Displaying items by tag: Pickup

The Nissan Frontier pickup truck has been redesigned for 2022. It’s more modern, with good technology in the cabin and a ride quality to meet the standards of today. In addition to a new cabin and suspension, the chassis has been revised and the exterior styling gets a full makeover.

The Frontier remains mid-sized with the same wheelbase of 126 inches and the same 5-foot bed on the crew cab, and longer wheelbase with 6-foot bed on the extended cab. But the overall length of both versions has been increased by 4.5 inches, all at the grille and front bumper.

The new Frontier is still brawny, if less distinctive because so many trucks since then have gone for a similar look. The 2022 Frontier has bulging fenders and a long sculpted hood that protects its 3.8-liter V-6. It produces 310 horsepower and 281 pound-feet of torque, mated to a 9-speed automatic transmission.

The drivetrain powers the rear wheels in standard configuration, while part-time 4WD with hill descent control is available. It’s a solid powertrain, the engine smooth and transmission responsive. It can tow 6,720 pounds–that’s the two-wheel-drive extended cab which comes standard with a trailer sway control, a system that automatically dabs the brakes if it feels anything starting to wander.

The new Frontier also handles better, with less body roll thanks to a bigger stabilizer bar in front and revised bar in the rear.

The Pro-4X model, for serious off-road use, comes with Bilstein dampers, skid plates to protect the bottom of the engine, transfer case, and fuel tank, plus a Dana rear axle and electronic locking rear differential, There’s also a Pro-X without 4WD, with just the Bilsteins but all the looks, including 32-inch Hankook all-terrain tires mounted on 17-inch alloy wheels.

The cabin catches up in technology, with an 8.0-inch touchscreen with Apple CarPlay/Android Auto, a 7.0-inch info display, and four USB ports.

The EPA rated the rear-wheel-drive Frontier at 18 mpg city, 24 highway, 20 combined, with the four-wheel drive at 17/22/19 mpg.

It hasn’t been crash tested yet, and automatic emergency braking is not standard. Blind-spot monitors, automatic high beams, and a surround-view camera system can be ordered.

Model Lineup

Made in Mississippi, the Frontier comes in S, SV and Pro-X models, with RWD or 4WD, and as an extended cab or crew cab.

The Frontier S starts at $29,015 for the 2WD extended cab, or $30,515 for 2WD crew cab. Four-wheel drive adds $3,200 or $3,000, respectively. It’s equipped with Bluetooth, four USB ports, LED taillights, 16-inch steel wheels, and trailer sway control.

The SV costs $31,715 and adds a power driver seat, 17-inch alloy wheels, a tow-haul driving mode, power mirrors, and automatic emergency braking.

The list of optional equipment includes heated front seats, a Fender sound system, and surround-view camera system.

The $35,415 Pro-X and $38,415 Pro-4X are crew cabs. They have a 9.0-inch touchscreen with navigation, 18-inch alloy wheels, more skid plates, and Bilstein shocks.


The Frontier has been more than redesigned, it’s been transformed into an angular and boxy-ish truck that’s the style today. The word Frontier appears large on the tailgate, which for 2022 is damped so it can’t slam down, or up.

The bulging and boxy fenders suggest a boxer’s shoulders and biceps. The details of the Pro-X make it look even tougher, with a highly visible skid plate in front, red tow hooks that stick out of the fascia, vertical intakes for cooling air, black alloy wheels, and LED daytime running lights.


The Frontier’s redesigned interior is much better than that in the previous truck. Make no mistake, it’s rugged like the exterior but more tranquil, with better materials and sound deadening. On the freeway, the cabin is almost silent.

A large touchscreen and intelligently located controls give the cabin a better attitude for hard work. It’s outfitted with lots of storage, and after a full day’s drive, the front seats proved their worth with good support.

The back seat’s better used for tools and equipment in extended-cab form. Its rear seat is a tiny bench. In the crew cab, back-seat passengers get more space to stretch out.

Driving Impressions

For a truck, the Frontier is reasonably rapid, with more than enough power for passing, with 310 horsepower and 281 pound-feet of torque from its 3.8-liter V-6. It uses a 9-speed automatic whose first three gears have low ratios that quicken the acceleration from a standing start and at low speeds. Cruising in higher gears, it responds reasonably quickly when the driver asks for more acceleration, without the hesitation we’ve experienced with rival 9-speeds.

The tow limit is 6,570 pounds and payload limit 1,480 pounds.

But it’s the ride where the Frontier excels. Its frame has been reinforced and its suspension has been retuned to improve stability. The new Frontier is so composed we might say it’s uncanny, at least compared to the old one.

The steering is quicker than the old truck, too, and that’s especially felt around town.
The Pro-4X, with Bilstein shocks, is more capable over rocky ground than the previous version.

Final Word

The 2022 Nissan Frontier has been completely redesigned, and it’s now one of the leading mid-size trucks. It’s a solid all-around performer, with the latest in technology available or standard across the board. Make it an SV—and make it a crew cab for the best value and utility.

Source: newcartestdrive.com

Published in Nissan
Thursday, 25 August 2022 04:01

2022 Nissan Frontier review

The Nissan Frontier pickup truck has been updated for 2022. It's more current, with great innovation in the lodge and a ride quality to fulfill the guidelines of today. Notwithstanding another lodge and suspension, the frame has been modified and the outside styling gets a full makeover.

The Frontier stays medium sized with a similar wheelbase of 126 inches and a similar 5-foot bed on the group taxi, and longer wheelbase with 6-foot bed on the lengthy taxi. Be that as it may, the general length of the two forms has been expanded by 4.5 inches, all at the grille and front guard.

The new Frontier is as yet muscular, in the event that less particular in light of the fact that such countless trucks since, have gone for a comparable look. The 2022 Frontier has protruding bumpers and a long etched hood that safeguards its 3.8-liter V-6. It produces 310 pull and 281 pound-feet of force, mated to a 9-speed programmed transmission.

The drivetrain powers the back tires in standard setup, while parttime 4WD with slope drop control is accessible. It's a strong powertrain, the motor smooth and transmission responsive. It can tow 6,720 pounds-that is the two-wheel-drive expanded taxi which comes standard with a trailer influence control, a framework that naturally spots the brakes assuming it feels anything beginning to meander.

The new Frontier likewise handles better, with less body roll thanks to a greater stabilizer bar in front and reexamined bar in the back.

The Pro-4X model, for serious rough terrain use, accompanies Bilstein dampers, slide plates to safeguard the lower part of the motor, move case, and gas tank, in addition to a Dana back pivot and electronic locking back differential, There's likewise a Pro-X without 4WD, with simply the Bilsteins however every one of the looks, including 32-inch Hankook off-road tires mounted on 17-inch combination wheels.

The lodge gets up to speed in innovation, with a 8.0-inch touchscreen with Apple CarPlay/Android Auto, a 7.0-inch data show, and four USB ports.

The EPA appraised the back tire drive Frontier at 18 mpg city, 24 expressway, 20 consolidated, with the four-wheel drive at 17/22/19 mpg.

It hasn't been crash tried at this point, and programmed crisis slowing down isn't standard. Vulnerable side screens, programmed high bars, and an encompass view camera framework can be requested.

Model Lineup

Made in Mississippi, the Frontier comes in S, SV and Pro-X models, with RWD or 4WD, and as a lengthy taxi or group taxi.

The Frontier S begins at $29,015 for the 2WD broadened taxi, or $30,515 for 2WD group taxi. Four-wheel drive adds $3,200 or $3,000, separately. It's outfitted with Bluetooth, four USB ports, LED taillights, 16-inch steel wheels, and trailer influence control.

The SV costs $31,715 and adds a power driver seat, 17-inch composite wheels, a tow-pull driving mode, power mirrors, and programmed crisis slowing down.

The rundown of discretionary gear incorporates warmed front seats, a Fender sound framework, and encompass view camera framework.

The $35,415 Pro-X and $38,415 Pro-4X are group taxis. They have a 9.0-inch touchscreen with route, 18-inch combination wheels, more pallet plates, and Bilstein shocks.


The Frontier has been more than updated, it's been changed into a precise and square shaped ish truck that is the style today. The word Frontier shows up huge on the rear end, which for 2022 is damped so it can't throw down, or up.

The protruding and square shaped bumpers propose a fighter's shoulders and biceps. The subtleties of the Pro-X make it look considerably harder, with an exceptionally noticeable pallet plate in front, red tow snares that stick out of the sash, vertical admissions for cooling air, dark compound wheels, and LED daytime running lights.


The Frontier's overhauled inside is obviously superior to that in the past truck. Depend on it, it's tough like the outside however more quiet, with better materials and sound stifling. On the interstate, the lodge is practically quiet.

An enormous touchscreen and keenly found controls give the lodge a superior mentality for difficult work. It's equipped with bunches of capacity, and following an entire day's drive, the front seats demonstrated their value with great help.

The secondary lounge's better utilized for apparatuses and gear in broadened taxi structure. Its back seat is a minuscule seat. In the team taxi, rearward sitting arrangement travelers get more space to loosen up.

Driving Impressions

For a truck, the Frontier is sensibly quick, with a sizable amount of force for passing, with 310 pull and 281 pound-feet of force from its 3.8-liter V-6. It utilizes a 9-speed programmed whose initial three pinion wheels have low proportions that revive the speed increase from a standing beginning and at low paces. Cruising in higher pinion wheels, it answers sensibly rapidly when the driver requests more speed increase, without a second thought we've encountered with rival 9-speeds.

As far as possible is 6,570 pounds and payload limit 1,480 pounds.

However, it's the ride where the Frontier succeeds. Its casing has been supported and its suspension has been retuned to further develop dependability. The new Frontier is so created we could say it's uncanny, basically contrasted with the bygone one.

The controlling is speedier than the old truck, as well, and that is particularly searched town.
The Pro-4X, with Bilstein shocks, is more skilled over rough ground than the past variant.

Last Word

The 2022 Nissan Frontier has been totally upgraded, and it's presently one of the main moderate size trucks. It's a strong all-around entertainer, with the most recent in innovation accessible or standard in all cases. Make it a SV — and make it a group taxi for the best worth and utility.

Published in Nissan
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The verdict: The 2021 Chevrolet Silverado 1500 full-size pickup truck is refined, capable and offers an impressive turbo-diesel engine option, but its primary competitors offer more luxury and innovation.

Versus the competition: Certain trim levels of the Ram 1500 are more luxurious than the Silverado 1500, and the redesigned 2021 Ford F-150 has more powertrain choices, including a hybrid that can also run high-draw power tools, but the Silverado nails the fundamentals with an unruffled driving experience and functional interior.

The Chevrolet Silverado 1500 was last redesigned for the 2019 model year, and the 2021 model offers a choice of three cabs, three bed lengths, five engines and eight trim levels. Now available is a new Multi-Flex Tailgate similar to the GMC Sierra’s MultiPro Tailgate, which can transform into a bed extender, assist step and more. Also available are additional camera technology for safer trailering and wireless Apple CarPlay and Android Auto smartphone connectivity.

Our test truck was a crew-cab, short-bed LTZ trim with the optional turbo-diesel 3.0-liter Duramax inline-six engine. With optional features and packages, the as-tested price was $60,265, including destination.

Related: 2021 Chevrolet Tahoe Z71 Vs. 2020 Silverado 1500 Trail Boss Z71: How They Compare

Diesel Drivability
The Silverado 1500’s available diesel engine is an impressive performer, delivering smooth power that moves the truck with ease. The engine is rated at 277 horsepower and 460 pounds-feet of torque, and it works with a responsive 10-speed automatic transmission that quickly kicks down when you need more power. Acceleration from a stop is smooth and predictable, and the diesel has adequate power reserves for high-speed passing.

While diesels have a reputation for being loud and unrefined, the Silverado’s diesel engine is nothing like that. There are some characteristic diesel noises, but they’re more of an underlying soundtrack rather than an overwhelming racket. There’s also no excess vibration; it’s as smooth as a gas engine in everyday driving.

The diesel engine also makes the rear-wheel-drive 2021 Silverado 1500 the most efficient full-size truck you can buy; 4×2 versions are EPA-rated at 23/33/27 mpg city/highway/combined, while four-wheel-drive models are rated 22/26/24 mpg. The next closest competitors are the 2021 Ram 1500 diesel and 2021 Ford F-150 hybrid (see their estimated gas mileage).

The Silverado’s focus on refinement extends to other aspects of the driving experience. Steering response and precision are good, making it easy to place the truck where you want, and the Silverado cruises comfortably at highway speeds with the truck’s tall ride height providing commanding forward views. Unladen ride quality can get a bit bumpy on rougher roads, but the truck’s lack of squeaks or rattles on broken pavement is a testament to its stiff chassis.

Brake-pedal feel isn’t typically a full-size truck highlight, and the Silverado is no exception; the pedal has a numb, spongy feel that makes it seem like you’re stepping on a block of foam.

A Functional but Spartan Interior
Chevrolet took an evolutionary approach when it redesigned the Silverado’s interior a few years back. Ram, meanwhile, chose to create “wow”-inducing cabins in uplevel versions of its 1500, and this dichotomy is evident in the LTZ trim we tested. The LTZ is one of the Silverado’s higher trims, but with average-looking materials and design details, it lacks the level of luxury you get in the Ram 1500 Laramie Longhorn and Limited. Even the Silverado’s top-of-the-line trim, the High Country, isn’t as nice as a high-end Ram.

That said, the Silverado LTZ interior is functional overall with easy-to-use controls and an intuitive 8-inch touchscreen multimedia system featuring wireless Apple CarPlay and Android Auto (corded CarPlay and Android Auto are standard). Some buttons, though — such as those for the driver’s memory feature and heated and ventilated front seats — are unnecessarily small.

The driver and front passenger are separated by a wide center console with two cupholders and a bin with an available wireless charging pad. There’s also a big storage bin under the front center armrest.

Like crew-cab versions of the Ram 1500 and Ford F-150, the Silverado’s rear seating area is spacious. Three passengers can ride comfortably thanks to stretch-out levels of legroom, plenty of headroom and large side windows that provide good outward views. Unlike certain Ram 1500 trims, however, the Silverado’s rear bench seat doesn’t recline. The Chevy’s seat cushion flips up for extra in-cab storage, revealing a mostly flat floor, and there are also available concealed storage compartments in the backrest.

Crew-cab Silverados come with a 5-foot-8-inch or 6-foot-6-inch cargo box. The tall stance of our LTZ test truck resulted in a nearly waist-high box floor, which made the standard integrated bumper steps all the more useful for getting in and out of the bed. A power tailgate is available, but the tailgate is easy to close manually.

A base regular-cab Silverado with the standard 4.3-liter V-6 engine can tow 7,900 pounds when properly equipped, but certain more expensive models are actually rated to tow less; the V-6-powered crew-cab Trail Boss with a regular cargo box has a 7,200-pound towing capacity, the Silverado’s lowest.

The truck’s highest, 13,300-pound towing capacity is achieved with a double-cab RST trim level with the optional 6.2-liter V-8 and the Max Trailering Package. Towing capacities vary significantly between these extremes — our diesel test truck, for instance, was rated to tow 9,000 pounds — but each Silverado includes a sticker with truck-specific ratings so it’s easier to know its limits.

The Silverado’s optional camera technology also lets you monitor a connected trailer from the truck’s dashboard touchscreen. The system uses auxiliary cameras to show what’s behind a connected trailer when driving or reversing as well as conditions inside the trailer. You can also use truck-mounted cameras to monitor the cargo box or make hitching a trailer easier. There’s also a new view for 2021 trucks that shows whether there’s enough space to change lanes when towing.

Crash Tests, Safety and Assist Features
The crew-cab Silverado 1500 received good ratings (on a scale of good, acceptable, marginal or poor) in all Insurance Institute for Highway Safety crashworthiness tests except the passenger-side small overlap test, where the truck rated marginal. All other large pickups evaluated by the IIHS performed better than the Silverado and its GMC Sierra sibling in this test except for the 2021 Toyota Tundra, which is soon to be replaced by a redesign. (Notably, the redesigned 2021 Ford F-150 had not been tested as of publication, but its results will appear on the organization’s Large Pickups page once completed.) The Silverado’s optional automatic emergency braking system earned a superior score (on a scale of superior, advanced or basic), but the available LED reflector headlights, which go in LTZ models, received a poor rating.

Other optional safety features include blind spot warning with rear cross-traffic alert, lane-keeping assist, a 360-degree camera system, and front and rear parking sensors.

Value in Its Class
You can spend luxury-vehicle money on a Silverado, as the as-tested price of our truck attests, but the same is true for high-end versions of the Ram 1500 and Ford F-150. However, the things that separate the Silverado from its competitors — precise steering and impressive overall driving refinement — don’t require a top trim if one of those isn’t in your price range. The nicest Silverado isn’t in the same league as a top-of-the-line Ram 1500 or Ford F-150, though, so if luxury is what you want, one of those trucks might better meet your needs.


Published in Chevrolet

Will the next full-size Tundra pickup truly challenge the likes of the Ford F-150 and Ram 1500?

UPDATE: We've included exclusive MotorTrend renders based on leaks and various prototypes running around, showing aggressive front bumper and cutaways underneath the headlights. It should prove to be an interesting, bold evolution of the sort of styling Toyota has been exploring in its TRD Pro models, albeit much more extreme.

The current Toyota Tundra impressed us enough to earn the MotorTrend Truck of the Year award…in 2008. Since then, the Japanese automaker has merely put coats of lipstick on its aging pickup while rivals such as the Chevrolet Silverado, Ford F-150, GMC Sierra, and Ram 1500 received at least one full-on redesign. In other words, the Tundra's been left in the dust. However, Toyota finally is doing something about it.

The 2022 Toyota Tundra is due to ride on the company's latest truck chassis. Reportedly coined Toyota New Global Architecture-F (or TNGA-F), the Tundra's body-on-frame underpinnings ought to benefit from greater use of high-strength steel and other weight-saving materials. Like the Ram 1500, we anticipate the next-gen Tundra will adopt coil springs—in place of the current truck's leaf springs—to go with its live rear axle. Such a setup will surely improve the truck's ride quality. Likewise, we expect the lither 2022 Tundra to notably improve upon the outgoing model's maximum 1,730-pound payload and 10,200-pound towing figures. Of course, it will have to, with more-modern light-duty competitors offering capacities that far outstrip those dated numbers.

Say goodbye to the Tundra's V-8 engines, because Toyota's big pickup will reportedly enter the world with a V-6-only powertrain lineup. Look for higher-end Tundra variants to utilize a variant of the 416-hp 3.4-liter unit found under the hood of the Lexus LS500. Lesser Tundras will likely employ the naturally aspirated 278-hp 3.5-liter V-6 engine of the Tacoma (possibly massaged to produce more than 300 horses).

Given Toyota's hybrid history, the brand may offer the 2022 Tundra with a gasoline-electric hybrid powertrain option, putting it on the vanguard in a segment that is just now warming up to electrification. Such a setup will allow the Toyota truck to properly compete with the 2021 Ford F-150 and its available hybrid powertrain.

2022 Toyota Tundra's Truck-Like Looks

Despite its relatively radical mechanical changes, the 2022 Toyota Tundra is anticipated to evolve upon the styling of today's truck. That's no bad thing, as the current Tundra has finally grown into its skin—the original version looked like a four-wheeled fish of some sort—and comes across as innocuous enough, if not fully handsome. Still, look for the big Toyota truck to sport a brasher front-end design incorporating a large grille and tall hood, providing the new Tundra with a flashier mug.

Inside, the new Tundra will welcome Toyota's latest Entune infotainment technology. This includes an available 12.0-inch touchscreen infotainment system and a large head-up display unit. Toyota's full Safety Sense suite of goodies are sure to be available, too, including automatic braking, advanced radar cruise control, automatic lane centering and lane-keep assist, and much more.

2022 Toyota Tundra On-Sale Date And Price

Although we expect Toyota to unveil the 2022 Tundra before the middle of next year, we don't anticipate the model rolling forth from Toyota's San Antonio, Texas, factory and reaching dealerships until the end of 2021. When it arrives, the 2022 Tundra may sport a base price close to that of the current truck's approximately $35,000 figure, or the brand might reintroduce lower, less-equipment-rich trim levels to the lineup in an attempt to capture fleet or entry-level buyers.

No matter what, opting for four-wheel drive, more technology, a larger cab or bed, and more powerful or advanced powertrain options will raise the truck's cost. Plan to spend north of $55,000 to get into the 2022 Tundra's pricier trims.

Source: motortrend.com

Published in Toyota
Monday, 16 November 2020 05:09

Volkswagen Amarok Still Impresses from Afar

While VW's next Amarok pickup will be based on the Ford Ranger and may possibly come to the United States, it's a shame the current truck never made the trip.

A few years ago, we asked a Volkswagen executive why the Amarok pickup truck wasn't offered in the United States, where pickups are a default mode of personal transportation. His answer: It's too good and, therefore, too expensive. He added that if VW had partnered with one of the established truck manufacturers, it could be a different story.

In the United Kingdom, the Amarok's base price was about $35,000 before taxes and destination charges, stretching to around $52,500 for a top-of-the-line Aventura model with the most powerful engine. You can see how that would be a tough ask in the U.S., where a Chevrolet Colorado ZR2 costs less than $45,000.

The Amarok's premium price reflects the ambitions of former CEO Ferdinand Piëch, who commissioned the project to get VW into the mid-size pickup market. Typical of mid-2000s Volkswagen, the company chose the most difficult path, designing the Amarok from scratch. Now, a decade after its introduction, the Amarok has reached the end of its life cycle as the remaining stock in the European market dwindles. The factory where it's built, in Hanover, is switching over to produce the new Multivan and electric ID. Buzz, and import tariffs make it prohibitively expensive to import the Amarok from VW's plant in Argentina. The Amarok will continue to be built and sold in South America, though, for a few more years.

Depending on the market, the Amarok is powered by four-cylinder gasoline and diesel engines or by an Audi-designed turbocharged diesel V-6. It's available in rear- or all-wheel drive and as a single cab or a four-door crew cab. We drove a top-level version, an Amarok Dark Label special-edition crew cab, with all-wheel drive and a 201-hp 3.0-liter diesel V-6 mated to an eight-speed automatic transmission.

Ten years after its debut, the Amarok is still well-proportioned and pleasantly subdued in appearance—unless it's specified with Dark Label trim. Riding higher than a regular Amarok, the Dark Label is fitted with a roof-mounted LED light bar and a snorkel, standing tall above European traffic.

Once you've climbed up into the cabin, the Amarok feels familiar. Straight, clean lines reflect the design language that was en vogue in Wolfsburg circa 2010. The buttons and switches feel thick and provide satisfying feedback. And the materials, while not quite Audi grade, are better than you'd expect in a mid-size truck. The touch-sensitive navigation screen is a bit small by today's standards, but it includes seamless connectivity.

The turbo diesel that made its debut in the 2014 Audi A6 and A7 assumes its duty with a quiet, reassuring purr. The torque-rich 3.0-liter is familiar from other Volkswagen Automotive Group vehicles, including performance and luxury cars. And while this one is in a mild state of tune, a diesel V-6 is unusual in this segment, where most competitors deem a gasoline-fed turbo-four or large-displacement V-6 to be entirely sufficient. This engine's potential was demonstrated by the 2019 Amarok Red Rock concept, which cranked out 350 horsepower but never made it to production.

The Dark Label's 201-hp rating translates into a claimed zero-to-60-mph time in the 9.0-second range and a terminal velocity approaching 120 mph. The most powerful Amaroks offer 255 horsepower and top out at a claimed 129 mph, which would make them the fastest pickups in the U.S. The version we drove serves up maximum torque of 369 pound-feet from 1250 to 2750 rpm. While the engine's growl remains subdued even under high loads, the snorkel system emits a delicious hiss that can be modulated with the throttle and reliably manages to turn heads while prowling the city.

The single-turbo V-6 operates with surprisingly little turbo lag, and the bountiful torque means that the Amarok feels quicker than its leisurely shove to 60 mph would suggest. On an empty autobahn, 110 mph is a comfortable cruising speed. We observed fuel economy in the 23-mpg range, although aggressive driving will drop that to around 17 mpg.

Piloting the Amarok at triple-digit velocities feels remarkably safe. It tracks steadily, and the low-effort steering offers ample feedback. The suspension is designed for truck stuff—hauling and towing—yet even an empty Amarok feels comfortable enough for long trips. It might not challenge the Honda Ridgeline's on-road manners, but the Amarok manages to deliver plenty of off-road capability and utility while doing a credible impression of a Piëch-era VW sedan on the highway.

In fact, with the optional aluminum tonneau cover, you can use the Amarok as a sedan that happens to have an exceptionally large trunk. That cover kept the luggage—in my case, a boxed collection of rare books—totally dry during an unexpected downpour.

Despite its refinement and capability, however, the Amarok's run is over. At least VW has promised a successor. Slated for a launch in late 2022, the next-gen Amarok will be co-developed with the Ford Ranger. It will still be called Amarok, and a diesel engine will continue to be offered. But this time around, the price should follow the trajectory of other post-Piëch projects and take a healthy drop. And this might finally make the Amarok a feasible product for the country that can't get enough pickup trucks.

Source: caranddriver.com

Published in Volkswagen

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