Volkswagen Amarok 2012 Review

What we liked:
>> Versatile eight-speed auto
>> On-road refinement
>> Offroad ability

Not so much:
>> Still lagging behind torquier rivals
>> Fixed side mirrors
>> No space cab... yet

OVERVIEW
>> Even less ute-like than before...
4WD ute of the year; the first five-star ANCAP rated ute; class-leading fuel economy and passenger vehicle-style refinement, ride and handling. The accolades have come thick and fast for the German-engineered, Argentina-built Amarok since its launch Down Under in early-2011.

While currently holding a 4.1 per cent share of the 4WD ute market, one thing holding Amarok back – apart from its new-kid-on-the-block status – has been a lack of variants. Initially available with dual-cab body, 2.0-litre twin turbo diesel engine and six-speed manual transmission only, the range was boosted by a four-cylinder, turbo-petrol engine and second turbodiesel option earlier this year.

Now rounding out the range is a slick, new automatic transmission and ‘extra-large’ single-cab variant, that’s sure to increase its appeal among both commercial and recreational buyers.

Adding to its list of ‘firsts’, Amarok is the first ute in Australia to offer an eight-speed auto, albeit only on dual-cabs equipped with 4MOTION all-wheel drive and the new, top spec 132kW/ 420Nm turbodiesel powerplant.

With 24 variants now on offer (compared to top-selling HiLux’s 35) the only other thing buyers might wish for, apart from a few more factory accessories, is an extra-cab body; something many of its rivals offer.

Permanent four-wheel drive (4MOTION) is now available on variants other than the range-topping Ultimate, while more gear including Bluetooth connectivity, reduced pricing on some models, and a 3000kg towing capacity are other improvements.

The single-cab is available only in base ‘Amarok’ spec, in two body styles, cab chassis or ute, and with a choice of three engines.

Pricing starts at $24,490 for the TSI300 2WD cab-chassis, rising through six models to the $36,990 TDI400 4WD.

The six-speed manual-only single-cab gets the same 2.0-litre petrol and diesel engines as the existing dual-cab manual range – TSI300, TDI340 and TDI400 – with the choice of rear-wheel drive or selectable 4MOTION four-wheel drive.

While dual-cab 2WD pricing is unchanged, Volkswagen has cut from $1000-$2000 from dual-cab 4MOTION Trendline and Highline models. That’s despite the inclusion of Bluetooth mobile phone connectivity, cruise control and a multi-function leather steering wheel as standard across the 4MOTION range.

There are a total of six Amarok eight-speed autos in the 18-model dual-cab range, starting with the TDI420 4MOTION cab chassis at $44,490, and rising to the $61,490 TDI420 Ultimate 4MOTION.

There’s also a new stainless steel sports bar and side steps standard on the Highline model, and both the base Amarok and Trendline models can now be ordered in cab chassis body style.

Coded TDI420 based on its peak torque figure, the new direct-injection 2.0-litre four-cylinder bi-turbo punches out 132kW and 420Nm from 1500rpm, with claimed fuel economy of 8.3L/100km and 219g/km CO2 emissions.

The rear-wheel drive single-cab with TDI340 engine offers a class-leading 7.3L/100km fuel consumption figure and 189g/km CO2.

Volkswagen claims “DSG-like” shift speeds of 200 milliseconds for the ZF-sourced eight-speed auto, which offers three modes: Auto, Sports and manual. With a 4.714 ratio the short first gear is designed for offroad crawling, while eighth gear is an overdrive. Combined with a taller final drive of 3.7:1, auto-equipped Amaroks will happily cruise at 1750rpm at 100km/h in top gear for improved fuel economy and reduced in-cabin noise.

The 4MOTION all-wheel drive system fitted to all dual-cab autos is the same permanent all-wheel drive setup previously found under the Amarok Ultimate and features a Torsen differential, Electronic Differential Lock (EDL), and mechanical rear differential lock.

A shift-on-the-fly “Offroad Mode” will ‘tune’ the ESP, electronic differential locks (EDL), anti-slip regulation (ASR) and anti-lock brakes (ABS) to suit challenging offroad conditions. Hill Descent Assist will also operate at under 30km/h to hold a driver-determined constant speed on steep descents.

With the standard, heavy-duty suspension Amarok has a payload between 1174kg and 1394kg and GVM up to 3040kg depending on model. Braked towing capacity is 3000kg with a 300kg downball weight.

Amarok comes with service intervals of 12 months/15,000km, and is covered by a three year/unlimited kilometre warranty and six-year anti-corrosion perforation warranty.

More photos of Volkswagen Amarok at www.motoring.com.au

PACKAGING

The single-cab also continues Amarok’s load-swallowing reputation with the ability to carry two, Euro pallets (the dual-cab can handle one).

According to Volkswagen the single-cab Amarok interior is “the most spacious in its class”, and there’s adequate leg and headroom for two blokes while allowing space behind the seats for a number of small bags.

The Australian-designed and built heavy-duty aluminium tray (a $2000 option for cab chassis models) also deserves a mention for its functional design, incorporating tail-light protectors, easily removable rear ladder racks, and clever use of polymer plastics for smoother operation of tailgate latches.

SAFETY

Safety features standard across the single and dual range include driver and front passenger airbags, front head/thorax side airbags, Electronic Stability Program (ESP) and antilock brakes (ABS).

COMPETITORS

With 2449 sales until the end of June, Amarok currently has a 4.1 per cent share of the 4x4 ute market, trailing HiLux (24.1 per cent), Navara (21.3), Triton (12 per cent), Ranger (8.3) and BT-50 (7.5).

Amarok has a smaller share of the less competitive 4x2 ute market (also dominated by Navara and HiLux), with 325 sales (1.4 per cent) of the market, year-to-date.

ON THE ROAD

As discovered during our first drive in Spain, the smooth, quick-shifting eight-speed auto is a winner – on- or offroad. On-road it offers lightning quick, fluid and mostly imperceptible changes, mimicking the sporty feel of a dual-clutch transmission in many ways.

On the highway it will quickly work its way to eighth gear, keeping revs low, which contributes to a quiet cabin. Alternatively, it will eagerly drop a couple of gears for easy overtaking, making the best of the narrow powerband. On the highway it cruised comfortably at less than 2000rpm at 110km/h -- about 200rpm less than top gear with the manual box. There’s some mild engine roar above 3000rpm but it’s well suppressed.

One thing that did destroy the ambience was an optional moulded tub liner fitted to one ute, which rattled annoyingly over dirt roads. Volkswagen said it was caused by the ill-fitting liner moving about in the tray, so hopefully the company comes up with a fix shortly.

Both single- and dual-cab utes provide a good compromise between ride comfort and handling, with confidence-inspiring stability and high grip levels even on dirt. Not surprisingly the single-cab we drove (loaded with 200kg of hay bales) was slightly noisier and less planted at the rear than the dual-cabs. While sorely lacking in grip over muddier terrain, the standard Bridgestone Dueler highway tyres were whisper-quiet on the bitumen.

Volkswagen claims the auto-equipped Amarok with permanent four-wheel drive is just as capable offroad as the dual-range version, and we’d tend to agree. Amarok’s bush-bashing abilities really came to the fore when banging along rugged station tracks and dry, rocky creek beds through Warraweena Park in the northern Flinders Ranges. With rear diff locked, ‘Off Road Mode’ engaged and first gear selected, deep ruts, steep dips and big washaways proved minor obstacles. In auto mode, it crawled along at 5km/h up a very steep, loose shale rock incline at 1500 revs with little fuss.

Clearance was rarely an issue either, thanks to an approach angle of 28 degrees (front), exit angle of 23.6 degrees (with rear bumper) and 23 degrees ramp breakover angle. The 500mm wading height and underbody armour helped when splashing through streams, climbing steep, rocky ascents or crawling around large boulders, with only minor damage sustained to a rear step and lower edge of a front bumper.

Amarok’s rear diff lock helped extract it from situations that would have left many of its rivals stranded. On one occasion with a rear wheel wedged behind a rock and another front wheel spinning freely, the dual-cab ute was going nowhere until a quick press of the locked rear-diff switch encouraged forward momentum.

Hill Descent Control was smoother and quieter than some other systems we’ve tried, although having to modulate the speed using the brakes or throttle means die-hard four-wheel drivers may still prefer the more predictable engine-braking of ‘low range’ reduction gearing. While the six-speed ‘box with its light, short throws remains one of the better manual options of any ute , the clever auto box combined with the electronic four-wheel drive system makes it the better every-day option despite the up to $3000 premium.

Other offroad issues were the lack of folding side mirrors on tighter, tree-lined tracks, while the high bonnet made precise positioning of the front wheels difficult on more testing sections. There were also a couple of ‘electronic’ gremlins experienced in different utes, including an oil temperature warning light that stayed on for about an hour, and a digital display indicating ‘Sports’ mode for a time when ‘Drive’ was selected. A plastic lever that releases the seatback on a single-cab ute also came off its metal lever, although this was easily fixed.

Fuel economy was generally impressive given the challenging conditions, with a single-cab manual getting between 9.5-10.5L/100km according to the trip computer. Four-wheel drive dual-cab auto utes varied from 9.5L/100km on the bitumen to 13.5L/100km when offroad.

Minor niggles aside, the new eight speed auto is a welcome addition to Amarok’s already impressive list of attributes. After around 700km driving through the picturesque yet inhospitable Flinders Ranges, it’s fair to say the Amarok dual-cab auto proved equally adept offroad as it was agile and civilised on the tar. And as a well-equipped workhorse, the single-cab 4WD diesel would make a practical and comfy companion too.

More photos of Volkswagen Amarok Auto at www.motoring.com.au

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