Volkswagen Amarok review

From £45,9857

Volkswagen has pumped up the Amarok for its second outing: it's larger, more capable and plusher. But is it better?

The classy-looking, lifestyle-injected Volkswagen Amarok is far more than a run-of-the-mill pick-up truck. 

Larger than the truck it replaces, built on entirely different mechanicals, and with a broader range of engines and trims, the Amarok is bidding to steal some of the market share away from leading competitors like the Ford Ranger and Toyota Hilux. 

The stretched wheelbase now makes for adult-appropriate passenger space in both rows – handy if you're replacing a family SUV.
Matt Saunders
Road test editor

That’s an almighty challenge, considering the Ranger continues to top both British and European sales charts and the new plug-in hybrid variant will only help its cause further following the changes to BIK tax rules earlier this year. 

The Amarok won’t inherit the PHEV powertrain – inherit being the keyword here, reader, because the Amarok is in fact a closer relation to the Ranger than its big VW badge suggests.

In the age of unexpected automotive industrial partnerships, it will come as little surprise that the Amarok borrows the lion’s share of its underpinnings from the Ranger, a result of a commercial vehicle tie-up between the two car giants. 

But is the Amarok still a Volkswagen at heart, and does it offer enough car-like character to win over large SUV and commercial vehicle buyers alike?

The Volkswagen Amarok range at a glance

Entry-level Life trim opens the Amarok range and comes fitted with 17in wheels, LED headlights, a reversing camera and 10.1in infotainment screen. Power comes from either a 168bhp or 202bhp 2.0-litre turbocharged four-cylinder diesel engine, the latter available with a 10-speed automatic gearbox. 

Advertisement
Back to top

For just shy of £11,000, you can have the Amarok Style, which adds larger 18in wheels, a 12.0in central screen, 360 degree reversing camera and chrome exterior elements. This comes as standard with the 202bhp four, but can also be had with a 237bhp 3.0-litre diesel V6.

Panamericana trim is pitched as a more off-road biased specification, as showcased by its locking differential, additional front underbody protection and comfort suspension. It gets 18in Amadora alloys and a Harman Kardon sound system, plus brown leather accents inside. 

The Panamericana and the range-topping Aventura are powered exclusively by the diesel V6. Opt for the Aventura and you get 21in diamond-cut alloys, Savona leather interior and chrome-plated exterior elements. 

Unlike the Ranger, the Amarok is available only in double-cab form. 

Advertisement

DESIGN & STYLING

8
Original 35165 VWCAMAROKPANAMERICANADEANSMITH018

When the first-generation Amarok was launched in 2010, it was underpinned by Volkswagen’s own body-on-frame construction and range of diesel engines, including the muscular 3.0-litre V6 TDI.

The Mk2 Amarok is an entirely different vehicle, being technically related to Ranger. You see, while the first-generation Amarok was successful, sales volumes were never a match for Ford's: 90,000 per year compared with 350,000. 

Switching to a Ford platform has increased the Amarok's approach and depature angles. Wading depth is up from 500mm to 800mm.
Sam Phillips
Staff Writer

For some years now, Volkswagen has focused on growing its range of electric cars, reducing its investment in ICE-based products, particularly in the commercial vehicle sphere. At the same time, Ford has been without a smaller EV platform to underpin its electric models. 

Hence a deal was struck for the two companies to share technology and hardware, which is why Volkswagen's commercial vehicles are based on Ford’s vans and trucks, and why EVs like the Ford Capri and Explorer ride on the Volkswagen Group’s MEB platform.

Underneath the second-generation Amarok, you will find much of the updated Ranger, with its revised T6 platform. But don’t think that this is just badge-engineering, because of the Amarok’s body, only the roof, wing-mirror caps and door handles are shared. 

Like the Ranger, the Amarok is fitted with leaf springs and a live rear axle – a clear nod to its agricultural pretensions. The Amarok even uses Ford’s range of four- and six-cylinder diesel engines, which range from 168bhp to 237bhp. Intriguingly, it was Volkswagen who pushed for the T6 platform to be designed to fit a V6 lump. 

Drive is sent to the rear wheels, but engages the fronts when needed, and you still have the ability to select permanent four-wheel drive. 

INTERIOR

7
Volkswagen Amarok interior wide

Climb from a Ranger into an Amarok and you will realise that their basic cabin architectures are almost identical. 

You will immediately notice the massive portrait-orientated infotainment touchscree and recognise the gear selector, rotary dial for the drive modes and door handles.

The electric roller cover is a boon and well worth having if you will regularly be lifting paraphernalia into the load bed.
Sam Phillips
Staff Writer

And yet the Amarok’s cabin isn’t completely overwhelmed by Ford’s influence. 

There’s a real sense of premium feel to the interior, which offers a strong and tactile mix of materials, crisp digital technology, good visibility and comfort. The brown leather accents in our Panamericana test car added an extra layer of richness, as did the leather-topped dash and steering wheel. 

Indeed, perceived quality is generally good, but the plastic shrouding around the gear selector and on the dashboard feels a bit tinny. Some of the plastics on the doors are a bit on the cheaper side, but they’re robust and suit the Amarok’s character. 

The 12.0in touchscreen is graphically strong and responds quickly to inputs, and most of the icons are large, making it easy to function-hop on the move.

There’s a catch, however, because while the Ranger gets a row of physical switches and dials for the climate controls, the Amarok does not, which means you have to fiddle around with the screen to adjust the temperature and fan speed.

This is made more frustrating because of how the climate controls are positioned at the bottom of the screen, requiring a longer look away from the road. 

The seat is endlessly adjustable, which means it's easy to find a comfortable position, and the thin pillars, large rear window and chunky door mirrors help to provide excellent all-round visibility. 

Rear-accommodation is acceptable for taller adults thanks to an indent in the roof which aids head room, and most passengers won’t complain about leg room, either.

That said, carrying three adults might be a bit of a squeeze, because the transmission tunnel limits space for a middle-seat passenger. 

ENGINES & PERFORMANCE

8
Volkswagen Amarok front driving

There’s a muscular character to the Ford-sourced 3.0-litre V6, and it suits the tough, go-anywhere vibe of the Amarok. 

With 237bhp and 369lb ft of torque at your disposal, it has ample amounts of grunt for overtaking, and it feels more refined than the four-cylinder diesel – it’s less gruff and quieter at idle. 

There's a rotary dial in the centre console which allows you to flick between rear- and four-wheel drive.
Sam Phillips
Staff Writer

The 10-speed automatic gearbox is generally smooth and effective, but in certain environments it can be a bit too slow on the uptake, and can sometimes lurch forwards, particularly when pulling away from standstill. 

Once you’re up to a cruise, however, the gearbox is more refined and in this setting the Amarok is a fine car for covering long distances.

Rolling refinement is good, with a bit of wind noise filtering into the cabin, but it's really not that intrusive. 

RIDE & HANDLING

7
Volkswagen Amarok

There’s no doubt that the second-generation Amarok is a more comfortable and cosseting pick-up than its forbear, but how it rides is a little spec-sensitive. 

On smooth motorways, the Amarok plays the role of pseudo-SUV well, cruising in a settled and untroubled manner that belies its commercial foundations. 

Just as long as the road asks nothing complicated of the suspension, it's comfortable and quiet enough for easy conversation.

On choppier, cross-country roads, the Amarok feels much more like a truck. With larger wheels fitted, there’s more of a fuss and fidget over lumps and bumps and a discernible thud when riding over potholes. 

Such imperfections untrouble lower-spec cars on 18in items, and the surprisingly well-damped and isolated feel of more modestly equipped Amaroks is notable. 

The steering is accurate and precise enough, but while it's sensibly geared, there isn’t much by way of feedback, and doesn’t feel as keyed into the road as the Amarok of old, which used a hydraulic set-up.

That being said, body control is quite good by class standards. 

We drove the Amarok off-road in the testing South African bush, and it dealt with both light and moderate tracks with ease. 

Ford underpinnings clearly do the Amarok no harm: shorter overhangs improve its off-road credentials significantly, while wading depth is up from 500mm to 800mm its forbear, or greater still with the optional exhaust snorkel fitted.

Tick the box for additional underbody protection and you would need a knobbly-shod Jeep Wrangler to go much further afield.

MPG & RUNNING COSTS

7
Volkswagen Amarok dynamic tracking

Payloads vary depending on trims, but most can carry up to 1000kg, barring the range-topping Aventura which can only manage up to 877kg. At 1.6m long and 1.5m wide, the Amarok’s load bed can carry a Euro pallet without fuss. 

Pitched as a more premium offering to the likes of the Ranger, the Amarok starts from £43,000, but our Panamericana test car was priced just shy of £60,000 with a few options ticked.

Even in V6 form and range-topping Platinum trim, the Ranger is around £10,000 cheaper. 

During our time with the Amarok, we managed to average around 27mpg, but this was more like 22mpg around town. 

VERDICT

7
Volkswagen Amarok static

The Amarok is a fine truck that is objectively a far superior device to its predecessor. Even with Ford underpinnings and engines, its car levels of refinement and sophistication make it a strong contender in the pick-up class. 

But while its interior offers plenty of premium feel and space to make it a good car for covering long distances, the Amarok’s appeal is hamstrung by fiddly touch-operated climate controls and, in higher-spec forms, a stern ride. 

It’s a bit spec-sensitive too, so you would be wise to avoid the priciest engines and trims.

With that in mind, it makes you wonder why you wouldn’t just plump for the cheaper Ranger.

Sam Phillips

Sam Phillips
Title: Staff Writer

Sam joined the Autocar team in summer 2024 and has been a contributor since 2021. He is tasked with writing used reviews and first drives as well as updating top 10s and evergreen content on the Autocar website. 

He previously led sister-title Move Electric, which covers the entire spectrum of electric vehicles, from cars to boats – and even trucks. He is an expert in new car news, used cars, electric cars, microbility, classic cars and motorsport. 

Sam graduated from Nottingham Trent University in 2021 with a BA in Journalism. In his final year he produced an in-depth feature on the automotive industry’s transition to electric cars and interviewed a number of leading experts to assess our readiness for the impending ban on the sale of petrol and diesel cars.

Richard Lane

Richard Lane, Autocar
Title: Deputy road test editor

Richard joined Autocar in 2017 and like all road testers is typically found either behind a keyboard or steering wheel (or, these days, a yoke).

As deputy road test editor he delivers in-depth road tests and performance benchmarking, plus feature-length comparison stories between rival cars. He can also be found presenting on Autocar's YouTube channel.

Mostly interested in how cars feel on the road – the sensations and emotions they can evoke – Richard drives around 150 newly launched makes and models every year. His job is then to put the reader firmly in the driver's seat. 

Matt Saunders

Matt Saunders Autocar
Title: Road test editor

As Autocar’s chief car tester and reviewer, it’s Matt’s job to ensure the quality, objectivity, relevance and rigour of the entirety of Autocar’s reviews output, as well contributing a great many detailed road tests, group tests and drive reviews himself.

Matt has been an Autocar staffer since the autumn of 2003, and has been lucky enough to work alongside some of the magazine’s best-known writers and contributors over that time. He served as staff writer, features editor, assistant editor and digital editor, before joining the road test desk in 2011.

Since then he’s driven, measured, lap-timed, figured, and reported on cars as varied as the Bugatti Veyron, Rolls-Royce Phantom, Tesla Roadster, Ariel Hipercar, Tata Nano, McLaren Senna, Renault Twizy and Toyota Mirai. Among his wider personal highlights of the job have been covering Sebastien Loeb’s record-breaking run at Pikes Peak in 2013; doing 190mph on derestricted German autobahn in a Brabus Rocket; and driving McLaren’s legendary ‘XP5’ F1 prototype. His own car is a trusty Mazda CX-5.