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Audi Q5


Ford Everest

Summary

Audi Q5

The mid-size SUV is now a brand's most crucial model. 

Now the defining volume seller of our age, the ever-popular category transcends brand and market position – and Audi is no exception.

To that end, the German brand reminds us that Q5 is its most successful SUV, having sold almost 40,000 units in Australia so far. No pressure on this new one then, which brings some much-needed updates to the current-generation SUV which launched back in 2017.

Has Audi done enough to keep the Q5 sticking it to its (also very good) arch-rivals from Germany and the world for years to come? We sampled the updated car at its Australian launch to find out.

Safety rating
Engine Type2.0L turbo
Fuel TypePremium Unleaded Petrol
Fuel Efficiency8L/100km
Seating5 seats

Ford Everest

Update:

Since we first published this story on August 24, 2018, there have been some changes to the Ford Everest range, including the entry-level Everest Ambiente (RWD and 4WD variants) getting advanced driver-assist safety systems, including autonomous emergency braking (AEB) with pedestrian detection, at no extra cost. 

The Ambiente also now gets lane-keep assist with driver alert, traffic sign recognition and automatic high beams. That's all in addition to the line-up's reversing camera, rear parking sensors, roll-over mitigation, trailer sway control and more.

The 4WD Ambiente also gets hill descent control, hill launch assist and an electronically locking rear differential.

In other Everest news, the top-shelf 2.0-litre twin-turbo Everest Titanium 4WD has dropped in price to $72,290 so it now avoids the luxury car tax.

Changes are rumored to be coming soon for the Ford Ranger range – perhaps towards the end of 2019 – and those changes may also materialise in the next update of the Everest line-up.

Stay tuned for more Ford Everest news. 

As originally published August 24, 2018:

Change is good but there will always be some who become enraged at the mere hint of it. Case in point: those who strongly dislike 2.0-litre twin-turbo diesel engines. 

In February this year, when just such an engine was revealed as the powerplant of choice for Ford’s high-performance ute, the Ranger Raptor, CarsGuide comments, online chat rooms and beer gardens everywhere echoed with acid-tongued complaint and hearty objections that included such pearls of wisdom as “The only good two litres are milk and orange juice”.

Well, it looks like some of us have a bitter pill to swallow because that 2.0-litre engine is now in the new, refreshed MY19 Everest, Ford’s large SUV wagon, as well – and it’s here to stay. But don’t fret because the 3.2-litre five-cylinder engine remains in the Everest ranks.

In other good news, the 2019 Everest has AEB.

Any bad news? Maybe. Read on.

Safety rating
Engine Type2.0L turbo
Fuel TypeDiesel
Fuel Efficiency7.1L/100km
Seating7 seats

Verdict

Audi Q57.5/10

Audi has worked largely behind the scenes to tweak and change just little details for its facelifted Q5. Ultimately though, these all add up for a significantly more appealing mid-size luxury SUV, even against tough segment competition.

The brand has managed to add some vital tech enhancements, improve value, and breathe life back into its key family tourer which previously looked a little in danger of being left behind.

Our pick of the range is the Sport for having the most impressive equipment at a very reasonable price.


Ford Everest8/10

Originally built off the Ranger platform, the Everest has always been overshadowed by its overachieving ute stablemate. But now, with the introduction of AEB and some up-speccing to its Everest line-up, Ford has ensured its large SUV wagon is still a strong contender in the race for top honours in the market.

The line-up's volume seller is the Trend and that's still a pretty good sweet spot for the range.

Most of us don’t want a big, shouty 4WD, but we do expect a lot in our new vehicles: we want a quiet, refined family-friendly SUV that drives well, has plenty of safety tech, car-like ride and handling, and good fuel consumption. In its Everest, Ford has come pretty close to producing one of the best around. If only the Titanium's price-tag wasn't so high.

Is the Everest's 2.0-litre twin-turbo the way of the future or a misstep? Tell us what you think in the comments section below.

Design

Audi Q57/10

Perhaps the most interesting thing about the updated Q5's design is how closely you have to look to see what's changed. I know Audi's design language tends to move at a glacial pace, but it is unfortunate timing for the Q5 that it misses out on some of the more fun and radical design choices made with more recently launched Audi SUVs, such as the Q3 and Q8.

Regardless, the brand has revised the grille across all grades, tweaked some little features in the face to make it a bit more angular, added some contrast in the alloy wheel designs, and removed the chintzier plastic cladding from the base model.

They're all subtle changes, but welcome ones that help the Q5 sync up with the rest of the brand's line-up once more. The Q5 is a conservative choice, perhaps for those looking to fly under the radar compared to the shouty chrome of the GLC or exaggerated features of the BMW X3.

Round the back this latest Q5 update gets even more subtle, with the most notable feature being a highlight bar across the bootlid. The rear light clusters are now LED across the range, and have been slightly re-worked, and the lower splitter has a more modern design.

Put simply, if you liked the Q5 before, you'll like it even more now. I hardly think its new look is revolutionary enough to capture a new audience in quite the same way as its smaller Q3 sibling or even the new A1 hatch.

The changes to the Q5's interior design are small but significant, and really help to modernise the space. The standard 10.1-inch multimedia screen pairs nicely with the virtual dash cluster now standard across the range, and the dreadful software from the previous car has been replaced by the slick operating system from more recent Audis.

As things are now easier to use via the touchscreen, the Q5's once-busy centre console has been tidied up. The odd touchpad and dial set-up have been removed and replaced by a pared-back design with useful little storage cutaways.

It certainly looks as high-tech as Audi's "progress through technology" tagline would suggest. Other improvements include improved 'leather accented trim' on the seats, and a revised console box with a slide-away wireless phone-charging bay, a nice touch.

The two cars we tested showed off the choices of interior highlight trim: our diesel car had an open-pore wood look, and the petrol car had a textured aluminium finish. Both felt and looked great.

The Q5's overall interior design is showing its age a bit, with the rest of the quite upright dash remaining the same as it was when this generation launched in 2017. Apart from those nice highlight trims, it's a bit of a single-colour treatment. At least it has all of the comfort touches you might expect from a car in this segment. It's not even to say that Audi has done a poor job of this update, quite the opposite, it's more a credit to the strong design language found on the interiors of its new-generation vehicles that the Q5 misses out on this time around.


Ford Everest8/10

Nothing much to report here. The Everest has always had substantial presence and nothing has changed in that respect; it’s a good-looking unit.

Among the styling tweaks are a new grille design, revised bumper and fascia design, halogen projector headlights with halogen daytime-running lights, a laminated acoustic windscreen, a 10-speaker audio system, as well as an 'Ebony' interior colour scheme with contrast stitching and chrome highlights.

If there’s any potential strife to the interior look and feel here, it may be that it’s too neat and tidy – too plain – and in danger of becoming a bit dated.

The Titanium has new 20-inch split-spoke alloy wheels.

Practicality

Audi Q57/10

While the Q5 remains dimensionally identical to its predecessor, practicality has improved for this update, especially with the extra space afforded for front passengers. Small but useful storage cutaways for wallets, phones and keys now appear down the centre console, and the storage box with variable-height lid is nice and deep. The wireless phone-charger is a very nice addition, and it can either cover up the front two cupholders for a flush look, or slide away under the console lid if you need to make use of them.

The bottle holders are large, too, and there are even bigger ones with decent trenches in the door pockets.

The tri-zone climate unit is no-nonsense and practical but minimalist dials still appear near the shift-lever for volume and fine-tuning control.

The seats are quite adjustable, as is the steering column, but this is a true SUV at heart, so don't expect to find the sportiest seating position, as these have a high base and the tall dash precludes most from sitting lower to the floor.

In the back seat I had enough room for my 182cm height, but I was honestly expecting a little more from such a large SUV. There's room for my knees and head, but I'll also note the seat trim felt like it could do with more padding in the base. I wasn't as comfortable here as I was in a relatively recent test of the Mercedes-Benz GLC 300e, which has softer, more luxurious 'Artico' leather-appointed trim, too. Worth considering.

Rear passengers benefit from a light and airy space thanks to the panoramic sunroof in the Sport grade which we were able to test, and the Q5 continues to offer a very welcome third climate zone with adjustable vents and controls for rear passengers. There are also two USB-A ports and a 12v outlet, for a versatile set of charging options.

Storage-wise, rear passengers get large bottle holders in the doors and flimsy nets on the backs of the front seats, and there's also a drop-down armrest with two smaller bottle-holders.

Another consideration here is the optionally available 'Comfort package' which puts the second row on rails and allows passengers to further adjust the angle of the seat back. This option ($1300 for 40 TDI or $1690 for 45 TFSI) also includes an electric steering column.

Boot space for the Q5 range comes in at 520 litres which is on-par for this luxury mid-size segment, if a little smaller than its key rivals. For reference it easily consumed our CarsGuide demo travel cases with plenty of space to spare. The Q5 also has a collection of elastic nets to go with its multitude of tie-down points.

The addition of a motorised tailgate as standard is a very welcome addition, and the two Q5 Sports we tested had space-saver spares with an inflator kit under the boot floor.


Ford Everest8/10

Inside is nice and roomy. It’s also well blended together; chrome, leather accents, as well as clear, easy-to-read instrument displays and colourful Sync3 screen. Nice, small touches, such as the illuminated blue edging around USB ports, add to the cabin’s premium feel.

The front seats are very comfortable and electrically adjustable; the third row can be deployed or stowed away by using buttons on the right-hand rear interior wall of the cargo area.

Those in the front are well catered for with access to two 12-volt sockets, and two USB ports.

Storage spaces include glovebox, two cup holders and a deep bin between driver and front passenger, and bottle holders in each door.

Second-row passengers get a pair of pop-out cupholders in the arm-rest, and can control aircon temp and fan speed, as well as open or close air vents, and use a 230-volt or 12-volt socket from their seat.

There are two ISOFIX anchor points in the second row and the cargo area has bag hooks each side, as well as luggage tie-down points on the floor.

Price and features

Audi Q58/10

Would you believe me if I told you the new Q5 was a value buy despite a price-hike for this year?

Yes, it's a luxury SUV, but with a boost in equipment and price-tags across the range that range from slightly to significantly below its key rivals, the Q5 impresses from the get-go.

The entry-level variant is now simply called the Q5 (it used to be called the 'Design'). It's available with a choice of either a 2.0-litre diesel (40 TDI) or a 2.0-litre petrol (45 TFSI) engine, and equipment levels have been most significantly boosted here.

Now standard are 19-inch alloy wheels (up from 18s), full paint finish (the brand has elected to dump the plastic-guard look from the previous iteration), LED headlights and taillights (no more xenons!), a new 10.1-inch multimedia touchscreen with overhauled software (can't be thankful enough for this one), Audi's signature 'Virtual Cockpit' instrument cluster with further customisable features, wireless Apple CarPlay and wired Android auto connectivity, a wireless charging bay, auto dimming rear vision mirror, upgraded 'leather appointed' seat trim, and a powered tailgate.

Very nice and almost everything you need, really. The cost? $68,900 before on-roads (MSRP) for the diesel or $69,600 for the petrol. No context for that? All you need to know is it undercuts its two arch-rivals, the entry-level versions of the BMW X3 and Mercedes-Benz GLC.

Next up is the Sport. Again, available with a choice of the same 2.0-litre turbo engines, the Sport adds some primo items like 20-inch alloys, a panoramic sunroof, auto dimming wing mirrors, adaptive cruise control (can be had as an option on the base car), blacked-out headlining trim, sport seats, some more advanced safety items, and access to some further option packs.

Again, the Sport undercuts its equivalent badges in the X3 and GLC ranges, wearing MSRPs of $74,900 for the 40 TDI, and $76,600 for the 45 TFSI petrol.

Capping off the range will be the S-Line, which will exclusively be available with a 50 TDI 3.0-litre turbo-diesel V6. Again, the S-Line will up the visual ante with the brand's new performance-oriented blacked-out features, Sportier bodykit and honeycomb grille.

It comes standard with 20-inch alloys in a different design, an interior LED lighting package, electrically adjustable steering column, and a head-up display, but otherwise shares its primary equipment with the Sport. The 50 TDI S-Line wears an MSRP of $89,600. Again, this is not at the expensive end of the spectrum for a more performance-oriented mid-sizer from a luxury brand.


Ford Everest8/10

The Everest range remains a three-model line-up: entry-level Ambiente, mid-spec and volume seller Trend, and top-spec Titanium.

The new twin-turbo diesel engine and 10-speed auto combination is an option on Trend and standard on Titanium. Ambiente continues with the 3.2-litre five-cylinder engine and six-speed auto.

One of the other more notable new features in the range is 'Inter-Urban Autonomous Emergency Braking' (AEB) with 'Pedestrian Detection' and 'Vehicle Detection', which is now standard across the Trend and Titanium; it will become standard on Ambiente in 2019.

Keyless entry and push-button start are now standard across the range, and Trend and Titanium get Ford’s hands-free power tailgate.


Other standard features include reversing camera, rear parking sensors, 'SYNC 3' with Apple CarPlay and Android Auto, an 8.0-inch full-colour touchscreen and reversing camera.

Also new to the Trend are leather-accented seat trim, eight-way power driver's seat and a leather-trimmed gear shifter.

All Ambiente models are five-seaters no matter which drivetrain they have – rear-wheel or 4WD – but they can be optioned up with a third row for $1000.

All prices to follow exclude on-road costs.

Everest Ambiente pricing is: RWD 3.2L (five seats) $49,190; 3.2L RWD (seven seats) $50,190; 3.2L 4WD (five seats) $54,190; and Ambiente 4WD 3.2L (seven seats) $55,190.

Everest Trend pricing is: RWD Bi-Turbo $56,190; 4WD 3.2L $59,990; and 4WD Bi-Turbo $61,190.

The Ford Everest Titanium is only available as a 4WD with the twin-turbo engine and 10-speed auto at a cost of $73,990, including luxury car tax. We spent the lion’s share of our time at the launch in a Titanium so we’ll focus on that variant.

On top of a full complement of standard features and a suite of driver-assist tech, the Titanium now has 20-inch alloy wheels, a 3100kg-rated towbar and a leather-trimmed handbrake.

The new exterior prestige paint is Diffused Silver for $780.

The 2019 Everest is due in showrooms this month.

Engine & trans

Audi Q58/10

Audi has tweaked the Q5 engine line-up for this facelift, introducing some more high-tech touches.

The base car, and the mid-grade sport have a choice of two engines, the 40 TDI 2.0-litre four-cylinder turbo diesel, and the 45 TFSI 2.0-litre four-cylinder turbo petrol.

Both have healthy outputs slightly different from their pre-facelift equivalents of 150kW/400Nm for the 40 TDI (slightly down), and 183kW/370Nm for the 45 TFSI (slightly up).

These are also augmented with a new mild hybrid (MHEV) system which consists of a separate 12-volt lithium-ion battery which helps to boost the starter motor. It is "mild" in the truest sense of the word but allows these engines to have smoother start/stop systems and increase the amount of time the car can coast with the engine off when decelerating. The brand claims this system can save up to 0.3L/100km on the combined fuel cycle.

Those looking for a little more in every department will soon also be able to opt for the 50 TDI S-Line, which trades the four-cylinder engine for a 3.0-litre diesel V6 producing 210kW/620Nm. It also ups the MHEV system to 48-volt. I'm sure we'll be able to share more on this variant when it launches later in the year.

All Q5s wear Audi's signature Quattro all-wheel drive branding, and in this case it has a newer version (launched with this car in 2017) called "Ultra Quattro" in which all four wheels are driven by default via twin clutch-packs on each axle. This is in contrast to some "on-demand" systems which only activate the front axle when a loss of traction is detected. Audi says the Q5 will revert to front-drive mode only in the most ideal of circumstances, like when minimal acceleration is applied, or when the car is coasting at higher speeds. This system is also said to "reduce frictional losses" for a further approximate 0.3L/100km reduction in fuel consumption.

The 40 TDI and 45 TFSI engines are both mated to seven-speed dual clutch automatic transmissions, and the Q5 range can tow 2000kg braked regardless of variant.


Ford Everest8/10

The new-generation twin-turbo engine – 157kW at 3750rpm and 500Nm from 1750rpm-2000rpm – is paired with a 10-speed torque-converter automatic transmission, the same combination as used in Ford’s high-performance models, Mustang and Raptor. 

But this working partnership is a better match here, in the Everest, than it is in the Raptor, in terms of smooth delivery of power and torque at low and high speeds, as well as doing everything in an unfussed manner – low-key but still effective. 

As mentioned, the previous-gen 3.2-litre 143kW/470Nm five-cylinder turbo-diesel engine and six-speed auto is still offered in Ambiente and Trend, ensuring those who prefer their engines bigger are catered for.
The Titanium has full-time 4WD with low-range gearing ('4x4 Low') and electronic diff lock, as well as a 'Terrain Management System' with four driving modes (Normal, Grass/Gravel/Snow, Sand and Rock) to suit different terrain. 

Fuel consumption

Audi Q58/10

The Q5 is big and heavy, but these new more efficient engines have helped to trim fuel use across the board.

The 40 TDI diesel engine option has an impressively low official claimed/combined fuel figure of just 5.4L/100km, while the 45 TFSI has a less impressive (but still good, all things considered) official/combined figure of 8.0L/100km.

We won't give an as-tested figure for our launch drive loops as they wouldn't be a fair representation of a week of combined driving, so we'll save a full judgement for later variant reviews.

You'll need to fill the 45 TFSI with mid-grade 95RON unleaded petrol. The petrol engine gets a large 73-litre fuel tank, while either of the diesel engines have 70-litre tank.


Ford Everest8/10

Best-of-the-bunch 2.0-litre fuel consumption is listed as 6.9L/100km (combined) in the Trend RWD, and 7.1L/100km (combined) in the 4WD. We noted an average of 9.8L/100km on the dash but there may have been some heavy right foot involved in prompting that figure.

The Everest has an 80-litre fuel tank.

Driving

Audi Q57/10

Have you driven a Q5 before? For those who have, there will be no big changes here. For everyone else, it's a big heavy SUV with a 2.0-litre engine. The Q5 has always been inoffensive, but perhaps not a riveting experience behind the wheel when it comes to its lesser-powered variants.

We weren't able to test the go-fast 50 TDI S-Line as part of this launch review, but I can report that both updated 2.0-litre turbo options have both been nicely refined to make this big SUV a comfortable and competent family tourer.

Despite Audi going to lengths to point out aggressive 0-100km/h sprint times for both variants, I just couldn't connect with them in that sporty way. I'm sure they're fast in a straight line, but when you need to ask for torque at freeway speed or are really trying to make the most of a curvy road, it's tough to get over this SUV's bulk.

Both engines are quiet though, and even the non-active suspension tune does a remarkable job of being both comfortable and controlled.

The diesel engine is prone to bouts of lag, and although attempts have been made to reduce the impact of the stop-start system, it can leave you without precious torque at times when starting at the lights or at roundabouts and T-junctions. The petrol alternative is much better in this regard, proving slick and responsive on our test loop.

Once up-and-running the dual-clutch was hard to catch out, with ultra-fast shifts and ratios chosen at appropriate times.

The steering suits this car's character really well. It's quite computer-assisted, but in its default mode is pleasantly light, while sport mode tightens up the ratio to bring enough bite and responsiveness to keep the driver engaged enough.

Sport mode does deserve special mention here, as it's an unsually good one. The tightened-up steering is joined by more aggressive accelerator response, and with the excellent adaptive suspension package, a lower firmer ride.

Speaking of the adaptive suspension, we had the opportunity to test it in the 40 TDI, and while it's an expensive option ($3385, ouch!) it removed the sharper moments from the standard ride, added a dollop of dynamism, and quietened down the cabin even more.

Even the stock suspension plays nicely with this car's all-wheel drive system, which no doubt helps with that sturdy road feel and confident traction.

The sum of these parts makes the updated Q5 perhaps what it should be – a comfortable premium family tourer with a hint of something more thrown in. It sits nicely between its key rivals, with the Mercedes-Benz GLC more to the luxury side, and the BMW X3 offering a bit more of a sporty angle.


Ford Everest8/10

The Everest’s 2.0-litre is not going to get any pulses pounding with its engine note, that’s for sure, but it more than makes up for any lack of rough, gutsy charm – perceived or otherwise – by being the consummate quiet achiever. Because it is very quiet … and it achieves.

The good news is that we pushed the 2477kg Titanium pretty hard off the mark, as well as made a series of overtaking moves and clocked up a bit of open-road cruising and it just burbled along nicely. There’s a real no-fuss quality to its delivery of big torque at low revs. It certainly seems to work better in the Everest than in the Raptor, which we drove at launch a few weeks ago and the consensus there was that it was underpowered and underwhelming.

The Everest is also very quiet inside. Ford reckons the twin-turbo is “much quieter” than their 3.2-litre models due to advanced sound insulation and 'Active Noise Cancellation' which has helped to improve cabin quietness. Well, the 3.2 is pretty quiet anyway, but in the short time I’ve spent so far in the 2019 twin-turbo Everest, I have no reason not to believe them.

Its steering has that real Ford feel – light and lively but precise – and on its revised coil-spring suspension, the Titanium’s ride and handling is even smoother than before. It was firm, bordering on stiff at times, but perhaps the Titanium’s 20-inch rims on road-biased Goodyear EfficientGrip SUV tyres set at 38 psi could be blamed for some of that; 18 x 8.0-inch alloy wheels and tyres are a no-cost option on the Titanium.

We did some decent 4WDing on this launch out near Lithgow and the Everest was infrequently challenged anywhere near the limits of its off-roading capabilities.

In fact we intentionally drove our tester in Normal mode and took the ‘off’ line through sections of terrain that would have likely put some rivals in a spot of bother but, with judicious use of that 10-speed auto, especially that low first, we trucked through no problem.

The Everest’s hill descent control deserves a mention also as it’s rather smooth and effective; it holds very low speeds (registering as 0km/h on the dash), can be adjusted via buttons on the steering wheel, and was not jerky or jarring like some systems in other off-roaders can be.

When we did dial through the drive modes of the terrain management system to actually suit the surface we were driving on there was no surprise at how efficient and effective it was, as we’ve used it quite extensively before in the bush and on beach sand.

The Titanium has 227mm ground clearance. We observed a few Everests on different terrain and, especially on deep sharp-edged ruts and short steeper-angled rocky climbs its underslung full-sized spare tyre behind the rear axle can seem like it’s about to become a plow – and there's something else to watch out for. 

One fellow journo pointed out that what appears to be the AdBlue tank protrudes below the bottom edge of the full-sized spare, eating into a bit of ground clearance and the Titanium’s departure angle; posing a bit of a damage risk if your 4WDing takes your Everest into particularly tricky territory.

The Everest has a towing capacity of 3100kg (braked) up from its previous 3000kg; unbraked max is 750kg. The Titanium has a payload of 623kg, a GVM of 3100kg and a 5900kg GCM.

Safety

Audi Q58/10

Just like the bump in cabin tech, Audi has now made the majority of safety items standard across the Q5 range.

On the active safety front, even the base Q5 gets auto emergency braking which works up to 85km/h and detects cyclists and pedestrians, lane keep assist with lane departure warning, blind spot monitoring, rear cross traffic alert, driver attention alert, auto high-beams, and an exit warning system.

Adaptive cruise control, a 360-degree camera suite, a more advanced collision avoidance system, and an auto-parking suite are all part of the 'Assistance package' on the base Q5 ($1769 on 40TDI, $2300 on 45 TFSI), but become standard on the mid-grade Sport.

As for the more expected safety items, the Q5 gets the standard suite of electronic assistance items for traction and braking, with eight airbags (dual front, quad side, and dual curtain), and an active bonnet for pedestrian collisions.

The facelifted Q5 will carry over its excellent-at-the-time maximum five-star ANCAP safety rating from 2017.


Ford Everest8/10

The Everest range has a five-star ANCAP rating as a result of testing conducted in 2015.

Standard safety gear across the range includes seven airbags (driver and front passenger, side front, side curtain (to third row) and driver's knee), ABS, DSC, RSC, EBD, traction control, EBA, reversing camera and rear parking sensors.

Driver-assist tech in the top-spec Titanium includes AEB, adaptive cruise control with forward collision warning, lane-keep assist, blind-spot monitoring with rear cross-traffic alert, and a tyre pressure monitoring system.

It has five child-seat anchor points and two ISOFIX anchors in the second row.

Ownership

Audi Q57/10

Audi persists with a three-year/unlimited kilometre warranty, which is well behind the pace given its primary rival Mercedes-Benz is now offering five years, emerging rival Genesis also offers five years, and Japanese alternative Lexus offers four years. Still, many of its other rivals, including BMW and Range Rover, persist with three-year promises, so the brand is hardly alone here.

Audi does score some major points for having more affordable pre-paid service packages. At the time of writing, a five-year service pack for the 40 TDI comes in at $3160 or $632 a year, and a pack for the 45 TFSI comes in at $2720 or $544 a year. Super affordable for a premium brand.