Initially, pickup trucks were created as compact trucks designed to transport small loads - they were widely used by American farmers and private entrepreneurs. However, in our country they are often bought instead of ordinary all-metal SUVs, guided by - a vivid example of this is the "almost passenger" Volkswagen Amarok. But American companies are still faithful to traditions, for example, the Ford Ranger pickup truck has a payload capacity exceeding 1.2 tons! Therefore, in order to find out which car is better to buy for personal use - Ranger or Amarok, it is worth comparing the main parameters of pickups.
We carry cargo
It is clear that for the future owner of a pickup truck, not the last place in the characteristics of the car is the size of the cargo compartment. The Ford Ranger, with the most popular two-row cab, has a platform length of 1.4 meters and a height of 0.5 meters. Decent performance, although Ford owners often complain about the small width (1.56 meters), as well as excessive loading height - almost 90 centimeters. For agricultural work or transportation of building materials, the Ford Ranger is ideal, but for loading household appliances - with a stretch. In addition, immediately after the board, the Ranger has a high step, which makes it difficult to put loads that are sensitive to shocks and other influences into the body.
In the field of cargo transportation, the Volkswagen pickup truck is not inferior to its traditional American competitor - its body length is 10 centimeters longer and its depth is 2 cm. In addition, the width of the Volkswagen Amarok platform, equal to 1.65 meters, should be especially noted - it helps to carry fairly large loads like modern refrigerators or LCD TVs. The step is almost invisible - thanks in large part to the thick plastic coating on the bottom of the Amarok body - it also protects the metal from corrosion and prevents damage to the load.
If you compare Amarok and Ranger, it may seem that Volkswagen is ideal for the role of a compact truck. However, the Ford Ranger has a carrying capacity 1.5 times greater than that of the German car - 1.2 tons. Of course, the Volkswagen Amarok can be ordered in a special version of Heavy Duty, but reinforced five-leaf springs, which add 200 kg to the pickup truck, deprive it of the excellent handling that the manufacturer is so proud of. But Volkswagen can tow trailers weighing up to 3.2 tons due to the powerful engine and optimized transmission, while the Ford Ranger can only take 2.5 tons. But the Americans have another “trump card” - a proprietary plastic superstructure that makes the body closed, for the Ranger it costs only 90 thousand rubles, while Volkswagen offers it for 150-175 thousand rubles, depending on the material and type of tailgate mechanism.
On the run
Off-road qualities
You can find some sense in buying a pickup truck for urban use, although it is quite difficult to call such an acquisition justified, so it will be a priority. Pickup truck owners have high hopes for the Ford Ranger, as it has been compared to the popular F-150 in the US, capable of overcoming very difficult obstacles. However, in the case of the Ranger, the driver will have to beware of deep holes, ruts and stream banks. Mechanical differential locks have been replaced by an electronic system that simulates their operation. As a result, the Ford Ranger quickly gets bogged down in the mud and cries for help, spinning the posted wheels.
Not too good either - the 2.2-litre diesel drives the Ranger well on flat terrain, but quickly loses its enthusiasm when there is a slight rise. If the Ford pickup is fully loaded, the driver will have to get used to depressing the gas pedal by three-quarters or more, which will inevitably affect fuel consumption. Of course, in the Ford Ranger lineup there is also a car with a 3.2 engine with a capacity of 200 horsepower, but with it, the fuel consumption of a pickup truck exceeds 15 liters per 100 kilometers. There are no complaints about the automatic transmission - it quickly adapts to the selected driving mode, allowing you to maintain high speeds off-road and save fuel when driving on the highway.
But you don’t expect any off-road adventures from the Volkswagen Amarok - with all its appearance, the pickup truck shows that it is designed for high-speed driving on high-quality asphalt. The Amarok's problem is exactly the same as the Ford Ranger's - the lack of mechanical interlocks prevents the driver from driving through particularly difficult stretches of eroded dirt road. However, the engineers who created the Volkswagen Amarok did not make a mistake by installing a Torsen differential in the all-wheel drive transmission. Although it does allow some slippage, the Amarok's transmission adjusts the distribution of torque very quickly - as a result, the same obstacles can be passed "on the go" by adding gas just before a difficult section.
The Volkswagen biturbodiesel has very good traction and does not annoy the driver of a pickup truck with the usual for supercharged engines traction failure at low revs. However, it is still quite difficult to manage it - in this case, it is not the lack of power that interferes, but its excess, which causes the wheels of the Volkswagen Amarok to slip on long climbs with a slippery surface. Therefore, the driver should not wear waders or heavy winter boots - to drive a Volkswagen pickup off-road, you need to feel the pedals perfectly. The eight-speed automatic is perfect for a heavy car - it changes gears just a little slower than the "mechanics" and always finds the perfect gear ratio for the Amarok.
On asphalt
The impressions of driving a Ford Ranger on a good road are quite expected - in terms of its habits, a pickup truck is very similar to a GAZelle or other light truck. The Ranger bounces high on every bump and shakes the whole body even when going through deep cracks in the pavement, and trying to drive a speed bump at high speed can cause all four wheels to lift off the ground. Handling can be assessed no higher than the "troika" - the car frankly upsets with a slow reaction to turning the steering wheel and large exchange rate fluctuations when driving on a bad road. With a full load, the Ford Ranger goes much better - the truck stops jumping, but the thuds and jerks of the steering wheel do not disappear.
But the 2.2 turbodiesel, which is not enough to lift the Ford Ranger up the hill, when driving in normal mode, impresses with soft reactions - when you quickly press the gas pedal, the car accelerates quickly and without any jerks. Ford's six-speed "automatic" tries to save fuel - when driving evenly, it very quickly shifts into top gear and tries to keep it until the speed drops below 800-1000 rpm. In general, the Ford Ranger leaves a mixed impression - the car allows you to control traction very conveniently, but quickly "shakes the soul" out of the driver and passengers.
| Car model: | ford ranger | Volkswagen Amarok |
| Manufacturer country: | USA (Assembly - Thailand) | Germany |
| body type: | Pickup | Pickup |
| Number of places: | 5 | 5 |
| Number of doors: | 4 | 4 |
| Engine capacity, cu. cm: | 2198 | 1968 |
| Power, l. s./about. min.: | 150/3700 | 180/4000 |
| Maximum speed, km/h: | 175 | 179 |
| Acceleration to 100 km/h, s: | 12,3 | 10,9 |
| Type of drive: | Full | Full |
| Checkpoint: | 6 automatic transmission | 8 automatic transmission |
| Fuel type: | DT | DT |
| Consumption per 100 km: | In the city 11.9 / Out of town 8.0 | In the city 10.1 / Out of town 7.3 |
| Length, mm: | 5359 | 5254 |
| Width, mm: | 1850 | 1944 |
| Height, mm: | 1815 | 1834 |
| Clearance, mm: | 232 | 230 |
| Tire size: | 265/65R17 | 245/65R17 |
| Curb weight, kg: | 2048 | 1975 |
| Gross weight, kg: | 3200 | 2820 |
| Fuel tank capacity: | 80 | 80 |
High-quality asphalt is the natural element of the Volkswagen Amarok pickup - it is felt after the first kilometers traveled. A car with standard three-leaf springs in the rear suspension gently goes through all the bumps, annoying with jumps only after the appearance of especially deep pits and speed bumps. The Amarok's handling can be called ideal for a pickup truck, because unlike other light trucks, it instantly responds to the steering wheel and does not stray from the driver's chosen course. When fully loaded, the Volkswagen Amarok has a tendency to wobble - one feels that the car was created more as a fashion car than to carry heavy loads. If you order a Heavy Duty modification with two additional leaves in the springs, you can experience the same jumps as the Ford Ranger, although the handling will still be much better.
The powerful Volkswagen biturbodiesel makes the driver of a pickup truck think that he is sitting in a large Touareg SUV - the dynamics of the car are so good. Its only drawback is too fast response to pressing the pedal, which makes you drive in a “torn” rhythm with frequent gear changes and jerks. Although this quality of the Volkswagen Amarok helps to confidently stay in the city stream with its frequent rebuilding and sharp overtaking. Automatic transmission initially - only six of its steps are used in the city, the seventh is designed to achieve maximum speed, and the eighth is for uniform movement at speeds above 120 km / h. In general, the Volkswagen Amarok can be called one of the few pickups with the habits of a passenger car - if only we are talking about the Comfort modification with a standard suspension.
Comfort
If we compare the Volkswagen Amarok or the Ford Ranger with each other, then we cannot help but pay attention to the interior space available to the driver and passengers. Despite the fact that the Ford Ranger has remained true to the “cargo” traditions, inside it looks simply excellent - the center console attracts attention with a large LCD display located in a deep rectangular well, as well as a scattering of buttons and complex-shaped deflectors. The workplace of the driver of a Ford pickup truck is quite comfortable due to large-scale digitized instruments and a large four-spoke steering wheel. The car can be equipped not only with air conditioning, but also with dual-zone climate control, which significantly increases the value of the Ranger in the eyes of the domestic consumer. In addition, the Ford Ranger offers plenty of storage space for small items:
- Capacity behind the back of the rear sofa;
- Two drawers located under the rear seat cushions;
- Cooled box inside the armrest.
The front seats of an American pickup truck do not impress with particular comfort - it is felt that they were created more likely based on quick boarding and disembarking, which is extremely important for commercial vehicles. On a long journey, the driver of the Ford Ranger starts to hurt his shoulders and lower back, which is explained by a far from optimal back profile and a high pillow. But there can be no complaints about the back row of Ford pickup seats, since even three construction workers in full gear will fit here. If desired, backpacks can also be placed here, taking advantage of the space in the legs of passengers - it is not necessary to load them into the Ranger body, which is open to all rains and winds.
As already mentioned, the Volkswagen Amarok is similar to the SUVs and crossovers of this manufacturer, and the similarity concerns not only the behavior on the go, but also the interior design. Its interior does not look like the interior of a truck - here you can find such interesting elements as a two-tone upholstery of the front panel or a multimedia system with a large touch screen. The instruments are similar to those that are equipped with other Volkswagen models - a small trip computer display is located between two round dials. However, there is nothing to catch the eye - unlike the Ford Ranger, there are no specific design solutions in the Amarok.
The Volkswagen pickup seats are very good, despite the lack of automatic adjustments. An optimal profile supports the driver's back, allowing them to carry a long road without the slightest fatigue, and a low-lying cushion makes landing in the Amarok closer to a passenger one. The rear is a little tighter than in the Ford Ranger - and this applies not only to the distance between the two rows of seats, but also to the width of the cabin. In addition, there is not that abundance of storage space for small items - in addition to the glove box, the driver is offered only a small box inside the armrest. The seats also recline forward, but there is almost no space behind them - the owner of a Volkswagen Amarok can only put a work jacket and boots here, since the distance from the backs to the rear wall of the double cab is very small.
Truck or car?
If you know what you want from such a specific car as a pickup truck, then you can easily make a choice between the Volkswagen Amarok and the Ford Ranger. For entrepreneurs, farmers, and others looking for a work vehicle, the Ranger is the right choice because it has a large payload and excellent traction control. However, you should not expect comfort from a Ford pickup truck, since its undercarriage is more focused on the transportation of bulky goods. For a comfortable ride around the city and country roads, it is better to purchase a Volkswagen Amarok. It can play a role, equipped with a powerful turbodiesel engine, a modern all-wheel drive transmission and a comfortable interior with a presentable finish.
The update of the Volkswagen Amarok pickup, which was announced this spring in Hannover, coincided with a change in ideology. German marketers are trying to stop using the word “downsizing” anymore, and those who do not want to drive an Amarok with a small engine can now order a car with a three-liter V-shaped “six”.
WITH the strange nature of a two-liter diesel engine, which lasted under the hood of a Volkswagen Amarok pickup truck for six whole years, appeared even on, forcing us to reconsider the usual tactics of driving a utility vehicle. And after the exhausting study of local lore, I only became stronger in the feeling that, having bet on downsizing, the Germans were mistaken. A pickup truck with a carrying capacity of one ton needs not highway agility (even if it is at least three times environmentally friendly), but confident traction from low revs and operational reliability. But the moment characteristic of a two-liter turbodiesel is peculiar, and tough operation in dusty southern roads (the main markets for Amarokov are Argentina, Brazil, Mexico and South Africa) revealed problems with the resource.
The V6 3.0 turbodiesel is one of the most compact engines in its class. And structurally complex: pay attention to the configuration of the drive of mounted units
. This is how the external speed characteristics of the four- and six-cylinder Amarok engines look in the most powerful versions
The three-liter turbodiesel that appeared on the updated Volkswagen Amarok pickups is not new: for example, it is equipped with the Audi A6, A7 and Volkswagen Touareg. Trying it on a pickup truck, the engine engineers upgraded the intake system by changing the characteristics of the turbocharger and constructively laying different returns into the engine. From three liters of displacement, 163, 204 or 224 hp are removed. (Tuaregs use 204, 245 and 262 hp options) and a torque of 450, 500 and 550 Nm, respectively. It is noteworthy that the thrust across the operating range for all three versions of the engine is distributed in the same way: from 1500 to 2700 rpm, the motors keep an even horizontal “shelf”.
In terms of interior comfort, Amarok has come close to commensurate SUVs (it’s time for marketers to introduce the term SUV +), delighting with a huge margin in length and height, power adjustments, rich “multimedia” and an intelligently working navigation system - with Russian!
Of the additional transmission options - only a rear cross-axle differential lock and an off-road mode with modified settings for electronic systems
0 / 0
The rear-wheel drive Amarok V6 will only be available with a 163-horsepower engine and a six-speed manual gearbox, European prices for such a car start at 26,000 euros. For pickups with all-wheel drive, all three motors are offered and only a manual transmission is paired with a demultiplier. Amaroks with permanent all-wheel drive (they are equipped with an asymmetric Torsen center differential with a 40:60 torque distribution in favor of the rear axle) have two power options: 204 hp. or 224 hp, but only an eight-speed "automatic". There is no downshift on pickup trucks with permanent all-wheel drive: they say, if there is a torque converter and with such power-to-weight ratio, it is not needed.
In expensive trim levels, Amarok now has bi-xenon headlights, parking cameras, tire pressure monitoring (via radio) and a post-accident braking system that slows the car down after hitting a tangent
On a test in Germany, I drove the most powerful version of the updated Amarok (automatic transmission, 224 hp engine), and, along with the asphalt surface, I tasted off-road and even dragged two-ton trailers. And here's what I'll say. Compared to the two-liter engine, the "six" is noticeably quieter and - which is especially pleasant - without the "detonation" chirp, which is well known to the owners of two-liter Amaroks. The traction is excellent, the dynamics are enough for the eyes, and the gear ratios of the eight-speed transmission fit so smoothly on the torque shelf that the shifts are quick and imperceptible. Under engine braking, the gearbox shifts down sequentially and just as intelligently. I didn’t like one thing: when starting from a standstill or “rolling out”, the automatic transmission thinks about the choice of gear for a very long time - before you decide to wedge into the stream, you will be safe ten times.
A standard Euro pallet is placed in the body of the Amarok
Handling and directional stability of the Amarok on a flat surface is no worse than that of a car, and the “cargo” design of the rear suspension makes itself felt only on a country road and broken sections. According to subjective sensations, aerodynamics have improved, and the open (without plastic top) body now begins to “talk” only after 140 km / h. When driving on the autobahn at a speed of 150 km / h, the engine keeps 2600 rpm and the electronics show an instantaneous fuel consumption of 12 l / 100 km. As for the average operating values, with a calm and law-abiding ride on the tracks in the vicinity of Munich, the most powerful Amarok with an “automatic” in an unloaded state consumed a little less than nine liters per “hundred”. By God, passport 7.6 l / 100 km on the combined cycle look at least strange and make you remember an ugly story with other measurements.
With a two-ton trailer, I traveled along the tracks in the industrial zone and along suburban highways, and I can say that the tractor from the powerful Amarok is very worthy!
If you do not set records, then off-road driving on a powerful Amarok with permanent all-wheel drive brings extremely positive emotions. And the point here is not in the nominal values, but in the flexibility of the motor: with an excess of traction, you can fearlessly release the gas pedal, knowing that the engine torque at lower revs is still enough. And this is an important feeling! I confirm that with all the obstacles that a reasonable driver decides to storm, a 224-horsepower Amarok with an “automatic” copes without downshifting. But after all, a multiple increase in traction is useful not only on off-road: with a demultiplier it is much easier to maneuver in tight spaces, especially on a loaded car. Alas, the off-road transmission mode, which is activated by a separate key, does not replace downshifting: it only adjusts the gas pedal settings and activates Hill Descent Control (it is unregulated on the Amarok).
A classic exercise to demonstrate the operation of a hard locking rear cross-axle differential. In real conditions, no one will drive like this, but even with partial hanging of the wheels, blocking also helps a lot.
In what skin the updated German wolf will appear on our market, it will be clear in a month, when the Russian package of complete sets will be formed and prices will be announced. The line of pickups with old four-cylinder engines will remain, but we will no longer have the Single Cab modification, which is produced in Argentina: the Russian distributor is switching to deliveries of cars from Hannover. The European rear-wheel drive version with a V6 engine, which costs 26 thousand euros in Germany, is promised to be delivered to order (last year only two Amarok 4x2 were sold in Russia, and the new engine is unlikely to increase their popularity), and the engines on powerful all-wheel drive versions will be “cut » to Euro 5 environmental standards (against Euro 6 for European Amarok V-engines with BlueMotion synthetic urea injection technology). I think that there will definitely be a 204-horsepower pickup truck with a plug-in all-wheel drive and a manual transmission, which will certainly close the gap from competitors, because the Mitsubishi L200 and Toyota Hilux diverged better than the previous Amarok, including because of the larger volume of engines. Well, the top version will be the foppish Volkswagen Amarok Aventura with an additional “chandelier”, a body kit and the richest interior equipment (in Germany, such a car costs from 45 thousand euros). The cars will arrive at dealerships in October 2016.
0 / 0
| Passport data | |||
|---|---|---|---|
| Automobile | Volkswagen Amarok V6* | ||
| body type | cargo-passenger | ||
| Number of places | 5 | 5 | 5 |
| Wading depth | 500 | 500 | 500 |
| Turning radius, m | 12,95 | 12,95 | 12,95 |
| Curb weight, kg | 1857—2300** | 1857—2300** | 1857—2300** |
| Load capacity, kg | 1000 | 1000 | 1000 |
| Mass of the towed trailer, kg | 2800—3500**/750*** | 2800—3500**/750*** | 2800—3500**/750*** |
| Engine | turbodiesel | turbodiesel | turbodiesel |
| Location | front, lengthwise | front, lengthwise | front, lengthwise |
| Number and arrangement of cylinders | 6, V-shape | 6, V-shape | 6, V-shape |
| Working volume, cu. cm | 2967 | 2967 | 2967 |
| Max. power, hp/kW/r/min | 163/120/n.d.**** | 204/150/n.d. | 224/165/3000 |
| Max. torque, Nm/r/min | 450/1500—2700 | 500/1500—2700 | 550/1500—2700 |
| Transmission |
mechanical, six-speed |
mechanical, six-speed (automatic, eight-speed) |
|
| Drive unit | rear / plug-in full | pluggable full ( permanent full) | pluggable full (permanent full) |
| Front suspension | independent, spring, double wishbone | ||
| Rear suspension | dependent, spring | dependent, spring | dependent, spring |
| Front brakes | disk | disk | disk |
| Rear brakes | drum | disk | disk |
| Maximum speed, km/h | n.a. | n.a. | 193***** |
| Fuel consumption, l/100 km (combined cycle) | n.a. | n.a. | 7,6***** |
| Fuel tank capacity, l | 80 | 80 | 80 |
| Fuel | diesel | diesel | diesel |
| * Preliminary data | |||
| ** Depending on modification | |||
| *** Without brakes | |||
| **** N.d. -no data | |||
| ***** For Aventura version | |||
2.0 L (180 HP) 8AT
price: 1,600,000 rubles.
ford ranger
2.2 L (150 hp) 6AT
price: 1 755 800 rubles.
Pickups will save the world. Don't believe?
In terms of equipment, they are almost as good as crossovers, their cross-country ability is at the level of good SUVs, the rear suspension is “real”, bridge, and if you pile up the kung… Envy, station wagon owners! On a languid winter evening, the editors of the ORD wondered where the world of trucks was heading. And now we are already traveling to Dmitrov on the new Ranger and rejuvenated Amarok. Both are with automatic weapons.
When the black Volkswagen rolled under the spotlights of the service center, my boss and I gasped: there was absolutely not a single living place on the body of a relatively new pickup truck. Along the perimeter, it was decorated with characteristic vertical dents, which remain after contact with trees. The sides and hood were worn out on the branches, and some especially adamant and unbending representatives of the natural flora made deep cuts on the paintwork. "Evil" Simex with side lugs, additional optics over a kung full of tourist equipment and club stickers hinted that the "German" does not suffer in the hands of a sloppy driver, but serves for the glory of off-road. A long-haired big man in a military outfit typical of a jeep got out of the cab and began to deftly snap off the bumper, under which a neatly executed platform with a jammed winch was discovered. “It crawls well, yes. Thrust? Enough,” he answered our questions. A fan of swamps and mud "mechanics" handy. In the meantime, due to the lack of an automatic transmission version in the range, the beautiful pickup lost attention from those who value comfort and are close to the principle "the number of legs should match the number of pedals." And there are a lot of them. Do not forget that not everyone liked a certain lack of traction on the bottoms, the specifics of the gearbox and clutch drive. Even Andrey Sudbin, our deputy editor-in-chief, who has vast off-road experience behind him and has traveled almost all pickup trucks from Nissan NP300 to GMC Sierra and Ford Raptor, was not delighted with the characteristics of the pre-styling Amarok's bi-turbo supercharged engine and the selection of gear ratios. Finally, it happened: last fall, Volkswagen presented a model with an eight-speed automatic and upgraded engines at the Moscow Motor Show. Unlike the “mechanics”, which works with both the part-time and the center differential, the car with a gearbox manufactured by ZF is equipped exclusively with a permanent all-wheel drive system based on the Audi Q7 transmission. Such a symbiosis should make the truck more versatile in the eyes of consumers.
Another hot novelty of the season is the next generation Ford Ranger. Still a Spartan "truck" or a serious opponent to the European competitor?
Shooter Fedor and NATO caliber
_VWAmarok_FordRanger_Page_09_Image_0001.jpg)
No more of that old Uncle Sam heading down the Mazda BT-50 trail. The new Ranger is no longer the old pokovboy rude, sadistically cramped pickup truck. The silver bristles were brushed off with a razor, they worked on weather-beaten skin in the spa, fed gainers in the gym, and now we have a fundamentally different car in front of us. Is it a rural laborer? In the cockpit, as if in a modern crossover: the A-pillars are dashingly littered, the rounded front makes it difficult to immediately feel the dimensions (there is no such problem in the Amarok), the dashboard is “inflated”, and the design of individual elements is a step away from the explorer’s internal space. The increase in wheelbase and overall length solved the problem of tightness in the second row of seats. And if the front of the car, according to our measurements, has become only a little wider, then the space in the back is now simply royal. A man of average height is at ease inside. There are no problems for those who have reached over 185 cm and “curb weight” under a centner - they sit comfortably both in the driver’s seat and in the second row “by themselves”.
But Amarok is still more spacious for the driver: the ceiling is higher, the longitudinal adjustment of the seat is larger. Volkswagen has no ergonomic flaws, no matter how you look for them. Everything is strictly, thoughtfully, qualitatively. Of the barely noticeable roughness, we note only the absence of a coolant temperature gauge on the functional instrument panel and a not very convenient mechanism for reclining the back of the rear sofa.
The Ranger is also very good, but it has a little more “jambs”. The power window control unit is shifted back to the elbow, and in order to operate the keys, you have to bend your arm. Strangely enough, reach steering column adjustment never appeared, although in fairness few mid-size pickups can boast of it. The navigation system was also disappointing: the monitor is very small, and the controls are completely incomprehensible.
One interesting fact came to my attention. “It is interesting that the landing, and the general impression of the bowels of the Amarok, is more crossover than cargo. The amenities are extraordinary! But, alas, this introduces dissonance in the perception of the machine. Is this an overgrown Golf or an “immature” Touareg? Where is the gruff personality that a real truck should have?” - we wrote about Volkswagen in 2011, when the car clashed with the previous generation of the Ranger and laid it on both blades in terms of points. But now, against the backdrop of a progressive Ford interior, the Amarok no longer seems like a fattened or mutated Golf. Strict dark trim, subjectively more vertically mounted pillars (sorry, the uncleaned area that the wipers leave on the driver's side is wider than that of the opponent), excellent visibility and a hood looming ahead. Touareg? Take more - a long-range tractor!
Comfortable pickup and... not a pickup at all
_VWAmarok_FordRanger_Page_04_Image_0001.jpg)
The Ford's cabin soundproofing is excellent, but the controls are subject to small, typical diesel vibrations. Amarok shamelessly "deceives" even more. Not only is it very quiet inside, and the roar of the torquey “four” is almost inaudible until the tachometer needle breaks out beyond 3500–4000 rpm, but the smoothness of the ride is completely different from that to which Japanese pickups have accustomed us, especially hard Navara and BT-50. It is extremely difficult to guess that the rear axle is suspended on three-leaf springs (the Heavy Duty version has five-leaf springs and increased load capacity) - the German tread is soft and unusually noble for a truck. Ford is noticeably tougher, but not uncomfortable and, most importantly, got rid of the “goat” inherent in its predecessor if you go empty.
In the corporate hierarchy, the 2.2-liter Duratorq engine is assigned a median role. We add with regret: being docked with a machine gun, it turns out to be average not only in rank, but in all senses. Alas, a pickup truck with a bunch of diesel and a leisurely six-speed automatic is no match even for its fellow on the “mechanics”. According to the factory data, a peak of 375 Nm is already available at 1500 rpm, but driving “on the moment” is not easy. At low revs - empty, the pickup godlessly "dumb". If you press the pedal a little harder, it’s already dense: with a roar, the Ranger tries to impress with dynamics in the wings. After a little adaptation, we managed to find the golden mean in this riot of contrasts. But outside the city, with intense highway overtaking, Ford often trained our nerves. The box responds with a kickdown with a noticeable, almost two-second delay, the engine spins out with a roar, but turns sour at high speeds, and the photographer sitting on the right manages to remind that he is still young and wants to live. Meanwhile, on the small display of the on-board computer, numbers of completely non-diesel fuel consumption begin to be displayed ... We would choose the "mechanics", which is still more convenient. But there were no complaints about handling or brakes.
Amarok with a gun is what you need. In terms of smoothness and speed, the 8-speed unit is at the level of the DSG preselective gearbox, and in terms of logic, perhaps even better.
ford ranger
_VWAmarok_FordRanger_Page_03_Image_0002.jpg)
The Ford Ranger power unit is placed longitudinally in front. Simple symmetrical differentials (D) are installed between the front and rear wheels. Cross-wheel locks are simulated electronically. The previous generation model did not have a stability control system, and a self-locking differential was installed in the rear axle. There is no center differential, so the front axle is connected rigidly. There are three modes of operation of the transmission, which the driver can select using a washer near the automatic transmission selector. In 2H mode, only the rear wheels are driven. When the 4H program is selected, the front wheels are connected, and when the washer is moved to the 4L position in the transfer case, a downshift (PP) is activated. The manufacturer does not recommend using the 4H and 4L modes on dry pavement, as one of the transmission elements may fail due to overloads.
They are SUVs, whatever one may say.
_VWAmarok_FordRanger_Page_06_Image_0001.jpg)
Ranger, like almost all "classmates", except Mitsubishi L200 with Super Select transmission and, in fact, Amarok with center differential, has retained the classic part-time scheme. In the absence of a lock in the rear axle, you can rely on electronic simulations tied to the ESP, which appeared on the model for the first time. Volkswagen with automatic transmission does not have a downshift, and its function is assigned to the "short" first step in the automatic transmission. The forced locking of the rear differential and the transfer of ABS and ESP to off-road mode, plus the activation of the "assistant to descend the mountain," helps him to overcome difficult sections very effectively. Progress on the snow, as well as diagonal hanging, do not present a serious obstacle for our duelists. With the Ranger, however, you need to keep your eyes open for a banal reason: because of a not too fighting power unit. As we expected, it was he who became the main "anchor" on the off-road. But otherwise, the Ranger will breathe new life into jeepers who love to grumble, they say, “the SUV is not the same now, only SUVs.” The geometric cross-country ability is excellent, you can only complain about overhangs, a tow bar and useless decorative arch-steps, which cause the worst exit and ramp angles. So, for example, Ford's footsteps (short people are happy because, unlike the Amarok, there is no handrail on the A-pillar) “eat up” 83 mm of clearance. Almost all the layout subtleties of a beginner that can create some difficulties on the road are grouped in front of the bottom. There is only a plastic shield in front of the crankcase. The gaps next to the wheels and under the low levers are the smallest of all measured.
Amarok lacks power protection of the engine pan, while the clearance to the ground under the front axle in the center is almost equal to the Ford one. It is possible to damage the crankcase of an engine covered from below with an anti-roll bar only on a really heavy off-road. So if you get out into the wilderness, sheet protection will not hurt. The fuel tank and exhaust tract elements in the central part, hanging below the vehicle frame, are knocked out of a rather "slender" row of units and assemblies, pressed under the bottom, and may be the first to suffer on the terrain.
_VWAmarok_FordRanger_Page_05_Image_0002.jpg)
The Volkswagen Amarok power unit is installed longitudinally in front. Symmetrical differentials (D) are installed between the wheels of the front and rear axles. The rear differential is locked forcibly, with a button located near the automatic transmission selector (B). The torque between the front and rear axles is distributed by a transfer case with an interaxle self-locking differential. Structurally, the Amarok all-wheel drive system is based on the transfer case of the Audi Q7 / Volkswagen Touareg, which is modified for the pickup. Unlike the modification with the part-time transmission, the car with the full-time scheme does not have a demultiplier. The Offroad ESP program (activated by the button near the automatic transmission selector) changes the ABS and ESP operation algorithm. For example, at speeds below 50 km/h, the stability control system intervenes later than usual to correct understeer.
Is the good still available?
The automatic transmission is offered on the diesel Ranger Double Cab 2.2 TD, starting with the XLT configuration, which differs from the test Limited (from 1,445,000 rubles) in the presence of air conditioning, not separate climate control, fabric seat upholstery, mechanical adjustments of the driver's seat. In addition, the XLT cannot be ordered with a rear-view camera, available with the optional 5-inch color display audio package, navigation and Bluetooth.
The base Volkswagen Amarok, which is standardly equipped with power windows, power mirrors, heated front seats, an active safety complex with a two-row cab and an automatic machine, costs from 1,246,900 rubles. And the top Highline (just like that was on our test) starts from 1,494,100 rubles. Given the balance of driving properties, good cross-country ability and an almost light level of comfort, the price tag does not seem overpriced at all.
We will be careful not to say that the six-speed “fluid mechanics” paints a 2.2-liter Ford truck. But after all, on this modification, the light did not converge like a wedge. There's always the good old "mechanics" or... "Second gear, the clutch casually released, and the pickup effortlessly climbs the slope." This is a Ranger with a 470 Nm “three and two” scrap diesel, which I had a chance to ride during the Russian presentation of the model in the Elbrus region. Our option! As for the German pickup truck, this is a wonderful car in which you don’t feel at least somewhat deprived when you change into it from SUVs that cost a couple of million rubles more. We suspect that the unique one, which combines the advantages of different types of cars and costs no more than its competitors, has good chances in the market.
_VWAmarok_FordRanger_Page_07_Image_0001.jpg)
| The results of geometric and weight measurements made by editorial experts in the conditions of an auto-polygon | ||||
|---|---|---|---|---|
| ford ranger | ||||
| C | Clearance under the front axle in the center, mm | 222 | 226 | |
| Clearance under the front axle in the shoulder area, mm | 201 | 210 | ||
| Clearance under the rear axle in the center, mm | 212 | 242 | ||
| Clearance under the rear axle in the shoulder area, mm | 305 | 320 | ||
| D | Minimum clearance inside the base, mm | 418 | 296 | |
| Clearance under the frame or side member, mm | 325 | 325 | ||
| Clearance under the fuel tank, mm | 340 | 279 | ||
| B1 | Cabin width in front, mm | 1380 | 1480 | |
| B2 | Rear cabin width, mm | 1425 | 1440 | |
| B3 | Load platform width min./max., mm | 1126/1417 | 1220/1620 | |
*R point (hip joint) to accelerator pedal
** The driver's seat is set to L 1 = 950 mm from point R to the accelerator pedal, the rear seat is shifted all the way back
***Measurements were made in the upper position of the air suspension.
| Vehicle Specifications | ||
|---|---|---|
| ford ranger | ||
| MAIN CHARACTERISTICS | ||
| Length/width/height, mm | 5359/1850/1815 | 5254/1954/1834 |
| Wheel base, mm | 3220 | 3095 |
| Track front / rear, mm | 1560/1560 | 1647/1647 |
| Curb / full weight, kg | 2063/3200 | 1975/2820 |
| Maximum speed, km/h | 175 | 179 |
| Acceleration 0–100 km/h, s | 12,6 | 10,9 |
| Turning diameter, m | 12,4 | 12,9 |
| FUEL CONSUMPTION | ||
| City cycle, l/100 km | 11,9 | 10,1 |
| Country cycle, l/100 km | 8,0 | 7,3 |
| Combined cycle, l/100 km | 9,4 | 8,3 |
| Fuel/fuel tank volume, l | DT/80 | DT/80 |
| ENGINE | ||
| engine's type | Turbodiesel | Turbodiesel |
| Location and number of cylinders | R4 | R4 |
| Working volume, cm 3 | 2198 | 1968 |
| Power, hp/kW at rpm | 150/110 at 3700 | 180/132 at 180/132 |
| Torque, Nm at rpm | 375 at 1500 | 420 at 1750–2250 |
| TRANSMISSION | ||
| Transmission | 6AT | 8AT |
| Downshift | 2,48 | – |
| CHASSIS | ||
| Front suspension | independent, spring | independent, spring |
| rear suspension | Dependent spring | Dependent spring |
| Steering gear | Rack | Rack |
| Brakes Front | Disc ventilated | Disc ventilated |
| Brakes Rear | drums | drums |
| Active Safety Tools | ABS, ESP, EBD, EBA, HAS, HDC | ABS, ESP, EBA, EDL, ASR, EBC |
| Tire size | 245/70 R16 (29.5")* | 255/55 R19 (30.0")* |
| MAINTENANCE COSTS | ||
| Estimated costs for the year and 20 thousand km, rub. | 227 296 | 207 814 |
| The calculation takes into account | ||
| Cost of OSAGO+CASCO policies**, rub. | 136 622 | 115 530 |
| Road tax in Moscow, rub. | 5250 | 9000 |
| Base cost of maintenance***, rub. | 19 200 | 19 666 |
| We are standing. first oil change***, rub. | 5500 | 10 000 |
| Frequency of maintenance, thousand km | 15 | 15 |
| Fuel costs for the combined cycle, rub. | 60 724 | 53 618 |
| WARRANTY TERMS | ||
| Duration of the guarantee, years/thous. km | 2/no limit | 2/no limit |
| CAR COST | ||
| Test equipment ****, rub. | 1 755 800 | 1 600 000 |
| Basic equipment****, rub. | 1 373 000 | 1 246 900 |
**Averaging based on data from two large insurance companies
***Including consumables
****At the time of preparation of the material, taking into account current discounts
| Expert assessments based on test results | ||||
|---|---|---|---|---|
| Index | Max. score | Ford Ranger | Volkswagen Amarok | Positions in the ranking |
| Body | 25,0 | 19,9 | 18,8 | |
| Driver's seat | 9,0 | 5,9 | 6,8 | With a final score of 40 points, the new Ranger took a place at the top of the 4th ten in the "Body, Ergonomics and Comfort" rating and, against the backdrop of a modest result of its predecessor (32.9 points), clearly demonstrated what progress is. Ford pulled up significantly in all positions and performed especially strongly in the Safety category, earning five stars in the EuroNCAP crash tests, which no other pickup truck could do before. The achievement is reflected in our assessments. Volkswagen Amarok in total received 39.9 points and occupied the line between Toyota Highlander and Mercedes -Benz GLK. "German" has a more spacious body, but received a lower score in the "Cargo Platform" nomination. This is explained by the fact that the carrying capacity of the "German", equipped with a "comfortable" suspension with rear three-leaf springs, is significantly less than that of the Ranger. |
| Seat behind the driver | 7,0 | 6,4 | 5,6 | |
| cargo platform | 5,0 | 3,6 | 3,4 | |
| Safety | 4,0 | 4,0 | 3,0 | |
| Ergonomics and comfort | 25,0 | 20,1 | 21,1 | |
| Governing bodies | 5,0 | 4,3 | 4,8 | |
| Devices | 5,0 | 4,7 | 4,8 | |
| Climate control | 4,0 | 3,1 | 3,2 | |
| Interior materials | 1,0 | 0,6 | 0,9 | |
| Light and visibility | 5,0 | 3,7 | 3,7 | |
| Options | 5,0 | 3,7 | 3,7 | |
| Off-road qualities | 20,0 | 15,6 | 14,8 | |
| gaps | 4,0 | 3,0 | 3,3 | History repeated itself: Ranger again snatched victory from Amarok in the "off-road" rating. Ford finished in the bottom of the 2nd ten for "Off-Road Performance". This is one of the best results among all pickups that have ever been tested by the ORD. Volkswagen also secured a fairly solid place for a truck at the top of the 3rd top ten in the ranking. Ford's winning position is due to the presence of a reduction gear and tires with a higher profile. |
| corners | 5,0 | 3,5 | 3,8 | |
| Articulation | 3,0 | 2,6 | 2,5 | |
| Transmission | 4,0 | 3,4 | 2,5 | |
| security | 2,0 | 1,4 | 1,3 | |
| wheels | 2,0 | 1,7 | 1,4 | |
| Expeditionary qualities | 20,0 | 15,4 | 16,6 | |
| Controllability | 3,0 | 2,1 | 2,2 | A paradoxical situation: both pickups show a modest appetite in the combined cycle and deserve the highest possible mark for the range on the highway, but in the "Expeditionary qualities" nomination, they took relatively low places. Ford Ranger took a place in the 8th ten of the ranking, and Volkswagen settled in the 5th ten. The provisions in the nomination are explained by the specifics of scoring and the introduction of the columns “Loading platform volume” and “Back sofa width” for pickups instead of “Carrying capacity” and “Unfolded trunk length” for SUVs. |
| Driving comfort | 3,0 | 1,9 | 2,1 | |
| Accelerating dynamics | 3,0 | 2,5 | 2,7 | |
| Fuel consumption (combined) | 3,0 | 2,8 | 3,0 | |
| Highway range | 2,0 | 2,0 | 2,0 | |
| Load platform volume | ford ranger||||
_VWAmarok_FordRanger_Page_10_Image_0001.jpg) | _VWAmarok_FordRanger_Page_10_Image_0002.jpg) |
|||
| pros | High level of modern equipment, spacious second row of seats, good off-road potential | Outstanding ride and comfort for a pickup truck, superb engine and automatic | ||
| Minuses | Apathetic power unit, interior design for an amateur, ergonomic flaws | Traditional austerity and gloom for Volkswagen cars in the interior | ||
| Verdict | Decent mid-size pickup, but ... 2.2 TD AT and 3.2 TD AT share 112,000 rubles. The choice is yours | Pickup, devoid of a number of typical shortcomings and endowed with the strengths of cars of other classes | ||
text: Asatur BISEMBIN
photo: Roman TARASENKO
The Volkswagen Amarok test took place on a long weekend, which even helped to better reveal its character.
Video test Volkswagen Amarok below, specifications at the end of the article.
Please vote, expressing your sympathy for the Volkswagen Amarok - move the cursor of the MPS Index on the scale that we offer at the beginning and at the end of the article.
VW Amarok: Commercial car
Amarok is the most expensive pickup truck officially supplied to the Russian market. At least the main competitors in the face (from 1,629,900 rubles) and (from 1,976,000 rubles) are more affordable. The first and at all for a good half a million rubles. What is there in Volkswagen to be so expensive and is the price justified at least 2,131,200 rubles?
Volkswagen-Amarok 2017 is a test car at a price of 2,254,700 rubles. Accelerates easily.
Power-to-weight ratio
Under the hood is a diesel biturbo engine (motor with two turbines) 2.0 BiTDI with 180 forces. Peak torque of 420 Nm is available early from 1500 rpm, but the maximum torque range is quite narrow up to 2000 rpm. However, pickup acceleration comes easy.
Classic automatic and no DSG.
The test VW Amarok is equipped with a classic eight-speed automatic with a torque converter. The box works quickly and adequately, without complaints. On a car from a commercial model line, no DSG! Although the machine is not uncontested. The choice is either he, or a six-speed "mechanics" (surcharge for the "automatic" 98,500 rubles). Although, paying extra for an automatic transmission, the buyer, together with it, also receives a permanent all-wheel drive system (4 Motion), while with the “mechanics” the all-wheel drive will be plug-in, but with a demultiplier (“lowering” in our opinion).
Volkswagen-Amarok could carry short Christmas trees, but they've already sold out.
However, with such a power-to-weight ratio and acceleration to hundreds in 11.3 seconds (according to the passport), weight distribution and constant assistance of the front axle are much more important. A common pickup problem is uneven weight distribution with an underloaded rear axle, especially noticeable with an empty body. Although, in fairness, it is worth noting that the front axle can also be active in the Mitsubishi L200 with the Super Select system. So, not to say that 4Motion is Amarok's unique competitive advantage.
Volkswagen-Amarok on a winter road near Kazan. If a 2-ton car hangs on its belly on a snow bank, your firewood customers cried.
With an empty body, the rear axle is noticeably underloaded.
On winter public roads, the mass of the car (1988 kg) and the uneven distribution of it between the axles are still felt. On a straight steering wheel, it is excessively weightless and not particularly informative, and when braking, you have to press the left pedal, deceleration develops with a delay, inertia is gradually suppressed. At the same time, on winter asphalt, Amarok easily keeps the main 109 km / h without scouring in a straight line. The wind outside is almost inaudible, but the roar of the engine is heard in the cabin: the voice of the biturbodiesel cuts through already from 2000 rpm.
Volkswagen-Amarok: hear how the diesel works at idle? We hear in the cabin.
Salon
After a recent restyling, Amarok acquired new optics, different bumpers, but the main metamorphosis, noticeable to the eye, happened in the cabin. Although the official photos, which show the interior of the maximum version, the difference is more noticeable. Everything is decided by the large screen of the multimedia system. In the test machine, the player and radio are simpler, with a small monochrome display. Therefore, it is necessary to collect the differences between the interior and the pre-reform version in detail. This is where you notice that the interior of the Amarok was updated only relative to its own restyling, which is why all the accessories are already known and are found on almost every model of the Volkswagen brand. Steering wheel, air conditioning unit, instrument panel and almost everything. Volkswagen changes the quality of finishing materials more often than the elements themselves. By the way, the plastic in the Amarok looks solid, but in fact it is solid, at the level of the Polo, not higher. Yes, there is a 12 volt socket in the back.
The salon is recognizable. The brand is determined immediately, but the model is determined only after organoleptic contact.
In a rich configuration, the center of the cabin is a multimedia screen.
On the second row, tall people are cramped.
Glamor in boots
Yes, on the one hand, this is a commercial vehicle. It should not amaze the imagination with the transcendent quality of materials. But on the other hand, a German pickup truck (after restyling it is delivered to the Russian Federation from Hannover) is more expensive than its main competitors, and this imposes some “increased requirements” on it. So far, the Amarok is perceived more as a glamorous pickup truck - the choice of an enthusiast who bought it for its design, than as a conscious need for a work car with this type of body. It is no coincidence that after the restyling, the luxury Aventura equipment (from 3,525,500 rubles) appeared in the Russian lineup with emphasis on design and style. The Amarok pickup is more to show off, not work.
Over the long weekend, we were unable to load the handsome pickup truck. He himself, it seems, asked for it: download me. But no, to throw firewood there - it’s a pity for the body, it’s a bit short for the boards, everyone’s food is already across the throat. We just rode for fun in fashionable boots with spurs.
This is what the Volkswagen Amarok Aventura looks like
P.S.: After restyling, an important change was the appearance in the Amarok engine range of a three-liter V6 3.0 TDI turbodiesel. This is a kind of Volkswagen's answer to retrogrades, to those who still love and trust engines with a large displacement more. Moreover, such a motor can be obtained starting with almost the minimum configuration, but there is a nuance: so far only on paper. Despite the fact that the three-liter power unit is approved for the Russian market, it is still impossible to buy a pickup truck with this engine. Dealers don't have it.
Video test Volkswagen Amarok, specifications below.
VOLKSWAGEN AMAROK
Specifications| COMMON DATA | 2.0 TDI MT6 | 2.0 BiTDI MT6 | 2.0 BiTDI AT6 |
|---|---|---|---|
| Dimensions, mm: length / width / height / base | 5254 / 1954 / 1834 / 3097 | 5254 / 1954 / 1834 / 3097 | 5254 / 1954 / 1834 / 3097 |
| ground clearance, mm | 192 | 192 | 192 |
| Trunk volume, l | 2520 | 2520 | 2520 |
| Turning radius, m | 6,5 | 6,5 | 6,5 |
| Fuel / fuel reserve, l | DT / 80 | DT / 80 | DT / 80 |
| ENGINE | |||
| Location | Front lengthwise | Front lengthwise | Front lengthwise |
| Configuration / number of valves | R4 / 16 | R4 / 16 | R4 / 16 |
| Working volume, cu. cm | 1968 | 1968 | 1968 |
| Power, kW / hp | 103 / 140 | 132 / 180 | 132 / 180 |
| Torque, Nm | 340 at 1600 - 2250 rpm. | 420 at 1750 - 2250 rpm. | 420 at 1750 - 2250 rpm. |
| TRANSMISSION | |||
| Type | all-wheel drive | all-wheel drive | all-wheel drive |
| Transmission | M6 | M6 | A8 |
| CHASSIS | |||
| Suspension: front / rear | Multi-link / spring | Multi-link / spring | Multi-link / spring |
| Steering | rack and pinion with hydraulic booster | rack and pinion with hydraulic booster | rack and pinion with hydraulic booster |
| Brakes: front / rear | ventilated disc / drum | ventilated disc / drum |
➖ Unreliability (susceptibility to various breakdowns)
➖ Color quality
➖ Music
pros
➕ Patency
➕ Manageability
➕ Visibility
➕ Design
The advantages and disadvantages of the Volkswagen Amarok 2018-2019 in a new body are identified based on feedback from real owners. More detailed pros and cons of the Volkswagen Amarok with mechanics, automatic and 4x4 all-wheel drive can be found in the stories below:
Owner reviews
Beautiful! Comfortable, a lot of space in the back, the iron is thick, although it rusts at the moment. Amrok rides and steers very nicely, controlled on asphalt. Excellent seating comfort and visibility. Good native light, sometimes they really blink, the car is still high.
Of the minuses: blooms slowly! The engine is working on the verge of its capabilities, there is no stock at all. Everything must be done with great care. The machine is strange, not very coordinated.
There are no factory facilities for transporting and fixing goods, except for 4 loops, and it is not provided - only collective farms. Any covers and kungs rub the sides to holes! The roll bar, which does not rub, at the OD complete with Canyon arches (they are really comfortable and allow the Katyusha to carry length gauges) costs 700,000 rubles!
Repair at the official space - the difference is up to 10 times! There is NO REAL WARRANTY! In the event of a break after replacing the timing, you will be refunded 500 rubles. for a belt, with a repair cost under 200,000 rubles.
Andrey Tashmatov, drives a Volkswagen Amarok 2.0 BiTDI (180 HP) AT 2013
Video review
And what exactly to expect from a commercial vehicle? Many other pickups, by the way, are not positioned as commercial ones. It would be okay, but the price tag is too high ...
The design of the VW Amarok, of course, is not for everyone, but square wheel arches are an archaism of American pickups of yesteryear (look at the Chevrolet Colorado), and “squareness in general” does not have the best effect on aerodynamics.
A small engine (only 2.0 liters) - all sorts of turbos, this, of course, is good and right, but the volume will never be superfluous. There is no interaxle differential - if you don’t get out of the mud at all, then you can, of course, dissect on rigidly connected axles, but in winter, in urban slush, you can’t comfortably drive either in rear-wheel drive or in full with rigidly connected axles, i.e. Amarok is far from universal. Well, to the heap - he has a cramped interior! There are pickups from the same class more spacious.
Maslenizza Ok, drives a 2013 Volkswagen Amarok 2.0 BiTDI (180 HP) 4motion MT
Volkswagen Amarok - a truck, what to expect from it. On the first Amarok, I put a cast-iron stove weighing 120 kg. I took it and wanted to hand it over to the metal acceptance. They could not open until the evening, everything was flattened. They lifted the board and opened it after about an hour, so it was dangerous to carry two bags of cement.
When dual-mass flywheels began to fly in large quantities, the plant threw off the program and unloaded the input shaft - this is the opinion of the plant. They installed these programs on the sly, and then they said that they installed a mandatory program without my consent.
So, this Amarok became quite a ram, not a wolf. You give gas, and he stands like a ram and thinks ... and then he starts to go ... And this is all on the sly, without my consent.
Besogon, drives a 2013 VW Amarok 2.0 BiTDI (180 HP) 4MOTION AT
Enough. I will write. Bought a Volkswagen Amarok in 2012. Complete set for 1,560,000 rubles. I got everything I needed and left for 2 million. I skated 50 thousand km. and the dual-mass flywheel, the clutch disc, the low beam lamps burn no more than 10 thousand km. mileage, there should have been a box in line - they don’t go for a long time.
I decided to change to a new Amarok, also fully equipped, with a gun, paid extra and left again for two million rubles. Skated 30 thousand km. and welled box, front brake discs do not go more than 25 thousand km. Changed for my money.
I waited for a gasket under the kung for exactly a year, when they change it, but I did not wait. Now I'm waiting for the box, they promise to change it. As they change, I’ll sell it right away ... A full bucket, as they say, and not a car, although the first was assembled in Chile, and the second in Hannover.
Constantly petty work: either the buttons on the door will leave, then the wipers, then the seats, etc. ad infinitum ...
The owner drives an Amaroke 2.0 BiTDI (180 HP) 4WD AT 2013
I bought the first Amarok in 2013, before that there were three station wagons in a row (Ford, Honda and Subaru), so I could not get used to landing for a long time. With my runs (an average of 60,000 km per year), this is important, but then I got used to it and remembered the convenience of driving a high car.
General impressions: a comfortable truck, convenient for work and life, inexpensive to maintain (except for maintenance up to 160,000 km, I didn’t repair anything, and then replacing ball joints without levers cost a penny), it drives well both on asphalt and on other roads. Automatic and all-wheel drive work well.
Three years later I changed to a new Amarok, I do not regret anything. Of the advantages, I note a good suspension that “swallows” a lot of things without noticing, springs of 5 sheets allow you to load more than a ton into the car (on a new car, however, 3 leaf springs), with a quiet ride it is quite economical - up to 7 liters of diesel fuel per hundred, at speeds over 130 km / h - up to 9 liters.
Among the shortcomings: in bad weather, side windows and rear-view mirrors are splashed.
Review of Volkswagen Amarok diesel 2.0 (180 hp) with automatic 2016
So, the updated Amarok. What changed? The new front end is a matter of taste, I personally like it more than the old one, with round foglights. It's a pity we didn't get xenon, although on order - please. With xenon Amarok looks generally great, and it shines much better. If you have a choice, I would recommend.
The new front panel is definitely a plus. Firstly, it is simply beautiful - the round elements were removed, the style was made stricter and “more purebred”. Secondly, she (thank God!) did not lose her enviable functionality.
Now for the cons. I can't stand innovation just for show. It's the same story with music. All added? Well, it means that something must be spoiled. They spoiled nothing at all - the music itself. As a result, you can listen to music even from a flash drive, even from an SD card, even from a disk; How did it happen?!
Next - piano lacquer on the panel. Honestly, I already want to find that wonderful person who opened a global plant for the production of this muck, and roll this “piano” somewhere for him ... What kind of mass insanity on this material did automakers happen? Well, obviously: cheaply shiny, dirty and scratched from any touch material.
By operation. After the break-in, the car went on an expedition "in a big circle": to Yakutia along the winter road through Ust-Kut and Taas-Yuryakh and back through Yakutsk and Skovorodino. And there, in Yakutia, it has already broken down. The microclimate control unit failed. In fact, the only truly new spare part in the entire car, which was introduced during restyling!
Review of Volkswagen Amarok 2.0 diesel with mechanics 2016
