Volkswagen Amarok V6 2017 review

The Amarok V6, like its four-cylinder siblings, rides on a 3095mm wheelbase, which is longer than HiLux but shorter than Ranger. Its 5254mm overall length is shorter than both rivals but its 1954mm width is substantially wider, resulting in a chunky, broad-shouldered stance.

Beneath the fully galvanised body is a robust ladder-frame chassis with twin A-arm independent front suspension, traditional leaf-spring live rear axle, four-wheel disc brakes and power-assisted rack and pinion steering. The Ultimate also gets a chromed rear bumper, side-steps and twin-tube sports bar plus 19 x 8-inch alloy wheels wrapped in 255/55 R19 general purpose tyres, with a full size alloy spare. A 20 x 8-inch wheel and tyre option is also available.

Its 5254mm overall length is shorter than both rivals but its 1954mm width is substantially wider, resulting in a chunky, broad-shouldered stance.

For off road use there's substantial underbody protection, 192mm of ground clearance, a 28-degree approach angle, 23.6 degree departure angle, 23 degree ramp-over angle and ramp and side-tilt angles of up to 45 degrees. The only downside is a comparatively shallow 500mm wading depth, with the air intake not so cleverly hidden behind the right headlight.

The Ultimate's cabin and dashboard layout have a premium look and feel with the luxurious scent of leather and a steering wheel with adjustable tilt and reach. Our only gripe is the excessive number of entry-level blanks on the console where you'd expect to see working switches in such a top-shelf model (if they're not in this car, where are they?). The new 'ErgoComfort' heated front seats offer 14-way electric adjustment of cushion height, angle and lumbar support, along with excellent lateral support. These seats really do set a new benchmark in ute comfort.

Rear passengers - particularly tall ones - don't enjoy the same luxuries, with tighter rear door access and limited knee and head room, along with a very upright seating position. However, the higher 'grandstand' seating does provide good forward vision for those in the back.

The Amarok V6, like its four-cylinder siblings, rides on a 3095mm wheelbase, which is longer than HiLux but shorter than Ranger.

The V6 now tops the expansive Amarok dual cab ute range and is available only with automatic transmission and in two model grades: entry-level Highline and top-spec Ultimate.

Our test vehicle was the Ultimate which, at $67,990, is the highest priced Amarok to date and Australia's most expensive dual cab styleside ute. It's loaded with heaps of luxury and tech, of course, but at a much higher price than Toyota's premium HiLux SR5 auto ($55,900) and Ford's wildly popular Ranger Wildtrak auto ($61,590).

Our Ultimate Amarok is a Wolfsburger with the lot, including dual-zone climate, leather appointments, a 6.3-inch colour touchscreen display that's central to a multi-media interface (with steering-wheel controls) including sat nav, Apple CarPlay, Android Auto, MirrorLink, DAB+ digital radio and Bluetooth, plus a driver's premium colour multi-function display, four 12-volt sockets, and lots more.

VW has also added revised front-end styling plus a new instrument panel, dynamic safety features and superb ergonomic front seats that would not look out of place in one of the many six-figure prestige cars that lurk with the VW Group.

The Amarok V6 is a lively performer that belies its two tonne-plus kerb weight. With 550Nm on tap from just 1500rpm, it gets off the mark very smartly with a neck-straining surge all the way to the legal limit in less than eight seconds, which is seriously quick for this much metal. The turbo's over-boost is also  a great safety feature when overtaking on two-lane highways.

With its wide track and permanent all-wheel drive the Amarok V6 inspires confidence, with predictable and sure-footed handling on all road surfaces, with and without loads. The power-assisted rack and pinion steering is well weighted and direct without being over-sensitive and the big four wheel disc brakes provide reassuringly strong braking.

With the cruise control on. It all feels more luxury sedan than ute-like.

We forklifted 650kg into the cargo bed which, with a two-man crew, equalled just over 800kg, or about 60kg less than its maximum payload. Under this weight the front suspension dropped 8mm while the rear leaf springs compressed a full 65mm, displaying its long and supple rear wheel travel.

The big V6 barely noticed this load as it powered up our 2km-long, 14 per-cent gradient set climb at 2000rpm in fifth gear with minimal throttle. Engine braking on the way down was equally impressive, restraining its hefty three-tonne GVM at 60km/h and 3600rpm in third gear without once having to touch the brake pedal.

It also proved to be a comfortable highway cruiser, especially for ergonomically spoilt front-seat passengers, with conversations taking place at library levels thanks to negligible wind and tyre noise and the engine's ability to tool along at just 1750rpm at 100km/h, with the cruise control on. It all feels more luxury sedan than ute-like.

The 4MOTION permanent all-wheel drive also means you can literally drive straight off the bitumen and into the rough stuff without having to push a button or flick a switch. And if you need back-up, the rear diff lock and off-road driving mode are only the press of a button away.

Three years/unlimited kilometre warranty with the option of a two-year extended warranty (five years in total).

Six year/unlimited kilometre body-corrosion warranty. Complimentary 24/7 Roadside Assist for duration of new-vehicle warranty. Service intervals of 12 months/15,000km. Capped price of $470 per scheduled service for three years/45,000km.