Volkswagen Amarok V6 2017 Tow Test

Caravan fans are increasingly looking to dual-cab 4WD utes and the V6 version of Volkswagen’s Amarok is the latest arrival in a field which now boasts record numbers of models

With enhancements across performance, interior comfort and towing capacity, it’s easy to deduce the yearning for luxury utes which are now proliferating in Australian new car showrooms.

Previously in the dual-cab ute class, ‘luxury’ meant at best an alloy sports bar and side stripes, but these days equipment levels for top-shelf models almost rival SUV wagons.

The Volkswagen Amarok V6 tested here is the ‘Ultimate’ model, and at $67,990 (plus on-road costs), it is Australia’s most expensive volume selling dual-cab ute (there’s also the Amarok V6 TDI550 Highline at $59,990).

Significantly, despite its retail price sitting $8500 higher than the Ranger Wildtrak, the Amarok lacks a few important safety features included in the Ford (and some other utes) - such as adaptive cruise control, forward collision alert, lane keeping aid, lane departure warning and cross-traffic alert.

Not only does the Amarok miss out on this safety gear, it also lacks one basic piece of equipment for a ute: a tonneau cover. Sure Volkswagen offers a variety of tonneau covers - from your standard soft pull-on to a rolling, lockable hard cover - but you pay extra.

What the Amarok Ultimate does include are leather seats (the front pair heated), bi-xenon headlights, satellite navigation, 19 inch alloy wheels, tubliner coating and steering wheel paddle shifters. Plus, like many of its ilk, the Amarok has trailer sway control.

Plenty of grunt
For many buyers who tow, the clincher for the Amarok V6 isn’t the included trinkets, rather it’s engine -- Volkswagen’s 3.0-litre turbo V6 develops a handy 165kW. While an overboost feature gives you an extra 15kW for about 10 seconds (helpful to cut your time in the wrong lane when overtaking), unfortunately this feature is automatically disabled when you're hitched up.

And of course there’s the robust 550Nm of torque – a large wad of Newton-metres not seen in this segment since Nissan’s Navara 550Ti.

The V6 is clearly one of the world’s smoothest turbo-diesel ute engines. In ‘Drive’ it will happily rev to around 4000rpm (5000rpm in ‘Sport’ mode) before fluently flicking into the next ratio of the excellent eight-speed automatic transmission.

However, it can feel sluggish under 1800rpm. While this isn’t unusual for a turbo-diesel, it is a trait some rival manufacturers have managed to virtually eradicate.

Nevertheless, the V6/eight-speed combination leaves the impression Volkswagen’s Amarok would easily meet the claimed sub eight-second time for zero to 100km/h.

Some towing restrictions
The level of detail contained in new car owner’s manuals might be punishing, but if you’re planning on towing a trailer it’s important to deep-dive for specifics.

In the case of the Amarok V6, there are a few restrictions worth mentioning. For instance, the manual says under no circumstances should you employ a Weight Distribution Hitch as to do so may cause the towbar “to tear loose”.

When towing, Volkswagen recommends a top speed of 80km/h, although you can go up to 100km/h in “exceptional cases”.

For Amaroks driven by journalists who wish to tow a heavy trailer, things get complicated because, according to a global edict from Volkswagen, no media vehicle can be fitted with a non-genuine part. As Volkswagen doesn’t make an Electric Brake Controller (EBC), our test vehicle was lacking one.

Thus we had to find a caravan with override brakes, which can only be legally fitted to vans weighing less than 2000kg (if your tare weight exceeds 2000kg, a trailer must have brakes operable by the driver within reach of the driver’s seat).

We settled on hitching a 1700kg caravan behind the Amarok, which is a fair bit under the 3000kg maximum capacity (of which a maximum 300kg can go on the towball). Not ideal.

Nevertheless, the van was still a bluff, big box with four wheels on the ground which the Amarok needed to drag around. Tackling a familiar towing loop we would get some indication of the V6’s towing ability.

The Amarok might be a load-carrier, but when the load is just 100kg sitting out in the breeze (on the towball) it has a negative effect on ride. We noticed some slight oscillation over bumps and overall got the feeling the dampers had a small amount of travel in which there was actually little damping control.

But the Amarok V6 certainly felt planted on the road – barely a hint of sway or fore-aft pitching.

Climbing long, steep freeway hills, the Amarok held 100km/h easily. However, downhill engine braking was not so impressive; to be fair, you shouldn’t expect a relatively low-compression, high-revving diesel to offer the world’s best engine deceleration.

The Amarok did redeem itself somewhat with its steering wheel mounted paddle shifters, which allowed a quick downshift - or three - to get some engine braking happening. It’s ironic how a gearshift designed for Formula One has become a great feature for towing.

Fuel economy was acceptable, ranging from an average 9.2l/100kms (no van attached) to 15.5l/100kms (when towing the 1700kg van).

Verdict
The Amarok V6 TDI550 is a stable platform with sufficient power and torque to make it a relaxing tow vehicle. But, at least in this case, it lacked a cohesive ride (which we suspect would improve with a heavier towball load and/or a load in the tray).

2017 Volkswagen Amarok V6 TDI550 Ultimate pricing and specifications:
Price: $67,990 (plus on-road costs)
Engine: 3.0-litre six-cylinder turbo-diesel
Output: 165kW/550Nm
Transmission: Eight-speed automatic
Fuel: 7.8l/100km (ADR Combined)
Towing: 3000kg, 300kg (towball)