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2017 Volkswagen V6 Amarok Review

Since it was first introduced back in 2011, the Volkswagen Amarok has enjoyed a wide gamut of reputations. Often spurned for the transfer-case-free automatic gearbox and low capacity two-litre engine, it has also picked up quite a few awards along the way as capable and competent 4WD working vehicle. But at the same time, sales have been easily dwarfed by many of it’s direct competitors.

Volkswagen’s introduction to the  growing ute segment was always going to a rocky road. Don’t forget those pretty serious brand scandals with emissions, and remember that ze Germans are going toe-to-toe with somee seriously bedded-in competitors in the dual-cab segment. This part of new car sales is the most lucrative and growing, but the flip-side is that it’s also the most competitive. Winners win big, and losers … they search for answers.

What many manufacturers will tell you is that while it isn’t the biggest market, Australia is the elite test-bed for ute buyers. Per capita, we buy far-and-away more utes than other markets, and we are also the most critical and demanding.

The Volkswagen Amarok V6 tops out the ute segment for power and torque.
The Volkswagen Amarok V6 tops out the ute segment for power and torque.

Volkswagen executives will tell you, through gritted teeth sometimes, that on paper the 2 litre, four-cylinder diesel engine matches and indeed outpaces many larger competitors in the ute segment, in many factors. As advanced and as well-performing as it might be, the fact that Australian 4WD buyer love big-capacity engines is as plain as day. Remember when Land Rover was the bees-knees 4WD? It was humbled and defeated by a Toyota LandCruiser, whose main sales point was a bigger, more powerful engine. Lo-and behold, early LandCruisers didn’t have a transfer case either (gasp!). Think about how solemnly people whisper about the old TD42 and 1HD engines, and you get the idea of the Australian mindset.

Now, Volkswagen has an antidote to the two-litre blues: and it comes in at 90 degrees. It’s a V6 turbodiesel engine, originally used in products such as Audi and Porsche SUVs, as well as many other wagons and sedans in the VAG range. The four-cylinder engine is a fine motor, no doubt. It’s got power you wouldn’t think an engine of that size would have, and it’s also quite efficient and well-behaved at the same time. But let’s be honest: how many four-banger Amaroks do you see people lusting over, or plastered heroically on walls?


V6, V6, V6. “It’s all about the engine.” Volkswagen’s marketing manager Nick Reid said. “It’s the engine that the car always deserved”. And he’s not wrong. While the 2 litre motor will still form the majority of the Amarok range, and do a sterling job with Core and Highline models still available, the kind impact that a gutsy V6 donk can have on the rest of the range is indelible.

The Volkswagen Amarok V6 engine makes 165kW and 550Nm
The Volkswagen Amarok V6 engine makes 165kW and 550Nm

What I relished hearing was that this engine, the Volkswagen 3 litre V6 tdi, was that it has been adapted quite heavily for use in a 4WD. Coming from things like Audi’s Q7 and Porsche’s Cayenne, the motor probably wasn’t originally designed with proper 4WDing in mind. For the Amarok, the sump was redesigned quite a lot: aluminium was cast aside for a bigger and stronger mild steel for the sump case itself, for strength and better oil performance (lubrications and cooling). A honeycomb structure inside the sump will stop the engine from starving of that precious oil off-road, as well. Impressively, the engine has redesigned pistons and a really advanced bore honing method, which caters for long periods of high engine loads. Important for a 4WD? Absolutely. They even added a dipstick!

What this three-litre diesel V6 is all about is power, and it does lead the segment in this area: 165 kW of power, available between 2,500 and 4,500rpm. And there is a blitzkrieg of torque, as well: 550Nm, from a lowly 1,500rpm, all the way to 2,500rpm. So, it sounds, like two and a half grand is the all-time sweet spot. If you’re lusting for a bit more power, a little something called ‘overboost’ can give you another 15kW for up to ten seconds, as long as you’re over 50km/h, and pegging the pedal over 70%. Perfect for punching past that annoying grey nomad and 22 foot, four-tonne caravan.

V6 Amarok prices start from $59,990, with the automatic gearbox
V6 Amarok prices start from $59,990, with the automatic gearbox

Whilst also the most powerful ute available in Australia, the Amarok is also one of the most efficient and emissions-friendly. It has stop-start technology (which can be turned off), as well as BlueMotion (urea exhaust injection) and a cutting-edge diesel injection system.

To drive the V6 Amarok is, in many ways, a very different experience. Gone is just about any clatter of a four-cylinder diesel oiler: this V6 is smoother than a dolphin’s nose. And it’s quiet, too. The interior is up to the standard of a high-end sedan, in terms of noise intrusions. It’s deathly quiet, sometimes. What happened to the days of blistered knees and bleeding eardrums? This place is sonorously quiet.


The gearbox is quite similar, doing a spectacular job whilst pretending it doesn’t exist. Unless you’re under heavy throttle, gear changes are almost unnoticeable. And when they are, they manage a beautiful balance between smooth and sharp. This would have to be the best automatic gearbox available in a dual-cab ute for smoothness and compliancy. And considering it’s rated to 700Nm, it should also be a long-lived unit. Of course, it doesn’t come with a low-range transfer case, instead using a low 1st gear and trick gearbox and traction management for crawling.

called the 'TDI550', the V6 Amarok comes with a 8-speed automatic, with a six-speed manual option coming soon.
called the ‘TDI550’, the V6 Amarok comes with a 8-speed automatic, with a six-speed manual option coming soon.

To suit the new Amarok V6 powerplant, the gearbox has also been updated. 1st gear is lower, because the engine can still haul through a higher 2nd gear without complaint. 8th gear is also higher, giving you more efficient and relaxed highway cruising. Considering the bulk of your torque is ready and willing below 2,000rpm, this makes perfect sense.


Similarly, the interior of the V6 Amarok has been quite updated. A sharp, easy to use and intuitive infotainment system sits front-and-centre, giving you plenty of control from the divers and passenger seat. It’s certainly not the biggest around, but the touchscreen is really quite slick to use. The rest of the interior is also very sharp and efficient: there is no gaudy flashes of colourful stitching or embosses. This interior is all about quiet, comfortable efficiency, and it works well. The Amarok is definitely calling in a few favours from VAG stablemates with the interior fitout, which is a plus. If you wanted to be negative about it, you’d maybe call it boring. But I like it: unassuming design, functional controls and practical materials. It is still a ute, after all, so it’s important that it is tough and resistant to wear and tear.

The 2017 Amarok TDI550 interior is smart and functional, if a little emotionless
The 2017 V6 Amarok  interior is smart and functional, if a little emotionless

What keeps impressing about the interior is that incredibly replete quietness from inside, regardless of what speed you’re travelling at. This level of refinement overall is ahead of all other manufacturers in this space: it’s bloody impressive. Only suspension cycling on rough dirt and a humming motor makes a muted entrance into the cabin, but even then it’s impressively quiet.

We were driving Ultimate spec Amaroks, with 14-way adjustable seats. These have adjustable lumbar and thigh support, and also have a nice amount of bolstering on the sides. These seats are seriously good: something you’d expect to find in a top-spec saloon costing at least 80 or 90 thousand dollars. As a matter of fact, the only seats I can think of that are better, in terms of comfort and quality, would be in a Range Rover Vogue. And that’s saying something. Lower-spec models have more basic adjustments and cloth trim; our experience with them is that the are still pretty good, but not as salubrious or adjustable overall as these Nappa leather Ultimate seats. Seating in the back, in terms of dimensions, is the same as other Amaroks. Comfort is improved, dependant on your spec and options, and you’ve got a 12V socket for the 2nd row as well. But a big point to note on this Amarok, compared to other dual-cab utes, is the omission of airbags in the second row. Just about everyone else has them these days, except for the Vee-dub.

Volkswagen Amarok V6 Ultimate seats in one word: Awesome.
Volkswagen Amarok V6 Ultimate seats in one word: Awesome.


The main changes in terms of exterior is the front fascia, coming into line with Volkswagen’s current range of vehicles: sharper lines and angles give a more aggressive look, doing a good job of modernising an ageing Amarok design. To help accommodate the new braking system (332mm front and 300mm rear ventilated discs), 18, 19 and 20” wheels come with the V6 Amarok, but the good news four us 4WDers is that 17” wheels still fit, giving you access to a good range of off-road tyres, with plenty of sidewall depth.


The new V6 Amarok still has a 3,000kg towing capacity. What has changed, though, is the GCM. That has gone up from 5,500kg to 6,000kg, meaning you can tow big loads and have a little more space for payload. Like competing utes, your GVM and towing capacity don’t add up to a GCM, so how heavy your trailer is will dictate your overall payload.

On-road driving

The V6 Amaork is a bit of a driver’s car. Sure, the V6 isn’t exactly making your neck hairs stand up on end with throaty exhaust thumps and hair-trigger accelerator response; it’s an impressively refined and silky engine that is more whirring hum than beating drum. The cabin is impressively quiet as well, adding to the overall car-like experience of driving this Amarok. You forget that there’s a loadbed and leaf springs in the back, sometimes. Dynamically, the Amarok is quite rewarding to drive spiritedly. No, it’s not a sportscar… it’s a ute. Remember that, and be impressed, as I am.

The 8-speed automatic gearbox pairs well with the 3 litre V6, making for easy progress on the bitumen
The 8-speed automatic gearbox pairs well with the 3 litre V6, making for easy progress on the bitumen

Comfort and quietness in this vehicle is a big step forward for the ute segment, this engine seems to kick out a lot less noise compared to it’s inline-cylinder ute competitors. And when it’s under load, it seems a whole lot smoother. This makes a car with already carlike on-road dynamics even more so. We drove vehicles with 260 kilograms in the back (on top of driver and passenger), and then without any load. That amount of weight does have a positive effect on the suspension, keeping it planted much better through turns and over bumps. Unloaded, the Amarok is still dialled in quite nicely, turn-in starts a little vague, but then sharpens up quickly as you elbows bend. Rough tracks will see the rear end start to jitter around a bit when you’re unloaded as well, part of the joy of ute ownership.

When you’re giving it too much power through corners, the car seems to slowly give way, in a very controlled manner, understeering gradually to let you know you’re pushing the relationship. It’s all quite uneventful, really. A full-time 4X4 and a Torsen centre differential run typically at a 40/60 front-to-rear torque bias. As traction varies between front and rear, trick worm gears and wheels, along with inter-connecting spur gears can instantly jump to 20/80 or 60/40, depending on what which wheels are spinning more than others.

2017 Volkswagen Amarok V6

Hard acceleration on this V6 Amarok is a lesson in cutthroat efficiency: revs rise quickly, and gears are dispensed of without fuss, taking you all the way from stopped to 100km/h in just 7.9 seconds. Braking is equally effective: it does it all very quickly, but also without an ounce of anguish.

Off-road driving

For someone who’s half-experienced in 4WDing live axle, low-range equipped 4WDs, the Amarok is a different kettle of fish off-road. My way of driving over rough ground and steep pinches is to use as little throttle as possible: only wind on enough to maintain that sweet spot of a little momentum and wheel speed. Driving the Amarok in this similar way yields a bit of a jerky, stop-start kind of progress. To work correctly and work well, you need to actually feed a reasonable amount of throttle into the driveline, so the Torsen centre diff and traction control can do their respective things and transmit drive where it’s needed. Once you’ve got your head around that, the no-low auto Amarok is plenty capable across the rough country. The biggest limiting factor is ground clearance: add a slight suspension lift and slightly taller tyres, and you’ll have a seriously capable rig. Tyres with a strong off-road slant would also be awesome, but I’d loath to get rid of that whisper-quiet on-road experience.

2017 Volkswagen Amarok V6
2017 Volkswagen V6 Amarok

If you’re doing a lot of off-road work, the first problem you’re going to have is ground clearance: the front clip props out and low in a way that puts it first in the line of fire. Similarly, 192mm of ground clearance is good for basic 4WDing, but you’d want to do a basic little suspension lift to make it better. You might forsake on-road dynamics, depending on the mods, but that extra little bump in ground clearance will go a long way.


This is something I was going to be worried about: the way this vehicle drives, sits and hauls screams ‘premium’. And considering all of that, I wouldn’t be surprised if Volkswagen were asking a decent dime from punters. But, that’s not neccesarily the case: At it’s most affordable, the V6 Amarok can be had for a shade under $60,000. In other words, it’s in a similar ballpark figure to a Ranger Wildtrak, or an optioned-up SR5 HiLux or Z71 Colorado. When a manual-spec V6 Amarok comes out, it will be a couple of grand cheaper.

If you're going to buy an Amarok and take it off-road, don't get these steps.
If you’re going to buy an Amarok and take it off-road, don’t get these steps.

Want to up the ante, once again? Then you’ll be shelling out another $8,000 for plenty of luxury goodies.: Nappa leather, lots of exterior appointments and tech inclusions. This makes the top-spec Amarok the most expensive ute option out there, and there is another even more high end option in the wings as well.


It’s easy to get swept away by the magnificent engine tucked away under the bonnet of this V6 Amarok. You have to remember that the rest of the car needs to be up to standards… an engine can easily be let down by rubbish transmissions, suspension or chassis. The good news here is that the V6 suits this Amarok base down to the ground. Mr Reid was right: this is the engine that the Amarok deserves, and takes it to the next level. Power, torque, comfort and quietness are all, in my opinion, leading in this segment. The interior is right up there as well, with intuitive controls and good ergonomics.

The Volkswagen V6 Amarok
The Volkswagen V6 Amarok

Where this ute isn’t as good as others does come from off-road ground clearance and entry/departure angles. Other utes are better than the Amarok, generally speaking. To be honest, none of the utes out there, aside from a 70 Series LandCruiser these days, is doing a sterling job in this regard, especially if you’re keen on doing some serious off-road work. What’s the remedy? It comes from the aftermarket game: a good quality suspension kit with a slight lift and some slightly taller tyres will make a world of difference. Go up another step with some strong and angle-improving barwork, and you’re going to be pretty well set up for 90% of what Australian 4WD tracks need.

Want some modification inspiration? Check out Pat’s V6 Amarok build video:


The V6 Amarok  is a massive step forward for this segment, make no bones about it. Would I own one? Absolutely. I’d have to modify it for my own needs, but having that combination of towing, payload, off-road ability and on-road plushness seems like such a luxury. I’m a traditionalist 4WDer at heart, so will look forward to trying out the low-range equipped six-speed manual version later in 2017.


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  • I have been driving a BMW 320d for 8 years and the only 4wd that could not blow swat is the V6 Amarok. So I bought one. Early impressions- Comparable to an X5

  • Wasted my money on one. The reverse gear torque limiting that never gets published prevents it from reversing my trailer up y driveway without cooking the gear box and shutting down. Same happens on the beach, have had it stuck pointing up hill and wouldn’t even turn the wheels in reverse. Dealer says it is a factory safety feature. Quality of fit and finish is poor. Doors not aligning, almost every panel has either sand, hair or runs in the paint. The paint on the front bumper washed of with a garden hose, the back door wouldn’t open, they cant get the VW canopy to seal. It uses about 2lt of oil per 1000km at the moment. The hand brake won’t hold it, relies on the pawl in park to hold it. The back seat is an after thought that needs 2 people to unlatch. They CANBUS system won’t operate on LED trailer lights. These are only things you find once you own it and Volkswagen Australia don’t want to know about it.

    • i have one, it reverse insanely well up our more than steep drivway with a 1 tonne trailer. also when towing a 1.5 tonne trailer a prado driver asked for a drag ( he wasnt towing anything) he didnt stand a snowballs chance in hell. is your amarok a 4cyl by any chance? ;D

  • We have a 2013 2.0 l amarok and honestly so far it has beaten the new hilux that our friend has in basically everything…..we cannot complain.
    the 2 liter is very impressive.

  • The only criticism I have with an Amorak is that the sequential shift on the Auto is back to front. Most cars have the upshift by pulling back towards the driver and the down shift by pushing forward, like race cars. The V6 is the same by the look of it.

  • Seriously people you need to get your backside into an amarok , whether it’s the 2.0 or 3.0 litre engine version you will be impressed, I just got the v6 2 days ago. I loved my 2012 2.0 litre manual amarok but wanted the extra power of the v6 and auto
    The 2.0 litre version always impressed me in all types of driving , towing and off road etc
    I am positive the v6 will be as good and better , forget what you think you know about the jap 4×4’s being better , the VW is better hands down in nearly every way possible, there is a model and price point to suit all but the tightest of tight arses out there

  • I note a few comments here about the lack of rear curtain airbags and safety for children. I was concerned also and tried to find what information I could.

    Actual data or scientific reports were scarce but the overwhelming consensus was that curtain airbags were probably not dangerous for children unless they were leaning against the window on deployment. Very little discussion on the potential benefit.

    In my case, with 3 and 5 year olds in child seats, it appears the curtain airbags do not touch the car seat on deployment – ergo they can provide no benefit. There is actually nothing for the child’s head to hit except the side head bolsters on the child seat. So, on balance, I cannot be too concerned with the lack of rear curtain airbags in the new Amarok – this is not a make or break issue.

  • I am often amused, and sometimes a bit peeved, by the comments people make regarding vehicle reviews such as this. Let’s start from the top, no mention of towball weights or safe towing weight. These figures are readily available in the PDF brochures which anyone can download. The reviewers often do not have the space available to include every feature of a particular vehicle.
    No curtain airbags. Ok, have a look at some of the youtube videos of the Euroncap and ANCAP tests. The Amarok achieves a 5 star rating even without the rear airbags. These tests include rear seat passengers. I would expect that catastrophic test results for the rear seat passengers would prevent the Amarok from achieving its 5 star rating. There are other design features that assist with passenger protection.
    3 tonne towing capacity. Yes, the Ranger and others have a 3500kg towing capacity. Do your sums. Find out the GCM for each of these vehicles. In my own case, I can compare the 2L auto Amarok Trendline to a Ranger. The Ranger has a GCM of 6000kg, my Trendline 5995kg. The Trendline weighs 2015kg. GVM is 3040, take that away from the GCM and there is only 45kg less than the sum of my GVM and maximum towing weight. In other words, the 2L auto Amarok can legally carry very close to its normal maximum load PLUS tow the maximum weight trailer. Just looked at a Ranger auto, with a base mass of 2108, and GVM of 3200. Add the 3500 maximum towing weight to the GVM and what do you have? A damn big difference between that result and the GCM! 700kg difference! That’s 700kg you cannot legally carry in your Ranger if towing the maximum size trailer! How much is left? About enough to fill the fuel tank, add the driver and 1 passenger and very little else. What do you do with your bullbar, winch, food, water, spare fuel, kids, clothes, and everything else you want to bring? I could make a cheeky remark about maybe asking the Amarok you’re travelling with to carry it for you, but I won’t. Almost every other make is similar. I have to give it to Toyota in this area, they simply added the GVM to the maximum tow weight to make sure the 79 series cruiser ute can legally both carry its load plus tow its trailer. Mind you, the Amarok with its 3000kg trailer also comes damn close. Let’s get real fellas, it’s no use bagging a vehicle for a lower towed weight if the vehicles you are commending with a higher tow weight cannot realistically do it.
    Body options and DSG? Don’t know about the V6, but there are many body and back options with the Amaroks. Before you bag them all, bloody well drive one! As far as the auto goes, NO, it is NOT a DSG. It has a conventional auto with torque converter. Again, DRIVE ONE! To say they perform well is a huge understatement.
    Poor performance in reverse. Apparently there were changes made from 2014 to the auto. In my own case, I have found that simply pressing the accelerator and allowing the system to work out what you want, the load on it etc will cause the system to ramp up torque in a controlled manner and the vehicle has always reversed out. You can remap them to give full output in reverse as well.
    Cost of ownership. We had a Mitsubishi before the Amarok. Before buying the Amarok I did cost comparisons for servicing. The Mitsubishi Challenger was almost 50% higher for the fixed price servicing that I researched. Additionally, when I then searched for non dealer options, 2 out of 3 for the Amarok were cheaper again, and all 3 for the Challenger were more expensive than the dealer. Bare in mind that Mitsi’s are not an expensive vehicle to purchase or own generally.
    Wheels and tyres. What vehicle comes standard with the tyres and wheels you want? Not a single one! Stop whinging, and do the same as you do for every other 4×4 you buy. Buy the wheel and tyre combo you want! The V6 Amarok can be fitted with 17″ wheels, which are as common as dog poo these days.
    Almost forgot, what’s this about no transfer case? It got a bloody transfer case. How do you think it gets drive to both ends? Yes, it is a single range transfer case, but before you jump up and down yelling its got no low range, BLOODY WELL DRIVE ONE! The 2L auto has blown so many “regular” 4 wheel drivers’ ideas out of the water with their ability already. We towed a trailer through places others with “normal” 4 wheel drives had difficulty recently, with our auto Amarok. It did it very easily, with the engine purring along between 1200 to 1800RPM, never feeling stressed, never feeling undergunned. Drive one!

  • I’ve got to ask, have any of the knockers watched the Euro ncap or ANCAP videos? Did the rear seat passenger dummies suffer life threatening injuries? Of course not. How do you think it got a 5 star rating in the first place? Watch the videos!
    Where does the review say “low capacity gearbox”? It refers to the low capacity 2L engine. I have to ask, have you driven one of these vehicles? Take one for a drive, and not just down the street. Take it where you are frightened. I’m serious! It may just blow your mind.
    Have you priced a Landcruiser? Yep, you may be able to buy a base model cruiser for a similar price. Then add airconditioning, plus everything else that comes standard on the Rok (and even more stuff that comes standard if you look at a Mitsi) that you say you don’t want but end up buying anyway just to live with the vehicle.
    Is the auto gearbox a DSG? Hell no! How could you get the benefits of a torque converter with a DSG?
    How do I know? I drive one of those “pissy little 2.0 litre” jobs and keep passing people with V8s on the highway with my engine purring along at 1600RPM! Oh goodness gracious, it changes back to 7th to pass, but it’s still not doing the 2400RPM that a LandCruiser V8 is doing at just 100kph as I wizz past with my trailer in tow, with my asthmatic(?) 2.0L!
    Towing capacity. Oh Jesus! Lots of others are rated at 3500kg towing capacity. Oh my! I gotta give it to Toyota with the 79 series. They have at least done their sums and added the 3500 towing capacity to the GVM of 3400 to give a gross combination mass of 6900. Hang on, airconditioning is an option! So is just about everything else! My Amarok has a dry weight of 2015, with a GVM of 3040. It has a GCM of 5995, and a legal towed trailer weight of 3000. Let’s see, take away the 3000 trailer weight from the GCM of 5995, and I am left with 2995. Goodness gracious, I am 45kg short of the sum of my GVM and trailer weight. But wait, there’s more! Did I need to add the weight of the air conditioner? Did I need to add the weight of the other things that come standard on the Rok (and included in my dry weight) that most people add just to make their vehicle livable? Nope, it is already there, and included. Yep, we all have to add bullbars and winches, so I ignored those as they are common to almost all. Try that with every other vehicle we have on our market.
    To be honest, I have owned 3 Toyotas. I have owned lots of others too. Mitsis continue to give very very good value for money, and yes, I have owned a couple. For all the doubters out there, swallow your pride and walk into a VW dealership. Take one for a drive. Try to get a true demo unit you can really take for a drive. Hook up your trailer, and aim it at some crazy country. Best of all, take an auto. Yep, it doesn’t even have low range. Guess what? You won’t need to touch a button, pull a lever or anything else as you go from highway into the craziest places you want, just point and drive. Take a big drop of gumption and drive one!

    Oh what a feeling!

    • Some people have no idea what they are talking about! I drive a 2018 VX land cruiser and tow a 3 tone van. It sits on 1900 rpm at 100kms (wind and incline dependent of course) To state and claim a little 2 liter VW wizzes past a 200 series twin turbo V8 diesel is comical and just BS. I’m a fan of the VW for price and value and test drove a new V6 with the van on the back and it wasn’t in the same league, neither is it expected to be as it’s just not a comparable vehicle to a 200 series hence why you pay double for one. People need to stop talking BS and trying to justify why they purchased a VW, they are a great car but seriously trying to claim they have better performance than a new 200 series landcruiser just makes you laugh.!

  • On paper the power from the V6 VW fills the void that every Aussie “off roader”has felt driving your stock standard mitsi, toyota & nissan… When it comes to reliability and repair cost I know the Jap rigs have been tried and tested with well over 50years in the Aus outback.

  • Great vehicle but no mention of its heritage ie, the Touareg with more power and torque, a low range gearbox in the 4XMotion, lockable diffs, adjustable height and ride air suspension and more towing ability.

  • I have a 2016 Ranger XLS and its awesome. Cost $45,000 + mods and has 3.5 ton towing. Hauls my caravan with ease and surprises my mates with landcruisers when offroad. Save your money and buy a Ranger.

  • Had a drive of a v6 Amarok yesterday i must say i was very impressed from having Toyota ‘s over the last 30 years and the last being a 200 Series this ute ticked all the boxes great power delivery very quite ,excellent ride . It should be fitted with airbags for rear passengers VW. And the front seats would be the best out there .

  • HI Sam I am one of those annoying grey nomads you referred to in the article. I can probably afford to get one of these and was looking forward to the review but the lack of respect and crap review that you have written makes me now say shove it where the light don’t shine and I wont be bothering to read and more Mr 4×4 newsletters

  • VW may as well not bother out here if it cant have decent tyres for driving on rocks, sand & mud. Who in there right mind would go off road with 19 or 20 in rims. Oh & the fact that they give everyone else in the world the v6 in all models, but Aus only get the top models because they can get away with it because of our enviro policies. Seems like they think are gulable.
    I own a manual Amarok trendline & love it. I was thinking about going to the V6, but if no manual & you can’t get decent tyres on it why would I bother.
    So why would you spend so much on one of these to drive around town when you can get a Tiguan or Touareg for the same price or less.
    I guess VW must think we are all like LA rappers that want to lower our 4wds & put 20 inch rims on them to look “cool”. NOT.

  • I would love to try one. The quietness appeals to me, as does the all wheel drive, and the less stressed engine compared to the two litre. The price is a worry. I hope the screen for GPS is adequate. ie decent size with all the latest technology.
    The lack of rear air-bags is a worry. Can they be added?

  • I’d love to have one, love VW’s, the whole family has them. This one sounds amazing, with decent power, serious comfort and lots of torques to tow a van/car trailer etc. But I really think the 4×4 Dual cab market are slowly pricing themselves out of the market for the mum n dad buyer……….I mean, c’mon, they are just a ute after all. Albeit in this case, a very nice one. But I was just quoted $74k drive away for the launch model!! Sorry, but you can buy a decent Ranger or new Colorado for $20 less than that. It irks me to say that, ‘cos I love VW’s.

  • I was looking forward to seeing the V6 Amarok at the Perth 4WD show, frankly I was a bit underwhelmed. While I believe VW make great solid cars and I love my Tourag, the Amarok seemed to be very Un-tough. I mean it looked like something I’d buy for my daughter (forgive me babe).. the steering wheel was tiny and skinny, the front bumper looked like it would foul on a small kerb, big rims with lacky band tyres are never going to cut it. more than anything a bloke wants his ute to look tough, plus its got to be able to wear 35″ muddies on 16″ or 18″ rim max. Sadly I think VW have missed the mark.

  • I will be keeping my little 2L manual Amarok, still the best vehicle I have ever owned, on or off road.
    Learnt to drive manual as a kid so I am all good with reverse and low range. Unless it’s a big diesel in front of that auto it’s never changing my mind. Ugly soft autos. Cheers

  • Has the well,documented reversing problem, inability of autos to back up steep slopes or back up when bogged in sand due to a torque limitation on reverse, been addressed in the new model?

  • hey Sam if you need all the extra power to pass a grey nomad I know so good driving schools that will teach you how to drive

  • Thanks for the video of the ARB build, really interesting.
    Do you know if any panels are cut to allow installation of the bull bar or could the original be put back on later when selling on?
    I have a Amarok 4cyl diesel manual. Love it.

  • What is irritating to me with respect to vehicle reviews such as this is that there is no mention what so ever as to the “cost of ownership”. By that I mean, what is the cost of basic spare parts such as top and bottom radiator hoses, inter cooler hoses, oil and fuel filters, belts etc.

    It would be of more benefit to the readers if some sort of parts pricing comparison can be done across the popular models to see what the buying public could be in for when purchasing parts for their vehicles.

    For example, the genuine price for a top radiator hose for a KJ Jeep 2.8CRD is in excess of $300.00. I’d hate to think what VW wants for a top hose for the V6

  • Mate, it’s getting too much $ for a decent 4X4 I just want a vehicle that gets me from the “Pinicles” to the ” Dargo Pub ” and not have to worry about putting a dent in it . While this VW looks good the $’s will slow down sales. I am impressed but it’s not for me I will stick with my 2014 Santa Fe she serves me well.

  • It may have all the power, comfort and refinement in the world. But as a 4×4 ute, it still does not have low range. It may have super low 1st and 2nd gears, but it has no super low reverse…. I found out the hard way when I tried to reverse my boat up my steep driveway. It couldn’t do it….

  • Who proof read this?!? So many errors. As for the car, no way. For that coin I could have a landcruiser, which for me, beats it hands down.

  • Totally agree with David,
    When I heard that the new Amarok didn’t add the curtain airbags, I instantly scrapped it from my short-list.
    Instead, we just bought a new Ranger last month & the whole family LOVES it!!!

  • It’s a 3-tonne towing capacity for now Tony, but they’re investigating 3.5-tonne. Not too sure about the ball weight though.

  • If they had just put curtain airbags to protect my kids in the back seat, they could have my money now! As it stands, however, my kids safety is more important than what a sweet donk it has (and I’m on my 3rd Touareg, so am a lover of all things VW).

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