# data.attributes.metatag[].attributes.content
A posh pickup that pretty much nails the brief. Bigger and better than before, with fewer rivals too

# data.attributes.metatag[].attributes.content
A posh pickup that pretty much nails the brief. Bigger and better than before, with fewer rivals too

# data.attributes.metatag[].attributes.content
A posh pickup that pretty much nails the brief. Bigger and better than before, with fewer rivals too

# data.attributes.metatag[].attributes.content
A posh pickup that pretty much nails the brief. Bigger and better than before, with fewer rivals too

# data.attributes.metatag[].attributes.content.description[]
A posh pickup that pretty much nails the brief. Bigger and better than before

# data.attributes.metatag[].attributes.content.description[]
A posh pickup that pretty much nails the brief. Bigger and better than before

# data.attributes.field_cars_driving.value
The Amarok has always been one of the more car-like pickups to drive, and first impressions of this new one are much the same. The driving position is spot on and it’s well insulated with wind and road noise never too much of an issue.

Okay, with its leaf spring rear suspension setup it’s never going to ride as well as a modern SUV, but it’s not uncomfortable and doesn’t roll too much through corners.

Which engine should I go for?

Well, we best list the varying states of tune first. You can have the four-cylinder with either 168bhp or 202bhp. It’s a strong engine but even its more powerful iteration does sometimes struggle with over two-tonnes of Amarok to shift. It never feels or sounds too strained itself, but it can make the 10-speed auto gearbox work hard with plenty of changes needed to make sure you’re always in the correct gear.

If you want something with more grunt, the V6 comes with 237bhp and 443lb ft of torque in the UK. It feels brawny and paired with the auto gearbox it allows for a 0-62mph time of 8.8 seconds. Obviously, you won’t be doing that sprint in your diesel pickup all that often, but it proves that there’s ample acceleration there if you need it. The more powerful four-cylinder takes 10.5 seconds for the same feat, while the entry-level version with the six-speed manual takes 11.6 seconds.

There won’t be too much difference in economy either – VW claims 28mpg for the V6 and between 32.1 and 33.6mpg for the four-pot, but in our real-world experience we’ve seen mid-20s in terms of miles per gallon from both powertrains.

What else do I need to know about the driving experience?

Well, the bigger wheels of the top spec Aventura trim do make for a slightly bumpier ride, but we suspect that with a few kilos in the bed things would settle down slightly. The steering is light but doesn’t feel as disconnected as you might think, and there’s a good feel to the brake pedal that helps when you’re trying to stop something of this might.

And how is it off-road?

The PanAmericana trim is the one you want if you’re heading off the beaten track more often than not. That gets a rear locking differential, softer suspension, knobbly tyres and extra underbody protection.

There’s selectable four-wheel drive modes too with high- and low-range options, as well as an auto mode where the car senses slip and can send power forward if necessary. Built into the screen are dedicated off-road drive modes, where you select the terrain you’re about to face and the Amarok will set itself up (altering things like the gearbox, diffs and throttle map) accordingly. It really is very capable in the rough stuff, and makes off-roading seem rather painless.

# data.attributes.field_cars_driving.processed
The Amarok has always been one of the more car-like pickups to drive, and first impressions of this new one are much the same. The driving position is spot on and it’s well insulated with wind and road noise never too much of an issue.

Okay, with its leaf spring rear suspension setup it’s never going to ride as well as a modern SUV, but it’s not uncomfortable and doesn’t roll too much through corners.

Which engine should I go for?

Well, we best list the varying states of tune first. You can have the four-cylinder with either 168bhp or 202bhp. It’s a strong engine but even its more powerful iteration does sometimes struggle with over two-tonnes of Amarok to shift. It never feels or sounds too strained itself, but it can make the 10-speed auto gearbox work hard with plenty of changes needed to make sure you’re always in the correct gear.

If you want something with more grunt, the V6 comes with 237bhp and 443lb ft of torque in the UK. It feels brawny and paired with the auto gearbox it allows for a 0-62mph time of 8.8 seconds. Obviously, you won’t be doing that sprint in your diesel pickup all that often, but it proves that there’s ample acceleration there if you need it. The more powerful four-cylinder takes 10.5 seconds for the same feat, while the entry-level version with the six-speed manual takes 11.6 seconds.

There won’t be too much difference in economy either – VW claims 28mpg for the V6 and between 32.1 and 33.6mpg for the four-pot, but in our real-world experience we’ve seen mid-20s in terms of miles per gallon from both powertrains.

What else do I need to know about the driving experience?

Well, the bigger wheels of the top spec Aventura trim do make for a slightly bumpier ride, but we suspect that with a few kilos in the bed things would settle down slightly. The steering is light but doesn’t feel as disconnected as you might think, and there’s a good feel to the brake pedal that helps when you’re trying to stop something of this might.

And how is it off-road?

The PanAmericana trim is the one you want if you’re heading off the beaten track more often than not. That gets a rear locking differential, softer suspension, knobbly tyres and extra underbody protection.

There’s selectable four-wheel drive modes too with high- and low-range options, as well as an auto mode where the car senses slip and can send power forward if necessary. Built into the screen are dedicated off-road drive modes, where you select the terrain you’re about to face and the Amarok will set itself up (altering things like the gearbox, diffs and throttle map) accordingly. It really is very capable in the rough stuff, and makes off-roading seem rather painless.

# data.attributes.field_cars_editor_title
Volkswagen Amarok review: still the posh pickup, but now even better off road

# data.attributes.field_cars_inside.value
We know what you’re going to say here, and yes, we agree – the interior of a properly useful pickup truck should have more buttons. The Amarok’s cabin is dominated by a portrait-mounted central screen which is 10 inches in Life trim and 12 inches in all others.

Almost everything is controlled through said screen, including the drive modes, climate controls and navigation. You get a few shortcut buttons underneath, but to make meaningful changes you need to prod away. Not ideal when you’re wearing thick gloves or proper work gear.

If you’re not trying your best to keep warm then it’s a fine and responsive screen with Apple CarPlay and Android Auto built in, but this does seem like an oversight from VW, particularly given that Ford has retained some physical climate controls under the screen in the Ranger.

Other things in the Amarok are simpler. You get proper buttons on the steering wheel and it’s just two short presses to turn off the lane assist system. We’d like to see a little more in-cabin storage if we’re being picky, but in general it’s a good place to sit with comfy seats, a chunky gear selector and nice leather and contrast stitching in the higher spec versions. Worth noting that both the PanAmericana and the Aventura get a fantastic Harman Kardon audio system too.

There’s more space in the rear seats compared to the previous generation thanks to the longer wheelbase, and there’ll be no complaints about headroom either in the front or back.

# data.attributes.field_cars_inside.processed
We know what you’re going to say here, and yes, we agree – the interior of a properly useful pickup truck should have more buttons. The Amarok’s cabin is dominated by a portrait-mounted central screen which is 10 inches in Life trim and 12 inches in all others.

Almost everything is controlled through said screen, including the drive modes, climate controls and navigation. You get a few shortcut buttons underneath, but to make meaningful changes you need to prod away. Not ideal when you’re wearing thick gloves or proper work gear.

If you’re not trying your best to keep warm then it’s a fine and responsive screen with Apple CarPlay and Android Auto built in, but this does seem like an oversight from VW, particularly given that Ford has retained some physical climate controls under the screen in the Ranger.

Other things in the Amarok are simpler. You get proper buttons on the steering wheel and it’s just two short presses to turn off the lane assist system. We’d like to see a little more in-cabin storage if we’re being picky, but in general it’s a good place to sit with comfy seats, a chunky gear selector and nice leather and contrast stitching in the higher spec versions. Worth noting that both the PanAmericana and the Aventura get a fantastic Harman Kardon audio system too.

There’s more space in the rear seats compared to the previous generation thanks to the longer wheelbase, and there’ll be no complaints about headroom either in the front or back.

# data.attributes.field_cars_owning.value
Clearly, you’re going to pay more for an Amarok than you are the equivalent Ford Ranger, and the VW is also priced higher than things like the Toyota Hilux and Isuzu D-Max. There’s a strong amount of kit even on the entry-level £34,055 (excluding VAT) Life trim though, with 17-inch alloy wheels, air con and a 10-inch infotainment screen with an eight-inch digital dial display.

That also comes with a handy rear-view camera and adaptive cruise control, but make the step to the £42,505 exc VAT Style trim and you get a larger 12-inch infotainment screen, a 360-degree camera system and additional active safety systems.

PanAmericana is the more off-road ready trim. That starts at £47,255 without VAT and before any options, but it includes chunky styling features, a locking diff and a premium leather interior.

At the top of the tree is the Aventura, which comes with lots of chrome, 21-inch wheels and tech like Park Assist Plus.

Volkswagen has said that it’ll offer all Amaroks sold in the UK with a five-year warranty, five services and five years of roadside assistance thrown in. And of course, there will be a full range of accessories including a bike holder, hardtops for the cargo bed, manual or electronic roll covers and snorkels.

# data.attributes.field_cars_owning.processed
Clearly, you’re going to pay more for an Amarok than you are the equivalent Ford Ranger, and the VW is also priced higher than things like the Toyota Hilux and Isuzu D-Max. There’s a strong amount of kit even on the entry-level £34,055 (excluding VAT) Life trim though, with 17-inch alloy wheels, air con and a 10-inch infotainment screen with an eight-inch digital dial display.

That also comes with a handy rear-view camera and adaptive cruise control, but make the step to the £42,505 exc VAT Style trim and you get a larger 12-inch infotainment screen, a 360-degree camera system and additional active safety systems.

PanAmericana is the more off-road ready trim. That starts at £47,255 without VAT and before any options, but it includes chunky styling features, a locking diff and a premium leather interior.

At the top of the tree is the Aventura, which comes with lots of chrome, 21-inch wheels and tech like Park Assist Plus.

Volkswagen has said that it’ll offer all Amaroks sold in the UK with a five-year warranty, five services and five years of roadside assistance thrown in. And of course, there will be a full range of accessories including a bike holder, hardtops for the cargo bed, manual or electronic roll covers and snorkels.

# data.attributes.field_cars_stand_first
The second-gen Volkswagen Amarok is now based on and built in the same factory as the Ford Ranger

# data.attributes.field_cars_verdict.value
The second-gen Amarok nails its repeat brief – to be a car-like posh pickup. That does mean it falls down in some areas (it’s pricey, and bring back the physical buttons!) but it also means it’s good to drive and should be fairly easy to live with. As long as you live somewhere with wide roads, that is.

Go for the turbodiesel V6 and you’ll get a super strong powertrain too. The auto gearbox is slick enough and there’s more than enough torque to tow, carry and off-road – perhaps even all three at the same time. Plus, you’ll be able to do all of that while sitting in a leather-filled cabin listening to a Harman Kardon stereo.

# data.attributes.field_cars_verdict.processed
The second-gen Amarok nails its repeat brief – to be a car-like posh pickup. That does mean it falls down in some areas (it’s pricey, and bring back the physical buttons!) but it also means it’s good to drive and should be fairly easy to live with. As long as you live somewhere with wide roads, that is.

Go for the turbodiesel V6 and you’ll get a super strong powertrain too. The auto gearbox is slick enough and there’s more than enough torque to tow, carry and off-road – perhaps even all three at the same time. Plus, you’ll be able to do all of that while sitting in a leather-filled cabin listening to a Harman Kardon stereo.

# data.attributes.field_cars_verdict_against
Pricey compared to the Ford Ranger it’s based on. Bring back proper buttons!

# data.attributes.field_cars_verdict_for
Good to drive, brawny V6 engine, posh interior

# data.attributes.field_cars_verdict_text
The Amarok's good to drive and should be fairly easy to live with. As long as you live somewhere with wide roads, that is

# data.attributes.field_cars_what_is_it.value
It’s the new Volkswagen Amarok, if that wasn’t abundantly clear from the in-yer-face VW grille and the giant AMAROK lettering across the tailgate. The first-generation arrived in 2010 and saw off a fair bit of competition in the posh pickup truck market (we’re looking at you in particular, Mercedes X-Class) before it was eventually retired on our shores in May 2020.

For a while it looked like the difficult second album might never happen, but then word of a deal between Volkswagen and Ford emerged, and as a result we now have a second-generation Amarok that’s essentially a Ford Ranger underneath. Heck, it’s even built on the same line as the Ranger in Ford’s Silverton Assembly Plant in Pretoria, South Africa.

What does that mean for the bits underneath?

Well, if you’re well versed on the spec sheet of the new Ranger, you won’t find many surprises here. Although, VW does only offer the shared diesel engines for the Amarok in the UK – a 2.3-litre turbocharged petrol V6 is available elsewhere in the world, while the special Ranger Raptor can now be had with a 3.0-litre twin-turbo petrol V6 over here.

Anyway, you can have an Amarok with a 2.0-litre turbodiesel four-cylinder or a 3.0-litre turbodiesel V6. Both come in various states of tune with a number of different power outputs (you’ll find everything in full detail over on the Driving tab of this review) but essentially the slowest VW pickup gets 168bhp and 299lb ft of torque, while the fastest gets 237bhp and 443lb ft.

What about gearboxes?

There are two to choose from, although you can only pair the six-speed manual with the 2.0-litre four-pot in its weakest 168bhp tune. And you can only have that powertrain with the entry-level Life trim. All other engine options and trim levels use a 10-speed auto ‘box.

And what are the other trim levels?

Good question. As mentioned, Life is the entry to the Amarok range. That includes 17-inch alloy wheels, LED lights and a slightly smaller infotainment screen than the rest of the range. Above that is the Style trim which adds things like matrix LED headlights and wireless phone charging, before the off-road-spec PanAmericana edition and the range-topping Aventura with its chrome accents and massive 21-inch wheels.

Wait, how much do they all cost?

Prices in the UK start at £34,055 excluding VAT, because this is a commercial vehicle and many people will be buying through a business. Style trim kicks off at £42,505 exc VAT, while the PanAmericana is £47,255 and the Aventura is £48,055 (both also without tax added on).

[node:field_onward_journey_card-themed]

If you’re buying as a non-commercial customer and paying VAT, the top spec Aventura will set you back £57,591. Sounds like a lot of money, but in a world where an entry-level Touareg is around £60k you can see why lots of people prefer posh pickups over SUVs.

Surely there are some more impressive numbers to get my attention, too?

Of course there are. We’ll start with the dimensions, because now that it’s based on the Ranger, the Amarok is a fair bit bigger than its previous generation. In fact, it’s 96mm longer with a wheelbase that’s 173mm longer. That means slightly shorter overhangs for better off-roading, and crucially the bed is wide enough to fit a Euro pallet loaded sideways. Oh, and all Amaroks come in double cab form with five seats.

In terms of weights, the Amarok can tow up to 3,500kg and take a payload of up to 1,113kg. Plus it gets a wading depth of 800mm, which is up from the previous gen’s 500mm.

Final number: VW says that the Amarok gets ‘more than 20’ new driver assistance systems compared to the old truck. We’ll let you decide whether that’s a positive or not…

# data.attributes.field_cars_what_is_it.processed
It’s the new Volkswagen Amarok, if that wasn’t abundantly clear from the in-yer-face VW grille and the giant AMAROK lettering across the tailgate. The first-generation arrived in 2010 and saw off a fair bit of competition in the posh pickup truck market (we’re looking at you in particular, Mercedes X-Class) before it was eventually retired on our shores in May 2020.

For a while it looked like the difficult second album might never happen, but then word of a deal between Volkswagen and Ford emerged, and as a result we now have a second-generation Amarok that’s essentially a Ford Ranger underneath. Heck, it’s even built on the same line as the Ranger in Ford’s Silverton Assembly Plant in Pretoria, South Africa.

What does that mean for the bits underneath?

Well, if you’re well versed on the spec sheet of the new Ranger, you won’t find many surprises here. Although, VW does only offer the shared diesel engines for the Amarok in the UK – a 2.3-litre turbocharged petrol V6 is available elsewhere in the world, while the special Ranger Raptor can now be had with a 3.0-litre twin-turbo petrol V6 over here.

Anyway, you can have an Amarok with a 2.0-litre turbodiesel four-cylinder or a 3.0-litre turbodiesel V6. Both come in various states of tune with a number of different power outputs (you’ll find everything in full detail over on the Driving tab of this review) but essentially the slowest VW pickup gets 168bhp and 299lb ft of torque, while the fastest gets 237bhp and 443lb ft.

What about gearboxes?

There are two to choose from, although you can only pair the six-speed manual with the 2.0-litre four-pot in its weakest 168bhp tune. And you can only have that powertrain with the entry-level Life trim. All other engine options and trim levels use a 10-speed auto ‘box.

And what are the other trim levels?

Good question. As mentioned, Life is the entry to the Amarok range. That includes 17-inch alloy wheels, LED lights and a slightly smaller infotainment screen than the rest of the range. Above that is the Style trim which adds things like matrix LED headlights and wireless phone charging, before the off-road-spec PanAmericana edition and the range-topping Aventura with its chrome accents and massive 21-inch wheels.

Wait, how much do they all cost?

Prices in the UK start at £34,055 excluding VAT, because this is a commercial vehicle and many people will be buying through a business. Style trim kicks off at £42,505 exc VAT, while the PanAmericana is £47,255 and the Aventura is £48,055 (both also without tax added on).

If you’re buying as a non-commercial customer and paying VAT, the top spec Aventura will set you back £57,591. Sounds like a lot of money, but in a world where an entry-level Touareg is around £60k you can see why lots of people prefer posh pickups over SUVs.

Surely there are some more impressive numbers to get my attention, too?

Of course there are. We’ll start with the dimensions, because now that it’s based on the Ranger, the Amarok is a fair bit bigger than its previous generation. In fact, it’s 96mm longer with a wheelbase that’s 173mm longer. That means slightly shorter overhangs for better off-roading, and crucially the bed is wide enough to fit a Euro pallet loaded sideways. Oh, and all Amaroks come in double cab form with five seats.

In terms of weights, the Amarok can tow up to 3,500kg and take a payload of up to 1,113kg. Plus it gets a wading depth of 800mm, which is up from the previous gen’s 500mm.

Final number: VW says that the Amarok gets ‘more than 20’ new driver assistance systems compared to the old truck. We’ll let you decide whether that’s a positive or not…

# data.attributes.field_cars_what_we_say
A posh pickup that pretty much nails the brief. Bigger and better than before, with fewer rivals too