Volkswagen Amarok 2023 Review

The all-new, second-generation 2023 Volkswagen Amarok is bigger and better than its predecessor, as well as smarter, more practical and a whole lot safer – mostly. It delivers an impressive uptick in luxury and technology too, but is also heavier and more expensive and no longer a uniquely VW vehicle. To save on development dollars Volkswagen joined forces with Ford, sharing the new Australian-developed T6.2 ladder platform and almost all other hardware including powertrains with the class-leading new Ranger, alongside which it's built in South Africa. Does that make it better than the Ranger, or just different?

The 2023 Volkswagen Amarok ain't cheap. Prices start at $50,900 plus on-road costs, which is only slightly above equivalent dual-cab 4x4 versions of popular utes like the Ford Ranger, Toyota HiLux and Isuzu D-MAX, but they top out at $79,990 plus ORCs – $3000 more than the Ranger, excluding the near-300kW Raptor, for which the Amarok has no answer.

Buyers can choose from eight dual-cab 4x4 pick-up variants, each with a 3500kg towing capacity and, for the first time, low-range gearing. There are five equipment grades – Core, Life, Style, PanAmericana and Aventura – powered by four Ford-supplied turbocharged engines including two 2.0-litre four-cylinder diesels, a 3.0-litre V6 diesel and an exclusive 2.3-litre four-cylinder turbo-petrol, with a 10-speed auto as standard across the range, except for the six-speed manual and auto in the base Core.

The entry-level Amarok Core TDI405 manual is priced at $50,990 plus ORCs, just $810 more than the equivalent Ford Ranger, with the auto adding $2000. An affordable Core V6 variant is due in 2024.

Next up is the Amarok Life TDI500 auto, powered by a more powerful 2.0-litre diesel engine and priced at $56,990 plus ORCs.

The mid-spec Amarok Style TDI500 auto with the same four-cylinder diesel is a $66,990 proposition and is expected to be the top-selling version, while the grunty TDI600 V6 version costs $70,990 plus ORCs – about $3000 more than the Ranger Sport V6 ($67,690) while offering more equipment.

The Amarok PanAmericana TDI600 is the rough-and-tumble off-road version priced at $75,990 plus ORCs, which is more expensive than the Ranger Wildtrak ($71,190) and comes exclusively with a 184kW turbo-diesel V6.

The most expensive model in the range is the road-focussed Amarok Aventura, priced at $79,990 plus ORCs with either a TDI600 diesel or TSI452 petrol engine, making it more expensive than the equivalent Ranger Platinum V6 ($76,990).

Homegrown VW Amarok W-Series models fitted with a lift-kit, body armour and an upgraded interior will again be developed by Melbourne-based Walkinshaw Automotive by around 2025 and could be priced from around $90,000.

So the new Amarok range brings significant price increases over its predecessor, making it one of the most expensive mid-size dual-cab utes available in Australia. But Volkswagen has already netted around 2500 deposits (and growing), mostly for high-end variants so clearly there's plenty of customer demand Down Under.

Volkswagen says it has good stock levels to expedite vehicle deliveries at present, unlike its twin-under-the-skin Ford Ranger, and plans to sell between 8000 and 10,000 Amaroks in 2023, which would make it the German brand's best-selling model – and Australia the world's biggest Amarok market.

Volkswagen offers competitive capped-price service costs, with the first and second visits to the dealer set at $329 apiece, the third service capped at $414, the fourth at $329 and the fifth at $400. That's a total of $1801… or you can pay $1800 up front for a five-year care plan, which averages about $360 per annum.

Service intervals are identical to the Ranger's at 15,000km or 12 months, whichever occurs first, and the Amarok is covered by a five-year, unlimited-km warranty, which is par for the course, but roadside assistance is limited to just one year.

As with its original predecessor, the new 2023 Volkswagen Amarok is being pitched as a premium pick-up and it gets significantly more goodies and tech toys than before, as all model grades come standard with twin digital screens, a wireless phone charger, LED headlights, lane keep assist, adaptive cruise control, speed sign recognition, automatic headlights, auto high-beam, auto wipers, alloy wheels, side steps and a towbar with 12-pin plug.

Volkswagen has done a fine job specifying the new Amarok, but also visually distinguishing it from its donor vehicle. It shares only its roof and glasshouse with the Ranger, so all other body panels are new, including the rear tub and its chiselled front-end design with vastly different grille and headlights.

So, what do you get for your cash? Well, entry-level Core models come with 17-inch alloy wheels, a 10-inch digital instrument cluster, 8.0-inch central infotainment touch-screen, manually-adjustable fabric-trimmed seats, single-zone air-conditioning, wireless charging pad, vinyl floor coverings, front and rear parking sensors, LED tub lights, a switchable 4x4 system with low-range gearing and a locking rear differential.

Step up to the Life variant and you get slightly softer fabric seat upholstery and carpeted floors with mats, plus an electronic park brake, tinted rear windows, a leather-wrapped steering wheel and gear selector, heated wing mirrors with puddle lamps, body-coloured mirrors and bumpers, and locking wheel nuts – plus a more potent powertrain.

Disc brakes at all four corners are fitted, replacing the old Core's rear drum brakes.

The volume-selling mid-spec Amarok Style comes with eye-popping dual 12-inch digital screens, adding a high-tech feel to the cabin, in addition to dual-zone automatic climate control, a 10-way power-adjustable driver's seat, heated front seats, Artvelour microfibre trim, satellite-navigation and a 360-degree parking camera.

Outside, the Style adds plenty of appealing upgrades including a stainless steel rear sports bar, bigger 18-inch alloys, LED tail-lights and Matrix LED headlights with dynamic light assist, not to mention keyless entry and push-button engine start, which are big time-savers.

The rugged Amarok PanAmericana gets a different front bumper design, black stickers on its flanks, black 18-inch alloy wheels with all-terrain tyres, black side steps, a black sports bar and black door-handles. The PanAmericana interior is treated to 10-way power adjustable ‘Cricket’ leather seat trim, an eight-speaker 640W Harman/Kardon sound system with subwoofer and a spray-in tub liner.

Top-spec Aventura models are kitted out with similar interior features to the PanAmericana, with the same stereo and the same powered front seats, albeit upholstered in different ‘Savona’ leather and fitted with velour floor mats.

The outside of the Aventura is wildly different though, going for an urban cruiser look with big 21-inch alloy wheels, an aerodynamic rear sailplane sports bar, chrome exterior accents and a powered roller cover for the tub to keep petty thieves away.

There are eight colour choices but only Clear White is free. Metallic colours – Bright Beige, Deep Red, Midnight Black, Bright Blue, Mid Blue, Light Grey, Dark Grey – all command an extra $990.

Other options include Savona leather upholstery ($3000) for Style grades, an electronic brake controller ($499) for towing braked trailers and a veritable smorgasbord of genuine accessories such as snorkels, canopies, dashcams, roof top tents, full underbody protection and more.

However, VW had not settled on pricing for these items at the time of publication and there’ll be plenty of aftermarket accessories too, most likely more affordable.

For the most part, the 2023 Volkswagen Amarok comes very well equipped when it comes to safety, and comes with a five-star safety rating from independent safety authority, ANCAP.

All models are fitted with nine airbags and an autonomous emergency braking system with cyclist, pedestrian and vehicle detection utilising camera and radar systems.

Standard adaptive cruise control and lane-keeping do an impressive job of driving the vehicle autonomously on freeways and some country roads, while speed sign recognition, dusk-sensing LED headlights with auto high-beam dipping are nice touches.

Driver fatigue warning, rollover mitigation and plenty of trailer-based safety tech including adaptive load control and trailer sway control are likewise standard across the range.

Also standard on all models are front and rear parking sensors, a rear-facing parking camera, tyre pressure monitoring (which works well, as we discovered when one of the test cars got a flat tyre on the launch after crunching a rock on a bush track) and an eCall system that automatically makes contact with emergency services if an airbag deploys.

But entry-level Core variants miss out on rear cross-traffic alert and side assist blind-spot monitoring, while Amarok Style, PanAmericana and Aventura grades also add a front view camera, 360-degree parking view and a more advanced version of adaptive cruise control that cross references with the speed sign recognition to maintain the legal speed limit at all times, and it works very effectively.

Those models also add a parking assistant that takes over the steering to automatically guide the ute into parking spaces.

The 2023 Volkswagen Amarok is one of the most advanced utes on the market today, with some of its class-leading tech including customisable twin digital screens on all models – although only the Style, PanAmericana and Aventura variants get the show-stopping 12-inch central screen and 12.3-inch digital instrument cluster.

Entry-level variants make do with smaller 10.1-inch and 8.0-inch screens respectively, but all models come with USB-A and USB-C ports located under the central touch-screen and another USB-A port next to the central mirror for a dashcam, plus two 12-volt outlets in the cabin. Style grades and above add another 12-volt outlet to the tray.

Volkswagen has reprogrammed the digital screens to deliver new-look menu systems and driver displays, but the set-up isn't quite as intuitive as the Ford Ranger's, with no hard controls for climate functions. Sure, the redesigned controls add a more premium look and feel to the cabin, but it takes slightly longer to tweak the climate control as a result.

But the instrument cluster has better graphics than the Ranger's and wireless phone charging, wireless Android Auto and wireless Apple CarPlay connectivity for all models is a nice touch.

There are four engine types currently available for Australian-spec 2023 Volkswagen Amarok utes, all of them supplied by Ford and all driving through a part-time 4x4 system with high and low gear ratios.

The entry-level 2.0-litre four-cylinder turbo-diesel TDI405 (125kW/405Nm) is exclusive to the Core, paired with a six-speed auto or six-speed manual. Volkswagen didn't make this model available to drive during the local Amarok launch, so we can't comment on its performance.

Mid-spec Amarok Life and Style TDI500 grades get a twin-turbo 2.0-litre four-cylinder diesel outputting 154kW/500Nm and it's a solid choice, shifting the ute's circa 2300kg tare mass with ease. As with all V6 variants, it's coupled to Ford's 10R80 10-speed auto, which does a diligent job on and off-road.

The headline-grabbing 184kW/600Nm 3.0-litre V6 turbo-diesel TDI600 will be the most popular engine choice initially and is optional in the Amarok Style (for $4000) and standard in both PanAmericana and Aventura models.

It's a beautifully refined donk that's quiet when cruising and generates an appealingly gruff acoustic when revved, and should be the prime choice for those towing significant loads. However, with the increased weight of the new ute and a drop in power from the old VW-made 3.0-litre V6 from 200kW to 184kW, we’re not completely convinced it's a big step forward and doesn't feel particularly speedy off the line – although roll-on acceleration is strong.

Finally there's the 222kW/452Nm 2.3-litre four-cylinder turbo-petrol engine, which is exclusive to the top-spec Aventura urban warrior and has been plucked from the Ford Mustang. But given it costs the same as the V6 diesel, we’re not sure who's going to tick that box.

Nevertheless, it's a surprisingly engaging and responsive powertrain that suits the Amarok's more premium character well and is being touted as a wildcard model that could pull customers out of SUVs.

While the new engines deliver impressive power and torque levels, tare vehicle weights are up and the new Amarok is a much heavier hauler than before, ranging between 2185kg (Core manual) to 2332kg (Aventura petrol).

We couldn't match Volkswagen's claimed fuel consumption figures for the three engines we tested. Starting with the 2.0-litre turbo-diesel 500TDI, we managed 9.4L/100km (7.2L/100km claimed), while the V6 diesel 600TDI ended up at 11.3L/100 (8.4L/100km claimed). The 2.3-litre turbo-petrol TSI452 engine was pretty thirsty, using 14.4L/100km (claimed 9.9L/100km).

OK, it's time to get to business and the good news is the 2023 Volkswagen Amarok is an appealing light commercial vehicle that looks great, is both capable and engaging to drive, and is more upmarket than its predecessor.

All models share the same suspension layout as the Ford Ranger, which means double wishbones at the front and a leaf-sprung live rear axle, but there are two suspension packages – one with twin-tube shock absorbers for Amarok Core, Life and Style utes, and a higher-spec monotube damper set-up for PanAmericana and Aventura variants.

We started off in the PanAmericana shod with 18-inch all-terrain tyres and ride comfort was very good – for a ute. It featured a softer suspension tune than the Aventura, the front-end smoothing out rougher roads, pitter-patter bumps and corrugations with ease.

Even with no load in the back the rear-end felt relatively settled and during urban driving it was a doddle to punt around, and comfortable too. Parking it wasn't too troublesome, thanks to the standard fitment of a reversing camera, front/rear parking sensors and a tighter turning circle of 12.8 metres.

The steering in all models has more weight than the Ranger and, together with slightly better body control through corners, the Amarok feels more satisfying to drive than its twin under the skin from Ford. Even the PanAmericana with its off-road pretentions is fun to drive on the road.

The single-turbo SOHC diesel V6 is beautifully refined and smooth, with a pleasing acoustic that's not as clattery and severe as your average four-cylinder diesel, but we will say that performance isn't as scorching as the spec sheet suggests.

A sports mode or overboost feature are disappointingly missing and the fact it's got less power (but more torque) than its predecessor is not a good look.

That said, the Amarok V6 will make an awesome tow rig, its huge reserves of low-end torque and quiet cruising nature setting it up perfectly for the big lap with caravan. It should be noted that downball weight has increased from 300kg to 350kg, while gross combined mass (GCM) is now 6400kg – up from 6000kg – which should please many. Gross vehicle mass (GVM) is also up, by 270kg to 3350kg.

There were no Core or Life models available at the launch but the mid-spec Amarok Style with its less-sophisticated suspension set-up on road tyres maintains the balanced front-end feel and heavier steering of the PanAmericana, although ride quality isn't quite as supple and doesn't feel as resolved over corrugations and sharper, smaller amplitude bumps.

However, we can see why Volkswagen reckons the Style will be the top-seller, because its blend of cabin tech, choice of four- or six-cylinder diesel engines and sharp pricing make it very attractive.

We had a short drive in the four-cylinder diesel Amarok Style and while it doesn't offer the effortless motive force of the V6, it's a pretty good pairing and can still hustle along at a decent clip, the Amarok's 10-speed auto making the most of what the engine offers up.

Finally, we had a good stint behind the wheel of the circa-$80,000 Aventura, fitted with the 2.3-litre turbo-petrol four, big 21-inch alloy wheels and firmer suspension, and you know what? It's got a lot of charm.

Hurled through variously tight and open country-road corners, it managed to not only grip and go remarkably swiftly (the Goodyear Wrangler Territory HT tyres helped here), but it maintained a flat mid-corner demeanour.

The Aventura tracked through bends with balance and determination and although it still got rattled by quick changes of direction and its sporty chassis tune undermined ride comfort, it was fun and gratifying to drive enthusiastically – for a ute.

The 2.3-litre turbo-petrol powertrain is a fiery little motivator too, revving cleanly and rapidly while delivering the sort of engine response the diesels cannot match. Indeed, the petrol-powered Adventura was certainly the surprise package of the new Amaroks we drove.

We’re not sure how the petrol engine will go towing 3.5 tonnes and the engine is far more suited to shorter trips than the diesels, but the TDI452 certainly would be a credible alternative to a petrol-powered off-road SUV.

The Amarok's 10-speed auto is nicely attuned to the petrol engine but isn't quite as slick with the diesel engines, with the odd delayed response in kicking down a gear, for example, and a preference to rely on low-end torque that sometimes hasn't built up steam yet.

Apart from a bit of wind noise around the large wing mirrors, all models have suitably quiet cabins – even the PanAmericana with its chunky all-terrain tyres. Volkswagen (and Ford) have done a great job polishing this vehicle and giving a sophisticated feel.

Is the Pope Catholic? Heck yes, the 2023 Volkswagen Amarok can go off-road and while its on-road behaviour feels more composed than the Ranger's, it doesn't feel like it's lost anything in challenging off-road conditions.

We took V6-powered Style and PanAmericana models on a few off-road loops and both models managed to deal with very steep, slippery and muddy ascents and descents fairly easily, with the part-time 4x4 system locked into 4L.

The PanAmericana sauntered uphill with confidence, its all-terrain tyres providing solid purchase, and while the Amarok Style had a harder time on the same climb due to its on-road tyres, the way it shunted torque between axles to scrabble its way up showed how effective the 4x4 system is. Well done Ford.

Increased ground clearance of 235mm saw the undercarriage cop only the gentlest of kisses while bouncing and rocking through some rough, rutted trails, with the steel underbody protection for the engine and transfer case adding a bit of reassurance, while the fuel tank has plastic armour.

Faithful low-speed throttle and steering control made navigating the trails fairly easy in both models, while slightly improved approach and departure angles (30 degrees at the front and 25.6 degrees at the rear) kept the bumpers from touching terra-firma. That said, the ramp-over angle has dropped slightly, to 22 degrees.

The hill descent control worked well, but the level of engine braking in low-range gears was adequate for some of the steeper descents. There's a locking rear diff, but we managed to clamber around most of the off-road courses without it.

The increased wading depth, from 500mm to 800mm, will make creek crossings less daunting and with impressive wheel articulation, good low-speed control and a wide range of effective off-road modes, the second-gen Amarok had no issues during the moderately challenging off-road work. Except for one popped tyre.

Stepping into the 2023 Volkswagen Amarok PanAmericana cabin for the first time is quite a treat. The big twin digital screens, textured leather upholstery on the seats, doors and dash (complete with baseball glove stitching) deliver a suitably upscale look and feel.

But even the mid-spec Style looks and feels pretty spiffy and all the controls in all variants are sensibly laid out and intuitive to use – except for perhaps some of the menus on the central touch-screen.

Compared to the Ford Ranger, the Volkswagen Amarok gets new seats with more bolstering and a new-look steering wheel, and the vehicle controls underneath the touch-screen have been redesigned to add a premium touch and it works to great effect, as does the new dashboard and vent designs.

But unlike the exterior design there are plenty of tell-tale Ford Ranger elements in the cabin, such as the central gear shifter and novel door-handles. If you’ve sat in a Ranger before, the Amarok won't feel quite as special.

The storage areas are also very similar to the Ranger's, but that's no bad thing given there's twin glove boxes, good-sized cup-holders, a reasonable cubby under the central armrest and big door pockets for bottles and various other junk.

The rear seat is more comfortable now, thanks to a bit of extra leg room (+45mm) compared to its predecessor and the fitment of air-vents. But while there are no USB ports – just a 12-volt socket – twin Isofix and dual top-tether child seat anchors are part of the package.

Overall material quality is good for a dual-cab ute but we did notice a few fit-and-finish quirks, with some plastics not quite flush-fitting, which is not what you’d expect from a Volkswagen.

The new Amarok measures 5350mm long (up 96mm compared to its predecessor) and its bed length has grown by roughly 70mm to 1624mm. It can still fit Aussie- and Euro-spec pallets between the wheel-arches, within a tub that measures 1227mm wide overall.

Some models get spray-in or plastic tub-liners but all models feature six repositioned tie-down points in the tray, along with LED lights on both sides.

The 2023 Volkswagen Amarok is an impressive ute, make no mistake. It's not just the shiniest and newest vehicle in its segment; it's as capable off-road as the Ranger while being more rewarding to drive on-road, it has loads of technology, it has a premium feel inside and out and it has enough design and spec differences to make it an entirely new proposition in the ute market.

So it's a fitting sequel to Volkswagen's original Amarok and it certainly has its own distinct character – especially in Aventura guise with 21-inch wheels and a turbo-petrol engine, which makes for an unexpectedly fun pairing – but it's not a dramatically improved vehicle compared to the Ford.

Sure, the Amarok has a bit more driver engagement, most variants have better equipment levels and it has an ultra-modern look and feel, but it's also more expensive. So until we get them side by side for a comparison – which is coming soon – it's too close to call.

What's certain, however, is that the closest rival the all-conquering Ford Ranger has had in more than a decade is, well, a modified Ford Ranger.

2023 Volkswagen Amarok Style TDI600 at a glance: Price: $70,990 (plus on-road costs)Available: NowEngine: 3.0-litre V6 turbo-dieselOutput: 184kW/600NmTransmission: 10-speed automaticFuel: 8.4L/100km (ADR Combined)CO2: 222g/km (ADR Combined)Safety rating: Five-star (ANCAP 2023)

2023 Volkswagen Amarok PanAmericana TDI600 at a glance: Price: $75,990 (plus on-road costs)Available: NowEngine: 3.0-litre V6 turbo-dieselOutput: 184kW/600NmTransmission: 10-speed automaticFuel: 8.4L/100km (ADR Combined)CO2: 222g/km (ADR Combined)Safety rating: Five-star (ANCAP 2023)

2023 Volkswagen Amarok Aventura TSI452 at a glance: Price: $79,990 (plus on-road costs)Available: NowEngine: 2.3-litre four-cylinder turbo-petrolOutput: 222kW/452NmTransmission: 10-speed automaticFuel: 9.9L/100km (ADR Combined)CO2: 225g/km (ADR Combined)Safety rating: Five-star (ANCAP 2023)

Price & Equipment

Safety & Technology

Powertrain & Performance

Driving & Comfort

Editor's Opinion

What we like

Not so much

Become a carsales member and get the latest news, reviews and advice straight to your inbox.