Volkswagen Amarok Highline 2011 Review

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Although a serious European attempt to break the stranglehold of well-established Japanese brands on the Aussie ute market, Volkswagen's Amarok remains a tough sell, to say the least.

That's despite a list of attributes that put some of its main rivals to shame, like a five-star ANCAP rating, a highly efficient common-rail, twin turbo diesel engine, and the sort of fit, finish and styling we've come to expect from leading European car manufacturers.

Unlike its rivals, though, some of whom offer more than 30 variants, Amarok buyers are initially limited in their choices: 2WD or 4WD, dual-cab pickup only, with 2.0-litre, twin turbo turbodiesel engine and six-speed manual transmission, and choice of four grades.

And with a starting price for 4WD variants of $43,990, it's squarely aimed at the increasingly popular, 'recreational' end of the ute market.

The Carsales Network garage recently saw four different Amaroks come and go over a period of a month, covering most variations from a $33,990 'poverty pack' 2WD to leather-lined, stainless steel-glistening 4WD Ultimate Amarok priced at $58,490.

All proved versatile, comfortable, and mostly desirable companions, at various times doing duty as load carriers, motorbike transporters, daily drivers and week-end family haulers. (Pictured is a Trendline 4x4, featuring very European 'Mendoza' brown cloth trim)

Our friends at Bikesales.com.au managed to squeeze a full-sized motorcycle into the relatively spacious rear tray (with heavy-duty tailgate down), although the tray's jacked-up height made it a chore running the bike up the ramp. Four tie-down hooks made securing the bike a breeze though.

The ample one tonne (depending on variant) payload also proved useful for one Carsales Network staffer's house-moving requirements.

Spending a full week with the $52,990 4WD Highline, which with its leather-wrapped gearknob and steering wheel and a few other niceties, arguably represents the best mix of functionality, style and value across the Amarok range.

Step up into the cabin and most apparent with up-spec Highline and Ultimate variants, is the way Volkswagen has further bridged the gap between workhorse ute and luxury SUV, despite the presence of some obligatory hard grey plastics.

It's the little things that make commuting in the second most stylish Amarok a joy, like the superb seats, touchscreen audio, dual-zone climate control, and small, leather-trimmed steering wheel, although the absence of wheel-mounted audio controls (even in the Ultimate) was odd.

The high driver's seat position aids all-round vision in traffic, as do big side mirrors and a non-obtrusive B-pillar. Which is a good thing, as this is a big ute that can be a handful on busy roads and crowded car parks.

The absence of standard side steps (except on the top-spec Ultimate) makes it a struggle for kids to access the rear seats. But once up on their perches, it's roomy and comfortable back there.

Safety-wise, rear passengers miss out on (curtain) airbags but benefit from three, height adjustable three-point seatbelts. The rear seats also fold back neatly, providing additional room for tradies and their stuff.

Driving the Amarok at night is an eye-opener, as much for the ambient red 'mood' lighting around switches, as the way the powerful headlights light up the road ahead.

Equally illuminating is the cargo area light which, when activated by a button in the cabin, puts an end to fiddling around in the tray on cold dark nights.

Strong on-road performance is another impressive Amarok trait, thanks to the advanced 120kW/400Nm four-cylinder diesel engine. What it lacks in the outright grunt of a Nissan Navara, it makes up for with excellent low-down torque and the sort of refinement and flexibility not often appreciated in a workhorse diesel.

With maximum torque on tap from as low as 1500rpm, the Amarok will also make a decent tow vehicle (2800kg towing capacity). Fuel economy was also on the money, recording 9.8L/100km during a range of driving.

The common-rail diesel is gruff but never raucous at higher revs, and while there's a digital reminder for changing gears, it's not necessary, as it will still accelerate without labouring from as low as 1200rpm. This is handy as the notchy if tightly spaced gearbox doesn't like to be rushed.

The engine's flexibility meant we often set off in second gear around town, leaving first gear reserved for low speed off-road work or stop-start towing.

The Amarok also proved itself over longer trips, with decent overtaking ability even in sixth gear while remaining quiet on the freeway with just a hint of diesel clatter and minimal tyre and wind noise at 100km/h.

The hill start assist feature is affective albeit a tad aggressive, so that without a decent serve of revs and some riding of the clutch, it can leave you stalled in the middle of an intersection (as happened on one occasion).

The Amarok also takes corners in its stride, with good grip and minimal body roll, and with 'comfort' rear suspension available there's little rear end bucking, even without a load.

The Amarok's all-terrain prowess has been well covered in our launch review. Suffice to say it ticks all the boxes for a go-anywhere bush vehicle, with excellent ground clearance, short overhangs, high approach and departure angles, underbody protection and tricky off-road electronics that help with traction.

By all accounts it would have to be a strong contender for best off-road ute, although the standard selectable 4WD system with its low-range gearing and electronic diff locks is preferable to the optional full-time system available on the Ultimate if serious off-roading is on the menu.

Also of note is the push-button ease of selecting various 4WD modes; a pleasant change from some of its rivals' cantankerous separate gear levers.

All up, there's a lot to like about the Amarok. It's a handsome beast, eliciting more than the usual positive remarks around the office particularly in glistening Ultimate form. 

It's also smartly finished, inside and out, more akin to modern car standards than traditional rough and ready utilities.

Amarok sales have been sluggish since its Australian launch in February, with only 116 sold in May, or just over one per cent of the Aussie ute market. Of those, only two were 2WD.

Currently holding it back is the limited options available, although a cab chassis and eight-speed auto transmission should be on the cards from next year.

Its premium price shouldn't deter buyers when other comparable, range-topping Japanese utes are fetching north of $60K.

While VW doesn't offer many accessories, it's reassuring to know that reputable companies like ARB have been quick to come to the party with off-road essentials like airbag-compatible bullbars, roof racks, and a canopy that would really turn the Amarok into an all-rounder to be reckoned with.

Time will tell whether VW's Dakar-bashing ute will become a major player in the highly competitive ute segment, but on first impressions it deserves to.

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