We like the Amarok bakkie because Volkswagen’s upper class German build quality standards translate well into the leisure-type double cab. But now, the Amarok also comes in a more work-oriented single cab body style capable of hauling a heifer at the back and a pair of dusty cowboys at the front. So, is it still as likeable in blue-collar application?
Right off the bat I noticed that the single cab’s floors, instead of cushy carpet as in the double cab, are made of a rubbery material so that mud (or manure) can be more easily wiped out of the cabin after a hard day at die plaas. Where the double cab’s swish cabin can do its duty equally well as a comfy nine-to-fiver or as a convenient weekend warrior, the single cab is clearly intended to cater more for working class purposes only. Go to VW’s website and you’ll find pictures of double cabs towing quads, and single cabs delivering hay.
But I’ve never hauled hay and I can’t remember the last time I had manure on my takkies. For most of my test duration with the single cab Amarok I was commuting to work and back, with an odd shopping trip thrown in for good measure.
Even so, I’m pleased with the single cab Amarok’s quality levels. The doors open and close with the same solid gadunk you’ll find in the brand’s flagship Touareg and Passat models, and the fit and finish of interior items is way beyond what I’d consider acceptable for a workhorse vehicle.
The model we tested was the 2.0 BiTDI 4Motion selling for R335 000, the flagship of the eight-model Amarok single cab range. It has the more powerful of two turbodiesel engines (120kW/400Nm versus 90kW/340Nm), four-wheel drive, and Trendline specification which means things like aircon, power windows, cruise control and alloy wheels. It was also equipped with a R2000 optional radio/CD player with handy SD card slot and USB port and, like all Amaroks, comes standard with a 3-year/100 000km warranty and 5-year/90 000km service plan.
On paper this biturbo engine makes good power but it’s been heavily criticised, by us and other motoring media, for its narrow powerband. I reckon a dynamometer would more or less agree with VW’s output claims, but it would also show that full power is only available for a very small window between 2500 and 3500rpm. Which is fine if you don’t mind endlessly shifting gears through the 6-speed box searching for that magical powerband sweet spot.
But therein lies another problem. This transmission is extremely clunky between gates and you’ll need cowboy muscles to manhandle it past reluctant synchro rings. First to second gear is especially bad, but it’s also difficult to engage reverse without sending a shudder through the cabin.
I wouldn’t say it’s bad enough to put me off the vehicle completely and, to give it credit, it did have reasonably low mileage so hopefully the drivetrain will loosen up later on.
I also found myself unfairly comparing the Amarok to other VW passenger cars which can be an exercise in hypercriticism given how slickly they operate.
On top of my daily commutes and shopping trips I did get one opportunity to test the single cab’s load bay when a buddy needed help to move a queen-size bed and base. Surprisingly, even with a flashy chrome roll bar mounted in the front of the cargo area the bed managed to fit flat with no tiedown straps required.
The Amarok single cab is said to have the largest load box in its class. Although the load floors of the Hilux and Isuzu KB are slightly longer, the Amarok’s is the widest and it’s claimed to be the only bakkie that allows crosswise loading of two Euro pallets.
VERDICT
If it weren’t for the Amarok’s narrow powerband and notchy gearbox, I’d rate it as the best bakkie by far. VW’s build quality is second to none in this segment.
One day, with any luck, VW will succumb to pressure and fit a 3-litre V6 TDI with an 8-speed automatic gearbox, and when this happens it will be a sad day for Toyota, Isuzu, Nissan and Ford. Until then, I can’t say that the 4WD single cab Amarok is leagues better than offerings from these bakkie rivals. -Drive Times