Volkswagen Amarok …
The Amarok is Volkswagen’s first ‘proper’ attempt at a 4×4 pickup. The company has tinkered with the idea in the past based on the old style Transporter, and has even introduced a Golf pickup, but this will be their first entry into what is now regarded as a commercial/leisure sector in its own right. A brave move perhaps. Although sales of pickups are picking up, they have not yet achieved the pre economic slump and tax-break numbers of 3 and 4 years ago, but there is no doubt that their appeal is on the rise again. On that basis, Volkswagen’s entry into a small and highly specialised sector of the market is significant, and maybe a wee bit brave too. In order to be accepted and grab a share of the market it would have to be good, very good!
First of all. It’s big. Not Yankee-sized big, but it is slightly longer, wider and taller than its immediate rivals. It’s just that the dimensions are disguised by the svelte shape and proportions. It’s not as radical looking as the Mitsubishi L200, but the trend towards slightly bigger pickups was also taken up with the Nissan Navara and the latest Toyota Hi-lux. It’s the same with the yet to be launched new Ford Ranger. It’s bigger than the outgoing model too.
Whether you think vehicles should be getting bigger on Britain’s cramped and crowded roads is a moot point, but it’s a trend that is apparent across all sectors and all types of vehicle. It seems that every time a car manufacturer brings out a new car it is bigger than the model it replaces. Or maybe it’s because they need to be bigger to accommodate the average burger and chips fed Scottish citizen these days, but that’s another argument for another day.
On the plus side, the cabin is roomy and airy, and the loadbed will take a Euro pallet sideways. Despite that, payload is still (slightly) more than one tonne.
Looks and interior space aside, it is the levels of interior comfort that signal Volkswagen’s target market. This looks and feels more like a leisure/lifestyle vehicle than a working truck. The seats are firm, nicely shaped and supremely comfortable and the steering wheel/column is adjustable for reach and angle. Even with the front seats fully back there is sufficient legroom in the back for two or three adults which is more than can be said for many of its rivals.
The extra space inside also means there is more shoulder, hip and headroom while still providing lots of storage space in the wide central console and roomy door pockets. Levels of trim range from the utilitarian ‘Startline’ model, through the ‘Trendline’ comfort specification, to the luxury, fully-equipped ‘Highline’ range-topper. This of course is reflected in the price.
Even in basic trim, interior comfort levels are high, and although it may lack the plushness of its more expensive brethren, the Startline model doesn’t lose out on the electronics. All models come with selectable 4Motion four wheel drive although there is a permanent four wheel drive version if needed.
But don’t go thinking this is just another footballer’s macho-poser, the rubber floor mats and wipe-down door and dash trim on the Startline model with its cloth upholstery give the impression that Volkswagen has an eye on the work-truck market. Which begs the question, is the new 2 litre engine and 4Motion drivetrain up to it?
The New 2 litre Engine
There is a 120 bhp (122 PS) version of the 2 litre engine, but this was not available at the UK launch although given the specification and usability of the 161 bhp (163 PS) unit, Volkswagen may have second thoughts about importing it.
With the phasing out of the Crafter’s 2.5 litre, five cylinder engine in favour of a new 2 litre unit, the pickup engineers didn’t have the option of the bigger silky smooth, torquey motor and so had to start with the basic 2 litre engine.
It’s an obvious move. This same 2 litre engine is now in use right across Volkswagen’s car and commercial range. Admittedly, the varying versions will use different camshafts and diesel pumps and injectors, different turbochargers and exhaust systems, but there will be huge economies of scale at the manufacturing stage with blocks, cylinder heads and many of the ancillaries. That could be one reason why the Amarok pickup prices start from a very reasonable 18 grand plus VAT!
The figures state that the four cylinder unit produces 400 Nm of torque, which is impressive enough in its own right, but it’s how that translates to on-road use and off-road conditions that determine whether it is a success of not. According to the VW engineers, the four cylinder unit is actually better than the bigger 5 cylinder engine because it is more controllable at slow speed. This allows novice drivers to retain more control as the smaller engine idles at a slower speed whereas the bigger engine which develops its torque lower down might be pushing the novice into tricky conditions faster than he or she would like!
On the public road that is not an issue, and whilst the engine itself is noisier than some of its rivals it is only really noticeable on start-up or when ‘giving it the gun’ from low revs. The occupants are well insulated from the front end and once on the move the level of engine refinement ensures that conversations can be carried on at normal levels. There is a distinctly diesel-clatter on start up and when blipping the throttle from tickover, but for old diesel die-hards like myself that is a comfort rather than a distraction.
What makes the 2 litre engine work is the application of two turbochargers operating sequentially. The larger turbo provides the required grunt at low speeds while the secondary smaller unit pitches in at higher speeds. This provides seamless power all the way through the rev range and makes the machine extremely driveable on and off road.
Another factor in the pickup’s driveability is the six speed gearbox. Like the engine it is smooth in operation and not the least bit heavy. Coupled up to the light power steering, it provides a driving quality that matches any luxury 4×4.
The suspension system is remarkably pliant too. The double wishbone front end is mated up to a leaf sprung rear which enables it carry a tonne with ease in the back, and yet it provides a surprisingly high level of comfort in everyday use.
There are some pickups out there which obviously started life as work trucks and were later ‘blinged’ up to attract those seeking an alternative to saloon cars and Chelsea tractors. These are OK if being used primarily for towing, carrying or weekend use, but the hard, pitchy suspension ruled them out for everyday use or longer journeys on poor road surfaces.
Getting the compromise right to suit both on and off-road use is therefore very difficult. Some manufacturers will opt for the heavy duty, serious work-users, while others will simply want comfort with added traction. The Amarok should appeal to both. It offers a surprisingly controlled road driving experience coupled with surprising agility and capability when the tarmac disappears.
Off-Road
In the early days of the Transporter, the 4Motions system was simply a means of directing drive to all four wheels. Originally developed for camper vans to access grassy sites and sandy beaches, it has since then benefited from enhanced engineering applications and more sophisticated electronics to offer a seriously capable off-roader.
No doubt Volkswagen’s expertise with their Touareg off-roaders and their experience on Dakar-type endurance competitions has contributed greatly to the efficiency of the current system. Anyone thinking this is merely an updated early system is in for a pleasant surprise.
Especially me. It was a thought which fleetingly crossed my mind is I descended a 35 degree slope with feet off all pedals – and the Amarok wasn’t even in gear!
Those cunning Germans have come up with a tweak that allows the pickup to trickle down a steep slope even slower in Neutral than it would be in first gear in Lo-Range. Even more impressive is that if the vehicle encounters a bit of a step or a rock, the throttle can be blipped just to give it a little bit more momentum to get over the obstacle before it comes back to its slow speed crawl. It’s at this point that those who complain about ‘noisy’ diesel engines will realise that there is a need to be able to hear what an engine is doing in a serious off-roading machine to keep its driver safe and in control!
Yes, this is a serious off-roader, but for those who require something extra-special to cope with extreme off-road conditions, then the permanent four wheel drive version with its Torsen differential will be just the ticket. It will be able to carry winter feed to mountain goats leaving other so-called 4×4 machines behind. It really is that impressive.
The only thing that could stop the Amarok (and other pickups) is ground clearance. Again, like suspension systems, this has to be a compromise between what the market wants and what extremists would like. Since most Amaroks will never venture further than a muddy caravan park or mucky building site, its 265 mm (10.4 inches) of ground clearance will be more than adequate for the majority of needs.
The 4×4 course consisted of the usual mix of boggy holes, river crossings and steep slopes, and if it was a bit scary descending a steep hill in Neutral then it was even more daunting driving back up the hill and being asked to stop it half way up. Even this exercise was accomplished in efficient and drama-free fashion.
Having started the climb in first gear low-range with feet off the pedals allowing the pickup to climb at its own speed I was then asked by the instructor to stop it and apply the handbrake. At this point I was physically resting more on the back-rest than sitting on the seat cushion, but I did as I was told. I was then asked to proceed, which revealed that the Amarok also has a Hill-Hold facility where it holds the vehicle on the brakes until the throttle is applied – or 3 seconds passes, at which point the scenery starts to slide backwards!
Even getting a bit of deliberate wheelspin on the soft mud failed to unsettle the drivetrain and this was all the more impressive since it was a set of General Grabbers which were mounted on the wheels and not some chunky, super-sticky specialist jobs.
Conclusion
As an all round on and off-road machine, the new Amarok has many rivals but few peers. Given its excellent on-road manners, pliant suspension and driveability, it truly is a dual purpose machine equally as happy on the annual summer holiday as the daily commute, dragging caravans into a field or plant trailers on to a construction site.
Naturally, the new engine is Euro-5 compliant, and with emissions of only 209 g/km, it should keep the ‘greens’ happy!
Prices start from £17,995 (+VAT) for the Startline model going up to £21,000 plus for the Highline depending on final spec. For anyone in the pickup market, it’s well worth a look – and well worth a drive!