements making this cha racter fee
l more like a sports car than a beach toy. 1996 Honda Del Dol Vehicle type: Two-passenger, two-door targa-top convertible, front-wheel drive Base price: $19,600. Price as tested: $20,832. Engine: 1.6-liter inline 4, 160 horsepower
at 7,600 rpm, 111 pound-feet of torque at 7,000 rpm. Transmission: Five-speed stick shift. Curb weight: 2,522 pounds. Length: 157.7 inches. Wheelbase: 93.3 inches. Safety features: Dual air bags, anti-lock brakes. EPA fuel economy: 26 mpg
city, 30 mpg highway.