The Porsche 911 Carrera GTS Le Mans Centenary Edition pays tribute to the iconic endurance race, with all 72 examples set to be sold exclusively to French customers.
German car-maker Porsche has unveiled a limited-run 911 sports car, celebrating the 24 Hours of Le Mans endurance race’s 100th anniversary – but don’t expect it in Australian showrooms.
The 911 Carrera GTS ‘Le Mans Centenary Edition’ will be produced exclusively for Porsche customers in France, with its 72 examples reflecting the 72 continuous years the car-maker has competed in the iconic event.
Revealed a fortnight after the 24 Hours of Le Mans celebrated its 100th anniversary – where Porsche was unable to score its 20th victory – the limited-edition variant is based on the 911 Carrera GTS variant, with a number of features harking back to the marque’s past successes in the event.
The sports car’s ‘Le Mans Silver’ paint is bespoke to the Centenary Edition, inspired by the first Porsche to compete in and win its class in the endurance race – the 356 SL – in 1951, which also wore the number ‘46’ on its doors.
Additional exterior highlights include a 1923-2023 Le Mans badge on the engine cover, gold wheels and rear-quarter window air vents, which are teamed with red seatbelts inside to honour the Porsche 911 GT1-98 race-winner from 1998.
The 911’s interior is upholstered in ‘Graphite Blue’ suede – complemented by an embossed Le Mans ‘Circuit de la Sarthe’ track layout on the centre console lid – with unique side sill plates and a numbered plaque on the passenger’s side of the dashboard.
The 911 Le Mans Centenary Edition is mechanically identical to the rear-wheel-drive Carrera GTS, with its 3.0-litre, twin-turbo flat-six engine producing up to 353kW and 570Nm – mated to a seven-speed manual or eight-speed dual-clutch automatic transmission.
According to Porsche France, the 911 Carrera GTS Le Mans Centenary Edition is priced from €237,819 (approximately $390,000) plus on-road costs – or about €79,000 ($AU129,500) more than the ‘standard’ Carrera GTS.
Australia has previously received a limited-edition, current-generation Porsche 911 for the local market, with the GT3 Touring 70 Years Porsche Australia Edition arriving in late-2021.
A new limited-edition Renault Koleos family SUV is in showrooms now with more features than the model it is based on, at a lower price.
The limited-build 2023 Renault Koleos Iconic Edition has been announced for Australia, with the first examples in showrooms now.
The Iconic Edition – limited to 400 examples – adds a selection of unique styling elements and trim changes compared to the Intens variant on which it is based.
It is offered with nationwide drive-away pricing: $48,990 drive-away with front-wheel drive, or $51,990 drive-away with all-wheel drive
These prices make it about $1000 to $3000 cheaper than equivalent Renault Koleos Intens models, depending on where the vehicle is registered – as drive-away prices of regular Koleos variants vary based on differing stamp duty and registration charges in each state and territory.
Compared to the Intens, the Iconic Edition adds a unique 19-inch ‘Initiale Paris’ alloy wheel design, side steps, floor mats, an Iconic Edition badge on the tailgate, and French flag badges on the pillars behind the front windows.
Metallic paint is standard – including the option of an exclusive Amethyst Black colour – with a choice of black or Sand Grey nappa leather sear upholstery.
The Sand Grey seat trim option was available on the regular Koleos Intens until it was removed for a Model Year 2023 update late last year, and black became the only choice.
Standard features carried over from the Intens include an 8.7-inch touchscreen with Apple CarPlay, Android Auto and in-built satellite navigation, heated and ventilated power-adjustable front seats, a 7.0-inch instrument display, hands-free power tailgate, and a panoramic sunroof.
It is powered by the same 2.5-litre non-turbo four-cylinder petrol engine as the regular model, with outputs of 126kW and 226Nm sent to the front or all four wheels through a continuously-variable automatic transmission.
The 2023 Renault Koleos Iconic Edition is in showrooms now.
2023 Renault Koleos Australian pricing
Koleos Life FWD – $37,500 plus on-road costs ($41,300 to $42,000 drive-away)
Koleos Zen FWD – $42,500 plus on-road costs ($46,400 to $47,600 drive-away)
Koleos Zen AWD – $45,000 plus on-road costs ($49,000 to $50,400 drive-away)
Koleos Intens FWD – $46,000 plus on-road costs ($50,000 to $51,500 drive-away)
Koleos Intens AWD – $48,500 plus on-road costs ($52,600 to $54,350 drive-away)
Toyota Australia says it will not offer a track warranty the GR Corolla Morizo Edition – a two-seater, lightweight hot-hatch engineered for circuit work – even though the niche model is designed to appeal to amateur motorsport enthusiasts.
Australian buyers of the Toyota GR Corolla Morizo Edition – a two-seater, light-weight hot-hatch designed for track days – will need to take it easy in amateur motorsport events, after the company announced it will not offer blanket warranty coverage for cars used on racing circuits.
Toyota’s decision is at odds with rival Hyundai – which does provide warranty coverage to “weekend warriors” who take speed off the street in models such as the i20 N and i30 N hot hatches, in the safety of a race-track environment.
The call by Toyota Australia to not offer blanket warranty coverage on the hardcore version of the Toyota GR Corolla – and the GR Yaris, GR86 and GR Supra siblings – follows two high profile cases in the US in which GR86 coupe owners were initially denied warranty claims for blown engines.
However, Toyota Australia says warranty claims on the GR Corolla – and GR Yaris, GR86 and GR Supra – following any track use will be considered on a case-by-case basis.
“There’s no specific track warranty for this car, but Toyota will honour the standard warranty that is provided with this car,” a Toyota Australia spokesperson told Drive at the recent GR Corolla Morizo Edition launch.
“As you can imagine, Toyota’s always going to look after its customers. So there is the warranty, and then as far as the intended use of the car, that would be decided on a case-by-case [basis].”
Toyota’s stance on warranty for vehicles used on a race track is less generous than Hyundai’s policy.
Since the first Hyundai i30 N arrived in Australia, the hot hatch has been expressly backed by the manufacturer even in the case of occassional track use. Hyundai’s five-year/unlimited kilometre warranty applies to N models which have been driven in non-timed circuit events, even if they’ve had track-oriented tyres fitted.
Toyota’s reluctance to offer a similar warranty for its GR products comes as the US representatives of the brand face multiple instances of GR86 engine failures from track outings.
A spokesperson for the company’s US division told The Drive it would “handle any claims on a case-by-case basis, but taking your car to a track or taking it off-road doesn’t necessarily limit or exclude warranty coverage.”
Toyota Australia says it will “take into account the details behind any and all individual warranty claims made on the GR Corolla Morizo Edition and – on the basis of whether the claim can be considered reasonable for a track-focussed car such as this – respond appropriately.”
The 2023 Volkswagen Amarok is a big deal. Not just for the German automotive giant, but also for the four-wheel-drive segment overall.
Now sharing a platform with the class-leading Ford Ranger, this new Amarok picks up a trove of updates and upgrades the old model was screaming out for, while also holding onto a few key desirable features.
There’s still a diesel V6 available under the bonnet, the tray is still wider than most of the competitors, and there’s still the ability for four driven wheels on the blacktop.
However, this new Amarok now scores a more spacious and comfortable second row (with curtain airbag coverage), a bigger and better infotainment display, and a comprehensive suite of safety features.
And if your budget is able to stretch far enough, this PanAmericana could be the pick of the range.
How much does the Volkswagen Amarok cost in Australia?
PanAmericana is a new model grade for the Amarok, which sits towards the top of the pile and kind of picks up where the old Canyon model left off. Priced from $75,990 plus on-road costs, it carries an off-road bias in comparison to the urban-focussed (and more expensive) Aventura model.
The interior here is well stacked with features and creature comforts: leather upholstery, heated front seats with electric driver’s adjustment, leather materials on the dashboard, and an upgraded eight-speaker sound system.
The load space of the PanAmericana gets a nice spray-in tub liner and sports bar, but misses out on a 12V power outlet and roller cover. While Volkswagen’s spec sheet indicates a soft tonneau cover is available for this spec grade, our tester car didn’t have one fitted.
Other bits include roof rails, LED tail-lights, black roof lining, and darkened exterior elements like the grille, side mirrors and doorhandles.
When you include the available V6 power in the lower-grade Amarok Style, which shares the PanAmericana’s matrix LED headlights, 12-inch infotainment display, and 360-degree camera system, you are looking at an additional $5000 for this PanAmericana specification.
How much space does the Volkswagen Amarok have inside?
Despite its age, the previous Volkswagen Amarok always had a pleasing cabin. Using classic Volkswagen design features and traits, it felt intrinsically carlike, especially in comparison to some of the more utilitarian competition.
This new Amarok – especially at this high specification grade – continues that theme. But you could argue it also takes it to the next level.
Naturally, there are many features reminiscent of the blue-ovalled brother (or cousin). That’s how things go when you’ve got common hard points and elements that dictate some of the major design features.
However, Volkswagen’s smart redesign with different materials and eye-catching details has helped the Amarok stand apart from the Ranger. And you could argue that it feels nicer overall, with a better sense of fit and finish.
The nicely damped second glovebox feels quality and adds a handy additional storage element on the dash. The leather-look wrapping of the dashboard certainly ups the ambience ante as well.
Its seats are a point of difference in comparison to the old Amarok. While they are comfortable and well designed in terms of adjustment and bolstering, I’m not sure if they are as good as the old ErgoComfort seats available in the previous Amarok. These Amarok seats are the same as what you get in a Ford, but have different materials and foam densities.
There’s a wireless charging pad, integrated brake controller, 12V plug, USB-A and USB-C power outlets all wedged in underneath the portrait-style infotainment display. You could also fit some extra bits and bobs in here, with other storage coming from your regular offerings like a centre console, twin cupholders and a primary glovebox.
The second row of the new Amarok is a vast improvement over the old model, taking the Volkswagen ute from the dead bottom of the ladder in this regard to somewhere near the tippity top. It’s more spacious, with more leg room and seat comfort on offer, and elements like power outlets, air vents and curtain airbag coverage ticking off important requirements.
Like the Ford, this Amarok has useful underseat storage and a pop-down armrest (with cupholders) in the middle, with the only difference here being that the Amarok uses some of the underseat storage to hold your tyre-changing equipment. The scissor jack and associated gear go behind the seatback in the Ford Ranger model.
The addition of a quality spray-in tub liner is a welcome addition for this Amarok PanAmericana, along with the central-locking tailgate that is also damped. However, it’s missing a 12V power outlet, and the sports bar design tends to get in the way of loading and unloading the side of the tub.
Does the Volkswagen Amarok have Apple CarPlay and Android Auto?
Infotainment comes in the form of a 12-inch portrait-orientation display, which comes with all of the bells and whistles: Apple CarPlay and Android Auto (wired and wireless), native navigation and digital radio. It’s a nice operating system with fast load times and a crisp, responsive screen.
Other reviewers at Drive have noted some stability bugs with the Amarok’s operating system, something shared with the Ford Ranger. That’s because this Amarok uses the same hardware. I didn’t experience any of that myself, perhaps because I’m operating in the land of Android phones. However, it is still worth noting.
Problems aside, Volkswagen has done a good job of re-skinning the interface and operating system to give it a different look and feel. It’s in keeping with the rest of the cabin, and importantly sets it apart from the platform-sharing Ranger.
Is the Volkswagen Amarok a safe car?
On top of a fresh five-star ANCAP safety rating, which was gathered through testing by Euro NCAP in Europe, the Volkswagen Amarok boasts some solid numbers in terms of individual scores. Adult occupant protection is rated at 86 per cent, while child occupant protection rates at 93 per cent. Vulnerable road users (pedestrians) get 74 per cent worth of protection, while the safety assistance systems get an 83 per cent rating.
For those that really want to sweat the comparison details, the Ford Ranger (which got five stars after testing at ANCAP facilities in Australia) got identical numbers across the board, aside from a slightly lower adult occupant score (84 per cent). This came from the Amarok getting a better whiplash protection score in the second row.
What safety technology does the Volkswagen Amarok have?
While entry-level Core specification disappointingly misses out on blind-spot monitoring and rear-cross traffic alert, all grades above get the whole enchilada of safety equipment. That includes blind-spot monitoring, rear cross-traffic alert, autonomous emergency braking, lane-departure warning, lane-keep assistance, traffic sign recognition, intelligent speed limiter, and adaptive cruise control with lane centring.
There are nine airbags inside the cabin of the new Amarok, with curtain airbags (that includes second-row coverage), a front centre airbag, and knee airbag for the driver and passenger.
How much does the Volkswagen Amarok cost to maintain?
Volkswagen has made the right decision to keep service costs of the new Amarok close by the Ranger, which shares all major mechanical components. If it worked out to be noticeably more expensive, that could be enough of a push for buyers to choose their camp.
Servicing a Volkswagen Amarok, regardless of being a V6 or four-cylinder, works out to be $1072 over three years ($357.33 per year) or $1801 for five years ($360 per year on average). Services are every 12 months or 15,000km.
Insuring a 2023 Volkswagen Amarok PanAmericana works out to be $1934.07 per year. This figure is based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
At a glance
2023 Volkswagen Amarok PanAmericana
Warranty
Five years, unlimited km
Service intervals
12 months or 15,000km
Servicing costs
$1072 (3 years)
$1801 (5 years)
Is the Volkswagen Amarok fuel-efficient?
A big diesel V6 is never going to be as efficient as a smaller four-cylinder engine, and I’m going to hazard a guess that the V6 Amarok won’t rate miserly consumption rates as its purchasing factor. And indeed, the Volkswagen Amarok V6 was reasonably thirsty during our time with it.
After a week of town and highway driving, as well as two days of bush cruising, off-roading and load testing, we saw an average of 11.1 litres per 100 kilometres. It’s not a great number, and isn’t close to Volkswagen’s claim of 8.4L/100km.
Still, we saw an average of 10.5L/100km on a similar (if a little less onerous) look in a Ford Ranger XLT V6, so don’t expect splendiferous consumption figures from this engine. Don’t forget, though, this new Ford-sourced V6 is a relatively old engine overall dating back to the mid-2000s.
By moving across to a shared platform, especially after the first-generation Amarok was wholly Volkswagen owned, I don’t think any kind of backwards step in the driving experience would not be well received by the Amarok faithful.
This is made more difficult by the fact that despite its age, the old Amarok was constantly referred to as being one of the best four-wheel-drive utes from a driving point of view.
Thankfully, and unsurprisingly, the new Amarok can still hold its head high in this regard. For a four-wheel-drive ute that is constantly evolving into a refined, premium family car with a tub, the new Amarok continues the trend of gentrification.
Many of the characteristics of the new Amarok are similar to high-spec, V6-powered versions of the Ford Ranger. However, it’s got its own Volkswagen-born spin on the base.
Particularly, the PanAmericana specification gets its own suspension tune that leans into the off-road focus of this model. It’s softer overall, less tied down and controlled in terms of body roll. And I reckon it’s where things should be for this kind of vehicle.
Making a four-wheel-drive ute handle and feel like a passenger car has always been a case of hammering a square peg into a star-shaped hole. Having something softer and more absorbent plays into the role of the modern-day ute much better, and it puts the PanAmericana in a good place.
Combined with squishier Goodyear Wrangler tyres on sensibly sized 18-inch alloy wheels, this Amarok is adept at soaking up all manner of imperfect surfaces: potholes and speed bumps around town, as well as rough-surfaced dirt roads.
The 3.0-litre turbo diesel V6, which might feel a little less perky and aggressively revvy as the old Volkswagen V6, feels like the consummate engine in this application. It’s torquey and flexible, with a relaxed nature to the way it gathers up momentum and revs. It’s matched well to a 10-speed automatic gearbox that mostly makes smooth and smart decisions. It’s certainly busy cycling through the many close-knit ratios on offer, but at least these changes are mostly imperceptible.
Its steering is well balanced and responsive, combining nicely with the clutch-based four-wheel-drive system to give an assured feeling on bitumen and dirt. There’s a great sense of connection and sure-footedness, which pays dividends in terms of managing fatigue on long drives on crappy country roads or unsealed surfaces.
Off-road, this new Amarok is better than the old model. Firstly, it’s got a low-range transfer case. The old model was good off-road even though it was missing low-range, and executed the case that a four-wheel drive can be good without it. Regardless, it would be better if it had one.
Secondly, this model comes with better levels of ground clearance, and the combination of stability and articulation seems to be better from my driver’s seat, at least.
And when the tyres were aired down for some steep and slippery rock climbs, the Amarok proved to be impressively capable. Surprisingly, it’s similar to a Ford Ranger with similar tyres, but this puts it right at the top in contention for off-road ability in stock form.
The longer wheelbase does erode some of the rampover angle, but that didn’t seem to hinder us too much off-road. There is additional clearance everywhere else, and we don’t have the log-shaped chrome steps of the previous Amarok to munch on the very first obstacle. The plastic steps are more tucked in for this new model, and have a little bit more flexibility available.
One of the more disappointing elements of this Amarok PanAmericana was the load testing side of things. When all of the available 1031kg payload is used, courtesy of a one-tonne bulk bag of sand thanks to Nepean Landscape Supplies, the rear suspension sagged down to the bump stops and lost a lot of the available composure.
Its engine’s performance didn’t particularly notice the extra load, with plenty of torque available down low to cover off the needs of acceleration. The steering lightened off somewhat, but hitting any bumps with a semblance of speed did send a bit of a shudder through the chassis.
Key details
2023 Volkswagen Amarok PanAmericana
Engine
3.0-litre V6 turbo diesel
Power
184kW @ 3250rpm
Torque
600Nm @ 1750–2250rpm
Drive type
Selectable four-wheel drive
Transmission
10-speed torque converter automatic
Power-to-weight ratio
79.3kW/t
Weight (tare)
2319kg
GVM
3350kg
Payload
1031kg
Spare tyre type
Full-size
Tow rating
3500kg braked
750kg unbraked
Gross Combination Mass
6400kg
Turning circle
12.8m
Should I buy a Volkswagen Amarok PanAmericana?
The Volkswagen Amarok is mightily impressive, especially when armed with a muscular V6 engine under the bonnet. However, it also comes at a relatively high price, so it isn’t necessarily the best choice in terms of value for money. The Style spec – equipped with the same V6 – might be smarter buying, but you’ll miss out on the softer suspension tune that comes with this PanAmericana model.
And for me, this off-road focus makes for a much better ute than the more tied-down, urban-focussed Aventura. It’s comfy, premium-feeling, nice to drive and great off-road. However, I would also recommend some suspension modifications for those who are looking to handle big loads often.
Importantly, though, this Amarok does feel like more than just a rebadged Ford. This is somewhere that I think Mazda missed a trick – not applying its own design nous to the interior and engineering to the driving experience of its BT-50 in comparison to the closely related D-Max.
This Amarok uses a Ford Ranger platform, sure, but it feels different. And it feels like a Volkswagen that can stand alone based on its own merits.
