2012 Volkswagen Amarok Reviews

Volkswagen has upgraded its Amarok utility with the addition of a single cab and automatic transmission options, together with increased power. All features that are sure to expand the appeal of this popular vehicle to trade buyers.TECHNOLOGYVolkswagen Australia launched the first auto Amarok this week, opting not to use VW's own DSG transmission in favour of the eight-speed ZF torque converter box much more suited to off-road work than the harsher dual clutch transmission. The ZF option adds $3000 to the bottom line over the six speed manual variants. At the same time Volkswagen launched a single cab range to bolster Amarok's dual cab, launched 18 months ago. All models are powered by 2.0-litre turbo-diesel or petrol engines with varying power and torque outputs.Until now Amarok only came with a six-speed manual shifter, limiting sales for the non-workhorse or sports/leisure buyers. An eight-speed auto is a first for the segment, eclipsing the new Mazda BT50/Ford Ranger duo that offers a six speed auto. The new transmission adds to Amarok's braked towing ability with auto models able to haul 3000 kg, a figure that now applies across the range.The ZF transmission has a crawler first gear, enabling it to rock hop like a traditional 4WD, tow heavy loads, as well as climb steep inclines – while eighth gear is an overdrive. This allows the 2.0-litre turbo-diesel to saunter along at 1800 rpm while cruising at 110 km/h giving excellent fuel consumption.Even before the addition of the ZF auto transmission Amarok was the most refined of all the dual cabs, including the new – and highly capable – Ford Ranger/ Mazda BT50 duo. The option of the transmission and associated off-road technology takes Amarok to a new level, more SUV-like, and also has technical implications for the so-called soft-roaders with small four-cylinder engines.At the same time Volkswagen upped both power and torque in the 2.0-litre bi-turbo-charged four cylinder engine from 120 kW to 132 kW. Torque for the auto shifter leaps to 420 Nm, while the manual variant remains at 400 Nm. Fuel consumption drops to 7.6 litres/100km.Volkswagen uses the same 2.0 litre high-torque engines found in the Amarok dual cab range, the TSI300, TDI340 and TDI400. (These figures relate to torque output). Buyers can choose between rear wheel drive or 4MOTION AWD with low range in the TDI400 only. All have a six speed manual shifter. Recognising the workhorse role that single cab utes play Volkswagen offer a standard electronic differential lock plus on 4MOTION models a standard mechanical diff lock on the rear diff, while a rear diff lock is a $790 option on 2WD models.DESIGNThe new single cab Amarok range completes the Amarok stable in Australia. The single cab utilises the same vehicle length and wheelbase as the dual cab Amarok, but the tray bed is 2205 mm long – 650 mm longer than the dual cab - and wide enough to load pallets. The tray can take two pallets loaded sideways and still has 60 centimetres spare length.The load gap between the arches is 1.22 metres. The all-up total area is 3.57 cubic metres while there are six load-lashing rings fitted as standard. A Volkswagen Australia designed tray sells for around $2100 fully fitted by VW dealerships. There's also enough space behind the seats to store small luggage, lap tops etc.TOWINGThe single cab has a heavy duty suspension able to carry a payload of between 1174 kg and 1394 kg depending on the model. Towing is rated at 3000 kg with 300 kg of downball weight. Across the Amarok range stability control and brake assist are standard.DRIVINGThe transmission has three modes, drive, sport and manual and is connected to Volkswagen's proven 4Motion AWD system. In manual AWD Amarok models the low-range transfer case remains for the 4Motion system.The addition of an eight-speed ZF transmission to the Volkswagen Amarok utility could revolutionise modern thinking when it comes to commercial workhorse/recreational vehicles. Without the benefit of a heavy and costly transfer case with low range options, the new automatic Amarok made a mockery of the steep hill climbs – even without the assistance of the standard rear differential lock. The Amarok off-road package includes a button that activates hill descent assist. This is also clever technology that allows the driver to select the hill assist speed required for the descent. We set the speed in various situations between as little as 3 km/h up to 30 km/h, just by feathering the brake pedal. It is a brilliant system for crawling down the steepest of inclines.VALUEAfter three days of putting the Amarok auto through the ringer there is only one conclusion: Volkswagen's auto Amarok changes the goal posts for the commercial and recreational/sports utility segment.

It’s a battle of the giants. Volkswagen’s Amarok is taking on a Titan: the sales-topping Toyota HiLux.The Amarok range has just been bookended with a single-cab version to attract the tradies, and an eight-speed auto – the first in a ute here -- for the weekend warriors (and tradie bosses).So badge snobbery comes to the building site, and cashed-up contractors can get a European vehicle to broadcast how well they’re doing.PRICE AND MODELSThere’s a dizzying list of 24 different models by the time you choose from the 2.0-litre petrol and diesel engines, bodies and spec: Trendline, Highline and Ultimate.The single-cab chassis models start from $24,490 for the 118kW/300Nm 2.0-litre turbo petrol (with a six-speed manual driving the rear wheels) and move to $27,490 for the 90kW/340Nm turbodiesel version, while the 4WD 120kW/400Nm turbodiesel will ask from $35,490 (with ute bodies adding an extra $1500 across the range).Dual-cab chassis versions kick off with the rear-drive six-speed manual 90kW/340Nm TDI from $30,490, followed by the 118kW/300Nm TSI from $31,090, and the intercooled twin-turbo 120kW/400Nm TDI at $32,490, with the last of those getting 4WD for $41,490.The eight-speed ZF conventional auto – VW’s dual-clutch boxes slip too much for offroading -- arrives only with the 4WD 132kW/420Nm dual-cabs, starting from $44,490 and topping out at the $61,490 Ultimate spec. A couple of price tags down is the one we tested at $53,990 in mid-spec Highline -- $3000 more than the manual version, but partly because VW has carved $2000 off the latter’s price.At this level you get a decent six-speaker audio system, Bluetooth streaming and dual-zone climate control on the goodies list. Our test ute had VW’s ‘4Motion’ full-time AWD with a Torsen centre diff that normally runs 40:60 front/rear, but varies on demand to deliver outputs to the wheels with best traction.The ZF usually starts off in second gear on bitumen, because it has an ultra-low first ratio for general offroading – plus a selectable offroad mode for serious clambering that adjusts the stability, traction, brake and electronic diff lock responses.Our test ute bounced around on the standard heavy-duty leaf-spring suspension, begging for a load in the tray. There’s a no-cost comfort suspension option for those who don’t have a heavy toolbox to calm things down, but it drops the payload by 220kg (to 740 on ours).DESIGNIt’s high, wide and handsome. Squared off lines give the body a tough and purposeful look, set off in our Highline with stainless steel rear bumper, side-steps and sports bar - but undermined by looking a bit undershod with 17-in alloy wheels nowhere near filling the cavernous flared wheel arches. Legroom and shoulder room is great front and back, so there’ll be no bromance taunts. The interior is clean and hardy, but still manages to add a slight touch of premium in the trim and equipment, with intuitive controls from big chunky buttons. No flimsy hipster switchgear here, mate. The clip-on cupholder looks like it won’t last 10 minutes sticking out of the dash, and the glove box is ludicrous, with barely space for a notebook unless you remove the owner’s manual. But there are plenty of storage spaces around the cabin, including underseat bins and massive door pockets. There’s also enough space between shifter and centre console bin to look at mounting a small laptop. You have to applaud three 12v outlets in cabin and another in the tray, plus a light back there – no more fumbling around in the dark.SAFETYThe Amarok led the ute world with a five-star ANCAP safety rating, and gets dual front and front-side airbags - although it misses out on curtains -- anti-lock brakes with electronic assistants, stability and traction controls, plus trailer sway control.DRIVINGThe ZF gearbox is slick and refined, and comes into its own at both ends of the scale, with first giving decently low crawling ability, and eighth offering economical highway running around a relaxed 1700rpm. But the auto is keen to make the best of any economy opportunity by heading up towards eighth gear, and when you kick, it often goes down two cogs.Slipping into manual mode gets clearer response for overtaking, but a whole lot more noise from under the bonnet, and most of the time it’s well-sorted enough to work out what it needs to do in auto. It’s hard to believe the torquey engine is just two litres, with its ability – and sometimes its noise – punching well above that size.A glance at the fuel economy is the compensation, with it happily averaging mid 9s over a mixture of low-gear dirt crawling, highway cruising and suburban frustration. Apart from the empty tray making for some bouncing over uneven surfaces, it’s surefooted and well-behaved, and ride comfort is exceptional for a big ute. And big it certainly is. Impressive on the street, but even with the cabin’s good visibility, the rear parking acts are a blessing to wedge the beefy tail into place.VERDICTYou might scoff about badge snobbery – or cog-upmanship – hitting the building sites. But overall this is a solid blend of hardy workhorse and some creature comforts that make working life a bit more bearable.

These utes were rough as guts a decade ago and few families could put up with them, but they have advanced to the point of being a realistic family car option.With the ability to work hard but also lug boats, caravans and trailers of up to 3500kg as well as cross rivers, conquer mountains and pick up the shopping, it's easy to see the appeal.A wave of new family friendly trucks has arrived in the last two years, lead by the Volkswagen Amarok, Ford Ranger, Mazda BT-50 and now the new Holden Colorado. CarsGuide assembled the challengers and the reigning sales champion, the Toyota Hilux, at the Melbourne 4x4 Training and Proving Ground in order to pick one winner.A recent facelift upped content and lowered prices Customers can choose from a thirsty 4.0-litre petrol V6 (175kW/376Nm) or a 3.0-litre four-cylinder diesel (126kW/343Nm), which lags behind its rivals when it comes to low down lugging (torque).While six gears are common these days, the Hilux makes do with a five-speed manual or optional four-speed automatic. Low range is selected with a lever, unlike the other models fitted with a simple dial.The tow rating is the lowest in the class, 1000kg below the maximum tow rating of the Colorado, which could be an issue for some.VERDICTThe interior is spacious and there are some smart storage areas, but the dashboard is old and plain despite a new colour centre screen.It managed the tough terrain with ease, but the Hilux goes to the back of the class due to its ordinary on-road dynamics and jumbled ride, which all points to an old body and chassis. Its engines and transmissions are also getting on.This might have been the benchmark seven years ago, but times have changed and the Hilux drives like an old-school ute.Toyota Hilux SR5Type: 4x4 crew cabPrice: $50,990Engine: 3.0-litre four-cylinder turbodieselPower: 126kW at 3600rpmTorque: 343Nm at 1400rpmTransmission: Five-speed manual, optional four-speed automatic ($2500)Towing: 2500kgPayload: 835kgFuel Economy: 13L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe Amarok was new last year and bucked the trend with a small 2.0-litre diesel which it fits with one or two turbos depending on the model.Our test ute has the 120kW and 400Nm version which is especially economical (7.9L/100km). Right now a six-speed manual is the only option, but an automatic is coming this month along with more power and torque. The tow rating is a little low at 2800kg, but should increase too.It has all the safety gear but there is no airbag coverage for the rear seats.VERDICTThe Amarok is one of the best in class, with a spacious interior, good cargo area and relatively good handling. The engine is underwhelming in this category. It needs to be pressed hard and, as a result, can get intrusively loud.The Amarok is also too easy to stall at low speed. Its manual gearbox is crisp and shifts easily. An auto version of this should be good, but we'll have to wait and see.The interior is quite plain and drab compared to the Ranger, but it is all very practical. There is no Bluetooth, which is a glaring omission (we're told it is coming soon).Volkswagen Amarok Highline TDI 400Type: 4x4 crew cabPrice: $52,990Engine: 2.0-litre four-cylinder twin turbodieselPower: 120kW at 4000rpmTorque: 400Nm at 1500-2500rpmTransmission: Six-speed manual, no automatic optionTowing: 2800kg (braked trailer)Payload: 992kgFuel Economy: 7.9L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags (not curtain airbags).This is the newest truck on the block and has the highest towing rating of 3500kg. It's built off the same base as the Isuzu D-Max but is significantly different. The base Colorado gets a 2.5-litre four-cylinder diesel with 110kW and 350Nm.A strong 2.8-litre four-cylinder turbodiesel is standard on the higher spec models and provides 132kW and 440Nm. This jumps to 470Nm when customers order the optional six-speed automatic, though power remains the same.VERDICTIt isn't the sharpest tool in this shed, but the Colorado still has a lot going for it. The big Holden is comfortable around town, but its soft suspension means it moves around at higher speeds on bumpy roads. It doesn't like corners you need to turn the wheel a lot to get around tight ones.The 2.8-litre engine is the loudest, but the pitch is not irritating. It pulls as hard as the BT-50 and Ranger five-cylinder. We like the very roomy interior, but the dashboard of the high-end LT-Z looks cheap with ordinary plastics and a retro digital display.Holden Colorado LT-ZType: 4x4 crew cabPrice: $49,990 (plus $3230 hard tonneau and snorkel)Engine: 2.8-litre four-cylinder turbodieselPower: 132kW at 3800rpmTorque: 440Nm at 2000rpm (auto 470Nm)Transmission: Five-speed manual, six-speed automaticTowing: 3500kgPayload: 1000kgFuel Economy: 9.1L/100kmSafety Gear: Electronic stability control, front driver and passenger airbags, side curtain airbagsLike its Mazda twin, the Ranger is new except for its revised engines. Entry level Rangers are sold with a four-cylinder petrol engine. Then is a choice of a 2.2-litre four-cylinder turbo diesel (110kW and 375Nm) and a 3.2-litre five-cylinder (147kW and 470Nm).Shared with Mazda, these are the strongest in the class. Transmission choices are a six-speed manual or six-speed automatic. The maximum towing capacity is a considerable 3350kg.VERDICTThe Ranger XLT comes with the most gear, but is also the most expensive. Its interior is spacious and practical and the dashboard and instrument cluster is stylish (in a masculine way) with a high quality colour information display and quality surfaces.The 3.2-litre engine sits at the top of the class in terms of performance, but (as is the case with the BT-50) makes a slightly annoying and inconsistent rattle (injectors apparently).The ride is better than the Mazda's but firmer than the others. The upside is brilliant handling and excellent suppression of big bumps, especially on country roads. We also like the sharp and direct steering and quiet cabin.Ford Ranger XLTType: 4x4 crew cabPrice: $53,390Engine: 3.2-litre five-cylinder turbodieselPower: 147kW at 3000rpmTorque: 470Nm at 1500-2750rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1041kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe BT-50 is the same as the Ranger under the skin, but Mazda and Ford came up with their own interior and exterior designs. It is available with a 2.2-litre four-cylinder turbo diesel (110kw and 375Nm) or a 3.2-litre five-cylinder turbo diesel which pumps out a handy 147kW and 470Nm.You can have a six-speed manual or six-speed automatic. The maximum tow rating for the big Mazda is a respectable 3350kg. Mazda fitted the test BT with a bull bar and alloy wheels which cost $6540.VERDICTThe BT-50 has much the same strengths as its Ranger twin, including strong engines, but there are some differences. Firmer suspension tuned for sportiness, means a fidgety ride on imperfect roads. The interior is plain, but the quality is excellent.BT-50s are cheaper than rival Rangers (about $4000 in some cases) but usually have a little less gear. Then there is the appearance. It is ugly and looks like a Ssangyong. The bull bar covers up the worst elements, but costs more.Our BT-50 suffered a mechanical problem in the middle of a water crossing, which the other vehicles managed repeatedly without incident. It has been trucked back to Mazda for a diagnosis.Mazda BT-50 XT-RType: 4x4 crew cabPrice: $48,810 (plus $6540 bull-bar and wheels)Engine: 3.2-litre five-cylinder turbo dieselPower: 147kW at 3000rpmTorque: 470Nm at 1750-2500rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1097kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsCONCLUSIONThe Hilux might top the sales charts, but the ageing warrior finishes a clear last in this company. We'd be happy to recommend the Volkswagen, Ford, Holden and Mazda, which all demonstrate how far crew cab utes have come.An underdone engine and lack of automatic transmission knocks the Amarok out of contention in this test, along with a plain interior and some missing gear, but upcoming changes could put it back in the hunt.The buff Colorado is a comfortable cruiser and its engine is a bit rough but it lugs along without fuss. Ordinary handling and a cheap interior prove the difference here but it is surprisingly easy to live with.That leaves the twins. The engines can be intrusive and automatic transmissions can hunt but they are clearly the best trucks here. The BT-50 is the best value for money, but has an uncompromising ride and plain cabin. Sadly, the awful styling will put off many buyers.The pricier Ranger does everything the Mazda does, but rides better, has a bit more equipment and looks great. Its superior interior seals the deal.Others:Nissan's Navara is old, but good. New pricing makes it worth looking at. The new D-Max is Isuzu's take on the Colorado and is a contender. Mitsubishi's Triton is in the same class as Hilux: its best days are behind it.