Volkswagen Amarok W600 2026: Australian first drive

Volkswagen Australia is certainly pumped about its big-wheeled, fat-tyred, handling-tuned Amarok dual-cab ute.

Developed by Walkinshaw Automotive in outer-Melbourne, just like the last W-series Amarok that finished production two years ago, this new-generation version has its entire lifespan ahead of it, as well as some lofty aspirations – including potential export opportunities as well as future upgrade packages beyond the core W600 treatment.

But we’re getting ahead of ourselves. The point of this second taste of a pre-production Amarok W600 (due to go on sale later in 2026) is to see its unmasked visage, and to drive it for the first time (around GM-Holden’s former proving ground at Lang Lang in Victoria).

We extensively covered the W600’s suspension-hardware, wheel/tyre and body upgrades in January, but as a refresher, this new-gen W-series is based on a 3.0-litre turbo-diesel V6 Style 4Motion, equipped with options such as a Savona leather interior.

But after the Walkinshaw treatment it stands proud as the most comprehensively equipped Amarok in Volkswagen Australia’s line-up.

Amarok buyers have historically gravitated towards high-spec variants, while W-series buyers prioritise driving feel and enhancements to performance/handling/suspension, as well as vehicle styling, so the W600 essentially satisfies both camps.

Visual changes include completely new front styling, bespoke wheelarch extensions covering buff 20 x 10.0-inch ‘shadow-chrome’ alloys designed by former HSV stylist Julian Quincy, broader track widths (by around 40mm at both ends), electrically deployable matte-black side steps, Walkinshaw badging and grey detailing.

What we’re at Lang Lang to test is the effectiveness of what’s been changed underneath, as well as the grip levels of the fat 285/50R20 Michelin Pilot Sport 4 SUV tyres worn by this P2 pre-production vehicle, which is super-close to the imminent production version.

It probably helps that the heavens have opened and Lang Lang is soaked because the contrast between the fancy new Michelins and the all-terrain Goodyear Wrangler 255/65R18 tyres worn by the stock Style also on hand couldn’t be starker.

In a full-ABS braking test from 100km/h, the W600 bit into the surface and pulled up consistently and strongly, whereas the Style – fitted with the same braking hardware – skated across the wet surface, struggling to find grip. The difference in stopping distance was at least five metres, though it felt like more.

Next up, slalom, approached at 80km/h with around 10 cones to navigate. Here, the W600’s custom 22mm rear anti-roll bar, bespoke Koni dampers (FSD frequency-selective hardware merged with stronger Raid casings) and deleted front anti-roll bar – combined with premium tyres – delivered a confident, planted, effortlessly balanced handler.

The front bar was deemed unnecessary in achieving a slight rear handling bias, and the slalom showed the effectiveness of this set-up – turning in keenly but neutrally, body staying flat, steering nicely firm and consistently responsive. All combined with excellent wet-surface grip.

The standard Style was pretty good as well – especially given the weather conditions – though it rolls considerably, takes longer to respond to change-of-direction requests, and requires quite a lot more effort from its driver.

Out on the sodden ride-and-handling track, however, the Style was a handful. Lang Lang’s curvy and lumpy course can be slippery even in the dry, so the rain did its mediocre grip no favours. It slithered around, even when driven as smoothly as possible at pace, and would’ve been off into the grass had we attempted any heroic manoeuvres.

In contrast, the W600 was a waltz in the park. Almost immediately, it demonstrated the superiority of its ride control compared to the Style – minimising vertical movement while better absorbing surface irregularities. And into the first corner – a tightening off-camber left-hander – it simply pointed where it wanted to go and hung on…unlike the wayward Style.

Walkinshaw said it chose to fit the Michelins over equivalent Pirelli and Continental rubber because they matched the others in the dry but were clearly superior in the wet. And Lang Lang demonstrated what a massive difference good-quality tyres make to any vehicle, let alone a tall, two-plus-tonne ute with a leaf-sprung live rear axle.

Indeed, with its bespoke componentry and finessed suspension tuning, the new-gen W-series proved that a dual-cab ute can be fun to drive while also riding quite well – aspects that are rarely attributed to most dual-cabs because of the huge tuning compromises required to make them tow a class-competitive 3500kg.

Thankfully, the W600 retains a proper 3.5-tonne braked towing capacity.

Without that extreme requirement, the W600’s suspension is afforded some much-needed breathing room. And, at least at Lang Lang, that’s how it plays out.

It turns in eagerly and confidently, its relatively precise steering is firmly weighted but never heavy, and you can always sense that the pivot point for its handling is much further rearward, giving it great balance. Add the elevated grip levels of those chunky Michelins and it’s a real achievement.

Nothing has changed in terms of braking hardware and drivetrain software, but the W600 shows that the Amarok was already strong in both areas.

Despite repeated hard stops from 100km/h, the four-wheel disc brakes retained their pedal strength (though did get quite hot) while the 184kW/600Nm oiler V6 with 10-speed automatic transmission proved smooth, refined and impressively powerful.

There’s a pair of W-branded 3.5-inch exhaust tips poking out from the behind the driver’s rear wheel, attached to new piping from the cat’ back, which adds some ‘wonderjock’ beef to the W600’s powertrain, but in reality it seems to achieve little. There’s some subtle bass at idle and during acceleration, however this is no Ranger Raptor.

Going forward, it’s likely that Walkinshaw Automotive will further develop the Amarok’s hardware – meaning the W600 is essentially the foundation variant for what may be possible in the future.

A test-mule W-series at Lang Lang was fitted with a visibly upgraded braking set-up, hinting that there may be an optional braking package on its way. There’s also a possibility of expanding the W-series repertoire to include a more performance-oriented variant, with Walkinshaw focusing on tuning the powertrain to take advantage of its excellent dynamic ability.

Either way, the production W600 is almost a reality. Walkinshaw mentioned that wheel alignment hadn’t been signed off, though after talking to test engineer Darren Webster – who’s been with the Walkinshaw for 37 years – and driving it ourselves, the W600 seems damn good the way it is.

As a book-end to the day, Webster takes each of us for a hot lap around Lang Lang in the W600. He credits former motorsport champion and HSV boss John Harvey with teaching him how to drive, and he also worked on the greatest Holden Commodore ever – the HSV W1. So it’s no surprise that old mate is a dab hand behind the wheel.

Webster demolishes the ride and handling circuit in the W600, blasting through standing water, sawing away at the wheel through the lumpy left-hander onto the main straight, and then getting daylight under the Amarok’s Michelins over the famous ‘yumps’ next to the Chalet where we’re all sheltering from the moisture.

After 27 years of visiting Lang Lang, it’s the first time I’ve ever experienced “air” under the wheels of a vehicle over the yumps. And yet the W600 was unflappable – both for its body control and its absorbency. It goes to show just how effective a proper suspension set-up can be, even in a work ute still wearing cart springs!

Expect the production Amarok W600 to launch during the third quarter of 2026, priced between $90,000 and $100,000 before on-road costs or any options you might throw at it.