Popular Mechanics (South Africa)
PM Garage:
Volkswagen’s formidable Amarok double-cab now boasts a brawnier 190 kW engine. We sussed out what that means for South Africa’s bakkie-loving public.
VW’s Amarok now has more power than the rest.
THE VW AMAROK is a big bakkie. It’s always been that way, and nothing about that has changed. Right from when it was first launched in South Africa a little more than a decade ago, it’s consistently been among the most popular pick-up contenders with South Africa’s bakkieloving buyers, of which we have many.
Unlike some of its competitors, there’s no mistaking this bakkie for anything else on our roads. Its look is unique, in several ways – no mean achievement in an age of seemingly ubiquitous double-cab designs. The blunt front end flows effortlessly into exaggerated wheel arches, and the high door-line amplifies its muscular posture. The unmistakable VW headlight and grille architecture enhances the commanding presence, subtly yet distinctively. I’m a tail guy (interpret that how you will), and in my opinion the Amarok’s rear is somewhat subdued; a bit more could be happening in that department. But overall, the people who dreamed up this vehicle did an excellent job. It’s a boxy yet timeless design that’s aged well, aided through the years by the occasional nip ’n’ tuck and timely cosmetic enhancements.
Some would argue, though, that where this considerable bakkie has been lacking is in the engine department, a trait not evident to admiring eyes. This is where
bakkie lovers, and Amarok fans in particular, need to sit up and take note. If there’s ever been an argument for ‘underpowered’, that issue’s been well and truly quelled – the V6 TDI power plant has been bolstered, now kicking out a whopping 190 kW
(or up to 200 kW for 10 seconds, with its overboost feature) and 580 Nm of torque. You read right: With these credentials, this is now South Africa’s most powerful stock-standard bakkie.
To get a proper feel for this up-tuned engine, we headed for the gravel roads of the Cederberg, three hours inland from Cape Town, in a Double-Cab Highline 4Motion derivative.
While the initial impressions of the throttle response didn’t necessarily have me extricating myself from the seat upholstery, it is swift – a claimed ‘7.6 seconds on the zero to 100 km/h sprint’ swift, and a top speed a hair more than 200 km/h.
The acceleration seems measured though, which might sound incongruous with the sprint result, but it isn’t. It probably has a lot to do with the fact that, as the needle on the speedo climbs and the roadside scenery begins to blur, gear changes via the eightspeed automatic transmission are velvety smooth. You’re just not squished into your seat in the process.
Ride quality too is good. I wouldn’t say cushy, because I’ve driven the Cederberg roads in off-roaders that entirely iron out the corrugations. But, with the cunning 4Motion all-wheel-drive system doing its thing, handling felt sure-footed on the gravel surface, and even on the slower rock-climb sections. The launch control system plays a big part in that control. It ensures the vehicle’s reactions to your throttle use remain mostly civil. Steering is well-weighted and precise; body-roll while cornering is minimal, and the tail, for the most part, behaves and doesn’t swing out, a mannerism to which not all large doublecabs can lay claim.
Let’s mention the giant elephant in the room – the price tag. The starting figure for this double-cab, in Highline guise with some of VW’s comprehensive list of optional extras omitted, is R921 900. That, for a bakkie, is no laughing matter. The ‘Extreme 4Motion’ model tips the price scale at R996 000, a few tanks of diesel short of a million. You’ll indeed need to do some thorough homework to decide between this, the Toyota Hilux, and the countless Ford Ranger derivatives out there, because many of those options will leave several more rands in your wallet once all is paid up.
While the interior is generally well turned-out, sedan-like (a description almost expected these days for upmarket double-cabs), and functional, some of the surfaces don’t compare too favourably with those of a few of its peers. Some of the plastics are hard and, well, plasticky – slightly peculiar, as I’ve always associated the VW brand with class-leading interiors. On the features front, everything you might want is present, including Apple CarPlay, Android Auto and a comprehensive
infotainment and navigation system, but at only 6.3” in size, I did find the touchscreen interface smaller than expected. The reverse camera ensures better visibility for tightspace manoeuvring.
The seats are comfortable, boasting neat leather upholstery, and up front, the driver and passenger can indulge in the bum-heating function on cold days. While the dimensions of the cabin are generous, especially in the shoulder region, legroom at the back isn’t, which is a hindrance if, like me, you’re long in the leg department.
The Amarok proved to be a capable companion on our Cederberg escape, and if we’d decided to tow a braked trailer, it could’ve weighed up to 3 500 kg – the towing capabilities are up there with the best in class. At 2 520 litres, the load bay is voluminous and coped easily with all our equipment and baggage, yet not having a standard tonneau cover back there was an issue, as we had to scrounge up an old tarp from a friend to protect our camping gear on the journey. At that price, it would be nice to have a cover included as standard, or even a secure roller shutter of sorts to keep gear safe.
If I had the money, would this big and powerful bakkie be on my shopping list of potentials? Yes, absolutely. But I’d likely spend a lot of time pondering a detailed pros and cons list, assessing exactly what that high price tag is getting me over its competitors.