Ford Ranger vs Volkswagen Amarok

What's the difference?

The Ford Ranger XL 4x2 Double Cab combines strong performance with a one-tonne-plus payload rating, 3500kg towing ability, spacious cabin and excellent ride/handling.

However, it could be even better without the penny-pinching evident in the lack of rear passenger air-vents/USB etc found in some 4x2 rivals. Even so, for workhorse buyers, there’s plenty to like here.

Minimal bling is standard issue in workhorse utes, but the Amarok Core has a more upmarket look and feel than we typically expect in these base-grade models. With its alloy wheels, sharp styling and refined handling, it’s a competent worker with a touch of European panache – and pricing to match.

All Ranger XL 4x2s are called ‘Hi-Riders’ as they share the same ride height as their 4x4 siblings. As a result, they also benefit from the same ground clearance/approach/departure angles, which can be handy if there's some rugged terrain in your line of work.

Braking is a front disc/rear drum combination but you’d struggle to feel the difference between this and the four-wheel discs of higher-grade models, given how well Ford has refined the set-up over the years.

The Ranger XL is a chrome-free zone as you'd expect, with the interior featuring many shades of grey and a conspicuous number of plastic caps in places where buttons/switches are found in more luxurious variants.

Even so, the cabin is neat and functional for this role. Rear seat space is excellent, even for tall people like me (186cm). There’s also ample headroom, which contributes to the spacious feel.

Our only gripes are the absence of air-vents and a USB port in the rear of the centre console, which come standard in rivals like Isuzu’s D-Max SX.

Although it shares underpinnings, drivetrains and technology with the Ranger, Volkswagen has done a commendable job in differentiating the Amarok in both design and dynamics (see Driving).

Its unique styling features a broad and imposing grille and headlights reminiscent of the original model which accentuates the vehicle’s width, resulting in a broad-shouldered look.

The interior design is also pleasing, even at this entry level, with European influence evident in the look and feel of various controls, including a left-hand indicator stalk and piano key-style buttons on the centre console.

There are big assist handles on the A and B pillars and the driver and front passenger seating is firmly bolstered and supportive. The rear bench seat is also comfortable and spacious with good kneeroom, given I’m 186cm and can sit behind the driver’s seat in my position with sufficient clearance. This has cured the cramped rear legroom that plagued the original Amarok.

There’s also ample rear headroom, even for tall people sitting in the slightly higher centre seat. However, shoulder room is tight for three adults (typical in utes this size) so for long trips two would be ideal.

Our only criticisms are the absence of air-vents in the centre console for rear seat passengers and no physical dials on the dash for altering cabin temperature and fan speed. These climate adjustments must be made using the touchscreen, which can be distracting when driving.

Thanks to its relatively light 2093kg kerb weight, our test vehicle’s 3250kg GVM allows for an impressive 1157kg payload rating.

It’s also rated to tow up to the category-benchmark 3500kg of braked trailer and given its big 6200kg GCM (or how much it can legally carry and tow at the same time) that would still leave a generous payload capacity of more than 600kg.

These are strong numbers well suited to a variety of heavy-hauling tasks.

The load tub’s floor is 1547mm long and 1584mm wide with 1224mm between the wheel housings, allowing it to carry an 1165mm-square Aussie pallet which can be secured using a choice of six load-anchorage points (three each side).

A steel-framed bulkhead doubles as robust protection for the cabin’s rear window and a handy place on which to lean and secure items that are too long to fit in the tub.

Its flush-fitting load retainers can pivot and lock into a vertical position on each side, to effectively ‘book-end’ loads when securing them.

The tub has internal lighting thanks to small but bright LEDs embedded in the sidewalls. These are welcome not only when accessing the tub at night or in poorly-lit internal spaces, but also if it's fitted with a hard tonneau cover.

There are concave side-steps behind the rear wheels, which make accessing the load tub easier and safer than standing on top of the tyres as owners often do, because if they're wet or muddy it’s easy to slip off.

Six plastic caps (three each side) along the top edges of the sidewalls can be removed to provide access to internal mounting points for numerous structures, like ladder racks.

The top edge of the tailgate incorporates a 1.3-metre ruler and a pair of spring-loaded ‘trapdoors’ which provide access to the tailgate’s internal cavity.

This allows for the use of G-clamps, which can be inserted into these holes when using the open tailgate as a workbench to clamp materials in place when cutting, drilling, sanding, etc.

Front-of-cabin storage includes dual bottle holders and a bin in each door, plus an overhead glasses holder and, on the passenger’s side, an open shelf with glove box below.

The centre console has open storage up front, a pair of small-bottle/cupholders in the centre and a lidded-box at the back which doubles as a driver’s elbow rest.

Rear seat passengers get a bottle holder and bin in each door, another bin in the rear of the centre console and a pocket on the front passenger seat’s backrest, but with no fold-down centre armrest there are no dedicated cupholders.

The one-piece seat base can also swing up and be stored vertically if more internal luggage space is required, or to access two large underfloor storage compartments.

With its 2269kg kerb weight and 3250kg GVM, the Amarok Core has a 981kg payload rating, which makes it eligible for a novated lease as it's below the 1000kg threshold that applies to those lease agreements.

Up to 85kg of that payload can be carried on the roof when driving, which increases to 350kg when the vehicle is stationary, making it suitable for roof-top tents, viewing platforms etc.

It’s also rated to tow up to the class-benchmark 3500kg of braked trailer, but with its 6200kg GCM (or how much it can legally carry and tow at the same time) that would require a substantial 550kg reduction in vehicle payload (from 981kg to 431kg) to avoid exceeding the GCM.

A practical alternative would be to reduce the braked towing limit by the same amount (from 3500kg to 2950kg) and keep the maximum payload. That still allows for a sizeable towing capacity for most work and recreational tasks, given few (if any) owners need to tow 3500kg.

The load tub’s floor is 1544mm long and 529mm deep, with 1224mm between the wheel-housings ensuring the latest Amarok continues its predecessor’s ability to carry standard Aussie or Euro pallets.

It comes with no protective internal liner (genuine accessory is available) and the tailgate has no lower/lift assistance. However, the load tub does have bright internal lighting and sturdy-looking protective capping along the top edges, including a 130cm ruler on the tailgate. There are also six internal load-anchorage points, plus external rope rails along each side.

Cabin storage for driver and front passenger includes a bottle-holder and bin in each door, an open tray embedded in the centre dash-pad, upper and lower gloveboxes and an overhead glasses holder. The centre console has two small-bottle/cup-holders next to the gearshift, plus a lidded box at the back which doubles as a driver’s elbow rest.

Rear seat passengers get a small-bottle/cup-holder in each door, plus a fold-down centre armrest containing two more small-bottle/cup-holders. The seat’s base cushion can also swing up and be stored in a vertical position if more internal cargo space is required, or to access two underfloor storage compartments.

Our Amarok Core test vehicle is available only with a TDI405 2.0-litre four-cylinder turbo-diesel and six-speed automatic for a list price of $55,490. That's about 9.0 per cent more than major player rivals like the closely-related Ford Ranger XL ($50,880) and Toyota HiLux Workmate ($50,420).

It may be the workhorse of the Amarok range, with fabric seating, wipe-clean vinyl flooring and rear drum brakes, but it looks a step above with its body colour-coded front bumper and chunky 17-inch ‘Combra’ alloy wheels with 255/70R17 tyres and a full-size steel spare.

Also standard are LED headlights and DRLs, side-steps, underbody drivetrain/fuel tank protection, front recovery hooks, 3.5-tonne tow-bar with 12-pin plug, locking rear differential, tyre pressure monitoring, rain-sensing wipers and more.

There’s also an 8.0-inch digital driver’s display and 10-inch touchscreen for the four-speaker multimedia system which includes wireless phone-charging, wireless Apple/Android connectivity, DAB digital radio, USB A and C ports and two 12-volt outlets.

The 2.0-litre four-cylinder diesel with single turbocharger produces a healthy 125kW at 3500rpm and 405Nm of torque between 1750-2500rpm, which exceeds the outputs of 2.4-litre HiLux and 1.9-litre D-Max diesel rivals.

This engine is paired with a six-speed torque converter automatic, which offers the choice of sequential manual-shifting using a small thumb-operated toggle on the side of the shift-lever.

This can be handy when carrying and/or towing heavy loads, particularly in hilly terrain to minimise gear-hunting.

The TDI405 is a 2.0-litre four-cylinder turbo-diesel producing 125kW of power at 3500rpm and 405Nm of torque between 1750-2500rpm.

This is paired with a six-speed torque converter automatic that offers the choice of manual sequential-shifting, which can be handy in off-road driving situations and when heavy towing, particularly in hilly terrain. There’s also four different drive modes comprising Normal, Eco, Slippery and Towing/Heavy Load.

The part-time, dual-range 4Motion 4x4 system offers three selectable drive modes comprising 2H (4x2 high range), 4H (4x4 high range) and 4L (4x4 low range). It also has a locking rear differential.

Ford claims official average combined cycle consumption of 7.8L/100km.

When we stopped to refuel at the end of our 493km test, which included a mix of suburban and highway driving of which about one fifth was carrying a heavy payload, the dash display was claiming 8.5L/100km.

This was very close to our own figure of 9.3, calculated from fuel bowser and trip meter readings, which confirmed thrifty single-digit economy in real-world driving conditions.

So, based on our own figures, the test vehicle should achieve an impressive driving range of around 860km from its big 80-litre tank.

Volkswagen claims an official combined average of 8.0L/100km and the dash display was only slightly higher at 8.7 when we stopped to refuel after our 345km test, of which about one third was carrying its maximum payload. This compares with our own figure calculated from fuel bowser and tripmeter readings of 10.0L/100km, resulting in a ‘real world’ driving range of around 800km from its big 80-litre tank.

It’s easy to climb aboard with big assist-handles on the A and B pillars to compensate for the absence of side-steps.

The driving position is comfortable and spacious, with ample manual adjustments available in the seat and steering wheel.

It may be a back-to-basics workhorse but refinements in the latest Ranger generation have not been compromised.

The unladen ride quality is undeniably firm but still commendable, even on bumpy roads, given its leaf-spring rear axle and big payload rating.

The relatively light 4x2 kerb weight ensures brisk acceleration from standing starts, combined with steering feel that arguably remains the class benchmark.

We forklifted 890kg into the tub which with driver (and towing pack) was more than one tonne of payload.

The rear leaf springs compressed 50mm under this weight, but there was no chance of bottoming-out because of the rear suspension design that has long cone-shaped jounce rubbers that engage with the springs early in their compression.

This eliminates the hard thumps at full travel like traditional bump-stops and provide what is effectively a second stage of load support. The result is a smooth ride under maximum loads, regardless of road conditions.

The Ranger has ample performance in busy suburban driving and excels at highway speeds, with low engine, tyre and wind noise highlighting its excellent noise suppression.

It also made light work of hauling this load up our 13 per cent gradient, 2.0km set climb at 60km/h, self-shifting down to third gear to easily reach the summit with minimal accelerator required.

Engine braking on the way down, in a manually-selected second gear, wasn’t as robust but typical of small displacement turbo-diesels trying to restrain big loads on steep descents.

The only negative was an alert that appeared on the driver’s info display, warning of a ‘front camera malfunction’ that would require servicing.

As a result, we were without pre-collision assist, adaptive cruise control or speed-limiter functions for the remainder of our test run, which fortunately occurred on the final day of our loan.

The driver’s seat is supportive, with prominent side-bolsters on the base cushion and backrest holding you firmly in place and providing (dare we say) a ‘sporty’ feel for the driving position.

Although it shares the same suspension architecture as the Ranger, it has been tuned to provide a distinctive Volkswagen character with sure-footed solidity.

The steering feel is firm, responsive and nicely weighted, combined with a disciplined unladen ride quality with enough suppleness to absorb bumps with ease.

Noise insulation is also commendable for a base-grade model, with negligible engine, tyre and wind noise on the highway. It provides low-stress cruising at these speeds, thanks to adaptive cruise control and long-legged gearing which ensures the turbo-diesel only requires 2000rpm to maintain 110km/h.

To test its GVM rating we inflated the tyres to their recommended pressures (38psi front, 44psi rear) and forklifted 890kg into the load tub, which with driver equalled the 981kg payload limit.

The rear leaf springs compressed 70mm under this weight, but there was no chance of bottoming-out because of long cone-shaped jounce rubbers that engage with the springs early in their compression.

This design eliminates the hard thumps at full travel like traditional bump-stops and provide what is effectively a second stage of load support. The result is a smooth ride under maximum loads, regardless of road conditions.

We stuck with the 'Normal' drive mode, to assess its performance without resorting to the 'Towing/Heavy Load' setting and found it more than capable of doing the job.

Acceleration from standing starts was brisk given the load it was carrying, making light work of city and suburban driving. It was just as competent on the highway and when tackling our 13 per cent gradient, 2.0km set climb at 60km/h, self-shifting down to third gear and 2000rpm to easily haul this load to the summit.

The Amarok boasts a five-star ANCAP rating from assessment in 2022 and features nine airbags, including side-curtain protection for rear seat passengers that was missing in the original. There’s also AEB with pedestrian and cyclist monitoring, lane-keeping, trailer-sway control, adaptive load control, reversing camera and more, but our base model misses out on front/360-degree cameras plus blind-spot monitoring and rear cross-traffic alert. There’s also ISOFIX child-seat mounts and top-tether anchorages on the two outer rear seat positions.

Warranty is five years/unlimited km.

Scheduled servicing is every 12 months/15,000km whichever occurs first.

Capped-price servicing for the first five scheduled services totals $1911 or an average of $382 per service.

Volkswagen covers the Amarok with a five year/unlimited km warranty plus 12 months complimentary roadside assist, which is par for the mainstream market course.

Scheduled servicing is 12 months/15,000km whichever occurs first. Capped-price five-year servicing plan costs $1900, or an average of $380 per year.