A workhorse on and offroad
Like the Ranger, it achieves a solid fivestar ANCAP score, slightly higher on percentage points than the Ford, due to small differences in side impact performance.
The previous Amarok was a favourite for towing. The new one ups the game in having a 3500kg braked towing capacity, while VW says the permissible total weight of vehicle and trailer has increased from 6 to 6.5 tonnes.
With that in mind, it’s a pity the trick braked trailer controller that works so well in the Ranger is initially absent from V6 Amarok. An update is coming, but it’s a factoryfit kit, so the first shipment of product cannot be retrospectively altered.
A tailgate that is much lighter than that of the previous Amarok opens to a load area which can accommodate a Euro pallet (another VW prerequisite Ford accommodated) and increased weight; 1200kg now. The lashing eyes are able to handle a 400kg tensile load and finishing touches of six loadlashing rings, a track system incorporating four movable clamps, each with a 250kg limit, LED tray lighting and a highpower electrical outlet in the load bed are Ford initiatives
VW has happily accepted.
VW having two plush V6s so closely positioned on price might seem odd. But it says the provision is in response to two kinds of buyer; those who want to go offroad and those who don’t.
The main difference comes foremost down to tyre choice, and a slight difference in suspension tune. Aventura is firmer and on 20inch rims with road tyres, Panamericana comes with 18s with more rugged allrounder treads.
That made a difference during running in Woodhill Forest near Auckland. Conditions were gnarly; heavy rain had cut out ruts and, even though we were mainly on sand, some spots were slippery. In those places, Aventura was the one which tripped up first.
What helps all editions, though, is the new platform delivers superior minimal overhangs, so there’s much less chance of banging the bodywork when off the beaten track. The approach angle is 30 degrees, while the departure angle measures 26 degrees.Wading depth increase to 800mm was a reassurance when negotiating flooded roads around Kumeu.
The selectable terrainspecific modes in the V6 are a work of
Ford genius wisely maintained by the partner brand. When you select these, via the touch screen with Amarok rather than a dial as per Ranger, the vehicle makes all the hardware selections for you, including the transfer case operation and differential locks, and adapts the 10speed auto’s shift patterns.
One revision for Amarok is its emissions’ standard status. Ranger goes in all its 180 target markets in Euro 5 format. Volkswagen’s corporate policy is to aim higher, at Euro 6, so in time expect to see Amarok diesel incorporate requirement for the AdBlue urea supplement. It’s not expected there will be any change to engine outputs and economy.
Still in respect to CO2 counts, Amarok retail prices are unlikely to be affected by the Clean Car Standard, which pins a CO2 penalty directly on to distributors. Ford NZ is still deciding if it will pass any CCS pain on to Ranger buyers. VW believes it won’t have to, because it belongs to a conduit – the Giltrap Group – whose different brands include a heap of electrics, which gain carbon credits. Those will be ace cards to offset the penalties hitting highemissions products.