Volkswagen Amarok Core auto 2017 review

The Amarok breed comprises a variety of 4x4 models at different price points. Our test vehicle was the entry-level Core Edition TDI 420 automatic dual cab which at $45,990 plus on-roads compares favourably with Toyota and Ford equivalents including the HiLux Workmate 2.4 litre auto ($45,990) and pricier Ranger XL 2.2 litre auto ($47,290).

As you’d expect for entry level money, there’s basic cloth trim, a tough rubber floor covering and lots of blanks in place of missing switches and buttons.

You do get a quality six-speaker sound system with a 6.3-inch colour multimedia touchscreen.

However, you do get a quality six-speaker sound system with a 6.3-inch colour multimedia touchscreen and multiple connectivity including Bluetooth, leather trim, multi-function steering wheel with phone and audio controls, high level brake light and cargo area lighting, four 12 volt sockets (including one in the cargo area), electrically adjusted/heated door mirrors, climate control air-con, cruise control and more. 

Its wide-body dimensions allow an expansive 1222mm between the rear wheel arches which means it can carry a standard 1160mm-square Aussie pallet. The cargo tub’s load floor, which is 1555mm long and 1620mm wide, is also equipped with four sturdy tie-down points.

The Core features a full-size spare.

With a tare weight of 2020kg and GVM (gross vehicle mass) of 3040kg, the Core Edition is a genuine one-tonner with a payload capacity of 1020kg. It’s also rated to tow up to 3000kg of braked trailer but with a local ‘hot country’ GCM (gross combined mass) of 5550kg it requires a sizeable 490kg reduction in payload to do it.

Driver and front passenger storage options include a bottle holder and map pocket in the base of each door, inset storage tray in the middle of the dash-pad, a centre console with small front cubby, two centre cupholders and a rear lidded box, single glove box and overhead sunglass holder.

Driver and front passenger storage options include a bottle holder and map pocket.

Rear outer seat passengers also get a bottle holder and small storage pocket in the base of each door. The 60/40-split lower seat cushions also swing up into a vertical position for carrying larger items.

We don’t usually equate one tonne utes with driving pleasure but if there was ever a vehicle of this type that could be called ‘the driver’s ute’ it’s the Amarok. It still has no peer in terms of driver engagement and feels more car-like behind the wheel than any other dual cab ute we’ve tested.

When empty or lightly loaded it’s a spirited performer in stop-start city and suburban traffic. The sequential turbos provide linear and lively throttle response throughout the rev range, matched with well sorted suspension tuning, nicely weighted yet direct steering, and reassuringly strong braking.

It’s just as impressive with a big load on its back. We pumped the tyres up to the recommended placard settings and filled the cargo tub with 860kg, which, with a 92kg driver and full tank of diesel equalled the Amarok’s 1020kg maximum payload.

We filled the cargo tub with 860kg, with a driver and a full tank of fuel, this brought it close to the 1020 maximum load.

The nose rose 10mm and the rear dropped 70mm yet the Amarok maintained a near level ride height due to the long wheel travel of the rear suspension, which still had ample bump-stop clearance.

The Amarok handles its maximum payload with consummate ease. Acceleration still remains relatively brisk with no reduction in steering feel or braking effect. The multi-leaf rear spring packs are well designed for this maximum sprung weight, soaking up bumps as though we were riding on a cushion of air.

Refined highway performance is outstanding, with low tyre and wind noise matched by low engine noise, thanks in no small part to the tall 0.667:1 overdriven top gear which at 100km/h keeps the twin-turbo four ticking over at just 1750rpm, which handily is also bang in the middle of its torque curve. At 110km/h it’s only nudging 1900rpm.

It also easily conquered our set climb, effortlessly pulling fourth gear at 60km/h and 2600rpm all the way to the top of a long 14 per cent gradient. Engine braking wasn’t good on the way down though, with the minimal retardation we’ve come to expect from relatively small engines like this one trying to restrain a one tonne-plus payload. With manual shifting down to second gear, we still had to brake regularly to stop the engine spinning freely to its 4000rpm redline on over-run.

Volkswagen offers a three-year/unlimited km warranty (extended warranty option available) with three-year paintwork warranty and six-year anti-corrosion perforation warranty for the galvanised body.

There's also complimentary 24/7 roadside assistance for the duration of the original warranty period.

Scheduled servicing is every 15,000km/12 months, and capped pricing for first five services ranges from $459 to $763.