Volkswagen Amarok review

The Volkswagen Amarok is something of a legend in the world of pick-up trucks, even though it’s been around for only a decade or so – but this newest version is a bit different in a number of ways.

You see, the latest Amarok is the result of a commercial vehicle partnership between Volkswagen and Ford, and is very closely related to the Ford Ranger (they're even built at the same factory). Don’t worry though – there’s more than just a badge to distinguish the two models. For starters, they look very different to each other.

As with its rivals, you get four-wheel drive and a diesel engine as standard but – unlike the Ranger, Isuzu D-Max and Toyota Hilux – the Amarok is only available in a larger double-cab bodystyle (with four doors and rear seats).

So, is the VW Amarok good enough to negate that fact and take on the best pick-up trucks? That's what we’re going to find out in this review, as we test it in all the important areas, including performance, payload and towing ability.

Engine options for the VW Amarok are the same as for the Ford Ranger. The range starts with a 168bhp 2.0-litre diesel with a six-speed manual gearbox.

That's followed by a more powerful 202bhp version with a 10-speed automatic gearbox and, at the top of the range, a 237bhp 3.0-litre V6 diesel, also with the automatic gearbox.

We’ve yet to try the entry-level engine, but the other two are strong and pull smoothly from low speeds. Indeed, we don’t think the 3.0-litre V6 gives a significant boost in performance or a towing advantage (all Amaroks can tow 3,500kg) over the mid-range 202bhp engine, so we'd pick the 202bhp version.

Regardless of which you go for, the gearbox is fairly responsive, but with 10 gears to sift through it can take a moment or two to calculate which is best used.

You wouldn’t describe the ride comfort as "sophisticated". An ever-present shimmy is the main reminder that you’re driving a pick-up truck – although it's less wearing than the KGM Musso and Toyota Hilux.

While the Ford Ranger Raptor remains the most comfortable-riding pick-up truck, it sacrifices load-carrying capacity to achieve that.

In the corners, it’s a much better state of affairs because, like the closely related Ranger, the Amarok handles surprisingly well for a pick-up truck. True, if you're comparing it with an SUV you'll find it pretty poor, and it feels out of its depth on a twisty road, but it does resist body lean in a way that makes it more comfortable than most rivals.

If you approach a tight corner with any exuberance, there's not a great deal of grip. However, the steering is fairly accurate and not too heavy, making it easy to drive at low speeds around town or on faster A-roads and motorways.

Engine noise is well isolated, and while some minor vibration is felt through the floor and controls, there’s much less of it than there is in rivals. Wind and road noise are acceptable, meaning it’s relatively hushed on motorways.

This second-generation Amarok has shorter overhangs, an improved wading depth (of 800mm) and an optional rear locking differential (standard with the PanAmericana trim), so it’s a safe bet that it's better in the rough stuff than the previous version.

If you want something with greater off-road focus, consider the Isuzu D-Max AT35 and Ranger Raptor, which come with extra knobbly tyres and have greater ground clearance.

Inside, many of the VW Amarok's fundamentals are the same as you’ll find in the Ford Ranger including the excellent driving position with lots of adjustment and a comfortable seat.

Despite the size of the Amarok, it’s really easy to judge where all four corners of the car are, largely thanks to the really lofty driving position and the great view over your shoulder. To make parking easier, front and rear parking sensors and a rear-view camera are fitted as standard to entry-level Life trim, while Style and above get a 360-degree camera.

Inside, the general design is very similar, with the same gear lever and other basic switchgear, although the Amarok gets bespoke seats, a Volkswagen steering wheel and a smattering of other VW-specific bits.

Annoyingly, one thing the Amarok doesn't share with the Ranger is physical controls for the climate controls. Instead, you have to adjust the temperature and power through the infotainment touchscreen – something that’s more distracting on the move than doing the same in a Ranger, or indeed an Isuzu D-Max or KGM Musso. 

Like in the Ranger, the Amarok's infotainment touchscreen (10.1in on the cheapest version and 12.0in with Style trim and above) is portrait-oriented. It’s the same hardware and operating system as in the Ranger, but the menus are different. It’s reasonably easy to get to grips with, and all versions come with Android Auto and Apple CarPlay smartphone mirroring.

All Amaroks get a digital driver’s display, but it's the larger 12.3in display you get with Style trim or above that really impresses. Unlike the entry-level car’s 8.0in screen, the 12..3in screen is more configurable and can show you all the info you could ever need.

You’d hardly describe the interior as "classy", and there are plenty of hard and scratchy plastic throughout. Still, it's more upmarket inside than a Musso or a Toyota Hilux – especially in PanAmericana and Aventura trims, which have a leather-look finish on the top of the dashboard and the insides of the doors.

Build quality is good, but overall the Amarok feels more like a Ford model than a VW, with Ford stalks, window switches and gear lever. The switches lined up below the touchscreen are well-damped.

The latest VW Amarok is longer than the previous-generation version by 96mm, giving passengers in the back seats even more leg room. Head room is excellent too, and four six-footers will be perfectly comfortable, even on fairly long jaunts.

You get some neatly integrated storage pockets on the seat base, but unlike in the Toyota Hilux the rear seat base doesn’t fold up to free up internal space.

More importantly, for many pick-up truck buyers at least, the model has a maximum payload of 1.13 tonnes (up 40kg on the previous version) and the cargo bed can take two Euro pallets slotted in sideways.

The absence of a single cab bodystyle means you can’t trade the rear seats to maximise the payload weight (a single cab Ford Ranger or Isuzu D-Max has a payload of around 1,200kg, for example).

There are lashing rings to tie down loads of up to 400kg in the bed, which is 526mm tall and can be secured with an optional manual or electric roll cover. You can also spec a hardtop, which essentially turns your pick-up into a van or SUV (depending on your viewpoint).

When parked up, it can take up to 350kg on its roof – enough for the optional roof tent. When you’re driving, the roof can manage up to 85kg. As well as the tent, the hardtop and various roll covers for the cargo bed, accessories include a bike carrier and a diverse range of styling bars.

While the VW Amarok offers some benefits over the Ford Ranger – most notably in the form of a slightly more premium interior – it's more expensive to buy. If you’re simply looking for a workhorse and can manage with a single-cab truck there are cheaper options. 

Likewise, all versions of the Amarok will cost you more than other pick-up truck rivals, including the Isuzu D-Max and Toyota Hilux. Helping to make up for the difference, the Amarok is predicted to hold on to its value better than all its rivals, ultimately keeping PCP finance rates more competitive. You can make sure you're getting the best price by checking our new VW deals page. 

Of course – like all pick-up trucks – the Amarok can be a surprisingly cost-effective option if you’re a company car driver and page BIK tax. You can pay a fixed fee every year for a commercial vehicle, rather than one based on CO2 output and list price.

The 2.0 diesel will be a better bet when it comes to maximising fuel economy with both versions achieving official figures of more than 30mpg. That said, even the mid-spec 202bhp engine only managed to average around 26mpg during our time with the car, so we suspect that the V6 diesel will really struggle to match its official 28mpg figure.

The entry-level Life trim is well equipped, and includes 17in alloy wheels, air conditioning, automatic LED headlights, LED front foglights, adaptive cruise control, a rear-view camera, rear parking sensors, rain-sensing wipers and heated door mirrors.

Stepping up to Style trim will cost you a fair chunk more, but we think it’s worth the jump. It adds loads of other kit including bigger 18in alloys, ambient lighting, dual-zone climate control, heated front seats, matrix LED headlights, an electrically adjustable driver’s seat, a larger infotainment screen, a configurable driver’s display, front parking sensors and a 360-degree camera.

PanAmericana is next up the trim ladder and has more of an off-road focus. It comes with the locking rear differential (which is optional on Style trim), but also has leather seats, rubber floor mats, additional front underbody protection, an eight-speaker Harman Kardon sound system and LED bed lighting.

At the top of the range sits the Aventura, which adds 21in alloys, a heated steering wheel, park assist and some chrome exterior styling cues.

Like the Ranger, the Amarok achieved a full five-star safety rating when it was tested by Euro NCAP and scored particularly well in the child occupant protection category. All models have lots of safety kit, including automatic emergency braking (AEB), traffic-sign recognition and lane-keeping assist. 

When it comes to reliability, the Amarok is built in a Ford factory using Ford-sourced parts, so the US brand’s score in our 2023 What Car? Reliability Survey is probably more helpful than the Volkswagen one here. Ford finished in a disappointing 27th position out of 32 manufacturers (VW came 22nd).

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