Volkswagen Reviews

If you’re on the hunt for a spacious, family friendly SUV, you’ve never been more spoiled for choice. You can now pick big SUVs in all sorts of formats. Five seats, seven seats, petrol, diesel, electric, hybrid. There’s so much choice it can be overwhelming. This car, which I have for my next long-term test, is Volkswagen’s new Tayron. It replaces the Tiguan Allspace, but follows the same formula, effectively being a stretched Tiguan allowing space for a third row of seating. Only, this one doesn’t get three rows of seating, trading it away to facilitate large plug-in hybrid (PHEV) batteries under the floor. It’s an SUV that asks - do you prefer your extended family or kid’s friends over 100km of electric driving range and glorious boot space? Is it worth the trade? I’ve been finding out. I'm testing the Elegance, which is the more affordable of the two plug-in hybrid grades. Its priced at $62,390 before on-road costs. It sounds like good value when you compare it to the equivalent combustion version, which is only $2000 less at $60,390, but the eHybrid loses both the third row of seating and all-wheel drive traction in favour of its electric driving range. On that topic, the eHybrid version comes with a 19.7kWh battery pack granting it a 116km driving range (WLTP), but more on that later. Not so long ago, only plug-in hybrids from China would offer that kind of electric driving range at this price, so the Tayron highlights how competitive the market is. This is especially true when you consider it against its natural rival, the Kia Sorento, which, in its most affordable plug-in hybrid form is $71,175 before on-roads. However, it keeps all-wheel drive and its third seating row. Another key rival is the BYD Sealion 8 Dynamic AWD, from $63,990 (BOC), another three-row SUV. Other rivals like the Hyundai Santa Fe and Toyota Kluger are only available as plugless hybrids in Australia, but other competitors are more affordable like the Chery Tiggo 8 Super Hybrid (FWD - $45,990 drive-away) and Jaecoo J8 (AWD - $59,990 BOC). This version sits in middle of the Tayron line-up, bringing with it highlights including 19-inch wheels (with efficient Hankook Ventus Evo tyres), synthetic leather interior trim with power adjust for the driver and front passenger, memory settings, as well as heating, ventilation, and even massage settings, which is already a solid level of inclusions. However, our car also has the ‘Sound and Vision’ pack ($4200) which adds upgraded Matrix headlights and animated rear light clusters, an even larger multimedia touchscreen (from 12.9-inch to 15.0-inches), a premium audio system and a sportier steering tune. But wait, our car also has the panoramic sunroof, which adds another $2100 to the price. That brings the total for ours to $69,690, which is approaching premium territory.  You don’t want for cabin luxuries at all though, and it comes with the usual air of Volkswagen refinement. While you can probably live without all-wheel drive, missing out on the extra seating changes the value dynamic. Then again, losing them brings massive benefits, making this version of the car one of the more practical choices in the segment.  One such benefit is the enormous 705-litre boot which makes our largest CarsGuide case look tiny. The sheer volume of space here makes it a really clever family hauler, because you could fit a pram and loads of luggage without issue, but in some other mid-to-large SUVs that might be a squeeze. There is also a ridiculous amount of room for passengers in the second row. There's heaps of airspace between my knees and the back of the front seat set to my driving position. I’m 182cm tall, for reference. It has some clever additions like window shades built into the rear doors, dual USB-C outlets, and rear heated seats with a rear climate zone. It does all of this while being as narrow as a regular mid-size SUV (1866mm), unlike the now-discontinued Touareg or a size-up rival like the Hyundai Palisade, both of which are more than 100mm wider. This pays dividends when it comes time to park it in a tight city or unit-sized parking spot. In the cockpit, storage is solid, but there are also annoyances. I like the huge door storage which is carpeted, so things don’t rattle around. I also like the versatile centre console trench. This is a single area that extends under the armrest console, and features a removable dual cup holder with spring loaded edges, and a single divider piece you can slot in where you please. This is an excellent use of space. In addition, the centre console area is well utilised, with dual wireless phone chargers covered by a flip-open shelf for additional storage. It’s even rubberised, so objects don’t slide around on it, and the phone chargers are partitioned so they also can’t slide around. This is a lot better than the new Toyota RAV4, which also has a lot of storage, but some of it is tightly packaged. Physical buttons also make a return to the steering wheel, with VW hearing loud and clear that owners didn’t like the weird haptic controls from some new-gen cars. Sadly, this doesn’t extend to the touchscreen. The optional screen in this version is enormous, almost comically large for the space it takes up, and, frustratingly, it doesn’t feature physical switchgear for the climate controls. There is a single multi-function dial on the centre console, which can be used to adjust volume or drive mode by default, but you can add other settings in the somewhat convoluted menu system for themes. For a while I’ve heard that this Volkswagen multimedia system can be prone to glitches, but in the past I’ve only experienced minor ones. However, the day I picked this car up, I experienced a doozy. It was an unseasonably hot day, and I figured I’d crank the air conditioning. Easy, right? Just hit auto on the touchscreen and away you go. Wrong. The car started blowing warm air on to me. I figured the AC wasn’t actually in the correct mode, so I used the touchscreen-based menu to try and figure out what was going on, and despite pressing a whole bunch of settings (MAX mode, full fan speed, auto on/off, minimum temperature) nothing happened. I gave up, assuming the air conditioning was glitching, only for it to spring to life a full five or so minutes later and blast me with the cold air I had asked for earlier. Very strange. I have other gripes with this system, too. Not only does it feel unsafe jabbing my way through an unfamiliar menu while trying to drive, but even things as basic as switching back to Apple CarPlay can be annoying. The shortcut is in a tiny system tray at the top, and jabbing at it while you’re driving isn’t easy. Then there's the collection of confusing sub-menus for various functions. I find the theme setting particularly fiddly. Thankfully, Volkswagen’s excellent digital dash continues to be a highlight. It’s fast, customisable, and shows the correct information in style. The touchscreen really tarnishes an otherwise lovely Volkswagen cabin experience. It feels like the brand has taken the wrong lessons from user experience design from Tesla and Chinese rivals. I have decided to run a bit of an experiment on this car given I have it for a longer period. Picking it up with a full charge and full tank of fuel, I decided to see how much combined range it gets in two circumstances - if you simply run it in electric mode then use the engine, then, once refuelled and recharged, when purely using hybrid mode instead. I’m curious to see which setting will yield more range, if any. Regardless, running it in pure electric mode has yielded some pretty solid results. I ran the battery down until the engine was forced to turn on, which happened at exactly 100km according to the odometer. That’s a good result, considering the official WLTP figure is 116km and my drive included a freeway stint, which isn't the most efficient way to use the electric motor. With a full tank now near-depleted in my first month with the car, total range for EV + hybrid comes in at around 700km. Keep in mind, the hybrid has a smaller 45-litre fuel tank compared to the combustion version’s 58-litre tank. Once the battery had drained to the reserve level, the Tayron also remained reasonably fuel efficient considering the extra hardware it drags around. For the month, mine has produced a figure of 5.4L/100km. So while it might not be the best value plug-in hybrid mid-sizer out there, it features tech from this generation of vehicles, with an appropriate electric driving range and decent fuel consumption, even with the battery drained. Stay tuned for the next chapter where I’ll delve a bit more into the Tayron’s driving characteristics, the kinds of lifestyles it might best suit, the kind of people who shouldn’t buy one, and the results from my EV mode vs hybrid mode test. Acquired: August 2026 Distance travelled this chapter: 588km Odometer: 1275km Average fuel consumption this chapter: 5.4L/100km

Volkswagen has finally launched the new version of its Walkinshaw-tuned Amarok ute, the W600. At its media drive in Tasmania, we test the so-called ‘ultimate driver’s ute’ on the very roads it was developed on!

It feels like everyone has a VW bus story. Someone’s sister converted their Multivan into a home-away-from-home, Uncle Ern had a pop-top kombi and Macca at the pub has had his since 1982. Which is no surprise because many peoples’ favourite VW has been around, in one form or another, for over 75 years. And this limited ‘Edition’ package has been applied to the most recent, seventh-generation version of the Multivan. Exactly 300 will be available, each costing $79,990, before on-road costs, or $82,990, drive-away as an introductory offer. That price puts it between the short- and long-wheelbase Multivan Life ($77,990 and $80,290 MSRP, respectively) and adds additional standard fruit including a black roof and gloss black 18-inch alloy wheels, LED matrix headlights (with dynamic cornering function), darkened (LED) tail-lights, dual-tone synthetic velour and synthetic leather seat trim, heated front seats and the Digital Cockpit Pro instrument display. There’s also puddle lamps, ‘easy open and close’ power sliding doors and tailgate, built-in nav, a 360-degree camera view and a sliding multi-function table. Put the Multivan Edition next to rivals like the Ford Tourneo Titanium ($74,590), Hyundai Staria HEV Lounge ($73,740), Kia Carnival GT-Line HEV ($76,840) and Mercedes-Benz Vito Tourer ($89,672), all before on-road costs, and the VW puts up a compelling value-for-money pitch. There are two colours, Pure Grey and Candy White, both with a Deep Black Pearlescent roof and door mirror combination and aside from Edition graphics this limited edition’s fundamental design is unchanged. It’s kind of like an expanded Golf with head- and tail-light treatments in particular clearly connecting it to the current VW family. The Multivan’s close to 5.0m length, near 2.0m width, 1.9 metre height and lengthy 3124mm wheelbase provide a comfortable interior for seven (an eight-seat Life is available). And while the interior has that typical VW look of teutonic efficiency it also feels welcoming thanks in no small part to the synthetic microfibre and synthetic leather seat trim.  I’m guessing Shaquille O'Neal would have enough headroom in the Multivan, because at a lowly 183cm tall I had what felt like metres between my scone and the headliner. And it’s the interior layout’s incredible flexibility that makes this VW such a practical multi-passenger proposition. There’s a flat, walk-through floor and we’d need a separate website to detail all the available seating and storage combinations but suffice it to say rails running the length of the Multivan’s floor allow the seats to move easily so they can be adjusted to best accommodate the passengers onboard. With the driver’s and second-row captain’s chair seats set to my position I still have enough space in the third row, although toe room under the seat in front is a little tight. Up to teenage kids will be more than comfortable back there. Storage is everywhere including cupholders, bins and flip-up tray tables but the highlight in the Edition is its sliding multi-function table which can serve as a front centre console but has the ability to slip backwards, rise in height and sprout large tabletop surfaces for the second row.  There’s Qi-compatible wireless phone charging up front as well as six USB-C ports and three 12-volt sockets spread across the interior and cargo area which is more than enough to keep everyone happy with fully charged devices.  With all seats upright there’s 469 litres (VDA) of luggage space, expanding to 1316L with the third-row folded and a van-like 3672L with the second and third rows removed. The seats are lightweight and slide easily so removing them isn’t as hard as you might think. Maximum braked trailer towing capacity is a useful 2.0 tonnes. A 2.0-litre turbo-diesel four-cylinder engine sends 110kW/310Nm to the front wheels via a seven-speed dual-clutch auto transmission with the current Multivan riding on VW’s MQB Evo platform which also underpins the Golf and Tiguan. And the Edition feels far more car-like than any of its predecessors. Don’t get me wrong, this is a boxy bus but the way it drives, rides and steers is exceptional. The engine feels responsive and strong, picking up acceleration quickly without a hint of turbo hesitation and works hand-in-glove with the super-smooth auto. The front seats are comfy, ride quality is terrific for this class of car, freeway cruising is effortless and road feel from the steering is good. Even winding B-roads didn’t unduly upset the Multivan’s handling or stopping power. Unsurprisingly, wind noise starts to make its presence felt around the A-pillars and exterior mirrors at around 100km/h, but never to an alarming degree.  The Multivan scores a maximum five-star ANCAP assessment to the latest protocols with seven airbags (including a front centre bag) and the Edition boasts a laundry list of ADAS (advanced driver assistance systems) crash avoidance tech, the highlights being AEB (auto emergency braking) Park Assist (with front and rear proximity sensors), adaptive cruise, lane keeping, blind-spot monitoring and rear cross-traffic alert. There are child seat top tethers on the second row captain’s chairs and across the third row, with ISOFIX anchors on all of those except the centre rear position.   The official fuel economy figure for the Multivan on the combined (urban/extra-urban) cycle is 6.2L/100km which puts it ahead of all key competitors and translates to a theoretical range of around 1160km. On the roughly 350km launch drive program which took in urban, B-road and freeway running we saw an average of 7.3L/100km, which would translate to a real-world range of around 950km. Not too shabby for a roughly 2.0-tonne bus. The Multivan is covered by Volkswagen’s five year/unlimited kilometre warranty which is now being overshadowed in the mainstream market with many brands at seven-, eight- and 10-year terms. Roadside assist is included for the first year. Servicing is recommended every 15,000km or 12 months with fixed price and pay-as-you go plans available. You’re looking at an average of around $650 per workshop visit over the first five years. Not the cheapest but not outrageous. Volkswagen operates a network of around 180 dealers and service centres across the country.

Time’s up! Our three-month long-term test of the Volkswagen ID.5 Pro is over and I have so many thoughts about this electric car.  It does some things way better than its rivals but misses the mark slightly in other areas. This is the stuff you learn over a longer period of time as an owner would discover, too. The Volkswagen ID.5 is one of the best mid-sized electric SUVs I’ve driven. The emphasis is on the word "driven", however. Sure Volkswagen might not be the first brand you think of when it comes to EVs, especially given the enormous variety offered by Chinese brands, but the company’s cars are nearly always excellent to drive and the ID.5 is no different. Some EVs are just quick at accelerating but the rest of the driving experience feels half baked, from the ride and handling to the steering and driving position. The ID.5 isn’t all that quick when it comes to accelerating (0-100km/h in 6.7 seconds) compared to some EVs, but all the components that make a superb driving car are there. The steering is accurate and well weighted, the suspension setup offers both a comfortable ride and sporting handling, the seating position makes you feel part of the car, and, being rear-wheel drive, the ID.5 Pro benefits from better traction, good balance and a sporty feel. The next best ID.5 Pro takeaway is the 543km driving range which is equal to many petrol SUVs. For city dwellers like our family who only do between 60 and 150km a week, it was enough to last a couple of weeks between charges. This month, for example, we only travelled 238km. But keep in mind we have two cars in our family - the one we own and the car I’m testing. If we were a one-car family, then you might find the ID.5 needs to be charged weekly. Batteries are very different to petrol tanks and charge can be used up faster, depending on the type of driving. Motorways tend to deplete the charge, whereas lower-speed city driving with lots of braking will conserve the charge.  The ID.5 does well on this front. Official energy consumption is 16.3kWh/100km, but we averaged 18.8kWh over three months. Still, many electric SUVs hover above 20kWh and I’m sure with more conservative driving the ID.5 would easily hover around the official consumption figure. And my final best bit of the ID.5 is the design. I wasn’t sold on the styling at first and I still think this car looks inflatable and odd, but it’s such a refreshing change from all the SUVs that seem to look the same. With this unique design the ID.5 oozes premium car quality inside and out.  The ID.5’s biggest drawback is the lack of cabin practicality, and not just in terms of outright space. It feels like VW didn't prioritise storage solutions, which isn't great for a medium sized SUV that'll be considered by families. Seriously, I have driven two smaller electric SUVs recently with far more space and cleverer interior packaging than the ID.5. This lack of clever storage is unusual for a Volkswagen which is a brand that prides itself on its utility. Electric cars don’t have drive shafts and transmission tunnels eating into cabin space so there really is no excuse. The boot’s usability is reduced due to the sloping coupe roofline and there’s no front boot here, either. The mechanically identical ID.4 has a more practical boot. With 549 litres on offer, the boot is large enough for shopping, just don't try to fit anything too tall in there. Yes, there are door pockets and cup holders, but that’s about it. A family needs trays, large covered areas, hidey holes and deep wells for all of the bits and pieces that follow them. Add to this a cabin without physical buttons, but with touch-sensitive haptic controls instead for everything from volume to temperature control, and the car loses points for functionality. The ID.5 would suit people without children or those whose children have flown the nest. But for busy parents the ID.5 doesn’t offer the kind of help needed in terms of space and practicality. If only there was a fully electric version of the Volkswagen Tiguan! This would be perfect.  That said, the ID.5 really is lovely to drive and for those looking at buying an electric car that is as good to pilot as the best combustion cars, this is it. This electric SUV is also appealing thanks to its unique design that differentiates it from the same-same design of so many modern EVs.   Acquired: March 2026 Distance travelled this month: 238km Odometer: 2633km Average energy consumption this month: 18.1kWh/100km

Volkswagen has done something unusual and added a new model name to its line-up. Called the Volkswagen Tayron, it’s the spiritual successor to VV’s Tiguan Allspace with three rows of seas in a relatively standard mid-size package. For a three-row German SUV, the Tayron seems like good value. At $60,390, before on-road costs, its relative premium feel and decent list of features are good showroom fodder for the new VW model. It sits relatively middle of the pack for the Tayron, the 110TSI Life is less powerful and lacks some features, but the eHybrid plug-ins and more powerful 195TSI R-Line can be as much as $15,000 more expensive. Take a look at the Toyota Kluger or Hyundai Santa Fe if you’re considering a more established, proven rival. Back to the Tayron 150TSI Elegance, which like much of the range has VW’s '4Motion' all-wheel drive system which can be reassuring in bad weather. As the name suggests, its power output of 150kW comes from a 2.0-litre, turbo-petrol, four-cylinder engine, as does 320Nm of torque, which VW claims results in a 0-100km/h time of 7.4 seconds. Power and torque is sent to all four wheels via a seven-speed dual-clutch transmission, a drivetrain layout only the ‘150’ variants in the Tayron line-up have. Volkswagen says the Tayron, which needs its 58-litre fuel tank filled with 95RON minimum, drinks 7.7L/100km. That’s decent for a non-hybrid SUV capable of hauling a family around, but it’s a fair bit thirstier than rivals like the Kluger or Santa Fe (both 5.6L/100km).  In terms of creature comforts, the Elegance comes with a set of 19-inch alloy wheels, chrome trim outside and wood accent inside, tinted privacy glass, a 10.25-inch driver display and 12.9-inch multimedia touchscreen, three-zone climate control, heated and ventilated power-adjustable front seats, a heated steering wheel, heated outboard seats in the second row, auto LED headlights with cornering lighting and interior coloured mood lighting. The Tayron 150 TSI Elegance can also be had with a 'Sound and Vision Pack' for $4200 that upgrades the multimedia touchscreen to a larger 15-inch version while also adding a 10-speaker Harman Kardon sound system, a head-up display and matrix LED lights with dynamic lighting. While the list of features is healthy, the interior doesn’t feel extravagant, instead keeping the layout relatively simple and, likely to the disappointment of some, hiding much of the car’s functionality in the touchscreen. There is, mercifully, a constant menu bar for the key climate controls, but the only physical control in the Tayron’s central stack is the trio of the engine start button, electric handbrake switch, and the dial for either volume or drive mode, two settings that change with a push. Having to go through the screen is usually a bit of a pain when you’re on the move, but VW’s system is decently simple, even allowing you to swipe down and easily access important functions while using phone mirroring - Android Auto and Apple CarPlay are both wireless by the way. Its interior is otherwise well considered, though the driving position feels a little high to me, but the seat itself is comfortable. The second row can also be moved and adjusted for better comfort or space, depending on how kind you want to be to any third-row occupants, while the third row has enough space for an average adult to sit in comfortably, likely for a bit longer than you’d expect. Under the boot floor - where there’s either 345 litres, 850L, or 1905L depending on whether there’s one, two or three rows of seats up - the Tayron also has a space-saver spare wheel which is becoming a rarity today. Well done, VW. Like the space-savvy interior packaging, the Tayron’s on-road performance also deserves its bouquets. The three-row SUV isn’t enormous, but handles better than you might expect from something you could cart all six members of King Gizzard and the Lizard Wizard around in. On highways and smoother roads, it’s decently quiet and is easy to settle into a nice rhythm with, while on twisty roads only particularly rough surfaces will unsettle it. Surefootedness comes with the very slight trade-off in terms of suspension softness, but it isn’t uncomfortable and doesn’t let big bumps in the road upset the cabin ambience much. The engine could be slightly more powerful for some situations, overtaking for example, but it’s about right for most day-to-day driving and it’s probably not worth spending too much more on a more powerful variant unless a hybrid’s efficiency appeals. On test, the Tayron returned a 7.9L/100km consumption figure, but given a fair chunk of that was dynamic testing, Volkswagen’s claimed number is probably a bit conservative and it wouldn’t be surprising if frugal owners managed to beat it. The transmission, despite still having some minor dual-clutch fumbles at low speeds, is good at keeping the engine where it needs to be in the rev-range and there are paddles to make that even smoother for dynamic driving. A maximum five-star ANCAP rating accompanies the Tayron, as well as nine airbags and a decent suite of safety kit that doesn’t interfere with your driving, a welcome change from many new cars. VW’s five-year warranty is getting on the shorter side as many brands extend theirs, but it’s not unusual for a Euro brand. 

Why do things grow on us? You know, when you don’t really like something but after a while you begin to appreciate it more. What is this phenomenon? Because it’s happening to me after two months of living with the Volkswagen ID.5. This car has me feeling conflicted. In my last instalment I testified that the ID.5 wasn’t pretty to look at and while I still don’t disagree with that first impression, the unique styling is growing on me. Having driven so many 'samey' electric SUVs I’m starting to think it is quite brave of Volkswagen to not just make another one that also looks like a bar of soap. Look at the ID.5’s side profile (see images) - it’s almost cartoon-like with its bulbous shapes. There are also small tocuhes of design flare I really like from the way the paint colour scoops into the black bumper and the white VW badge on the bonnet. The cabin styling is growing on me. I like the sculpted door trims and woven headlining but I’m also noticing the hard plastics and a colour scheme that feels a bit dull now.  There are also cabin design elements that I didn’t really take in at first but after two months I find them unappealing. Really unappealing. The fold-down armrests on the front seats, for example - they look as though they’re from office chairs, so out of place and unstylish (see images). The instrument cluster is another example - it’s quite small and toy-like - and the lack of head up display is perplexing. From the start, I had my doubts about the practicality of the ID.5, especially from a family car perspective. That feeling has solidified after living with it daily with my family of four. The interior space just isn’t packaged as well as it could be. Overly large and thick front seats eat into rear legroom, and the coupe-like roofline limits headroom, combining to limit space for adults and make getting our child car seat in a squeeze. The rear doors don't offer the biggest aperture, either (see images). Storage is also an issue with a thin centre console area which lacks functionality along with cupholders that feel far from people but too close to controls. An opportunity for good storage is also missed under that floating centre console with no stowage area (see images). Topping off this bad run are the haptic controls which have been frustrating me. The climate controls are haptic and require constant swiping and pressing to work effectively. The door handles have a similar haptic feel and aren’t pleasant or easy to use. Finally the driver's master window switches have one set of controls and require you to toggle between front and back. I’m constantly having to look down at the switches to see if I’m about to put my widow down or the one behind me. My first impression of the way the ID.5 drives was a good one - comfortable, planted brisk accleration - and I still feel that way. However, I was also a passenger for some trips this month and I'd forgotten how electric cars can induce car sickness due to their sudden acceleration and one-pedal braking. I also found as a passenger the ID.5’s suspension is quite firm and body control can be a bit busy too. This month we covered only 547km and used quite a lot of energy doing so - 22.0kWh/100km. I have to say I’m not using the strong setting on regenerative braking as much now and the climate control has been getting a workout as we’ve headed into winter. Oh, and finally, the visibility out of the rear window is obstructed by the coupe roofline and headrests (see images). So, that’s it for another month. I’m still impressed by the quality feel and the comfort of the cabin and the quirky styling but there are practicality issue galore. Acquired: March 2026 Distance travelled this month: 547km Odometer: 2395km Average energy consumption this month: 22.0kWh/100km

New city cars aren't over yet, as the latest version of Volkswagen's nine-year-old Polo proves. Tested in mid-range 85TSI CityLife guise, the German alternative to the Suzuki Swift, Mazda2 and MG3 has evolved into a roomy, comfy and practical hatch. Great economy and driving dynamics are further bonuses. But there are issues, prompting us to ask if the VW is good value.

For decades Volkswagen Golf has been the generic term for high-quality small hatchback. And as much as the high-riding SUV configuration has become the new car default for compact car buyers this VW still attracts devoted fans. They say quality is remembered long after the price is forgotten but does this modern classic's value equation stack up?

We’ve been waiting a few years for Volkswagen and Walkinshaw to fully reveal its latest creation and now it won’t be long until it's on public roads. Following the success of the original Volkswagen Amarok W-Series of flagship utes, there has been a lot of hype surrounding what the German carmaker is planning for its current-generation model which shares its platform with the Ford Ranger. Dubbed the Amarok W600, Volkswagen revealed some initial details of this locally fettled ute late last year, but ahead of its launch in August, CarsGuide was given the opportunity to test out the ute at Holden’s former proving ground at Lang Lang, Victoria. Volkswagen and Walkinshaw claim the Amarok W600 is the ‘ultimate driver’s ute’ and it has been modelled as a more street-focused, performance model, like the previous Amarok W580S. This contrasts against key rivals like the Ford Ranger Raptor, Isuzu D-Max Blade, Mitsubishi Triton Raider and Nissan Navara Warrior which are off-road-focused. Highlight changes include new 20-inch alloy wheels that are 10 inches wide and wrapped with Michelin Pilot Sport 4 SUV tyres, a dual side-exit exhaust system, a bespoke Koni suspension set-up with a Walkinshaw tune and the fitment of a 22mm rear anti-roll bar. Other niceties include electric side steps, Walkinshaw embroidering on the leather-upholstered seats and aluminium sport pedal covers. The Amarok W600 has a tough and menacing stance. There are wider wheel arches to cover the fatter wheels, plus a unique front fascia with a W motif in the grille and a light bar connecting the headlights. One thing we don’t know yet is how much the tough looks and all of these performance additions will add to the price tag. For context, the current flagship Amarok Aventura caps out at $82,990, before on-road costs. The previous Amarok W580S was $7500 more than the Aventura at the time and if this price difference is carried over this could see the Amarok W600 be priced over $90,000. This is notable as the Ford Ranger Raptor is currently priced from $90,690, before on-road costs. Wherever VW lands will be interesting as the Amarok W600 has an unchanged 3.0-litre V6 turbo-diesel engine that’s available on other trim levels, as well as in the Ford Ranger. It produces 184kW and 600Nm which is 16kW less and 20Nm more than the previous W580S which also had a 3.0-litre V6 turbo-diesel but it was sourced in-house. Also unchanged are the braked towing and load-carrying capacities. Volkswagen has confirmed the Amarok W600 retains a 3500kg braked towing capacity and will have a payload capacity close to 1000kg. Exact figures, including the kerb weight, haven’t been confirmed yet. Something Volkswagen has locked in though is a standard-fit 17-inch steel spare wheel even though Walkinshaw ensured there is enough space to fit a full 20x10-inch alloy. This means you’ll likely need to travel at reduced speeds when it’s fitted. That’s not ideal for this type of vehicle. We had the opportunity to sample the Amarok W600 back-to-back with the regular Amarok TDI600 Style across a series of scenarios at Lang Lang and the differences are pronounced. One of the most obvious changes behind the wheel is the tyres which offer fantastic grip. They were put to the test on a rather rainy day and held up very well. Also impressive is the improved braking performance. It’s noticeably better than the regular Amarok and goes to show how much braking can change with different tyres as the braking system itself hasn’t been altered. Additionally another major area of change with the Amarok W600 is how it rides and handles. The Koni-sourced suspension and damper package helps make this ute feel a lot more planted during hard acceleration and braking. Plus, the rear anti-roll bar helps keep the ute flatter through the bends. As a result it's more confidence-inspiring to drive spiritedly. You can focus more on the driving ahead than what the ute is doing. My only criticism of the package is that you can feel more pimply bumps and road imperfections in the Amarok W600 compared to the regular Amarok. It’s unclear if this is the suspension, larger wheels or a combination of both. Plus it’s worth noting that Volkswagen and Amarok may still fine tune the suspension in this ute ahead of its launch in August.

Volkswagen has recently launched its first all-new Transporter in a decade, but does the full-electric variant of this light commercial icon appeal to long term loyalists and new customers alike?