Ferrari Roma vs Volkswagen Amarok

What's the difference?

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.

It’s been developed with adventurous four-wheel-drive enthusiasts in mind, but we don’t know exactly what it will cost. However, given the current ballpark estimate, the value equation will likely stack up well and things like safety and the ownership package are solid. And we know it’s tough and capable in rough going, which is the main point, after all. This package works brilliantly well.

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

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. 

The Amarok is already a sleek-looking dual cab and the ‘Clear White’-only 10 Deserts Edition picks up unique black badging, a standard black tonneau cover and 17-inch satin ‘Asphalt Black’ alloy wheels shod with all-terrain rubber. More hardcore off-road tyres are a no-cost option, which is a nice touch, and there are black side steps and a ‘Asphalt Black’ mesh grille with ‘Bolder Grey’ inserts.

An ARB lift kit raises ground clearance by 40mm, from an already decent 235mm to 275mm, and ‘Genuine VW’ underbody protection is added.

The interior is cool, calm and collected in typical VW fashion with a predominantly dark grey colour palette highlighted by silver and brushed metal accents.

The 8.0-inch digital instrument display and 10.1-inch multimedia screen look contemporary without being garish, and there’s a workable mix of digital and physical controls, with climate being the former and audio the latter.

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 just over 5.3m long, a little more than 1.9m wide and close to 1.9m tall (with a 3270mm wheelbase) the Amarok lives within the same dimensional footprint as key competitors like the Ford Ranger, Toyota HiLux and Isuzu D-Max.

Up front, it's easy to get in and out thanks to big door apertures and this limited edition’s slightly higher ride height. There’s plenty of breathing space and good separation from your co-pilot.

In terms of storage there are door bins with room for decent size bottles, a couple of cup/bottle holders in the centre console, a lidded storage box between the seats (which doubles as a centre armrest), a wireless charging pad ahead of that, two glove boxes, a shallow well in the centre of the dashtop and a drop down sunglasses holder.

In the back, sitting behind the driver’s seat set to my 183cm position, there’s plenty of head, leg and toe room.

Three full-size adults across the second row will be okay for short to medium trips and a trio of up to late teenage kids will be fine. There are bins in the doors with room for medium-size bottles, a fold-down centre armrest with a pair of cupholders and map pockets in the front seat backs.

On the not so good side, there’s no individual ventilation control for back-seaters and the only power option is a 12-volt socket with USB-A and -C ports confined to the front only. Shout out for the USB input in the mirror housing for a dash cam, though.

The roughly 1.5m long by 1.2m wide illuminated tray will accommodate a Euro pallet between the wheel arches. There are multiple tie-down rings and tailgate closing is assisted.

Maximum towing capacity for a braked trailer is 3500kg (750kg unbraked), a full-size spare is on-board and there are two towing hooks at the front.

Although it’s being cagey on exact pricing at this stage, Volkswagen says the Amarok 10 Deserts Edition will be positioned between $65 and $70K (likely closer to former than the latter).

The Amarok Life TDI500 this car is based on boasts a healthy standard equipment list including LED headlights, daytime running lights and fog lights, adaptive cruise control (with stop/go), alloy rims, a towbar, wireless charging and tailgate lift assist plus wireless Android Auto and Apple CarPlay. 

There’s also six-speaker audio (with digital radio), single-zone air-con, electrically folding and heated exterior mirrors (with courtesy lamps), auto headlight and high-beam control, a leather-trimmed steering wheel and gearshift, and auto rain-sensing wipers.

Not a bad fit-out, even before adding the extra 10 Deserts kit (see Design) and that prospective price puts it between the existing Amarok TDI500 Life ($59,490) and Style $69,740), both before on-road costs, and a step up from Ford’s close to $57K limited-run (1500 unit) Ranger Black Edition.

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.

The record-breaking Amarok was a V6 Style, but this limited edition is based on the Amarok TDI500 Life, so a 2.0-litre turbo-diesel four-cylinder engine sits under the bonnet, sending 154kW/500Nm to the rear, or all four wheels, via a 10-speed automatic transmission.

This twin-turbo, dual-overhead cam unit is shared with the Amarok’s twin under the skin, the Ford Ranger (where it’s referred to as the ‘Bi-Turbo’), and the selectable all-wheel-drive system features three driving modes - 2H, 4H & 4L - and there’s a mechanical rear diff lock.  

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.

The TDI500’s official fuel consumption figure on the combined (urban/extra-urban) cycle is 7.2L/100km. With an 80-litre fuel tank on board, theoretical range is around 1100km.

Stop-start is standard, but we’ll have to wait for an as-tested figure, as this launch drive leant heavily into arduous off-road work.

For reference, in previous testing we’ve recorded real-world consumption closer to 10.0L/100km for this Amarok powertrain, which would deliver a driving range of around 800km.

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. 

The Amarok TDI500 is easy and effortless to drive on the open road. Peak power of 154kW (at 3750rpm) is adequate, but it’s the 500Nm of pulling power, delivered exactly where you want it at just 1750rpm, that sets the tone.

With 10 ratios to cycle through, the auto transmission also helps keep things in the sweet spot and while you’re aware of a certain amount of diesel thrum under acceleration, in this type of ute that’s more reassuring than annoying.

Suspension is by double wishbones and coil springs at the front with leaf springs supporting a live axle at the rear. And as is typical for a ute with this set-up (particularly unladen) bumps on a typical B-road make their presence felt, but not to an alarming degree.

We drove it on loose dirt roads and some challenging trails (which we’ll get to shortly), but overall it feels capable and pretty well planted on the road.

The steering is electrically assisted and there’s a good connection between your hands on the wheel and the tyres on the road.

Standard 17-inch alloys are shod with 225x70 Continental CrossContact ATR (all-terrain) tyres and they’re civilised on the highway. Also worth noting more aggressive off-road-focused rubber is a no-cost option, which is a nice touch.

The brakes are discs front and rear, which is notable because the entry-level Amarok Core is fitted with drums at the back.

On the open-road and in slow-going off-highway, where you’re constantly feathering the brakes during steep declines, braking remains strong with a progressive pedal feel. 

The off-road section of the launch drive was more about the nature of the terrain than ultra-steep inclines or declines.

Big boulders, cavernous ruts, bulging tree roots as well as loose gravel and sand surfaces were the flavours of the day and the Amarok did a great job.

Standard approach, departure and ramp-over angles for the Life TDI500 are pretty solid, but an extra 40mm of ground clearance makes a big difference. 

Worth noting the 10 Deserts Edition held its own with the more heavily modified V6 Style that set the Guinness record, which we also had a chance to steer.

With around 80kg less weight on the front axle, the four-cylinder feels agile and eager in the rough stuff and we saw some impressive axle articulation as the suspension and drive systems helped the Amarok pick its way through the most difficult sections.

We stepped our way through two-wheel high, four-wheel high and 4WD low modes, pulling in the diff lock only when things got hairy.

In terms of miscellaneous observations, it’s worth noting the turning circle is 12.8m. The Amarok is a sizeable vehicle and you’d expect the turning circle to be up there, but just be prepared for a reasonably wide arc when you’re parking or making three-point turns. 

And the front seats are a stand-out. They’re pretty much sports editions - grippy and comfortable even after a full day behind the wheel on- and off-road. And their lateral support keeps you nicely located in the corners.   

The Amarok was given a maximum five-star ANCAP assessment in 2022 and active (crash-avoidance) tech includes AEB (with pedestrian and cyclist monitoring), lane keeping assist and lane departure warning, adaptive cruise control (with stop and go function), rear cross-traffic alert, blind-spot monitoring, hill-descent control, tyre-pressure monitoring, driver fatigue alert, roll-over mitigation and trailer sway control.

There’s also ‘Swerve Steer Assist’, road and speed sign recognition, front and rear parking distance controls, and a reversing camera. That’s an impressive suite for the category.

If a crash is unavoidable, there are nine airbags onboard - dual front and front side, dual front knee, full-length side curtain and a front-centre bag to help reduce the chance of head clash injuries in a side-on crash. Again, above average.

The Amarok scores well with ANCAP for vulnerable road user protection, multi-collision braking minimises the chances of secondary collisions following an initial impact and there’s an auto emergency call-out function able to sense if the driver is incapacitated following an airbag deployment.

Important to note there are top tethers and ISOFIX anchors for baby capsules and/or child seats on the outer rear seat positions only.

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.

Volkswagen covers the Amarok with a five-year/unlimited-km warranty, which is expected in the mainstream market.

Service is recommended every 12 months/15,000km, which is pretty handy, and the price averages $360 for the first five years, which is competitive for the class and price point.

Fixed price three- or five-year plans are also offered, which brings a modest discount and locks in the pricing. Twelve months of roadside assistance is complementary, renewed for another year each time you service the car at an authorised VW dealer.