Volkswagen Amarok 2018 review: Core Plus

The Amarok Core Plus is available with a TDI400 (400Nm) engine with a six-speed manual and part-time selectable 4x4, or as a TDI420 (20Nm more torque) with an eight-speed automatic and full-time 4x4 - like our test vehicle.

The TDI420 Core Plus ($50,990) is based on the TDI420 Core Edition ($46,990). The extra $4000 buys you the Driver’s Pack comprising front-seat lumbar support, dusk-sensing headlights, rain-sensing wipers and an extra 12-volt socket (four in total). 

There’s also carpet, suede-look ‘Kemisu’ cloth trim, 17-inch alloys with 245/65 R17 tyres and a full-size steel spare, a black steel sports bar, extended wheel arch flares, front and rear parking sensors, front fog lights and follow-me-home lighting, lockable tailgate with 'comfort' closing, privacy-tint rear glass, chrome and colour-coded body highlights and more.

Its 2052kg kerb weight is comparatively light when measured against industry heavyweights like the Ford Ranger. The Core Plus’s 3040kg GVM also allows for a hefty payload of 988kg - which is close enough to being a genuine ‘one-tonner’ as far as we’re concerned.

It’s also rated to tow up to 3000kg of braked trailer, but that would require a sizeable 490kg reduction in peak payload to avoid exceeding its 5550kg GCM. That would also leave a legal payload limit of just under 500kg. In the real world, it would be more practical to base your towing limit on the Amarok’s 3040kg GVM to give you back that 490kg (almost half a tonne) of lost payload capacity. In other words, simply deduct the 3040kg GVM from the 5550kg GCM and you can tow up to 2510kg of braked trailer.

The Amarok’s generous width allows more than 1200mm between the load tub’s rear wheel arches, which means it’s unique in being able to carry a standard 1160mm-square Aussie pallet. The tub is also equipped with four sturdy tie-down points at floor level, which is the best place to secure loads. However, the rear tie-down points would be better placed at the rear of the floor rather than their current position closer to the wheel arches, which is not ideal for some loads.

The Amarok’s generous width allows more than 1200mm between the load tub’s rear wheel arches. (image credit: Mark Oastler)

Cabin storage includes a bottle holder and storage pocket in the base of each front door, plus a shallow storage tray in the centre dash-pad, a single glovebox and a sunglasses holder overhead. The centre console has an open cubby at the front, two cupholders in the centre and a lidded box at the rear with doubles as an armrest.

There’s also a bottle holder and storage pocket in each rear door, and if larger items need to be carried in the cabin, the 60/40-split rear seat base cushion can be swung up and secured in a vertical position to give access to the floor.

There are bottle holders and storage pockets in each rear door. (image credit: Mark Oastler)

As always, we tested with a heavy payload; in this case 770kg in the load tub, which, with a 100kg driver, was about 120kg short of its 3040kg GVM rating. With the tyres inflated to the maximum pressures shown on the placard (32psi front/44psi rear) the rear suspension displayed its big wheel travel by compressing a full 80mm - yet with plenty of bump-stop clearance - while the front rose 15mm.

Although you could feel the extra weight, the TDI420’s acceleration, steering and braking response remained largely unaffected, while the suspension soaked up bumps with ease over a variety of sealed and unsealed roads.

It easily coped with our 2.0km, 13-per-cent gradient set climb at 60km/h in fourth gear at 2500rpm. It also displayed impressive engine braking on the way down, restraining its big payload at 60km/h in a manually selected second gear at 4000rpm on over-run, with no use of the brake pedal. That was impressive retardation, given the engine’s small capacity.

The Amarok is still the most car-like of all the dual-cab utes, with performance, handling, ride composure and comfort in TDI420 form that belies its considerable bulk and height, whether it’s empty or heavily loaded. The rear leaf springs provide an excellent compromise between supple ride quality when empty and robust load support when full.

The twin-turbo engine and eight-speed auto work well together in city and suburban traffic, providing spirited acceleration from standing starts and good mid-range punch. On the highway, the engine ticks over at a leisurely 1750rpm at 100km/h in top gear. Those revs only increase to 1900rpm at 110km/h, providing good economy and relaxed cruising. Cabin noise levels are impressively low at these speeds, too.

A three-year/unlimited-kilometre warranty is on offer here, with an extended warranty option also available. There’s also a three-year paintwork warranty, and a six-year anti-corrosion warranty covering the galvanised body.

Complimentary 24/7 roadside assistance applies for the duration of the original warranty period. Scheduled servicing is due every 15,000km or 12 months, with capped pricing for the first five services ranging from $469 to $781 per visit.