2019 Volkswagen Amarok V6 Ultimate 580 Specs, Engine, Changes, & Release Date Rumours – It’s improbable any person truly believed of the Volkswagen Amarok V6 as underpowered. Thanks to a 3.0-liter V6 turbo diesel, it boasted (for an although at minimum) the most power and torque of any use in its class.
2019 Volkswagen Amarok V6 Ultimate 580 Review
The older Amarok 550 (referred to as following its torque output) was not rather steps-and-bounds forward of competitors like the 500Nm Holden Colorado (and new twin-turbo four-cylinder Ford Ranger), however, it maintained a healthier advantage, however. And, in the hyper-competing Aussie dual cab market, it seems like every small bit helps. Getting ahead of time, or even head-and-shoulder muscles in front of recognized competition are not poor, but with a V6 version of the Mercedes-Benz X-Class on the way, Volkswagen is determined to enter a biceps and triceps race of sorts with a higher-output version of the Amarok V6. The new Amarok V6 Ultimate 580 boasts 190kW of power (200kW on overboost) and 580Nm of torque. Peak stats stay 10kW and 30Nm earlier mentioned individuals of the Mercedes-Benz X350d expected in Australia well before the end of the year, which promises 190kW and 550Nm from its own 3.0-liter oiler. The ‘old’ Amarok 550 is located 25kW and 30Nm right behind.
There is something of a get, although, with the outdated engine already able to produce up to 180kW and 580Nm on overboost, limited to 10-second bursts. This time, the new 580Nm status isn’t an overboost physique. As an outcome, Volkswagen now relates to the Ultimate 580 as the ‘muscle car’ of its professional vehicle range. Volkswagen statements a -100km/h time of 7.3 seconds (down from 7.9), which makes it as swift as a Mark 5 Golf GTI manual. Pretty good. Usually, the Amarok Ultimate is very much as it had been well before – with a couple of details changes, like 20-inch machined-face alloy wheels (in place of 19s formerly) a newly reduced fender garnish up front, 580 badging on the tailgate, and a black interior headlining.
It’s fully packed with fancy gear like Nappa leather trim, bi-Xenon headlights, warmed up and powered front seats, dual-zone climate control, 6.3-inch touchscreen with sat nav, CD player, CarPlay and Android Auto, lean and get to adjustable steering, rearview camera, front and rear recreation area sensors, and a lot more. In an age in which even dual cab utes are pushing to 8.-inches for their infotainment solutions (and above), the Amarok’s screen appearance a small underdone offered its premium price, but at very least it packs in all the right smartphone connectivity. Even though this up-date nevertheless doesn’t deliver autonomous unexpected emergency braking, standard safety kit involves electronic stability control, ABS brakes, front and front side head/thorax airbags (but no curtain airbags for the back seat), auto lamps and wipers, seatbelt pre-tensioners for all outboard seating placements and trailers sway control (when fitted with a legitimate trailers electrical wiring utilize).
That’s a bit of a merged bag. A four-star ANCAP status remains to be, but – once again, as premium-priced merchandise – it’s honest to expect top-end tech. No AEB, no rear curtain airbags, and no lane-leaving warning (let alone advanced lane-continue to keep assist, unachievable with the Amarok’s hydraulic steering) appear brief of the mark as utes like the Ford Ranger and Mercedes-Benz X-Class start to expose much more advanced features. Those oversights appear all the more serious given a bump in the price of entry, starting at $71,990 plus on-road fees, or $3500 more than just before. Big cash for a dual cab, yet still under a Ranger Raptor or Colorado SporsCat with non-obligatory SupaShock suspension and under a Benz X350d Progressive with less interior features but much more safety as standard.
It’s possibly the plushest ute available in the terminology of equipment, except when you intend on ticking every single alternative box with an X-Class. The Amarok Ultimate is undoubtedly a lot more cultured than your typical dual cab fare in phrases of interior finish and atmosphere, with a familiarized Volkswagen appear and feel to the interior and impressive suppression of disturbance and shake. Pin the accelerator to the firewall, though, and the Amarok’s point of variation actually appears out compared to most of the top-gun ute brigade – Ford Ranger Raptor, and HSV Colorado SportsCat in specific. When these two utes are built around uprated off-road accreditations and depart their drivelines untouched compared to fellow members of their particular ranges, the Amarok skews much more to on-road capacity. It is still a brought up and off-road-capable ute (with a constant all-wheel-drive system and diff lock, but no low range) and can continue to bring up to 868kg in the rear or pull up to 3.5 tonnes. Its appeal is (as it was in 550 guises) it is the additional grunt. To placed that to the test, Volkswagen staged part of the Amarok Ultimate 580 launch drive on the Lake Mountain hill-climb rally path in Victoria, for a shut-road mock tarmac rally. It appears silly to run a leaf-sprung, firm axle, 2.2-tonne dual cab up a hill-climb stage (because let’s face it, it is ridiculous) and nevertheless, it functions.
There are physical limitations that can’t be overcome – The Amarok nevertheless rides large and has a much higher center of gravity than something as directed as a Golf GTI, but it is not exactly out of its element. A number of times exactly where the stress-rated rear suspension cannot overcome mid corner lumps like a passenger car may well, but normally loaded full of grunt and excited to stretch its hip and legs. The Amarok’s unchanged eight-speed auto seems as comfortable dawdling about town or piling on speed for overtaking as it can do when moved challenging. There are move paddles powering the steering wheel if you’d like to pick your own personal equipment, but there is not typically significantly need to have to. Traveling to and from the Lake Mountain course at regular road pace greater signifies what the average Amarok is almost certainly to do. In that circumstance, assume a good ride, a little company when unladen although not crude or sudden, which makes it easy to cover big ranges. The front seats are large and cozy, wind flow and road noises are not at any time intrusive, and the easy turbo-diesel V6 is clean and peaceful, although not very to the same level as it is in some Volkswagen Group passenger SUVs. The engine’s more muscle is a handy instrument to have for plunging into space in traffic, or retaining pace with traffic with a weight on the towbar where much less powerful four-cylinder utes have a tendency to wilt under tension a little. Probably, Volkswagen possessed no need to lump outputs up, but it confesses the attract of having the most powerful use in its class was ample to push Amarok 550 sales to all around 70 percent or Amarok amounts. (RHD-changed imports like the petrol V8 RAM 1500 aren’t deemed class competitors if you had been asking yourself.) In time, other V6 versions like the Highline and Sportline will adopt the 580 engine tune, although today the flagship Ultimate is first in line. A new sub-$50k V6 entry-point, the Amarok V6 Core will likely land with the 550 engine tune. By that time Volkswagen is expecting 80 percent of Amarok sales to be V6s. Compared to the existing crop of turbo diesel utes, hardly simple on torque yet still missing in in full desire, it’s not hard to discover why the Amarok V6 is now these kinds of a well-known part of the Volkswagen Business Vehicle range. By distinctively offering an interior that is a lot more car-like than just about any other use, and backing it up with a big grunt and a smooth automatic, the Amarok has etched out a lucrative niche market for alone. It will not have that space to itself permanently, but defending its turf with bigger outputs at least allows it hold on to the title of most powerful ‘medium pickup’ for a tiny longer nevertheless. For big-canine buyers absolutely nothing a lot less can do, even though, for households, there’s nonetheless an issue mark over the determination to safety.