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 Jim Mateja
March 21, 1999
Never has a car so captivated the motoring public. And never has a car so angered those same folks only a few years later. Such has been the plight of the Ford Taurus, launched for the 1986 model year, when General Motors Corp. owned
the midsize car market. Along came Taurus, a significant machine because Ford bet the farm on it. GM was redesigning its midsize cars. For some strange reason, GM decided motorists relished midsize coupes more than midsize sedans. So GM focused on
new two-door-- rather than four-door--cars. When you own the market for midsize cars, as GM did, you do what you damn well please. In the midst of GM's W-body midsize coupe--Buick Regal, Chevrolet Lumina, Oldsmobile Cutlass and Pontiac Grand
Prix--campaign, Ford brought a pair of Taurus prototypes to the Chicago Auto Show in early '85--one with a traditional grille, one with a floating Ford oval where the grille normally would be found. Auto-show visitors overwhelmingly favored the car
without the grille and that's the version Ford built. That December, Ford brought out a four-door Taurus sedan and a Mercury companion called Sable to replace the Ford LTD and Mercury Marquis. Most industry observers felt Ford had made a reckless
move. Overlooked, however, was the reaction Chicago Auto Show visitors gave the grille-less Taurus. After all, showgoers could have vetoed both prototypes and told Ford to keep the LTD. After a few months of getting used to the odd-looking
Taurus, customers ran to showrooms. GM scrambled to bring out fresh, new midsize sedans, but it was too late. Taurus had become a household word and, by the 1992 calendar year, became the best-selling car in the industry, unseating the Honda
Accord, which held the title from 1989 through 1991. Oddly, GM, as well as Chrysler, celebrated the Taurus victory because it deposed a Japanese nameplate at a time when Japanese cars were perceived as superior to U.S. makes. Taurus' sales victory gave
all U.S. cars instant credibility. Of note, Accord had taken the title away from the Ford Escort, the top seller in 1988. Taurus held the title from 1992 through 1996, before the Toyota Camry stepped up to win the crown the last two years.
Taurus was a success story. Unfortunately, Ford didn't handle success very well. It figured that if the public liked a radical-looking sedan in 1986, they'd welcome an even more radical redesign in 1996. Wrong. The '96 Taurus was too curvy.
And the taillamps drooped, as if the clay on the concept melted and no one bothered to prop it up. The car looked smaller than the model it replaced at a time when people were demanding bigger cars. Inside, most controls were housed in an oval pod in the
center of the rounded and curvy instrument panel. There wasn't a straight line to be found in or out of the car. While Ford poked fun at Accord and Camry as bland looking, it
found that the more dramatic the styling, the quicker it grew old. Accord and Camry may be bland, but you don't have to buy a new one every two or three years to keep in fashion. For the 2000 model year, Taurus will be redesigned, with new front
and rear-end treatments as well as a cabin overhaul. Taurus will look very much like the compact Ford Contour, a pleasantly conservative sedan. More on that machine later. For now, we focus on the 1999 Taurus SE, the "last of" for the current
generation. In testing the SE, we found that while styling has taken much of the blame for Taurus falling behind Camry and Accord in sales, it isn't the sole reason. Perhaps Ford has focused too much on Taurus styling at the expense of updating the
engineering. The Taurus SE feels too heavy and cumbersome. Camry and Accord may win no beauty crowns, but they certainly will walk away with the congeniality award. Accord and Camry are limber and nimble compared with
a more cumbersome Taurus. You feel lots of weight in the wheel. The steering system is slow to respond to wheel input. The 3-liter, 160-horsepower V-6 strains to get the vehicle in motion. The optional 3-liter, 185-h.p., 24-valve V-6 would have fared
better. Then, too, the seats are overstuffed and take up too much cabin room. You feel cramped, almost as if in a compact sedan. Curvy lines dominate. There isn't a flat spot to place a pencil. Storage space is at a premium. The instrument pod
housing all the controls seemed space age when introduced in 1996; now it looks confusing. Taurus needs to get slimmer and trimmer inside and out. It needs a V-6 with more muscle to move the bulk with less effort, or maybe just less bulk to move.
And the power-steering system needs a shot of adrenalin to allow for more nimble maneuvering. We hope the 2000 Taurus will provide more interior room, more storage compartments and softer, more comfortable seats. And whoever was in charge of
curves in the current generation Taurus should be sent to a room with a ruler and made to draw straight lines until he comes back to his senses. The SE we tested starts at $18,445. But options quickly add up. A "comfort" group at $1,500 adds
six-way power driver's seat, air conditioning, keyless entry and something called a light group. Ford loves to lump "groups" onto the sticker without explaining what secretive features are included. With assorted other options and freight, the
sticker came to $23,245. The 2000 Taurus will be watched closely, by Ford and its dealers, some of whom complain that Ford has become a truck company--meaning pickups, sport-utility vehicles and mini-vans. A host of variations such as the Explorer
Sport Trac for 2001, an Explorer SUV with a pickup bed, are planned for the near future. Dealers say when customers walk in the door, it's easy to sell them a Ford truck, but that there's no whiz-bang, gotta-get-my-hands-on-that-thing car in the
lineup. The 2001 Thunderbird will be such a vehicle, but only 20,000 will be available nationwide. And when a customer drives to the showroom to admire the Thunderbird but can't afford the $35,000 plus options and premium price tag, what other car does
Ford have to show them that will create excitement?