Volkswagen Amarok: 4WD dual-cab ute comparison 2014

The tub sports a sturdy plastic liner, four tie-down anchor points, a power outlet and a locking tailgate. It sports the widest measurement between its wheel arches of any of the utes on test and it has the second-lowest load-floor height.

The Amarok has the lowest side-step rail height and both its front and rear seating is at the lower end of the spectrum, making entry and exit a little easier. There's an A-pillar grab handle for the front passenger but not for the driver.

The Amarok's cloth-upholstered seats offer excellent support and full manual adjustment. The driver sits 'in' the Amarok, not up high like the Colorado or D-MAX; thus it feels more like an SUV than a light truck.

Ergonomically everything is an easy reach away, although the handbrake is mounted on the passenger side of the centre console – a minor point.

The smallish glovebox is lockable while the door pockets are generous. We like the power outlet in the dash-top storage bay.

The rear 60/40 split-fold seating offers extra flexibility but there are no storage bins below. A strap either side of the rear seat back must be pulled to release it (awkward) but the Amarok does benefit from an ISOFIX child seat system and three standard hooks.

Vision is generally good from behind the wheel, the only detracting factor being the large outboard rear headrests.

With a low 71dBA recorded at 80km/h, the Amarok has the quietest cab of any of the utes on test.

The all-wheel-drive Amarok has a locking rear diff but there's no high or low range. Its 192mm ground clearance is the lowest of the bunch, likewise its 500m wading depth (a figure it shares with the Isuzu).

The cloth seat trim looks clearly tough and durable, and the floor carpets suggest they are of higher quality than anything else here.

Peering into hidden corners and running an eye over the exterior shows a finicky attention to detail. The double-sealed inner doors are finished as neatly as a quality passenger car and the panel gaps are small and consistent throughout. The paint quality is outstanding too, with no visible mismatch between the front bumpers and adjoining metal panels.

Up the back, our test Amarok had a full, moulded tray liner to take the worry out of possible load damage, while under the (propped up) bonnet there was no attempt to disguise the mechanicals under a plastic cover. The (comparatively) small capacity 2.0-litre diesel was all on display, complete with its astounding array of pipes, tubes and (wrapped) wiring looms.

Access to the service points was about the same as the rest of the bunch: That is, relatively easy, but best left to someone with knowledge of what’s going on in the engine room.

Where other utes shimmied over lumps and bumps the Amarok remained calm. It was quiet inside (71dBA at 80km/h), had the best steering feedback and pedal response of all comers, and when loaded with weight showed absolutely no signs of breaking into a sweat.

Okay, so it held gears a little longer and maybe added 400rpm to the tacho, but across the hills and dales of our test circuit, the Amarok carried our test payload of 600kg so well, we actually had to double check it was still there!

The twin-turbo 2.0-litre turbo-diesel four is impressively smooth and offers plenty of torque quite low in the piece (420Nm from 1750rpm). In conjunction with the eight-speed automatic gearbox, the power delivery is silky smooth with near imperceptible shifts.

Our extended ascent at 80km/h saw the Amarok hold top gear at 1400rpm all the way to the top, and when called upon to kick down in our roll-on tests, it grabbed fourth gear, accelerated, then blipped quickly back through to eighth. Like the Colorado, it was also smart enough to downshift for corners and descents.

But a smart transmission aside, it was the Amarok’s performance off-road that was even smarter. Without a low-range transfer case we assumed the worst, but through muddy conditions, and when climbing, the quick-thinking Haldex and brake traction control based AWD system distributed drive where it was needed and got on with the job.

We also appreciated the effectiveness of the rear diff lock and quick-acting hill descent control.

However, with the lowest ground clearance on test (192mm) further compromising the Amarok’s average break-over and departure angles (21.4 and 23.6 degrees respectively), and a wading depth equal worst on test (500mm, with Isuzu D-MAX), the Volkswagen was ultimately compromised off-road.

The Amarok had the basics covered and added car-like features such as dual-zone climate control, cruise control and speed warning, front and rear park assist with audible and visual guidance and sat-nav.

Our Highline 4MOTION variant also featured Bluetooth connectivity, with audio streaming, hands-free phone operation and voice command functionality.

The Amarok’s 5.0-inch touchscreen was of very good resolution and its pathways simple to navigate. The entire technology offering was cohesive and well designed.

While the Amarok misses out on a reversing camera (available on Ultimate model only) and electric adjust seats, it did feature daytime running lights, headlamp range adjustment and heated wing mirrors – and it was the only vehicle on test to have a spotlight to illuminate the tray area, activated via a switch on the dash.

You receive an eight-speed automatic and ‘permanent’ 4MOTION all-wheel drive in this guise, however, there is no dual-range transfer case (meaning no low-range). Automatic hill descent control and a specific ‘off-road mode’ which alters the stability control and transmission parameters are, however, included.

Front and rear parking sensors, sat-nav, and streaming Bluetooth capability, running boards, roll bar and a fully lined tray are standard on the Highline.

Central locking with radio remote control – which also works on the windows – is also standard. Metallic paint costs an additional $490.

Both warranty period and roadside assist are offered for 36 months, with unlimited kilometres. Service intervals are competitive at 12 months/15,000km and the capped-priced servicing program is available for up to 72 months. The first service is expensive, however, at $435.

The Amarok only arrived on these shores in 2012, so we will take value from that year for the purposes of this review. At a cost of $53,990 new, a 2012 Amarok TDI 420 Highline is today valued by www.redbook.com.au at a median private sale price of $40,150; a retained value of 74 per cent.