THE FUTURE MEETS THE PAST (some text hidden) --NONE--

By Jonathan Crouch

The Ineos Grenadier remains an old-school SUV with a bold mix of past and present. Jonathan Crouch takes a look at the latest version.

Ten Second Reviewword count: 46

Retaining the spirit of the old Land Rover Defender, the INEOS Grenadier remains very much an old-school SUV prioritising trails over tarmac. If those are your priorities too, you'll probably love it. Especially in this updated form which is much easier to live with on tarmac.

Backgroundword count: 213

There was nothing quite like the old, original Land Rover Defender. But back in 2022, customers in search of a big, authentic off road-oriented SUV could have the next best thing, the INEOS Grenadier. In actual fact, this was very much its own car, brainchild of Lancastrian chemicals billionaire Sir Jim Ratcliffe, who thought there was a niche in the market for a big SUV that put off roading first and tarmac transport second. Commercial van and Quartermaster pick-up versions followed in a troubled first four years of production blighted by tightening legislation and production delays. Fortunately though, despite all of it the Grenadier is still with us - and better than ever in the much improved Model Year 2026 form we look at here. Crucially, it's now easier to acclimatise to on-road, which should broaden its customer base considerably. But the basic engineering package remains as before; 4x4 system from Austrian specialist Magna, the axles from Carraro of Italy and Gestamp of Germany for the chassis frame. The engines and transmission are borrowed from BMW. And it's all screwed together in the old Daimler factory in Hambach, Eastern France, which used to produce little smart cars. Only the name draws on any vestige of Britishness, 'The Grenadier' being a Ratcliffe-owned Belgravia pub.

Driving Experienceword count: 447

The original Grenadier was a difficult thing to acclimatise to if you were used to more car-like large SUVs. The main reason why was strange recirculating ball steering set-up that INEOS engineers insisted on to give this car its almost unstoppable off road prowess. This updated model retains the recirculating ball system but it's been completely reconfigured for improved responses. The steering now features a variable ratio so that it needs less adjustment when you're driving in a straight line. But the set-up retains the needed extra sensitivity at the greater lock angles you'll be using when off road. Adjusting the lock stops on the steering has also reduced the turning circle by a metre. It's not now quite as easy to fit snow chains, but the improved manoeuvrability makes the trade-off worthwhile. INEOS has had (quite reluctantly) to fit a wider suite of ADAS safety systems to meet current legislation, but has made them easy to disable and not intrusive in use. Otherwise, the engineering package here remains exactly as before. Which means that there are two engine choices, both 3.0-litre straight six cylinder units sourced from BMW, so both come mated to the Bavarian maker's usual transmission choice for these powerplants, an 8-speed ZF auto gearbox. Choose between the twin turbo 245bhp diesel or the single turbo 281bhp petrol that improves the irrelevant 0-62mph sprint time by 1.3s to 8.6s, en route to a top speed (which you'd never really want to approach) of 99mph. The performance stats that matter here of course are quite different ones; ground clearance of 264mm, a wading depth of 800mm, an approach angle of 35.5-degrees, a breakover angle of 28.2-degrees and a departure angle of 36.1-degrees. Towing capacity is up to 3.5-tonnes and the vehicle can winch up to 5.5-tonnes. You might get near some of these stats with a properly kitted-out new Land Rover Defender or non-AMG Mercedes G-Class, but you might end up damaging the vehicle trying. The engineering here is pretty familiar stuff for old-school off roaders; ladder-framed chassis, solid axles, permanent four-wheel drive, a locking centre differential and a 2-speed transfer case that gives a set of crawler gears for really gnarly tracks. Plus there's Hill descent control and vast wheel articulation. Surprisingly though, specialist off-road tyres and locking front and rear differentials cost extra. Despite the steering updates, you won't be expecting too much from the tarmac driving experience (and you shouldn't) but it's OK as long as you accept what you're getting here from a car that's got its off road priorities right. If you really must use your Grenadier for the school run, the much more refined petrol version's a better bet.

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