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 average or better mpg, have average or better reliability, good crash-test ratings, and our experts' recommendations.
By Bob Golfen
March 16, 1996
When Volvo's sporty, front-wheel-drive sedan, the 850 GLT, appeared on the scene several years ago, it forced drivers to change their view of the Swedish automaker, long known for sturdy automobiles that were high on safety and short on panache. The
850 still boasted Volvo's credo of advanced safety engineering, but here was a Volvo that was actually fun to drive, especially the powerful turbocharged models. Then, the 850 wagon made everyone do a double-take, especially when turbo wagons began
showing up at race meets, propelling their boxy shapes past much jazzier members of the sports-racing fraternity. With the 850 turbo wagon, the compromises are few. Here we have an eminently practical family hauler with loads of space for vacation
gear, gardening supplies, bicycles, whatever, that accelerates and handles like a sports coupe. In a world taken over by minivans and sport-utility vehicles, a high-performance station wagon built by Swedes might seem like a curiosity. But in terms
of moms and dads who still think driving can be fun, while taking seriously their responsibilities to kith and kin, it starts making sense. The best place to drive a turbo wagon is out on a challenging road, maybe that twisting pass on Mingus
Mountain between Prescott and Jerome. That's where we took it, kids in the back seat, ice chest to the rear. In terms of power, handling, braking and pure enjoyment, the Volvo station wagon aced it, without anyone on board feeling shaken up or
stressed out. Not too shabby. The steering is quick and direct, maybe a bit on the heavy side for some drivers, and cornering balance is remarkable for a station wagon. Volvo's four-wheel-disc-brake system is among the best anywhere. The wagon
we tested was set up with performance suspension, wheels and tires, but otherwise not too loaded up with accessories, aside from automatic transmission, power windows and remote locking. The automatic transmission on our test car was a willing
partner that shifted with precision. The driver can set the electronic tranny to either economy or sport modes. Either way, it always seemed on top of things. The inline, five-cylinder engine is strong without being obnoxious, its exhaust note under
hard acceleration sounding more like a musical chord than a roar. It's a bit sluggish off the line and exhibited some turbo power lag coming out of corners, but the trade-off in economy is worth it. At 190 horsepower, it doesn't have the fiery power
of the upgraded 850-R, with 50 more ponies from the more highly tuned engine. There's also a wagon version of the R. The look of the 850 wagon is still a basic box, though the sharp wheels on this car kept it from being too dowdy. The front end has
been refined for '97, giving it a slimmer profile, and the taillights that go high up the rear pillars still look fresh. The simple interior works well, the safety emphasis strongly evident. The inner doors have no protrusions,
seats are equipped with side-impact air bags, and a fold-out child-booster is built into the center of the back seat. The interior does seem kind of behind the curve, looking clunky and squared off compared with the swooping designs coming out of
Detroit and Japan. Thankfully, this dashboard came in plain black rather than the ugly wood accents that Volvo's been putting in some of its models. Though de-contented, the price tag on the turbo wagon we tested was nearly $34,000, keeping it out of
most people's reach. But they do last, as evidenced by the 10-year-old, 93,000-mile Volvo wagon in our driveway. Ours is a 240 series, though, non-turbo and near the high side of funky. But it's a good old workhorse, and I'd suspect the 850 would be
as well. Only with a lot more flair. 1997 Volvo 850 Vehicle type: Five-passenger, four-door station wagon, front-wheel-drive. Base price: $33,135. Price as tested: $33,630. Engine: 2.4 -liter inli
ne five, 190 horsepower at 5,200 rpm, 191 pound-feet of torque at 1,800 rpm. Transmission: Four-speed automatic. Curb weight: 3,360 pounds. Length: 185.4 inches. Wheelbase: 104.9 inches. Safety features: Dual air bags, anti-lock brakes. EPA
fuel economy: 20 mpg city, 27 mpg highway. Highs: Strong engine response. Roomy interior. Reputation for safety, reliability. Lows: Dowdy image. High price tag. Scattered controls, switches.