Volkswagen Amarok W580 2021 Review

From the masterminds that brought you the HSV GTSR W1: like any worthwhile Hollywood blockbuster, there’s an all-star cast behind the new 2021 Volkswagen Amarok W580.

The heavy hitter comes in the form of a powerful V6 turbo-diesel engine, there’s a familiar hand in Volkswagen’s 11-year-old Amarok dual-cab, and a spicy up-and-comer thanks to input from legendary Australian tuning and engineering firm Walkinshaw Automotive Group.

Arriving in showrooms from this month, the new Volkswagen Amarok W580 and flagship W580S will crown the outgoing Amarok ute range before the arrival of the second-generation version in roughly 12-18 months’ time, crucially sharing its platform and parts with a new Ford Ranger.

The W580 is described as a ‘GT utility’, a trait officials hope can differentiate it from other wicked-up offerings like the prodigious Ford Ranger Raptor and Nissan Navara Warrior, the latter soon to return to market in updated PRO-4X Warrior guise.

Additionally, Walkinshaw and Volkswagen Australia have hinted a separate off-road-themed spin-off is in development, too.

Like many Hollywood blockbusters, this $80,000 big-spend could go one of either two ways.

Using the Volkswagen Amarok TDI580 Highline V6 turbo-diesel as its base, the 2021 Volkswagen Amarok W580S tested here starts at $79,990 plus on-road costs, making it a more expensive proposition than its closest rival, the Ford Ranger Raptor that starts at $77,190 plus ORCs.

There’s also the option of the more affordable Amarok W580, which opens the pricing at $71,990 plus ORCs, or $10,000 upstream of the TDI580 Highline V6 turbo-diesel.

Across both Walkinshaw-fettled models, headline treatments are a unique suspension tune including MTV twin-tube shock absorbers front and rear, special 20x9.0-inch dark ‘Clayton’ forged alloy wheels with Pirelli Scorpion 275/50R20 ATR tyres, wheel-arch extensions to match the new wheel and tyre spec, wrapping into the front-end which is dominated by a Walkinshaw-designed grille and lower bumper flanked by bi-Xenon headlights up top and LED fog lights integrated below.

This larger-diameter rubber increases the ride height, while the front suspension has been lifted by 40mm at the front axle line “to give the vehicle a more aggressive overall stance”, VW says.

Adding an $8000 premium, the Volkswagen Amarok W580S further differentiates itself with a custom twin exhaust system with side pipes at the rear wheels and branded tips, a sail plane styling bar that closely resembles the one found on the Ford Ranger Wildtrak (and other rivals), a front underbody styling element, five-piece protective tub liner, Vienna leather interior seats with 14-way front adjustment and heating, electric folding mirrors and sat-nav.

There’s also Walkinshaw-branded head restraints, W580 tailored carpet mats, a bonnet protector, door decals and a plaque designating individual allocation within the limited build capacity.

Ultimately, though, the W580 and W580S are not strictly limited-edition. Volkswagen expects total production to exceed 2000 vehicles.

There are no changes to the muscular 580Nm 3.0-litre V6 turbo-diesel engine as seen in other 580 models, producing up to 200kW of power on overboost and matched with an eight-speed automatic transmission and 4MOTION four-wheel drive system with Torsen differential.

The Ford Ranger Raptor, by comparison, uses a 2.0-litre four-cylinder twin-turbo diesel good for 157kW/500Nm.

Inside, the Amarok W580 employs a familiar 6.5-inch infotainment display with Apple CarPlay and Android Auto, Bluetooth, dual-zone climate control, heated mirrors and more. The driver instrument cluster combines analogue gauges separated by a digital screen bearing speedometer, trip computer and the like.

Up front, passengers gain access to two centrally-mounted cup holders, a large cubby under the centre binnacle for keys, phone and wallet, along with generous door pockets. The rear seat gets a flip-down centre arm rest, generous door pockets and seat bases that fold up to liberate space for large bags.

As with all Volkswagen models, the W580 duo is covered by a five-year/unlimited-kilometre factory warranty, with capped-price servicing and optional three- and five-year pre-paid service deals also available.

Ordinarily, Volkswagen says the first five years or 100,000km of servicing will set customers back $3620, based on 12-month/20,000km intervals.

Towing capacity remains at 3500kg, while payload is listed at 933kg.

As before, the Amarok is the only dual-cab offering capable of squeezing an Australian pallet between its wheel-arches, and a 500mm water wading depth carries over.

The national media launch of the 2021 Volkswagen Amarok W580S this week took in the splendid Snowy Mountains region around Cooma and Thredbo before moving north to Wagga Wagga.

Dynamically, there is no hiding from the region’s undulating ribbon of roads, which plunge vehicles into a robust mix of mountain passes with varying conditions, wide-open plains and no shortage of pockmarked surfaces.

Happily, the Amarok W580S barely breaks a sweat in this challenging environment.

Getting to the matter at heart, there is tangible evidence of Walkinshaw’s handywork more or less from the outset. The Amarok W580S offers newfound levels of confidence, stability and grip, particularly with its new shock absorbers at each corner, its wider track and its new Pirelli rubber.

Changes in direction are met with marginally more confidence, there’s slightly sharper turn-in response and the utility’s high-speed stability is improved via a more tied-down, surefooted roadholding.

The same traits apply on a gravel section of road, whereupon the Amarok W580’s movements are telegraphed succinctly, and are complemented by a quick-witted stability control suite.

At the same time, Walkinshaw’s development team has introduced the updates with careful consideration for the Amarok’s ride comfort. Although we didn’t test the W580S back-to-back with its donor, the seat-of-the-pants impression is the ride is marginally more sensitive to pitter-patter bumps than in stock trim.

It’s not excessive and the Amarok still feels streets ahead of many other leaf-sprung 4x4 dual-cabs, but there is some low-speed jiggle and the occasional shimmy in the rear over extended sections of broken bitumen.

Walkinshaw says it didn’t focus on the Amarok’s hydraulic steering as part of the 18-month W580S development program. An initial tune did include a more aggressive, pointed front-end, but was ultimately decided against because it overtly compromised the ute’s characteristics in daily conveyance.

As a result, the W580’s rack feels a little slow and occasionally at odds with the rest of the vehicle’s sporty positioning. For example, navigating its 5.25-metre length through tighter hairpin corners requires plenty of steering input, and the wheel itself doesn’t load up in weighting the way some enthusiasts might demand.

Elsewhere, it appears the 20mm increase in rolling diameter has affected the Amarok’s speedometer reading – to the point where our trip meter was miles off the route navigation points in our road booklet directions. This adjustment will be familiar to anyone who has fitted larger aftermarket wheels and tyres to their vehicle, but is worth noting nonetheless.

Although the Amarok W580S doesn’t receive any more horsepower, the truth is it has never really wanted for more speed; the 3.0-litre turbo-diesel is still arguably the punchiest drivetrain of the current dual-cab crop.

After an initial hesitation upon applying the accelerator – a combination of lag and the transmission doing its thing – go-forward is accessible and pleasing.

Peak torque materialises from just 1400rpm, allowing the Amarok to find its sweet spot in the middling revs.

The eight-speed automatic transmission is also key in locating the V6’s rev cadence; likewise, it is a big reason the 2.2-tonne dual-cab can officially hustle from 0-100km/h in a claimed 7.3 seconds.

Furthermore, the Amarok retains its ability to cover open roads and highways with ease, the engine ticking over at a lowly 1500rpm and real-world fuel use close to the official 9.5L/100km claim.

The broad cabin and truly comfortable front bucket seats bode well for the Amarok W580S’ long-journey amenity.

We know from experience the Amarok is relatively stable and competent under load. Although we didn’t test those traits with the W580S specifically, the fact Walkinshaw deliberately left the leaf springs unchanged suggests load-carrying and towing ability is unaffected.

Walkinshaw’s handiwork has helped breathe new life into what is an 11-year-old ute with the 2021 Volkswagen Amarok W580.

There are tangible handling improvements and we reckon the wicked-up dual-cab looks a treat as well, especially in flagship S form.

With that said, there’s no hiding the Amarok’s ageing foundations, most notably with its cabin presentation, tiny infotainment screen and digital instrument cluster, basic driver aids and lack of rear air vents and curtain airbags.

Ditto the fact that a brand-new model is not too far away.

Furthermore, although the Walkinshaw team has sharpened up the Amarok’s dynamic performance, it simply doesn’t compare with the improvements wrought on the Ford Ranger Raptor.

That’s not a slight on any party here, but it’s hard to compete with an embedded development program that had scope and budget for more extensive changes, like a coil-sprung rear design.

It means the Volkswagen Amarok W580 is merely good, and perhaps not the out-and-out blockbuster some enthusiasts might expect.

How much does the 2021 Volkswagen Amarok W580S cost?
Price: $79,990 (plus on-road costs)
Available: Now
Engine: 3.0-litre V6 turbo-diesel
Output: 190kW/580Nm
Transmission: Eight-speed automatic
Fuel: 9.5L/100km (ADR Combined)
CO2: 250g/km (ADR Combined)
Safety rating: Four-star (ANCAP 2011)