Amar Amar TDI550 2017 racing car review
No doubt Australians like their dual taxi utes. And Volkswagen Amarok rocked the base with a Euro-style four-cylinder diesel engine and a Euro feel a few years ago.
But Aussies also loves performance, power and drag, so Volkswagen has updated Amarok with engines from Porsche Cayenne diesel engines. The powertrain upgrade has certainly made it possible, with twice the power and more than three times the torque. But did it make Amarok a better truck?
Amarok is a meaningless rig. With flared protectors, straight lines, bluff sides and big rims, it cuts a mighty number, a big step up from competitors’ more competitive and angular lines like Toyota HiLux, Ford Ranger and Mitsubishi Triton.
Adding to the tough look on the street is the fact that tires are basically items going on the road in contrast to chunky road units. A sports bar with a unique style adorns the rear end and is neatly designed to avoid intrusion into the load space.
Similarly, a bed liner (sprayed up) is a welcome addition, because it does not lose valuable load space like a plastic tub liner.
The interior is not much different from the base-level Amarok, while commercial origins are undetectable, with bulkhead belt bolts exposed at the base of the B-pillar, and large hard plastic areas clearly visible.
If you’ve seen the inside of an Amarok base model, you’ll get used to the layout and controls in this $ 70,000 version essentially the same.
The Amarok 550 trip is also commendable. It does not feel like a double taxi ute
Sure, there are a few more bells and whistles in this top variant, including leather trim, color touchscreen multimedia systems, excellent front seats that feature heating and extra length under the thighs. , as well as in four cabins can convert wheel drive and off-road mode buttons
It’s worth mentioning the front seats again; They are one of the most comfortable facilities ever equipped for a regular double taxi. Cabin Amarok is wider than rivals like Ford Ranger and Toyota HiLux, giving the cabin a cool, comfortable and spacious feel.
There are a few interesting highlights, including the rest padded for the left leg, a pair of 12 volt ports in the front and one in the back, as well as a USB port. A multimedia system featuring streaming via Bluetooth, satellite navigation and digital radio, as well as Apple CarPlay and Android Auto.
There are enough hidden holes around the cabin for items like mobile phones. The front cup holder is directly lifted from the commercial and slightly low and small versions for the higher cup. However, there were four people holding bottles at all four doors, and a pair of additional cup holders for the back seaters near the floor.
Talking about the rear seats, while there’s plenty of room in front for the driver and passengers, the back seat area in Amarok is quite small. With a higher driver in position, the back seat becomes very cramped, especially for foot and toe room.
Headroom is the same, hurt by the fact that the legs and feet are mounted quite high. It was wide and wide, so the three children would easily fit. But the seat back is also quite upright, with the shape of the cabin. And thanks to its commercial origin, there are no vents for rear seat passengers.
Motor and transmission
The aforementioned 3.0-liter turbo diesel engine produces 165kw at speeds of 3000 rpm and 550Nm between 1500-2750rpm.
These power and torque figures were very solid for a ute, and were even more impressive when there was too much capacity. Available from 70% gas in third or fourth gear, it increases by 15kW for a total of 180kW and adds 30 Nm for a total of 580Nm.
The eight-speed traditional automatic transmission has been retained.
The biggest trick of the Amarok group is the V6 with 550Nm of torque when calling. What is not immediately obvious is the fact that it is really a diesel engine. The engine, which is lifted from the Porsche Cayenne and Audi Q7, is surprisingly smooth, incredibly subtle and very high-performance.
In fact, it takes a while to adjust to getting used to Amarok’s eager gas reaction, in the first part of the pedal’s journey. Sometimes it feels like Volkswagen is trying to prove a point with extra toey acceleration, but with a few kilometers under the wheel, it becomes easier and more manageable.
The eight-speed gearbox is a perfect combination for larger performance engines with seamless changes in range, and it can also be operated by steering wheel-mounted paddles. There is a start / stop system equipped for Amarok top specs, but it’s more annoying than useful with a shudder when booting and shutdown.
Prices and features
Amarok 550 V6 Ultimate is definitely not cheap at $ 67,990 before the cost on the road and because of the money we wonder if it’s really good.
On the surface there are some obvious shortcomings in Amarok. For example, the lack of near-complete safety support technology such as radar cruise control, lane deviation warnings, automatic emergency braking or even swinging car control.
It is a small puzzle that shows how these systems are available in Volkswagen’s world. Competitors like Ford and Toyota understand that it is necessary to install such safety equipment, if for no other reason than to achieve five-star ANCAP ratings, often required by Australian businesses, like companies. mining and other major industries.
Amarok has a five-star ANCAP rating but this was awarded in 2011. If checked again in the current environment, there is no possibility of achieving anything like five stars.
And while it may be comparing apples with oranges, a glimpse of other vehicles in the Volkswagen family shows that there are other carriers that offer equal performance and significantly better value than Amarok.
For example, Volkswagen’s own Passat 206TSI wagon. With considerably less money, it offers a lot of standard sets and still has the ability to pull and carry luggage.
Granted, it’s not a ute, of course it’s a special body type that some people need and want.
Glancing down at the Amarok range, the Ultimate is equivalent to a 2.0-liter four-cylinder diesel engine priced at $ 63,990 before traveling on the road, making 550 significant increases for the privilege of diesel V6 (very good).
Amarok is claimed to use 7.8 liters / 100km in the combined fuel-saving cycle. We recorded 9.4L / 100km after 650km of testing.
It has an 80 liter fuel tank, for a theoretical range of 1000km.
Amarok has an unlimited three-kilometer warranty for three years, while services are scheduled for every 15,000km or 12 months.
Fixed service costs are $ 470, $ 663, $ 557, $ 824 and $ 470 for the first year respectively, for a total of $ 2984.
Besides front airbags, ABS brakes, stability control and traction and rear view cameras, Amarok lacks any other modern electronic safety support that families expect in a car. expensive.
It currently holds an ANCAP rating of up to five stars, from 2011.
Amarok V6 has received an enthusiastic reception with orders flooded despite higher costs. In fact, in our time with the car, we had a few people approached to ask our thoughts about it and sneaked a closer look.
The engine package and powertrain is a good fit for the car, and it handles it well. However, the entry price is a significant barrier, especially when there is a lack of basic safety factors such as rear curtain airbags for rear passengers, radar travel and automatic emergency braking.