Volkswagen Amarok vs Volkswagen California

What's the difference?

It’s been developed with adventurous four-wheel-drive enthusiasts in mind, but we don’t know exactly what it will cost. However, given the current ballpark estimate, the value equation will likely stack up well and things like safety and the ownership package are solid. And we know it’s tough and capable in rough going, which is the main point, after all. This package works brilliantly well.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

A van like this is the envy of campgrounds, and with a fully warranted set of cosy extras, it’s ready to roll from day one, too.

As a weekender the California Beach is ideal, and one of its most appealing attributes is how easily it can also be packed up and used for day-to-day duties when you’re not out adventuring on the road.

Keep in mind for longer term touring you’ll need a fair bit of extra kit to make this California as capable as some rivals, and there’s always Trakka waiting for you if you want to spend more coin.

The Amarok is already a sleek-looking dual cab and the ‘Clear White’-only 10 Deserts Edition picks up unique black badging, a standard black tonneau cover and 17-inch satin ‘Asphalt Black’ alloy wheels shod with all-terrain rubber. More hardcore off-road tyres are a no-cost option, which is a nice touch, and there are black side steps and a ‘Asphalt Black’ mesh grille with ‘Bolder Grey’ inserts.

An ARB lift kit raises ground clearance by 40mm, from an already decent 235mm to 275mm, and ‘Genuine VW’ underbody protection is added.

The interior is cool, calm and collected in typical VW fashion with a predominantly dark grey colour palette highlighted by silver and brushed metal accents.

The 8.0-inch digital instrument display and 10.1-inch multimedia screen look contemporary without being garish, and there’s a workable mix of digital and physical controls, with climate being the former and audio the latter.

The California Beach does offer an iconic slice of VW’s historic Kombi aesthetic, modernised to its current range. While the two-tone paint is a remarkably expensive option, it does seal the #vanlife deal.

Two-tone paint or not, though, you could do much worse in terms of aesthetics than the Transporter 6.1, which is about as graceful as commercial vehicles come with its now-giant chrome embossed grille, matching painted bodywork, appealing little alloy wheels, and with the LED light package fitted, a contemporary shine profile at night.

The California Beach also hides its status as a camper well, blending in with other people movers and commercial vehicles in traffic with the slight hint given away by its branding and the awning hanging off one side.

The pop-up tent option in our test car is invisible from the outside, and with the seats in their default position, it could be any passenger-oriented van on the road.

More on that later, but the interior, too, brings much of the comfort and aesthetic from the rest of VW’s passenger car range.

Those who want to use this as a multi-role vehicle when they’re not camping will be pleased by its up-to-date interior appointments, with the pragmatic but attractive leather-bound VW wheel shared with other current products, as well as the option of the ever-impressive ‘Digital Cockpit’ dash.

The seats are aesthetically pleasing, with the only giveaway this is a commercial vehicle being the hard plastics with a more rugged pattern across the dash and doors in place of the usual soft materials which adorn Volkswagen passenger cars.

As subtle and sensible as the California may be though, there was no doubt it was instantly recognised at the campground, with owners of other Transporters, Trakkas, and other campervans coming to have a look at a model they clearly knew of.

At just over 5.3m long, a little more than 1.9m wide and close to 1.9m tall (with a 3270mm wheelbase) the Amarok lives within the same dimensional footprint as key competitors like the Ford Ranger, Toyota HiLux and Isuzu D-Max.

Up front, it's easy to get in and out thanks to big door apertures and this limited edition’s slightly higher ride height. There’s plenty of breathing space and good separation from your co-pilot.

In terms of storage there are door bins with room for decent size bottles, a couple of cup/bottle holders in the centre console, a lidded storage box between the seats (which doubles as a centre armrest), a wireless charging pad ahead of that, two glove boxes, a shallow well in the centre of the dashtop and a drop down sunglasses holder.

In the back, sitting behind the driver’s seat set to my 183cm position, there’s plenty of head, leg and toe room.

Three full-size adults across the second row will be okay for short to medium trips and a trio of up to late teenage kids will be fine. There are bins in the doors with room for medium-size bottles, a fold-down centre armrest with a pair of cupholders and map pockets in the front seat backs.

On the not so good side, there’s no individual ventilation control for back-seaters and the only power option is a 12-volt socket with USB-A and -C ports confined to the front only. Shout out for the USB input in the mirror housing for a dash cam, though.

The roughly 1.5m long by 1.2m wide illuminated tray will accommodate a Euro pallet between the wheel arches. There are multiple tie-down rings and tailgate closing is assisted.

Maximum towing capacity for a braked trailer is 3500kg (750kg unbraked), a full-size spare is on-board and there are two towing hooks at the front.

Interior space in this camper is one of its key highlights. As a van it has a huge and versatile cargo area behind the front seats, with the fold-down rear row on rails to maximise cargo capacity if need be.

A rear shelf at the back can be used for all your storage needs, with a compact space underneath for securing everything from camping equipment to shopping bags on the day-to-day and there are even little draws underneath the sliding seat row for the storage of small items (it was handy to use these for the awning’s winder and pegs, the luggage net which we weren’t using, and other things you don’t want to lose.

VW doesn’t quote a VDA number for the total luggage space given how versatile the load area is, although it does state there is 4.3 square metres of space in the cabin.

As already mentioned, the key advantage of this camper over others is its ease of use. Setting it up and packing it down is a 10 minute affair, allowing you the flexibility to be ready to camp or explore the local area in a pinch.

The California we tested sits five and even has ISOFIX mounts on the outer rear seats, but for larger families, there’s also a seven-seat option, with the extra seats folding down to make for a larger bedding area.

The awning itself is manually operated with a winder and pop-out legs. The front two seats are ‘captain’s chairs’ which can rotate 180-degrees to face back into the cabin.

It’s a neat and sometimes necessary addition to allow for a seating area if the bed is deployed, but they are a little fiddly to operate.

To swivel them, you need to fully fold the steering column away, move the seat all the way forward, rotate it half way, then move it forward again to clear the wheel in the driver’s position.

Practicality for the driver and front passenger while on the move is excellent, with two sets of huge cutaways in the doors for the storage of objects, cupholders seated atop the dash, a big bay for books or laptops which also houses a 12V outlet, and there are adjustable-height armrests attached to the seats.

The seats and wheel are also very adjustable, and the roof is high allowing plenty of space for people of all heights.

A small issue I ran into was the awkward lack of a place to put my phone. The most obvious location seemed to be the cupholder next to the shift lever, especially since this is where the USB-C connections were located, although it was a bit awkward, and my phone and wallet would easily fall out onto the floor, from where they could simply disappear into the rear of the cabin under acceleration.

The exact van we’re looking at for this review is the Volkswagen California Beach TDI340 4Motion.

This means it’s the middle of three variants in the California Beach range, which kicks off from $90,990, before on-road costs, for the base front-wheel drive, $94,990 for this all-wheel drive version we’re testing, or $100,990 for the more powerful TDI450 version.

Our mid-spec also had a long list of attached options, including the Kombi-style two-tone paint ($4050), upgraded interior package which includes microfleece seat trim, heated front seats, and the improved digital dash suite ($3690), an electric pop-up roof ($3050), LED headlights ($2050), adaptive chassis control ($2010), the 'Off-Road Pack' (includes a rear diff lock and downhill assist - $1720), power sliding doors (both sides, $1640), fog lights with cornering function ($770), 'Park Assist' ($460), 'Light Assist' ($320), and the no-cost option of a silver-coloured awning.

The list of extras (valued at a total of $19,760) brought the price as-tested (and still before on-roads) to a substantial $114,750.

In concept then we’re left with a van which has pretty much all the creature comforts of a Volkswagen passenger car with two beds (one in the pop-up roof, the other consisting of the fold-out rear seats).

In isolation, this may seem reasonable for such a custom camping solution, but the issue arrives when you consider competitors.

Trakka’s most direct rival, the Trakkadu, can be had from $137,422 and offers such luxuries not even optionally available on the California Beach, like an improved power system (to support 240V outlets), a kitchenette, fridge, plenty of additional storage, and a water supply.

Your $94,990 California Beach in base form then is essentially a Multivan with an awning, interior shades and lighting, a rear fold-out bed and bench, and a set of two chairs and a table.

While it’s very nice to have custom fit blinds on every window and fully adjustable built-in interior lighting, you’ll then need to go and spend more on a power system and possibly plumbing if you want it to be a truly luxurious long-distance tourer. It’s too bad we miss out on higher-spec vehicles available overseas.

The record-breaking Amarok was a V6 Style, but this limited edition is based on the Amarok TDI500 Life, so a 2.0-litre turbo-diesel four-cylinder engine sits under the bonnet, sending 154kW/500Nm to the rear, or all four wheels, via a 10-speed automatic transmission.

This twin-turbo, dual-overhead cam unit is shared with the Amarok’s twin under the skin, the Ford Ranger (where it’s referred to as the ‘Bi-Turbo’), and the selectable all-wheel-drive system features three driving modes - 2H, 4H & 4L - and there’s a mechanical rear diff lock.  

The version of the California Beach we tested for this review was the mid-grade TDI340 4Motion.

This means it is powered by a 2.0-litre, four-cylinder, turbo-diesel engine producing 110kW/340Nm. It’s paired with a seven-speed dual-clutch automatic, and in the case of this model, is capable of driving all four wheels.

It’s not much for power, but with the large amount of torque available, pulls strongly even when loaded up.

While it’s nice to have the all-wheel drive for loose surfaces and the like, clearance is limited so I wouldn’t venture into the rough stuff, even with the optional differential lock.

For those looking to fit further enhancements, or tow, the California Beach’s GVM is 3080kg leaving 623kg for payload, and it can tow 750kg unbraked or 2500kg braked.

The TDI500’s official fuel consumption figure on the combined (urban/extra-urban) cycle is 7.2L/100km. With an 80-litre fuel tank on board, theoretical range is around 1100km.

Stop-start is standard, but we’ll have to wait for an as-tested figure, as this launch drive leant heavily into arduous off-road work.

For reference, in previous testing we’ve recorded real-world consumption closer to 10.0L/100km for this Amarok powertrain, which would deliver a driving range of around 800km.

The California Beach TDI340 4Motion has an official combined fuel consumption figure of 7.5L/100km and a relatively large 80-litre fuel tank, allowing for a healthy cruising range for those more distant camping locations.

Our camping journey (a roughly 600km return trip) meant the California travelled mostly freeway kilometres on our week with the car, and it produced an overall figure of 7.4L/100km. It takes diesel and also has a 13-litre AdBlue tank.

The Amarok TDI500 is easy and effortless to drive on the open road. Peak power of 154kW (at 3750rpm) is adequate, but it’s the 500Nm of pulling power, delivered exactly where you want it at just 1750rpm, that sets the tone.

With 10 ratios to cycle through, the auto transmission also helps keep things in the sweet spot and while you’re aware of a certain amount of diesel thrum under acceleration, in this type of ute that’s more reassuring than annoying.

Suspension is by double wishbones and coil springs at the front with leaf springs supporting a live axle at the rear. And as is typical for a ute with this set-up (particularly unladen) bumps on a typical B-road make their presence felt, but not to an alarming degree.

We drove it on loose dirt roads and some challenging trails (which we’ll get to shortly), but overall it feels capable and pretty well planted on the road.

The steering is electrically assisted and there’s a good connection between your hands on the wheel and the tyres on the road.

Standard 17-inch alloys are shod with 225x70 Continental CrossContact ATR (all-terrain) tyres and they’re civilised on the highway. Also worth noting more aggressive off-road-focused rubber is a no-cost option, which is a nice touch.

The brakes are discs front and rear, which is notable because the entry-level Amarok Core is fitted with drums at the back.

On the open-road and in slow-going off-highway, where you’re constantly feathering the brakes during steep declines, braking remains strong with a progressive pedal feel. 

The off-road section of the launch drive was more about the nature of the terrain than ultra-steep inclines or declines.

Big boulders, cavernous ruts, bulging tree roots as well as loose gravel and sand surfaces were the flavours of the day and the Amarok did a great job.

Standard approach, departure and ramp-over angles for the Life TDI500 are pretty solid, but an extra 40mm of ground clearance makes a big difference. 

Worth noting the 10 Deserts Edition held its own with the more heavily modified V6 Style that set the Guinness record, which we also had a chance to steer.

With around 80kg less weight on the front axle, the four-cylinder feels agile and eager in the rough stuff and we saw some impressive axle articulation as the suspension and drive systems helped the Amarok pick its way through the most difficult sections.

We stepped our way through two-wheel high, four-wheel high and 4WD low modes, pulling in the diff lock only when things got hairy.

In terms of miscellaneous observations, it’s worth noting the turning circle is 12.8m. The Amarok is a sizeable vehicle and you’d expect the turning circle to be up there, but just be prepared for a reasonably wide arc when you’re parking or making three-point turns. 

And the front seats are a stand-out. They’re pretty much sports editions - grippy and comfortable even after a full day behind the wheel on- and off-road. And their lateral support keeps you nicely located in the corners.   

One of the California's more appealing features is the way its camping features can be minimised. Unlike some fit-outs which feature built-in fittings, once you pack the rear bed away and fold everything up, it makes for an appealing five-seat van for driving around in day-to-day traffic.

The diesel engine offers a rugged soundscape but plenty of pulling power once you overcome a moment of turbo-lag for cargo, people and equipment, and visibility is great out the front and sides.

The dual clutch transmission behaved well in my time with the van, although like many cars which use this transmission it can occasionally cost you a second at an intersection as it combines with the stop-start system to make for a moment of delay.

The California is a relatively easy van to park and live with when you’re not out on the road, and features a nice organic steering tune to give you plenty of confidence in the corners, bolstered by the addition of all-wheel drive in the van we tested.

The ride when empty is quite rough, like many vans in this segment. With the diesel engine, this can make for a bit of a noisy experience on coarse-chip freeways, and especially gravel roads. Potholes can also be cringe-inducing.

 As always one of the biggest advantages of VW commercial products is how closely they can be specified to VW’s passenger vehicles.

With the right option boxes ticked, for example, our car had the very welcome digital dash, and the multimedia suite.

While not the latest fully touch unit you can experience in cars like the Golf 8, it has the welcome addition of tactile shortcut buttons and dials for ease-of-use while driving.

With the fold-away roof, the California also isn’t bigger than a regular Transporter van. At 1990mm high it should fit in most parking lots and garages.

The California has a decent set of standard safety inclusions, like city-speed auto emergency braking (it’s important to note this is not the usual freeway-speed system which ships on most VW passenger cars), blind spot monitoring with rear cross traffic alert, driver attention alert, and adaptive cruise control.

It doesn’t have lane support systems, but does additionally score tyre pressure monitoring (good for those gravel trails), front and rear parking sensors and a decent rear view camera, hill start assist, and even crosswind assist.

In terms of more passive safety items it scores only driver and passenger front and side airbags, something to keep in mind when transporting passengers in the rear.

For touring it’s hard not to recommend the optional LED headlights for those poorly-lit and far-flung roads, and thankfully the California comes with a full-size steel spare should you end up with a flat in the middle of nowhere.

For a commercial-based vehicle the safety suite is not bad, but when compared to a passenger vehicle, it could do better.

Volkswagen covers the Amarok with a five-year/unlimited-km warranty, which is expected in the mainstream market.

Service is recommended every 12 months/15,000km, which is pretty handy, and the price averages $360 for the first five years, which is competitive for the class and price point.

Fixed price three- or five-year plans are also offered, which brings a modest discount and locks in the pricing. Twelve months of roadside assistance is complementary, renewed for another year each time you service the car at an authorised VW dealer.

The California Beach is covered by a five year and unlimited kilometre warranty like the rest of the Volkswagen passenger car range, which includes one year of roadside assistance.

The prime advantage of buying a first-party Volkswagen camper is the entire vehicle is covered by this warranty, as opposed to needing to deal with two warranties if you were to buy from a brand like Trakka.

There is also the option of a five or three year service plan. At the time of writing, the five year service plan was running at the price of a three year plan, valued at $1850 for this 4Motion variant, or just $370 a year for the life of the warranty.

This is a claimed saving of $2302 over the cost of regular scheduled maintenance. Visits to the workshop are required once every 12 months or 15,000km, whichever comes first.