2022 Volkswagen Amarok W580X review: Tested on- and off-road

In a last hurrah for the existing Volkswagen Amarok, the company has launched its W580X model.

Created in collaboration with Walkinshaw Performance, this is the second model in the partnership following 2021’s more road-focused W580S model. The $78,890 W580X will be limited to just 600 units and be the last run of the current Amarok mid-size ute.

Volkswagen will retire what was its own designed and developed ute at the end of 2022 when it will be replaced with an all-new Amarok that will ride on a new platform that is shared with the 2022 Ford Ranger.

It’s a shame really, as the VW Amarok was always one of the best driving utes in the category, even after being on the market for more than a decade.

77

Walkinshaw knows a thing or two about improving production vehicles after decades of producing hot Holdens via the HSV brand and the Melbourne team has waved its tuning wand over the aging VW ute. The improvements come in both trim and suspension additions to create a ute that has improved off-road control without compromising its stellar on-road dynamics.

The W580X is based on the double-cab, high-specification 580Nm version of the V6 diesel-powered Amarok. The idea of this being the only V6 diesel powered mid-size ute currently available and is about to be replaced by the Ford-based new Amarok which will introduce a new Ford V6 diesel engine, is not lost on us.

Mechanical upgrades

The W580X engine doesn’t get any power enhancements, with the only mechanical updates being extended breathers for the drivetrain components to place them up high.

This means it’s the same 190kW and 580Nm engine as found elsewhere in the Amarok range and still the most powerful mid-size ute on the market. It’s backed by a ZF 8-speed automatic transmission and a single-speed, full-time four-wheel drive transfer case.

The highlight of the mechanical upgrades is the suspension. Starting with a set of 265/60R18 Pirelli Scorpion A/T tyres fitted to lightweight forged alloy wheels, as opposed to the 20-inch rims and rubber on the regular W580 and W580S models. These tyres should be far better suited to rough-road travel with the larger tyre sidewalls better able to handle the bumps and grind.

77

The OE front coil springs and rear leaf springs are retained, however, the front struts benefit from a 40mm rise in height using spacers. This set-up levels up the look of the ute from its nose-down stance in standard trim, as well as giving a bit more clearance at the front end.

The W580X specific twin-tube shock absorbers have been tuned to offer the best balance of off- and on-road ride and control.

Other practical off-road-oriented accessories exclusive to the W580X include heavy-duty rock sliders/side-steps, rear differential and transfer case protective plates, a front underbody protective plate and a 75-watt LED light bar fitted in to the radiator grille to provide additional lighting.

77

The rest of the kit is styling focused with the W580 fender flares to cover the wider tyres, specific front grille and bumper and unique graphics. The air-intake snorkel you see fitted on some of the test cars is a $1390 option.

Products like the snorkel, breather kit, and the diff and transfer case guards come from VW accessory specialist Seikel, while the front protection plate was developed by Walkinshaw specifically for this car.

Also specifically developed for the W580X were the tubular steel rock sliders/side-steps which are mounted to the chassis rails rather than the body to best protect the sills from damage when off road.

77

As the only V6-diesel powered mid-size 4x4 ute on the market, the Amarok 580 has no rivals in terms of performance. Its acceleration is forceful and punchy and there’s nothing that come close to it for now.

VW claims a zero to 100km/h sprint in 7.3 seconds, which is not hanging around for any work ute. It leaves you wondering why other manufacturers haven’t developed similar drivetrains and how the coming V6 in the Ranger and new Amarok will compare.

On-road

The 8-speed ZF transmission shifts precisely and smoothly as you accelerate through the gears and it is quick to shift back to a lower gear to give engine braking on descents and when driving on a mountain road.

Also helping here were the Amarok’s four-wheel disc brakes which might not sound special, until you realise that most utes in this class still have drum brakes on the rear axle.

77

The Walkinshaw team achieved its goal of not compromising the Amarok’s on-road performance with the W580X. Sure, if you push it hard enough through the bends, you’ll encourage a squeal from the all-terrain pattern Pirellis, but the overall dynamics of the car are still the best in the class. This is thanks to the original design of the Amarok and its wide stance and long wheelbase.

The hydraulically-assisted steering does feel a bit dull on the road when you’ve been driving new mid-size utes with well-calibrated electrically-assisted steering, and the chunkier tyres do feel a bit more skittish in the bends than the standard Amarok road tyres.

Off-road (kinda)

This feeling is amplified when you leave the sealed roads and get on to some forestry tracks. The 580X exhibits a jittery nature that we don’t recall from the W580S on its 20-inch wheels and tyres which we drove over those same tracks last year.

It would have been interesting to check and maybe drop the tyre pressures for the dirt roads as they felt to be too hard, but the managed road test didn’t allow for this. I reckon dropping 8 to 10psi out of the tyres over the rockier sections of track would have helped the ride quality and stability.

77

Aside from the rocky roads, there were no actual off-road or steep climbs offered on this drive, but our previous testing of V6 Amaroks has found that they are never limited by a lack of low range in the transfer case.

They’ve kept up with low range-equipped utes in the steepest and roughest country. We can only imagine that the W580X would handle rougher terrain better again thanks to its A/T tyres, added ground clearance and body protection.

Interior

The Amarok’s cabin has always been a fine place to wile the hours away behind the wheel and despite its age, it remains one of the best cabs in the category.

Sure, the infotainment screen is small by modern standards but the wide and spacious cabin still feels more upmarket than most other utes. It must be that European influence from VW.

77

Indicators of the Amarok’s age, and ones that we will surely miss, include the old-school park-brake lever and the key that turns in the ignition to start the engine.

Our test car was fitted with the optional ‘ergoComfort’ heated leather front seats which were much appreciated on this cold mountain drive. The standard seats are microfleece cloth upholstered. The ‘Discover’ factory navigation system comes standard in the W580S and this includes apps such as CarPlay and Android Auto.

Pricing

Without any accessories or options such as the seats and the intake snorkel, the Amarok W580X is one of the most expensive mid-size 4x4 utes on the market at $78,890 plus ORC. Only the Ford Ranger Raptor and Jeep Gladiator Rubicon are priced higher and they are very different vehicles, while the W580S lobs in at $81,490.

77

When you consider that you can get the same TDI580 driveline in the non-Walkinshaw tweaked TDI580 Highline model for $63,490 or the slightly less powerful TDI550 Amarok Core for $53,890 you might question the value of the extras on this latest model. We still think that the V6 Amarok Core models represent some of the best bang for your bucks utes on the market.

All that will become irrelevant by year’s end when the current generation of Amarok will be sold out and the new, Ford Ranger-based model is ready to hit the market.

Both Volkswagen Commercial Vehicles and Walkinshaw say that they hope their partnership continues in to the new year and the next Amarok model, and we look forward to driving the fruits of that relationship.

2022 VW Amarok W580X specs