Volkswagen Amarok 2009 Review - International

Volkswagen Amarok

What we liked
>> Flexible, torquey engine
>> Brilliant steering
>> Distinctive look

Not so much
>> Costs still unknown
>> Diesel only available with manual... For now
>> No air vents for rear passengers

About our ratings

OVERVIEW
-- Watch out HiLux, here comes the 'Rok
Volkswagen's Commercial Vehicle division in Hannover had one clear goal when creating the Amarok; to be the best in the market. Creating a good vehicle is a difficult challenge in and of itself, but to make life difficult for VW, the pick-up segment already has a clear benchmark -- the Toyota HiLux.

Now in its seventh generation, the HiLux has a huge head start on Volkswagen. But the German company hasn't become one of the biggest brands in the world by accident. It has done so with a mix of technical savvy and hard work.

Those two traits were in abundance on the Amarok program with the designers and engineers take a long hard look at the HiLux and learning what they could from it. The result is a car that is well thought out and could be a game-changer -- not just for Volkswagen Australia, but also around the world.

With production of the Amarok commencing next week (December 15) in Argentina, the Carsales Network was invited to drive the car on one of its final shakedown tests alongside members of the VW board -- over 160km of driving on some of the roughest and toughest roads in Argentina, including a stretch of Dakar Rally course (coincidently won by Volkswagen earlier this year). It's a telling sign that only a month out from the start of production, Volkswagen was still looking for ways to improve the Amarok.

The new model is due to go on sale in South America and South Africa in the first quarter of 2010, with Australia having to wait until the second quarter.

The potential for Volkswagen Group Australia (VGA) is huge. With only a small share of the local pick-up market, the Amarok could become one of the brand's biggest sellers. And for a brand more renowned for small cars, it could open up a new world of possibilities for larger vehicles, helping repositioning the image of VW Down Under.

So no pressure on it then...

Volkswagen is targeting a wide audience with the Amarok around the world, therefore the vehicle has been designed with an array of modular systems in place to tailor the car to the various markets. That means everything from seatbelts to stereos...

Initially there will be a three-tier line-up with the base model (known simply as Amarok), Trendline and Highline covering the various demands of customers.

The basic differences will see the base model sporting plastic bumpers and cloth seats; Trendline will earn colour-coded bumpers and optional leather trim; and the Highline will receive chrome bumpers and leather seats as standard.

Obviously specifications for Australian models haven't been released yet, but Volkswagen has designed the Amarok and its production to be a modular system. That means the car can be tailored to a variety of trim and equipment levels, depending on the market demands.

Traditional VW parts carried over from other models include the sound system and air-conditioning controls. There will be a number of different options in both these departments, including stereo systems with integrated satellite navigation, USB and Bluetooth capabilities.

There are a number of clever standard features in the Amarok, including a unique 'multi function clip' on the dashboard. There are two of the circular devices on either side of stereo unit. The black plastic covers are removed to expose a slot in the dash that can be used to insert around 15 various plug-in parts -- cupholders, map readers and navigation aids, to name a few.

The dash is also fitted with three 12-volt power outlets to cater for a variety of aftermarket power needs. VW has specifically placed one of the points on the top of the upper dash to avoid a tangle of cables from aftermarket satellite navigation systems.

The dashboard itself is available in either a solid black plastic or with a brown insert on both the upper and lower dashboard as well as the door trims. Another nice feature is an external light for the tray hidden underneath the upper brake light. There is also another 12-volt power outlet in the tray too.

The Highline model we drove was fitted with power windows all-round.

There are a number of other equipment options that we'll cover off in PACKAGING.

As for price, that remains the biggest unanswered question. Officially the company wants to target the HiLux but Toyota's ability -- along with others including Ford and Holden -- to source that car from Thailand means the Japanese firm saves the five per cent tariff. However, Volkswagen Commercial's head of sales and marketing, Harald Schomburg, told the Carsales Network the company is willing to absorb some of the difference in order to get as close to the Toyota as possible.

"I think this is something we can partially bridge," Schomburg says. "Not all of it but some of it. Two per cent [difference] is not much."

When the car goes on sale around the world early next year, there will be only two engine options, both 2.0-litre turbodiesels. The entry level unit will be a single-turbo producing 90kW and 330Nm, while a bi-turbo version of the same engine will pump out 125kW and 400Nm. By the third quarter of 2010, a 2.0-litre petrol with 118kW and around 300Nm will join the range.

While admitting it will make the sale pitch to potential customers harder, given most rivals have 3.0-litre diesels, VW is confident the performance of the engines will speak for themselves.

"It's definitely the best solution from our point of view," says Schomburg. "Of course we have to explain. We have to get people to drive them, then it will be ok."

Given that power and torque figures are on par with the Amarok's rivals, and fuel consumption is improved (a claimed best of 7.4L/100km for the bi-turbo), the issue of capacity will be purely a psychological one.

Both TDI engines share a common six-speed manual gearbox but drive through three different driveline set-ups. There will be a 4x2 model, part-time 4x4 and permanent 4x4 all available from the beginning. While the gearbox is new to VW, the permanent 4x4 system is a modified version of the one used in the Touareg, Cayenne and Audi Q7 family

Volkswagen is already evaluating 'automatic' transmissions but is yet to decide on either a traditional torque converter or double-clutch unit. The company officials admitted that if they decided on a torque converter, it would almost certainly be a seven or eight-speed gearbox; a major advantage in a class that is dominated by four and five-speed autos.

Despite the obvious offroad benefits of a torque converter, Schomburg said that the final decision would have to factor in production requirements of the company; in terms of both capacity and cost.

After evaluating a monocoque, VW instead opted for a ladder frame chassis because of the greater strength and durability. According to Schomburg, the Amarok came out on top of torsional rigidity testing against its major rivals; only just ahead of the HiLux but significantly better than the rest.

Suspension is a mix of MacPherson strut at the front and leaf springs at the rear to give the best compromise between handling and payload.

It's a similar story with the brakes -- discs at the front and drums at the rear. VW claims it is a better solution for offroad driving.

There will be a wide variety of wheels, available starting with 16-inch steel and alloy, 17-inch steel and alloy, 18-inch alloys and 19-inch alloys. The Highline model we drove was fitted with 17-inch alloys as standard.

Last, but certainly by no means least, VW has paid special attention to achieving good numbers in terms of load and towing capacity and tray dimensions. With a towing capacity of 2800kg, the Amarok betters the equivalent Toyota HiLux (2250kg), Ford Ranger (2500kg) and Mitsubishi Triton (2500kg), but is behind the Holden Colorado and Nissan Navara, which can both pull 3000kg.

The tray measures 1550mm in length, 1600mm wide and with 1220mm in between the wheelarches. That is large enough to fit an Australian standard pallet of 1200mm x 1200mm.

Load capacity will vary from 850kg to 1200kg depending on the model.

PACKAGING

The design is typical of current generation Volkswagen's, with clean lines, but at the same time there are bold wheel arches to give it a suitable look for the pick-up segment. As the only European player on the market, the Amarok will stand out from its Asian rivals -- something that could give it an advantage in the sales race.

The front end treatment is almost identical to the concept, with the headlights carried over and sitting alongside the bold grille with large VW badge. The lower grille is also a direct link to the Robust, with the solid black insert running the width of the lower bumper; as well as housing the fog lights. The Robust design is carried over down the side and across the rear. [Ed: Ignore the upside down Mitsubishi logos on the images hereabouts. The badges were simply disguise for the cars in their pre-launch period.]

Exact exterior dimensions remain under wraps, but the company did admit it is similar in size to the HiLux (100mm wider, both externally and inside the cabin). Based on our time with the car, it may be the VW's first attempt at a one-tonne pick-up, but it certainly won't look out of place against its rivals.

Inside, the Amarok feels just like a Volkswagen, with design and controls pulled straight from other members of the family. The steering wheel looks identical to the new Golf's, as do the air conditioning controls and stereo.

As you'd expect for a workhorse vehicle, the materials used are harder than you'll find in the likes of a Golf or Tiguan. The plastics on the dash and surrounds are hard but don't look out of place in the class. It's the same story with the seats. The leather is not up to the same standard as VW passenger cars', but good for the pick-up segment.

The extra width is certainly noticeable in the cabin. It will certainly seat four adults in absolute comfort and a fifth passenger, either adult or child, won't feel crushed in the centre seat. Head and legroom is also good.

Although the Crew Cab will be the only option initially, a single cab version is expected by the fourth quarter of 2010.

As mentioned above, VW is promising a wide variety of equipment and specification for the Amarok, thanks to its modular construction. Among those will be a number of options for the tray, including heavy duty plastic liners, covered canopy and a flatbed.

There will be a choice of nine colours for the Amarok, including black, white, silver, dark green, dark blue and red.

SAFETY
-- A missed opportunity?
Active safety will include standard fitment of anti-lock brakes (ABS), electronic stability control (ESP), hill decent and hill hold assist. The ABS is the same version used on the Touareg, which has been specially calibrated for loose surface stops. By building up a wave of gravel or snow in front of each tyre, the advanced ABS allows the Amarok to stop quicker without limiting steering on unsealed roads.

It is good to see VW taking the decision to fit ABS as standard, given that the government is yet to mandate stability control on light commercial vehicles, despite acknowledging its many safety benefits.

Not so good is the decision to offer only driver and passenger front and side airbags. While not alone in the segment, it's a shame VW decided against making knee and curtain airbags available to better protect both front and rear seat passengers.

With over 100,000 pick-ups sold this year and the top five models all selling over 10,000 units, there is not just lots of competition but plenty of scope for growth. As a new player, any growth will be a bonus to Volkswagen Australia.

"If you didn't know [the capacity], you wouldn't know it's a 2.0-litre," he says.

It is smoother, more refined and feels stronger than any of the competitors this author has driven. It's also extremely flexible, with peak torque available from 1800rpm. There is always plenty of pulling power on hand. It also allows you to operate in a gear higher than you normally would, creating a fuel economy benefit.

While noisier than one of VW's passenger TDI models, the Amarok felt refined on road. On the highway, we easily achieved a top speed of 150km/h on the flat; sneaking up to 160km/h on downhill stretches.

Our test car had three passengers onboard all day and around 50kg of ballast. At no stage did it feel laboured. Although we didn't drive it with a full payload or towing at capacity, there felt like more than enough torque to handle whatever the situation.

But while the bi-turbo engine's 400Nm is probably overkill, having not driven either the other turbodiesel or petrol engines, we'll have to reserve judgment on those until we drive them.

The six-speed gearbox is a good transmission with a compact action and feel. This author did find the clutch take-off point did require some getting used to though; a sentiment backed up by other drivers during the test.

But while it was a good transmission, it was hard to escape the thought that matching an eight-speed (or even seven-speed) torque converter automatic to the TDI engine would be not just a brilliant combination, but a giant leap forward for the category.

As excellent as the engine was though, even more impressive was the Amarok's handling and, in particular, its steering. It didn't matter if it was in 4x2 or 4x4, the steering was a revelation against the Amarok's competitors. It felt direct, gave good feedback and did so both on and off road. While rival pick-ups suffer from steering with a mechanical and discounted feel, the Amarok felt more like driving a top-class SUV instead of a workhorse.

What also impressed about the handling, again both on and off road, was the way it inspired confidence in the driver -- another trait not found in many of its competitors. On sealed roads it rode more like an passenger wagon or softroader, belying its heavy-duty suspension.

Not that the refinement comes at a cost to the car's offroad ability. Running across a variety of conditions including fast gravel, rough roads, sand, mud and even down a river, the Amarok sucked up the bumps and never felt anything but sure-footed. In terms of offroad capabilities, it tackled all challenges we threw at it with relative ease. In addition to the rugged suspension and chassis set-up, the Amarok also benefits from the technology like hill descent control for better off-road performance.

Another technical function for loose surface driving is the 'Off Road' button that is next to the gearshift. It opens up the parameters of the stability control system (to allow for more slip angle before correcting), opens the steering, activates the hill descent control and changes the antilock brakes to their offroad setting.

"When you are on gravel this is perfect," says Schomburg, "because it's not only more safe, it's more fun to drive."

The brakes were strong throughout the day and never felt any different, despite the heavy workload.

After more than five straight hours in the Amarok, we arrived at the end of the test route feeling fresh, thanks to the good work of the suspension and comfortable cabin.

What impresses most about the Amarok is that it is still in the early stages of development. VW has hinted there are plenty of further upgrades and developments already in the pipeline for future versions.

"We want to challenge the best, so we concentrate first, then expand," says Schomburg.

Obviously a final verdict on the Amarok will have to wait until we drive the full range and Australian-specification vehicles, but the preview drive was a very promising start. In terms of performance, dynamics and design, the new Volkswagen sets new benchmarks for the pick-up class.

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