Audi S5 vs Ferrari Roma

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.

The Ferrari Roma is like a trained assassin in a Zegna suit - capable and clinical yet stylish and effortlessly superior. We believe there’s a replacement coming later this year and it will have to be doing well to top this superb machine.

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.

If you’re looking for a flash Fazza with spoilers and vents at all points of the body, you’ve come to the wrong coupe.

The Roma is a subtle, beautifully balanced and delicately detailed two-door inspired by all-time Ferrari classics like the 250 GT Lusso and 275 GTB.

Its proportions are impeccable with complex curves and sweeping lines combining to produce an exquisitely pure shape.

Slimline LED headlights are divided by horizontal DRL strips, the broad bonnet incorporates a quietly muscular power bulge and the minimalist ’egg crate’ grille sits below a sharply chiseled nose.  

I’m a particular fan of the split wedge-shaped tail-lights, seamlessly incorporated into the upper deck of the rounded rear end. The active rear spoiler is also neatly hidden away in the leading edge of the boot lid. No shoutiness here, even the exterior badges are works of art.

Crack open the bonnet and the engine sparkles like a jewel in a display case. Scarlet red crackle finish on the intake plenums and cam covers make it pop like a firecracker. 

The interior follows a dual cockpit theme with twin curved sections divided by a flying buttress style console between them housing the gear selection gate and central media screen.

Flashes of carbon-fibre and chromed alloy add a touch of overt raciness, Alcantara on the dash and doors echoes the ‘mouse fur’ of Ferraris past and the contrast stitching around the cabin is flawless. 

The sleek front seats feel as good as they look, the typography of the Roma badge on the passenger side of the dash is super cool, and overall the interior is snug and ultra classy. 

…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.

At close to 4.7m long, the Roma isn’t compact but its supercar stance comes courtesy of a close to 2.0m width and low-riding 1.3m height (with a 2670mm wheelbase).

The cabin is cozy, as intended, but at 183cm I still have ample headroom in the front. The rear is a different story with the two ‘+2’ seats serving as occasional emergency spots only or a handy option for smaller kids.

For storage there are slim but long pockets in the doors, a surprisingly generous glove box, a wireless charging pad under the centre console, phone-size slits on either side of that console, a single cupholder between the front seats with a lidded box (containing 12V and USB-A outlets) behind it.

There’s a recess for oddments on the transmission tunnel between the rear seats, and armrests either side in the back.

The boot holds 272 litres, which is enough for several soft bags, rising to 345 litres with the 50/50 split-folding rear seatbacks lowered. There are tie-down anchors, which is handy but be aware there’s no spare, only a repair/inflator kit.

Overall, not exactly SUV-like in terms of day-to-day practicality but at least on par with its key competitors.

At $453,000 before on-road costs, the Roma Coupe lines up almost directly with a trio of well-credentialled, well-equipped and ultra-fast 2+2 supercars - the Aston Martin DB12 ($455,000), Maserati GranTurismo Trofeo ($450,000) and Porsche 911 GT3 ($446,700). 

If you prefer a roofless experience, the Roma Spider convertible will set you back $520,300 (BOC).

And as you’d expect, the standard features list is impressive; the options list even more so.

Aside from the safety and performance tech covered a little later, highlights include 18-way power front seats, full-grain Frau leather trim, eight-speaker JBL audio (with digital radio), dual zone climate control, an 8.4-inch hi-definition central media display, a 16-inch (highly) configurable instrument cluster, adaptive cruise control and 20-inch forged alloy rims.

There’s also LED exterior lighting (including auto dusk-sensing headlights), Android Auto/Apple CarPlay connectivity, rain-sensing wipers and built-in nav, as well as Alcantara, chromed aluminium and carbon-fibre trim details. There’s more, but you get the idea.

And when it comes to options, the sky’s the limit with the likes of carbon-fibre everything, beefier audio as well as custom colour and trim options available through Ferrari’s ‘Tailor Made’ and ‘Special Equipment’ programs.

One popular addition is an 8.8-inch HD touchscreen for the front passenger (co-pilot?) displaying data on the car’s performance and status as well as allowing selection of music, sat-nav info and climate functions. Super cool and it will set you back $9500.

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.

Enzo Ferrari famously said “aerodynamics are for people who can’t build engines” and notwithstanding the fact the Roma is slippery in the wind tunnel (Cd .30), its front-mid mounted 3.9-litre turbo-petrol V8 engine would surely meet with il Commendatore’s approval.

Sending drive to the rear wheels via an eight-speed dual-clutch auto transmission, this all-alloy, 90-degree unit features dual twin-scroll turbos, a flat plane crank, dry sump lubrication, direct fuel-injection and a single-piece cast exhaust manifold to produce 456kW from 5750rpm to the 7500rpm rev ceiling, and 760Nm from 3000-5750rpm.

Worth noting its 'front-mid' placement as the entire block is positioned low down and behind the front axle centre line.

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.

The Roma’s official (WLTP) fuel consumption figure on the combined (urban/extra-urban) cycle is 11.2L/100km, the 3.9-litre turbo-petrol V8 emitting 255g/km of CO2 in the process.

Not exactly miserly, but even with that engine begging to be revved we saw an average of 12.9L/100 over a combination of urban shuffling, twisting B-roads and some freeway running.

A start/stop function is standard and with an 80-litre fuel tank on board, the Roma’s theoretical range is around 715km, dropping to approximately 620km using our real-world number.

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.

Press the PS (Partenza Sportiva) button on the console, slip the manettino control on the steering wheel into ‘Race’ mode, left-foot brake (hard) and floor the throttle. Wait for the PS light on the dash, keep the accelerator pinned and lift off the brake.

Ferrari says the Roma will then proceed to accelerate from zero to 100km/h in 3.4 seconds, and in the interests of a thorough assessment I may have found a quiet light commercial area near Maranello, replicated this procedure and validated the claim.

Yes, even at 1570kg, with 760Nm of pulling power available from 3000-5750rpm, the Roma is exceptionally fast in a straight line. And the twin-turbo V8 that’s been so reserved and docile around town lights up to deliver glorious engine noise and a characteristic exhaust howl.

A flat-plane crank arrangement often makes a vee engine lumpier than a more conventional cross-plane design, but it will rev hard and fast, and in this case the compact size of the Roma’s twin turbos enhances throttle response even further.

Speaking of the turbos, variable boost management helps to smooth acceleration while keeping an eye on fuel economy and despite the flat-plane configuration this engine is perfectly civilised.

A tall top (eighth) gear makes for easy cruising but the tight B-roads and lesser highways we spent most time on didn’t allow for any high autostrada speeds.

But how’s this for a flex? Ferrari says the active rear spoiler will stay in its low-drag position until the car hits 100km/h, then pushing through medium and high drag (135-degree) positions as speed rises. But… “over 300 km/h, the spoiler is always in MD mode because in such conditions it is preferable to have a more balanced car”.

Suspension is by double wishbones at the front with a multi-link set-up at the rear and twin solenoid (magnetic) adaptive dampers all around.

Rubber wrapping the 20-inch forged alloys is top-end Michelin Pilot Sport 4 S (245/35 fr / 285/35 rr) and front-to-rear weight distribution is 50/50.

What that all adds up to is a comfortable, responsive and deeply satisfying drive experience. In standard Ferrari fashion the dual-clutch transmission is rapid-fire perfection, the steering is light but accurate and feelsome, while the in-cabin ergonomics are superb.

Push as hard as you dare in tight, flowing corners and the car just continues to grip and bait you to try harder. And if you do give in and start to run out of talent the ‘Active Yaw Control’ and limited-slip ’E-diff’ will step in to imperceptibly save your bacon.

Moving the manettino through its five positions - ‘Wet’, ‘Comfort’, ‘Sport’, ‘Race’ & ‘ESC-Off’ rapidly transforms levels of ride comfort, steering, transmission and engine response. You can also set the ride to Comfort with other attributes dialled up to 11 for a cross-country sweet spot. 

And when it comes to slowing rather than going, the Brembo brake set-up is circuit ready with vented carbon ceramic rotors all around (390mm fr / 360mm rr) clamped by six-piston calipers at the front and four-piston units at the rear. They take a while to warm up, but never feel anything other than mega. 

No surprise, ANCAP and Euro NCAP have not assessed the Roma, but you could mount a solid case that the car’s high-level dynamic ability is its greatest active (crash avoidance) safety system. 

Over and above that there are the usual anti-lock brake, traction and stability control systems (the latter is Ferrari’s adjustable SSC ‘Side Slip Control’) as well as AEB (with vehicle and cyclist detection), adaptive cruise control, lane-keeping assist, lane departure warning, blind-spot monitoring and traffic sign recognition plus front and rear parking sensors.

Also worth calling out ‘FDE’ (Ferrari Dynamic Enhancer) which works in parallel with the SSC to help modulate lateral movement in extreme circumstances.

If a crash is unavoidable there are four airbags - dual front and dual side front (head). That’s an acceptable count in a 2+2 coupe, but it would be nice to see a front centre bag.

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 the name implies, Ferrari’s ‘7-Year Genuine Maintenance’ program means you won’t have to worry about servicing costs for the first seven years of ownership. Everything from labour and parts to lubricants and brake fluid is included in the free-of-charge package.

For reference, maintenance is recommended every 12 months/20,000km, which is a healthy distance and roadside assistance is complimentary for the first 12 months. 

Warranty cover is three years/unlimited kilometres, which trails the mainstream market but matches high-end competitors like Aston Martin, Lamborghini, McLaren and Porsche.