Volkswagen Amarok 2022 review: W580 - GVM test

The standard Amarok is characterised by a chunky, broad-shouldered stance as it’s inherently wide relative to its length. Walkinshaw enhances that look with a 46mm increase in track width front and rear created by greater offset in the 20 x 9-inch forged alloy wheels unique to the W-Series.

This increase in track width required wider wheel-arch flares to shroud the Pirelli Scorpion tyres, resulting in a noticeable 65mm body width increase. Combined with a 20mm gain in rolling diameter and 50mm rise in front ride height, the end result is an even more muscular-looking Amarok.

The suspension tuning includes made-to-order Monroe MTV (Multi Tuned Valve) shock absorbers plus repositioned spring platforms and enhanced spring rates. The weight of the new wheel/tyre assembly matches the OEM version it replaces, to avoid any increase in unsprung weight that could compromise handling.

The end result is an even more muscular-looking Amarok.

The end result is designed for “spirited GT-inspired driving” with greater response and driver confidence on both bitumen and loose dirt/gravel roads. The tuned rear shocks are also claimed to improve towing stability.

Unlike the many HSVs developed under Walkinshaw, there are no enhancements of the Amarok’s OEM drivetrain (not that it needs it) apart from a freer-flowing and slightly louder dual exhaust system finished in a matt-black powder coating.

Our only criticisms are the front parking sensors which refused to activate on initial approaches to obstacles, but each time we reversed and tried again they would work fine.

VW claims an official combined average of 9.5L/100km but our figure calculated from fuel bowser and tripmeter readings came in 11.9, which was acceptable given that during our 360km of testing we lugged a near-maximum payload for about one third of that distance plus engaged in some ‘spirited’ driving here and there. So, based on our figures, you could expect a real-world driving range of around 670km from its 80-litre tank.

Deducting the 2284kg kerb weight from the 3080kg GVM leaves 796kg of payload capacity on our calculator, but VW claims a payload of 848kg which is 52kg higher. As we could not get an official explanation for this discrepancy, we chose the lower figure as the payload limit for our GVM test to be on the safe side.

The W580S is also rated to tow up to 3500kg of braked trailer but the official tow-ball download limit is 300kg which could present a challenge if peak towing, given that TBD is usually about 10 per cent of trailer weight, or potentially 350kg in this context.

There’s bottle holders and small storage bins in both front and rear doors.

Its GCM rating (how much it can legally carry and tow at the same time) of 6000kg would also leave only 216kg of payload capacity if towing 3500kg, which could easily be used up by two large adults. So, keep these figures in mind if you need to carry and/or tow really heavy loads.

The cabin’s storage options include a bottle holder and large bin in each front door, dash-top storage tray, single glovebox and a centre console containing an open bin at the front, two cup holders in the centre and a lidded box at the rear.

The bottle/cup holders atop the transmission hump create some discomfort for those seated in the middle if loaded with cups or bottles.

There’s also bottle holders and small storage bins in the rear doors plus flexible pouches on each front seat backrest and two more bottle/cup holders atop the transmission hump, which create rear-of-leg discomfort for those seated in the middle if loaded with cups or bottles.

The fully-lined load tub has four cargo anchorage points at floor level plus a handy 12-volt accessory plug. The Amarok’s unusually spacious 1222mm between its wheel arches will accommodate either 1165mm-square Aussie pallets or 1200 x 800mm Euro pallets.

We pumped up the Pirelli Scorpions to their recommended pressures for load-carrying (38psi front, 44psi rear) and strapped 650kg into the load tub, which with driver equalled a 750kg payload. That was 46kg below our self-imposed 796kg payload limit, with the nose rising 12mm and the rear leaf springs compressing 52mm.

The fully-lined load tub has four cargo anchorage points at floor level plus a handy 12-volt accessory plug.

Even so, that still left about 60mm of static rear bump-stop clearance, which was ample in ensuring there was no bottoming-out during our test. The wider track of the W-Series only enhanced the Amarok’s performance under load, cornering with admirable composure on bitumen. We also drove it on some dirt roads turned boggy from heavy overnight rain, but it handled those slimy conditions with equal competence.

As expected, the engine was not troubled by this payload on our 2.0km long, 13 per cent gradient set climb at 60km/h. We left the eight-speed auto to choose the right ratio for the job, which was fifth gear at 1800rpm with only light pressure on the accelerator pedal. In other words, ample torque with plenty of pulling power in reserve.

We strapped 650kg into the load tub, which with driver equalled a 750kg payload.

Engine-braking on the way down was the best we’ve seen since the Land Cruiser 70 Series. In a manually selected second gear, the big V6 only reached 4000rpm on overrun (soft redline 4600rpm) and without touching the brakes it never exceeded the posted 60km/h limit.

That’s mighty engine-braking for a 3.0-litre engine carrying a heavy load, which would be most handy when carrying and/or towing particularly in hilly terrain. Fact is, the W580S could efficiently serve as a tradie’s ute if required.

The W850S is covered by a five years/unlimited km warranty and 12 months roadside assist. Service intervals of 20,000km/12 months whichever occurs first. Total capped-price servicing cost of $3620 covers the first five scheduled services up to 100,000km/five years, or an average price of $724 per service.