Audi A5 vs Mercedes-AMG E43

What's the difference?

The Audi A5 remains a convincing option in the premium mid-size sedan category, even with the near-$10K price increase over its equivalent grade A4 predecessor.

Even in its base spec, it’s a lovely thing to drive and adds enough new kit to be a reasonable option when it comes to value. In terms of tech usability, it stands out from rivals. Practicality is still king for Audi.

But for the heart-over-head types, the S5 is fast and fun while remaining a comfortable cruiser and the price is decent. On a personal note, a six-cylinder wagon? That's a big yes from me.

For the time it’s available, it’s hard to go past the value on offer in the S5 Edition One. Getting an AWD V6 with that kind of capability for under $100K is something that's sure to tempt buyers. If it doesn’t, we need to take a good look at ourselves.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

If you want a fast Benz but your other half prefers genuine comfort and doesn't like the sound of NASCAR, this is your solution. It's an opulent luxury saloon by default, but with proper performance and personality just the flick of a switch away.

We know the E 63 S will be sharper and 1.2s quicker to 100km/h, but it will also cost another E 200 more, and feel like a performance car ALL the time. The E 43 doesn't, which is just brilliant.

The A5 incorporates Audi’s new design language in a way that makes the 2026 model stand out from Audi’s older offerings, but we won’t know how well it works in the family until more new-gen Audi cars arrive.

For now, the A5 is a generally handsome car. It very much looks like an Audi from the front, even a recent A4 if you only very quickly glanced.

The aforementioned S line styling does plenty in making even the base Audi A5 look like a properly luxe thing. There were a few double-checks at the launch to make sure drivers were getting into the right cars.

Fortunately the new car’s designers refrained from busying up the car with trim, the only big features being the side vents at the front.

But even in Avant form the S5 looks athletic, quad-exhausts in the lower bar and the angular rear bodywork moving away from the previously softer, more rounded look Audi had gone with before.

Inside, the changes are arguably more obvious. The A5 is now much more ‘screeny’ than before, especially if optioned with the passenger-side touchscreen.

It’s still decidedly Audi in its layout and design, with geometric shapes on the steering wheel, screen housing, door cards and even on the gear shifter, which is no longer the more traditional handle-type.

Unlike the bulging wheelarches and gaping gob of the new E 63, the E 43 uses discrete flourishes to distinguish it from the regular AMG-pack E-Class.

Most obvious are the more aggressive 20 x 8 and 20 x 9 'RTO' wheels, but if you look closely it also scores subtle black winglets on the outer edges of the front bumper openings, a single bar grille insert, boot lip spoiler and black split exhaust tips. 

Hiding within those wheels are upgraded 360mm brakes at all corners, with four piston calipers up front and single at the rear.

On the inside, the E 43 steps up to perforated leather and 'Dynamica' pseudo suede seat trim but the fronts appear to be the same comfortable shape as the regular AMG pack seats. Aside from a smattering of AMG badges, that's about it. Like the outside, it looks a little bit sporty, but luxury is the focus.

…and that gear selector is a bit indicative of the new A5’s interior. It’s now more of a switch that requires a little more attention than the traditional shifter, just like the way the more screen-focused interior requires a little more of your eyeball time than physical buttons.

Don’t get me wrong, as far as screens in modern cars go, Audi seems to have made it as easy as possible to use the new-gen software in the A5. The menus are clear, there are good shortcuts and there’s no lag… but buttons are always better when your focus needs to be on the road.

Fortunately the driver display is nice and clear, it’s a good update on Audi’s ‘Virtual Cockpit’ and you can set it to display important information without looking too busy.

Ergonomically, the way the central screen is angled towards the driver, the centre console layout and the small control panel on the door for lights, mirrors and the like all seem to be well considered and mean you don’t have to awkwardly reach for anything.

There are a few quirks specific to the A5 and S5, one being that if you opt for the panoramic sunroof, it comes with a transparency switch rather than a physical cover, so it doesn’t do much to keep the light out.

It’s also good to note that the passenger screen - again, if optioned - turns to privacy mode when playing media so as to not distract the driver. Pretty handy!

Behind the front row, a regular-sized adult should have enough room to sit comfortably for a decent amount of time without feeling cramped. The light through the sunroof comes in handy here.

Behind that is a 445L boot in Sedan form, or 1299L with the rear seats folded down. As an Avant, the space increases to 448L and 1396L respectively.

Like all E-Class sedans, the E 43 has amble room for four large adults to travel comfortably. Everyday practicality is well considered with dual cup holders front and rear with bottleholders in each door, map pockets and ISOFIX child seat mounts in the outer rear positions. Boot capacity is a useful 540 litres.
Like all AMG performance models, the E 43 forgoes run-flats or a spare tyre in favour of an inflation kit.

At $159,900 the E 43 sits exactly $20,000 above the E 400. As you'd expect it comes fully loaded with comfort and convenience features, including a choice of black, brown or beige nappa leather, 'Air-Balance' cabin scent and air filtration system, tinted windows, panoramic sunroof, head-up display and a 13-speaker Burmester surround sound audio system.

Like all new E-Classes, the E 43 also comes with the brilliant Drive Pilot suite of active cruise control and lane guidance tech that permit semi-autonomous driving, including the ability to change lanes. More sculpted AMG front seats and a Dynamica pseudo suede-trimmed steering wheel are available as a $3076 option, but it's worth noting that the seat upgrade eliminates the PRE-SAFE impulse side function that moves passengers toward the centre of the car when a side collision is anticipated.

The Audi A5 is powered by a four-cylinder turbo-petrol engine which powers the front wheels via a seven-speed dual-clutch automatic transmission. It makes 150kW of power and 340Nm of torque, and should, Audi says, propel the A5 to 100km/h in 7.8 seconds before (eventually) reaching a top speed of 248km/h.

The S5, in all its variants, is powered by a 3.0-litre turbo-petrol V6 which is assisted by a mild hybrid system. It produces 270kW and 550Nm, sending that to all four wheels via a similar seven-speed dual-clutch.

The S5 is much quicker as a result - 100km/h comes along in just 4.5 seconds according to Audi, before reaching a 250km/h top speed.

Rather than simply plonking the 3.0-litre twin-turbo V6 from the other '43s in the E-Class body and fettling the tune to edge it ahead performance-wise over the smaller models, the E 43 uses larger turbos to boost power by 25kW but retains the same 520Nm, which is also 50kW and 40Nm greater than the E 400.

Like all current E-Class variants, the engine is backed by Mercedes' very clever nine-speed torque converter auto and follows the E 400 and other '43s by sending power to all corners via the 4Matic all-wheel drivetrain.

Audi claims the A5 uses 6.9 litres of fuel per 100km, which should theoretically deplete the 56-litre fuel tank after 811km of driving. We couldn’t test this on the launch, but reaching claimed fuel efficiency figures remains an elusive challenge.

The S5, according to Audi, comes with an impressive 7.1L/100km figure in Sedan form, or 7.2L/100km as an Avant. That’s 788km and 777km of theoretical driving range if you’re up for a challenge.

Despite making more power and torque, the E 43 carries the same 8.4L/100km official combined figure as the E 400, but requires more expensive 98RON to achieve it. The E 43 also scores a 14-litre larger 80-litre fuel tank, which should stretch the range between fills by around 167km based on the official figure.

One of the first press cars I ever drove as an even younger lad than I am now was the circa-2017 Audi S4.

Without the perspective of all the many, many cars I've since driven, that S4 blew my mind a little bit with its combination of capability and refinement.

Now, with the context of most of the cars available to the Australian buyer in mind, it’s reassuring to get into this new generation and find that the mid-size Audi torch has been gracefully passed on.

Audi says the new generation, sitting on its new platform, has more focus on balanced driving dynamics, steering precision and steering feel. Without sacrificing comfort, Audi wants the A5 to be a sharper driver’s car.

It might not gel with the Euro tradition of a rear-drive executive sedan given the base A5 is front-wheel drive - the brand of course focusing on its quattro all-wheel drive system - but the A5 is decidedly agile for its size. 

Compared to the S5 especially, as the A5’S 1770kg plays the S5’s 2025kg in Sedan form (2040kg as an Avant). It’s a noticeable weight difference, and it makes the A5 more playful without getting properly ragged.

It also rides on smaller 19-inch wheels and would overall probably make for the better daily driver. Even without the all-wheel-drive traction and extra power the S5 offers, the A5 makes a good case for properly plush commuting. Its 150kW isn’t lacking by any means, and that 340Nm does plenty to help when overtaking.

Its suspension feels well damped, keeping the road’s imperfections out of the cabin without numbing the ride and leaving you without feedback. The steering is similarly direct without being too heavy, making the A5 feel athletic for its size.

But for all the A5’s strengths, there is something undeniable about a six-cylinder European sedan (or wagon). The S5 is heavier, sure, and therefore not as naturally nimble, but it makes up for it. And it’s not just the extra power and mild-hybrid assistance.

It’s a great highway cruiser for a start, but it also adds the confidence of all-wheel drive to a trip, which proved extremely useful on the very rainy winter day we tested it. It holds up well on rough surfaces despite the bigger wheels and extra heft, plus it doesn’t feel out of hand when cornering fast, rolling into a predictable understeer rather than quickly losing traction.

But if you’re in any way conscious of your budget, consider the Edition One. It doesn’t lack any of the key things that make the S5 great, and you get to pocket enough money to buy a second used car.

Working our way out of Melbourne via its network of motorways, there's little aside from perforated leather and Dynamica faux suede seats to tell us we're aboard something a bit more special than most E-Classes. 

Left in Comfort mode via the console-mounted drive select toggle, the engine delivers a creamy urge with max torque available from 2500rpm, the transmission is silken and the ambience is very E-Class.

On the country roads beyond Melbourne's urban limits, you can tell you're riding on 20-inch wheels with limited sidewalls, but it's all entirely liveable and still very Mercedes. 

Flick it over to Sport mode and it's much the same, but confronted with the bitumen rollercoaster that is Chum Creek Rd (look it up, it's worth it), we felt it was time for Sport +. Race mode is reserved for the full-blown AMGs, but Sport + instantly transforms the E 43. 

The steering gets heavier, the exhaust gets louder and the transmission drops at least one ratio, but the dampers also become much firmer which makes it feel at least a couple of hundred kilos lighter than the aluminium-abundant W213 E-Class already is.

The stability control also loosens its leash and surprisingly permits some play from the rear end when you're really pushing under throttle. It is all-wheel drive, but the torque bias favours the rear wheels by a factor of 69:31.

The auto manages to shift quickly and the abundance of ratios means it happens very often. You'd have to be pretty bored to bother with the paddle shifters, as everything responds beautifully to your right foot – including the brakes. 

It's very easy to drive very fast and you soon forget you're driving a near-5m long sedan.

The V6's growl will never match a V8 symphony, but it helps to stamp the E 43's individual character. If it made no noise it would be disappointing, but it does well to push a classic V6 bark past its turbos.

Like all versions of the W213 E-Class, the E 43 carries the maximum five star ANCAP and EuroNCAP safety ratings. A brilliantly integrated suite of active and passive safety features go well beyond its nine-airbag count, 360-degree parking cameras, rear cross-traffic alerts, and a pedestrian-protecting active bonnet.

Audi’s five-year/unlimited kilometre warranty is starting to fall behind the industry standard, though is about normal for a premium brand. On top of this, customers can opt to purchase extra years of warranty up to a maximum nine years which costs $3590.

Audi does also offer 12 years of bodywork manufacturing warranty against corrosion or perforation. There’s also five years of Audi roadside assistance.

Servicing intervals for the A5 come in at every 15,000km or 12 months, with customers able to purchase fixed-price servicing plans at a discount compared to paying per service.

A five-year servicing pack for the A5 Sedan is $3360, and for the S5 it’s priced at $3540.

As with all Mercedes passenger cars, the E 43 is covered by a three-year, unlimited kilometre warranty. Service intervals are either 12 months or 25,000km and the first three services are capped at $668, $1356 and $1356 respectively.