# data.attributes.metatag[].attributes.content
The Lexus RX is a handsome player in the big SUV arena, but it's hard to play the value card this high up the price chain

# data.attributes.metatag[].attributes.content
The Lexus RX is a handsome player in the big SUV arena, but it's hard to play the value card this high up the price chain

# data.attributes.metatag[].attributes.content
The Lexus RX is a handsome player in the big SUV arena, but it's hard to play the value card this high up the price chain

# data.attributes.metatag[].attributes.content
The Lexus RX is a handsome player in the big SUV arena, but it's hard to play the value card this high up the price chain

# data.attributes.metatag[].attributes.content.description[]
The Lexus RX is a handsome player in the big SUV arena

# data.attributes.metatag[].attributes.content.description[]
but it's hard to play the value card this high up the price chain

# data.attributes.metatag[].attributes.content[]
"description":"The Lexus RX is a handsome player in the big SUV arena

# data.attributes.metatag[].attributes.content[]
but it's hard to play the value card this high up the price chain"

# data.attributes.field_cars_driving.value
The RX comes in three flavours and they’re all largely very accomplished. All three suffer slightly on very bad roads, meting out a largely firm ride, but certainly nothing that will threaten tooth enamel from any of them.

Of all three, the base 350 is probably the lightest feeling, with the least plush ride. The 500h is firmer but feels more expensively damped, and the 450h+ the best compromise. Although it also weighs the most, and weight sometimes helps with a feeling of solidity and ride quality.

What about going fast?

All will lean if pitched hard into a corner, all feel more front-wheel drive than anything else - although that’s more manifest in the slight torque steer from a fast start than actual spinning wheels. But that sounds harsh when it really isn’t: these are very neat, very grown-up SUVs and they don’t have any huge dynamic bugbears. However none could really be considered ‘sporty’.

Obviously the 500h makes the best fist of it, but honestly it just feels like a wound-up 350h with a load of slightly raspy noise played through the bulkhead. It’s rapid, but not particularly encouraging, even with four-wheel steer and Direct4 electric all-wheel drive. It’s more of an athletic take on the RX formula than an actual sportscar.

Similarly, the 350h is absolutely fine, but the droney nature of the e-CVT and its predilection for torque mining makes it a bit of a waste of time to hustle - it’s much better at cruising. The 450+ might not ultimately be the most dynamic of things, but the PHEV set up allows for a decent chunk of motoring on batteries only (up to 80mph, too), some decent filling in of the four-cylinder’s weak spots and a general feeling of well-being.

The steering reflects that; accurate and with decent weight, but largely mute when it comes to what’s going on with the front wheels.

So the PHEV is the best one then?

What does help is the feeling that these are a decent compromise for those who genuinely want to have a little bit of electric-only motoring in their lives, without the risk of full EV. The hybrid versions are self-explanatory. As for the PHEV, other cars may offer more outright EV-only range (X5 and RRS included), but at least you can rely on a bit of brake regen to keep the fuel economy respectable when the cheap(er) home juice in the battery has been expunged.

# data.attributes.field_cars_driving.processed
The RX comes in three flavours and they’re all largely very accomplished. All three suffer slightly on very bad roads, meting out a largely firm ride, but certainly nothing that will threaten tooth enamel from any of them.

Of all three, the base 350 is probably the lightest feeling, with the least plush ride. The 500h is firmer but feels more expensively damped, and the 450h+ the best compromise. Although it also weighs the most, and weight sometimes helps with a feeling of solidity and ride quality.

What about going fast?

All will lean if pitched hard into a corner, all feel more front-wheel drive than anything else - although that’s more manifest in the slight torque steer from a fast start than actual spinning wheels. But that sounds harsh when it really isn’t: these are very neat, very grown-up SUVs and they don’t have any huge dynamic bugbears. However none could really be considered ‘sporty’.

Obviously the 500h makes the best fist of it, but honestly it just feels like a wound-up 350h with a load of slightly raspy noise played through the bulkhead. It’s rapid, but not particularly encouraging, even with four-wheel steer and Direct4 electric all-wheel drive. It’s more of an athletic take on the RX formula than an actual sportscar.

Similarly, the 350h is absolutely fine, but the droney nature of the e-CVT and its predilection for torque mining makes it a bit of a waste of time to hustle - it’s much better at cruising. The 450+ might not ultimately be the most dynamic of things, but the PHEV set up allows for a decent chunk of motoring on batteries only (up to 80mph, too), some decent filling in of the four-cylinder’s weak spots and a general feeling of well-being.

The steering reflects that; accurate and with decent weight, but largely mute when it comes to what’s going on with the front wheels.

So the PHEV is the best one then?

What does help is the feeling that these are a decent compromise for those who genuinely want to have a little bit of electric-only motoring in their lives, without the risk of full EV. The hybrid versions are self-explanatory. As for the PHEV, other cars may offer more outright EV-only range (X5 and RRS included), but at least you can rely on a bit of brake regen to keep the fuel economy respectable when the cheap(er) home juice in the battery has been expunged.

# data.attributes.field_cars_editor_title
Lexus RX review: is £70k *technically* good value for a big, posh SUV?

# data.attributes.field_cars_inside.value
The RX’s interior is based around the Japanese idea of ‘Tazuna’ or the ‘reins of a horse’ - basically direct and intuitive control. And compared to some contemporary systems, it really feels less complicated than some. There’s a Lexus Link Pro 14-inch touchscreen in the middle, complemented by a wide driver’s display screen in front, and supplemented by a head-up display projected onto the end of the bonnet.

The colour head-up display has slightly chunky graphics, but the touchscreen and forward display are both nice enough. Plus, the touchscreen itself is reactive and slick - no double-presses or virtual button fails - although the menu tiles on the right-hand side of the screen are a bit small if you have sausage fingers.

Quality is up there with a nice mix of materials, and there’s a very fast wireless phone charger as standard, as well as USB charging ports for both the front and rear seats. A big nod here is to the attention to detail on some of the seemingly less important aspects: the stitching is nigh-on perfect, and the electric windows operate in silence, as do the folding door mirrors. That sounds like an odd thing to pick up on, but it gives the RX a feeling of serenity and quality.

What else?

There’s also a 12-speaker stereo - which is pretty good - a 36-degree panoramic surround-view monitor, a tonne of advanced driver assistance systems like Extended Lexus Safety System+ and Lexus SafetySense+, Blind spot monitors and cross traffic alerts, a driver monitor, LED headlights and convenience features like a kick-sensor rear tailgate.

After that, the space is generous up front, big in the rear (it’s a comfy five-seater, unlike some that have a skinny middle seat in the back), and a 461-litre boot. That’s big but not huge (an average hatchback weighs in at about 380-litres, for reference), though it’s perfectly comfortable for an averagely-sized dog, or a fully-laden trip away.

# data.attributes.field_cars_inside.processed
The RX’s interior is based around the Japanese idea of ‘Tazuna’ or the ‘reins of a horse’ - basically direct and intuitive control. And compared to some contemporary systems, it really feels less complicated than some. There’s a Lexus Link Pro 14-inch touchscreen in the middle, complemented by a wide driver’s display screen in front, and supplemented by a head-up display projected onto the end of the bonnet.

The colour head-up display has slightly chunky graphics, but the touchscreen and forward display are both nice enough. Plus, the touchscreen itself is reactive and slick - no double-presses or virtual button fails - although the menu tiles on the right-hand side of the screen are a bit small if you have sausage fingers.

Quality is up there with a nice mix of materials, and there’s a very fast wireless phone charger as standard, as well as USB charging ports for both the front and rear seats. A big nod here is to the attention to detail on some of the seemingly less important aspects: the stitching is nigh-on perfect, and the electric windows operate in silence, as do the folding door mirrors. That sounds like an odd thing to pick up on, but it gives the RX a feeling of serenity and quality.

What else?

There’s also a 12-speaker stereo - which is pretty good - a 36-degree panoramic surround-view monitor, a tonne of advanced driver assistance systems like Extended Lexus Safety System+ and Lexus SafetySense+, Blind spot monitors and cross traffic alerts, a driver monitor, LED headlights and convenience features like a kick-sensor rear tailgate.

After that, the space is generous up front, big in the rear (it’s a comfy five-seater, unlike some that have a skinny middle seat in the back), and a 461-litre boot. That’s big but not huge (an average hatchback weighs in at about 380-litres, for reference), though it’s perfectly comfortable for an averagely-sized dog, or a fully-laden trip away.

# data.attributes.field_cars_owning.value
Your starting point for the RX in entry-level Premium spec is £62,125, allied to the 350h powertrain. Then it’s exactly six grand more for Premium Plus, and £76,625 for top-spec Takumi. Upgrading to the 450+ PHEV is about £5k in each instance, while the 500h gets its own, single trim called F Sport: that’ll be £77,195 please.

All are pretty well-equipped, but the Premium Plus is probably the best value. Takumi grade offers adaptive suspension and BladeScan adaptive LED headlights (as well as stuff like 10-way adjustable electric seats), but Premium Plus has everything you actually need.

Some of the options are expensive, too: a panoramic roof is £1,750 and side steps are £725, though some of the really nice exterior colours are only £250. Plus, you can make it look lovely on the inside with some lighter leather options. A lightly-specced 450h+ in Sonic Copper with an Ammonite Sand interior and pan roof/protection pack weighs in at £75,495. Not cheap, but quite possibly value.

Lexus reckons that the sales split will favour the PHEV 450h+ by 55 per cent versus the other two models, and that’s handy as it’s also the best version - and the one we’d recommend.

And if I want the RX as a company car?

The 500h is faster and more dynamic, but it’s a reach for a car of this size with this kind of technology. A CO2 figure of 25-26g/km for the PHEV means eight per cent benefit-in-kind for business users in 2023/24 (which will go up by one per cent per year from 2025), so that’s a decent saving.

Insurance groups haven’t been set quite yet, but seeing as this is an expensive car, don’t expect it to be too cheap to insure, especially the hotter 500h. If you’re a private buyer, the PHEV is also the variant that seems to make the best use of the RX architecture, and it’s the most relevant.

In terms of warranty, there’s a three-year/60,000 mile ticket, but that gets extended if you get it serviced at a Lexus dealer every year for another 10k, up to 10 years or 100k miles. But let’s face it, Lexus are pretty good on the reliability front.

# data.attributes.field_cars_owning.processed
Your starting point for the RX in entry-level Premium spec is £62,125, allied to the 350h powertrain. Then it’s exactly six grand more for Premium Plus, and £76,625 for top-spec Takumi. Upgrading to the 450+ PHEV is about £5k in each instance, while the 500h gets its own, single trim called F Sport: that’ll be £77,195 please.

All are pretty well-equipped, but the Premium Plus is probably the best value. Takumi grade offers adaptive suspension and BladeScan adaptive LED headlights (as well as stuff like 10-way adjustable electric seats), but Premium Plus has everything you actually need.

Some of the options are expensive, too: a panoramic roof is £1,750 and side steps are £725, though some of the really nice exterior colours are only £250. Plus, you can make it look lovely on the inside with some lighter leather options. A lightly-specced 450h+ in Sonic Copper with an Ammonite Sand interior and pan roof/protection pack weighs in at £75,495. Not cheap, but quite possibly value.

Lexus reckons that the sales split will favour the PHEV 450h+ by 55 per cent versus the other two models, and that’s handy as it’s also the best version - and the one we’d recommend.

And if I want the RX as a company car?

The 500h is faster and more dynamic, but it’s a reach for a car of this size with this kind of technology. A CO2 figure of 25-26g/km for the PHEV means eight per cent benefit-in-kind for business users in 2023/24 (which will go up by one per cent per year from 2025), so that’s a decent saving.

Insurance groups haven’t been set quite yet, but seeing as this is an expensive car, don’t expect it to be too cheap to insure, especially the hotter 500h. If you’re a private buyer, the PHEV is also the variant that seems to make the best use of the RX architecture, and it’s the most relevant.

In terms of warranty, there’s a three-year/60,000 mile ticket, but that gets extended if you get it serviced at a Lexus dealer every year for another 10k, up to 10 years or 100k miles. But let’s face it, Lexus are pretty good on the reliability front.

# data.attributes.field_cars_stand_first
The latest fifth-gen Lexus RX takes aim at the X5 and RR Sport, undercutting both with its PHEV

# data.attributes.field_cars_verdict.value
A significant revision for the RX range, and it’s all for the better. With electric all-wheel drive and hybrid across the range, plus a re-worked interior that favours relative simplicity over many-menu swipeability, it’s become a handsome player in the big SUV arena with a style that’s engaging, but not too outré.

It’s not the sportiest of things - even the faster RX500h is more an athletic take on the RX formula than a genuinely fast vehicle - but the RX is calm, serene, efficient and priced well in context of the rest of the segment. If cruising is a priority then the RX is worth a look.

# data.attributes.field_cars_verdict.processed
A significant revision for the RX range, and it’s all for the better. With electric all-wheel drive and hybrid across the range, plus a re-worked interior that favours relative simplicity over many-menu swipeability, it’s become a handsome player in the big SUV arena with a style that’s engaging, but not too outré.

It’s not the sportiest of things - even the faster RX500h is more an athletic take on the RX formula than a genuinely fast vehicle - but the RX is calm, serene, efficient and priced well in context of the rest of the segment. If cruising is a priority then the RX is worth a look.

# data.attributes.field_cars_verdict_against
Slightly firm ride, intrusive advanced driver assistance systems

# data.attributes.field_cars_verdict_for
Excellent refinement, reliable electric-only range, keen pricing in context, looks good

# data.attributes.field_cars_verdict_text
It’s not the sportiest of things, but the RX is calm, serene, efficient and priced well in context of the rest of the segment

# data.attributes.field_cars_what_is_it.value
It’s the fifth generation of the RX name, a car that’s been around in one form or another since 1998, and it’s grown a bit since the original’s compact SUV footprint - but it hasn’t succumbed to middle-aged spread, just put on a bit of size.

It hits the market with a three-tier line-up featuring the RX350h, RX450h+ and RX500h; all hybrid-powered and all-wheel drive via engine-plus-e-motor at the front and an e-axle at the rear.

There are three four levels available which range from well-equipped to gadget-tastic (Premium, Premium Plus, Takumi, and standalone F Sport), and you’re looking at a large, five-seat SUV that’s gunning for things like the BMW X5, Range Rover Sport, Volvo XC90, that sort of thing.

Worth noting that there’s obviously quite a bit of cross-shopping going on in such a populous sector though, and with the new RR Sport clocking in at £83,620 at base and the X5 from £68,165, the Lexus seems to be keenly positioned for what you get. Especially the mid-range 450h+ PHEV with a starting price of £67,100.

It certainly looks different.

Well, there’s a lot been going on with this iteration of the Toyota GA-K platform. The RX gets the same length as before, but an increased wheelbase and wider track for a more confident look. Plus the basic bones are some 90kg lighter - which should mean more dynamism.

There’s a funky grille and sleeker headlights, an excellent window-slash-C-pillar line, strong rear arches and a full-width lightbar that stretches across the tucked-up rear. It all adds up to a handsome SUV that feels nicely Japanese: it’s a good-looking thing, especially when in 500h format with a subtle bit of bodykit.

What about the rest of it?

Well, Lexus loves a good themic explanation, so this time we get a ‘Tazuna’ cockpit, which takes its name from the Japanese for ‘reins of a horse’, riffing on the idea of direct and intuitive control. Not sure about that one, but the 14-inch landscape display, head-up display and driver’s info screen all seem to work very nicely.

Ok, so some of the background graphics still look a little clunky, but the touchscreen itself is responsive and largely intuitive, it’s in the right place (no huge stretches) and includes all the controls you might reasonably require. Although the tiles to the right-hand side of the screen are a bit small when you’re trying to change the radio station on a bumpy road. The steering wheel buttons also control various functions - possibly a few too many for absolute clarity - and you can get a bit lost in the various menus.

There are average storage options, but super-fast wireless charging for your phone and a sextet of USB charging ports spread throughout the cabin, as well as decent space for five and a good boot. Nothing too crazy, but it all stands up.

What’s wrong with it?

One thing you will notice is the fact that many of the advanced driver assistance systems are a touch paranoid and therefore incredibly annoying: you’ll end up switching at least two of them off as part of your start-up procedure. First is the lane-keep assist, which struggles with anything that isn’t a clear, crisp and perfectly delineated two-lane carriageway, and second is the speed limit monitor. That little terror will bleep every time the speed limit changes, bleep three times if you’re 1mph over said speed limit, bleep a bit more if there’s a ‘Y’ in the day of the week… you get the idea.

There are also some fairly outrageous warning systems in the case of the anti-collision software - it really thinks you’ve not noticed that parked car - and woe betide those who reverse close to things using the mirrors, because the emergency braking and ‘BRAKE’ graphics will give you a heart attack.

Are we still self-charging the hybrids?

It’s easy to make fun of the marketing sleight-of-hand here, but the RX does come with a very solid hybrid system as standard. The 350h is a 2.5-litre, naturally-aspirated four with 247bhp (7.9 seconds to 62mph), a normal hybrid system and AWD, while the 450h+ is the same with an 18.1kWh battery and 304bhp (6.5s for the sprint), plus plug.

The 500h makes use of a turbo 2.4-litre four-pot with 366bhp and a 6.2-second 0-62mph, but also features ‘Direct4’ all-wheel drive - basically just a trick electronic control unit for the e-motors. Efficiency is very solid across the range, but less so with the 500h if you constantly use all the 366bhp, obviously. TG saw 55mpg from the 350h and nearly 80mpg from the PHEV; the 500h was much further down at mid-to-late 30s.

So which one is the best?

The one we’re interested in here is the PHEV 450h+, mainly because Lexus thinks that the sales split will be 55 per cent in favour of the one with the plug. That’s a good thing, because it’s probably the best of the three. Plenty of speed if you need it from the 300+bhp system output, you’ll hit the national speed limit in pure electric mode, and a real-world 37 miles (from a quoted 42) is enough to handle most commutes without waking the engine.

And when you do, the four-cylinder is largely muffled, if a little drone-prone. Though that’s probably more to do with the e-CVT gearbox than anything else.

What happens when you run out of electricity? It’s just a heavier ICE.

Well, not in this case. When you’re out of home-charged electricity, the control system just switches back to the parallel-hybrid logic of the normal hybrid gear, giving us that nearly-80mpg on test (and with regular charging).

What that also gives you is tax-friendly CO2 outputs and eight-percent Benefit-in-Kind, but to frame the RX450h+ as a tax swerve would be to do it a disservice; it really is a largely relaxing place to spend time, has good space and comfort, and drives very nicely indeed.

[node:field_onward_journey_card-themed]

The steering is a little light and the suspension can get a bit stiff-kneed on the wrong surface, but generally it slips through life in a quiet, effective manner. Something of a calm, grown-up take on the large SUV, it’s the kind of car that will no doubt get better the longer you spend in it.

Sounds promising, but would you really have one over a sexier brand?

The problem is exactly that for this Lexus: there’s plenty of choice in this market segment, and it’s stuff you wouldn’t have to explain and/or describe. But the RX has seen a significant upgrade, and it looks good, has plenty of space, tech and ability. It’s also keenly priced in terms of kit and quality. It’s a really solid effort from Lexus, but it might not be enough to tempt people away from more familiar shapes.

# data.attributes.field_cars_what_is_it.processed
It’s the fifth generation of the RX name, a car that’s been around in one form or another since 1998, and it’s grown a bit since the original’s compact SUV footprint - but it hasn’t succumbed to middle-aged spread, just put on a bit of size.

It hits the market with a three-tier line-up featuring the RX350h, RX450h+ and RX500h; all hybrid-powered and all-wheel drive via engine-plus-e-motor at the front and an e-axle at the rear.

There are three four levels available which range from well-equipped to gadget-tastic (Premium, Premium Plus, Takumi, and standalone F Sport), and you’re looking at a large, five-seat SUV that’s gunning for things like the BMW X5, Range Rover Sport, Volvo XC90, that sort of thing.

Worth noting that there’s obviously quite a bit of cross-shopping going on in such a populous sector though, and with the new RR Sport clocking in at £83,620 at base and the X5 from £68,165, the Lexus seems to be keenly positioned for what you get. Especially the mid-range 450h+ PHEV with a starting price of £67,100.

It certainly looks different.

Well, there’s a lot been going on with this iteration of the Toyota GA-K platform. The RX gets the same length as before, but an increased wheelbase and wider track for a more confident look. Plus the basic bones are some 90kg lighter - which should mean more dynamism.

There’s a funky grille and sleeker headlights, an excellent window-slash-C-pillar line, strong rear arches and a full-width lightbar that stretches across the tucked-up rear. It all adds up to a handsome SUV that feels nicely Japanese: it’s a good-looking thing, especially when in 500h format with a subtle bit of bodykit.

What about the rest of it?

Well, Lexus loves a good themic explanation, so this time we get a ‘Tazuna’ cockpit, which takes its name from the Japanese for ‘reins of a horse’, riffing on the idea of direct and intuitive control. Not sure about that one, but the 14-inch landscape display, head-up display and driver’s info screen all seem to work very nicely.

Ok, so some of the background graphics still look a little clunky, but the touchscreen itself is responsive and largely intuitive, it’s in the right place (no huge stretches) and includes all the controls you might reasonably require. Although the tiles to the right-hand side of the screen are a bit small when you’re trying to change the radio station on a bumpy road. The steering wheel buttons also control various functions - possibly a few too many for absolute clarity - and you can get a bit lost in the various menus.

There are average storage options, but super-fast wireless charging for your phone and a sextet of USB charging ports spread throughout the cabin, as well as decent space for five and a good boot. Nothing too crazy, but it all stands up.

What’s wrong with it?

One thing you will notice is the fact that many of the advanced driver assistance systems are a touch paranoid and therefore incredibly annoying: you’ll end up switching at least two of them off as part of your start-up procedure. First is the lane-keep assist, which struggles with anything that isn’t a clear, crisp and perfectly delineated two-lane carriageway, and second is the speed limit monitor. That little terror will bleep every time the speed limit changes, bleep three times if you’re 1mph over said speed limit, bleep a bit more if there’s a ‘Y’ in the day of the week… you get the idea.

There are also some fairly outrageous warning systems in the case of the anti-collision software - it really thinks you’ve not noticed that parked car - and woe betide those who reverse close to things using the mirrors, because the emergency braking and ‘BRAKE’ graphics will give you a heart attack.

Are we still self-charging the hybrids?

It’s easy to make fun of the marketing sleight-of-hand here, but the RX does come with a very solid hybrid system as standard. The 350h is a 2.5-litre, naturally-aspirated four with 247bhp (7.9 seconds to 62mph), a normal hybrid system and AWD, while the 450h+ is the same with an 18.1kWh battery and 304bhp (6.5s for the sprint), plus plug.

The 500h makes use of a turbo 2.4-litre four-pot with 366bhp and a 6.2-second 0-62mph, but also features ‘Direct4’ all-wheel drive - basically just a trick electronic control unit for the e-motors. Efficiency is very solid across the range, but less so with the 500h if you constantly use all the 366bhp, obviously. TG saw 55mpg from the 350h and nearly 80mpg from the PHEV; the 500h was much further down at mid-to-late 30s.

So which one is the best?

The one we’re interested in here is the PHEV 450h+, mainly because Lexus thinks that the sales split will be 55 per cent in favour of the one with the plug. That’s a good thing, because it’s probably the best of the three. Plenty of speed if you need it from the 300+bhp system output, you’ll hit the national speed limit in pure electric mode, and a real-world 37 miles (from a quoted 42) is enough to handle most commutes without waking the engine.

And when you do, the four-cylinder is largely muffled, if a little drone-prone. Though that’s probably more to do with the e-CVT gearbox than anything else.

What happens when you run out of electricity? It’s just a heavier ICE.

Well, not in this case. When you’re out of home-charged electricity, the control system just switches back to the parallel-hybrid logic of the normal hybrid gear, giving us that nearly-80mpg on test (and with regular charging).

What that also gives you is tax-friendly CO2 outputs and eight-percent Benefit-in-Kind, but to frame the RX450h+ as a tax swerve would be to do it a disservice; it really is a largely relaxing place to spend time, has good space and comfort, and drives very nicely indeed.

The steering is a little light and the suspension can get a bit stiff-kneed on the wrong surface, but generally it slips through life in a quiet, effective manner. Something of a calm, grown-up take on the large SUV, it’s the kind of car that will no doubt get better the longer you spend in it.

Sounds promising, but would you really have one over a sexier brand?

The problem is exactly that for this Lexus: there’s plenty of choice in this market segment, and it’s stuff you wouldn’t have to explain and/or describe. But the RX has seen a significant upgrade, and it looks good, has plenty of space, tech and ability. It’s also keenly priced in terms of kit and quality. It’s a really solid effort from Lexus, but it might not be enough to tempt people away from more familiar shapes.

# data.attributes.field_cars_what_we_say
The Lexus RX is a handsome player in the big SUV arena, but it's hard to play the value card this high up the price chain

# data.attributes.field_cars_wildcard_text
Save your money at the showroom, not at the fuel station, by getting a bit semi-posh SUV for much less money. The Kodiaq is ace.