First Portal-Axle INEOS Grenadier Trialmaster LETECH Showcased in Duba

Review: 2026 Ferrari 12Cilindri Spider

As forced induction and electrification continue democratize horsepower throughout the automotive industry, luxury automakers have faced a growing challenge: how do you make an exotic machine feel special at a point in time when even mainstream vehicles offer jaw-dropping performance? Ferrari, to its notable credit, has answered this question in part by staying at the forefront of the latest technologies, as evidenced by cutting-edge entries like the SF90 and F80 – both of which utilize performance-tuned hybrid systems in conjunction with turbocharged engines and sophisticated all-wheel-drive setups. While those two mid-engine monsters offer truly stunning capability, there’s also a growing contingent of performance enthusiasts who yearn for the simpler days of long, curvaceous hoods, rear-wheel drive propulsion, and the banshee wail of a high-winding 12-cylinder engine at full chat. And that’s precisely where the 12Cilindri Spider stakes its claim. As the successor to the 812 Superfast, the 12Cilindri leverages clever active aerodynamics, advanced traction and stability control systems, and a trick four-wheel-steering system that manages the movement of each wheel independently to enhance cornering response, but it’s ultimately an homage to Ferrari’s storied V12 heritage. Aside from the no-nonsense name (which literally translates to “12 Cylinders”), the 12Cilindri’s exterior styling clearly takes some inspiration from the 365 GTB Daytona of the late 1960s. And rather than saddling its latest GT flagship with the complexities of bulky batteries, electric motors, turbochargers, and AWD, Ferrari has instead chosen to focus on the fundamentals that have made GT cars like the Daytona such enduring icons: elegant design, a finely honed chassis, and a truly spectacular naturally aspirated powerplant. It’s a 6.5-liter dry-sump V12 that produces 819 horsepower and revs to a searing 9,500 rpm. Ferrari only cites a deliberately ambiguous dry weight of 3,571 pounds for the Spider, which carries about 130 pounds of extra mass as compared to its coupe counterpart. But at a time when an alarming number of new performance cars are saddled with curb weights that start with a five, the potentially sub-4,000-pound 12Cilindri Spider feels lithe and unencumbered by countermeasures expressly designed to combat the laws of physics. Although its primary mission is to enable drivers to carve their way through picturesque locales at a lively pace without compromising comfort, the 12Cilindri has a notably more sports-car-like persona than the Aston Martin Vanquish – its closest rival – thanks in part to the Ferrari’s incredibly rigid chassis, dual-clutch gearbox, and earnestly performance-tuned suspension. While the eight-speed DCT occasionally takes a beat to get things going from a dead stop, and the hunkered-down stance makes the nose-lift feature a necessity when negotiating steep driveway aprons, the 12Cilindri Spider still manages to retain an admirable level of civility around town and out on the highway. Outfitted with a killer Burmester audio system, a retractable hard top that opens in just 14 seconds at speeds up to 28 mph, and sport seats that feature heating, ventilation, and adjustable bolstering as well as multiple massage routines, the 12Cilindri Spider can be a posh, effortless cruiser when called upon to do so. The only glaring deficiency in this regard comes from Ferrari’s HMI implementation, which utilizes frustratingly difficult-to-use capacitive surfaces on the steering wheel and the instrument panel to control features like adaptive cruise control and mirror adjustments, along with the various functions that are accessed via the 15.6-inch digital gauge cluster. While the infotainment system looks sharp and is quick to respond to inputs, Apple CarPlay conked out on more than one occasion during the few days I spent with the car. Nitpicks aside, one feature that definitely works as intended is the steering-wheel-mounted Manettino switch, which allows you to toggle between the available drive modes. Sport is the default, a naming decision which helps set ride quality expectations, but you can also press this switch like a button to enable Bumpy Road mode, which relaxes the adaptive dampers beyond their standard tuning for more compliance on rough pavement. Out in the canyons, I found myself more interested in the additional drama provided by Race mode. In contrast to convention, Ferrari chose to leave the steering, throttle mapping, and brake-by-wire settings the same in the Sport and Race modes for the sake of predictable response, instead heightening the driving experience when set to the latter by easing the electronic assists, ramping up the programming for the gearbox and the electronically-controlled rear differential, and – importantly – opening up the exhaust valves. While it’s still a little bit quieter than I’d prefer, even with the top down, the noise that this V12 makes while working its way past 9k is a soundtrack to your sweetest dreams. It took some conscious effort to stop myself from short-shifting the first few times I laid into the throttle with the gearbox in manual mode. The revs just seem to build endlessly. It’s also a decidedly different experience than what’s offered in the latest Vanquish. The Aston also features a 12-cylinder atomic bomb under its hood, but the crucial difference here is that the Vanquish’s lofty power figures are owed in part to turbocharging. This gives the Aston a substantial advantage in peak torque (738 lb-ft versus the 12Cilindri’s 500 pound-feet), but it also relegates its redline to a relatively pedestrian 7,000 rpm. The upshot is that not only does the 12Cilindri deliver a much more emotive soundtrack when you drop the hammer, it also feels significantly more buttoned down when called upon to hustle through a technical section of road. Its quick steering rack takes a moment to acclimate to, but it soon becomes apparent that the chassis, brakes, and powertrain have no problem keeping pace. <- Gallery -> The Manettino switch also has dedicated settings for partially or completely disabling the traction and stability control systems if you’re feeling brave (or prefer to do your grand touring sideways), but the intervention is so seamless when these systems are enabled that they rarely distract from the proceedings. While the Vanquish twists and shimmies as the powertrain and the electronics have a debate over the fastest way forward, the 12Cilindri just feels more planted and easier to trust when really hauling the mail. In an era when quadruple-digit horsepower has somehow become readily achievable for production cars, the Ferrari 12Cilindri Spider is a reminder that character and emotion aren’t attributes that can be easily quantified on a spec sheet. There will be a time – probably in the foreseeable future – where folks will gaze into the open clamshell hood of a 12Cilindri and say, "Man, they don’t make ’em like this anymore." Like it or not, the days of the unassisted Ferrari V12 are almost certainly coming to a close. With that in mind, well-heeled traditionalists would be wise to savor the moment. View All Ferrari 12Cilindris For Sale Images: Bradley Iger

Besides exotics and supercars, given their popularity, we routinely also list an extensive range of lifted trucks and SUVs for sale here on duPont REGISTRY. Think everything from portal-axle G-Wagens and long-travel 6x6 Broncos to old-school Defenders and more.

Yes, boxy off-roaders are back in a big way, and the restomod wave has proved that old school off-road icons never lost relevance; enthusiasts just wanted them updated. The INEOS Grenadier landed perfectly into that space when it hit the scene in 2022, picking up where the original Defender left off.

But to really understand why it exists, here’s a quick recap on why the INEOS Grenadier came to be. Sir Jim Ratcliffe is a British billionaire, founder and chairman of INEOS, one of the world’s largest petrochemical companies. The man is also a lifelong adventurer known for exploring remote regions, climbing, sailing, and driving across continents.

Four parked INEOS Grenadier SUVs featuring portal-axle technology are displayed in different colors outside a modern glass building at night in Dubai, with UAE flags visible in the background.

When production of the old Defender was coming to an end in 2016, Sir Ratcliff was looking for a way to keep the 70+ year legacy of one of Britain’s most loved off-roaders alive. However, when that no longer seemed feasible, he decided to come up with his very own hard-wearing 4x4.

Carrying a quintessentially British spirit with robust German engineering (you’ll even find a half/half badge with the Union Jack and German flag on the fender), the INEOS Grenadier was developed with key engineering inputs from Magna Steyr in Austria.

They supported critical series development, durability work, and chassis refinement. Full-scale manufacturing now happens in France at INEOS Automotive’s Hambach production facility, formerly the Smart plant.

The INEOS Grenadier may look old-school and utilitarian, but beneath the boxy silhouette is a well-thought-out product, engineered from the ground up with modern hardware, ergonomics, and an exhaustive range of factory accessories.

A tough-as-nails ladder-frame construction, beam axles, the refined BMW B58 3.0 turbo inline-six that produces 282 horsepower and 332 pound-feet of torque, a proven ZF 8-speed automatic gearbox, Brembo brakes, Recaro seats, mechanical low-range, and physical switchgear.

The United Arab Emirates, a nation known for having a rich off-roading culture, is now playing a pivotal role in the brand’s expansion. Albatha Automotive Group: The parent company of AGMC, one of the UAE’s longest-established premium automotive distributors representing prestigious marques like Rolls-Royce Motor Cars, BMW, Mini, and more, is now the official distributor for INEOS Automotive in the country.

Their partnership is supported by a new regional headquarters in Dubai and a pop-up showroom in Dubai Design District (D3) from 1 to 14 December 2025.

Besides getting a pre-launch sneak peek, I was recently on site at D3 to watch the curtains being drawn for the Trialmaster X LETECH portal axle. Built in collaboration with AGMC and German off-road specialist LETECH (Lennartz Technik), this is the very first example in the Middle East.

You start out with a Trialmaster spec (Wagon/Pickup) that is equipped with locking diffs, safari windows, heated leather, privacy glass, and premium audio. The Portal hubs add an axle offset of 150 millimeters (5.9 inches) and increase ground clearance by about 186 millimeters (7.3 inches), which results in a final clearance of 450 millimeters (17.7 inches).

Compared to the standard INEOS Grenadier, we also see beefed-up fender flares to accommodate the bigger tires. Wading depth goes up to 1050 millimeters (41.3 inches). That is more than three and a half feet of water. Approach angle increases to 45.5 degrees, breakover to 43 degrees on the wagon, and departure to 46 degrees.

Throw in LETECH hardware, and the vehicle becomes an expedition-ready vehicle: an Aluminum roof rack, winch attachment, running boards, 20-liter (5.3-gallon) fuel canister mounts, rear ladder, and six roof-mounted work lights rated at 9,600 lumens each.

I also caught up with Dan Balmer, INEOS Automotive’s Regional Director for the Middle East and Africa. When asked whether INEOS plans to enter endurance-style rally competitions in the future to prove the platform in real-world events. Balmer mentioned that while motorsport is not active today, conversations have taken place internally, and the idea remains on the table, noting that there is potential. He added that the ideal combination would be that of customer participation and a Works team. A couple of rally-focused opportunities could make sense in the future, but nothing is active right now.

Our discussion also turned to a question many enthusiasts keep asking: Will we ever see a two-door or short-wheelbase variant? Balmer noted that this has been asked before, but that it remains a niche slice of the market that would represent just about five percent of the volume opportunity. A two-door variant would require significant engineering.

He did mention that they showed off the Shortermaster in 2024, which is a shorter version of their Quartermaster pickup with a smaller bed that also garnered a positive reaction. When asked about the possibility of an open-top version, he noted that it is also not in development, though modularity in the platform leaves room for interesting aftermarket directions.

Next, I asked how INEOS plans to position itself moving forward, whether niche or high-volume. Balmer was candid. "Right now, we are niche, and I think LETECH also supports that niche positioning, because it's important for us to get that credibility. But we need to broaden the audience, as early adopters will only buy your cars for a certain time, and beyond that, we need to grow that volume." Expansion will come through a second model line and new market editions, including more street-friendly variants.

Speaking specifically about the LETECH Portal Axle kit, Dan added, “With the portal axles, the vehicle architecture changes completely. You cannot simply bolt a lift kit on. Geometry, software, and differential behavior must be recalibrated. The installed kit is a complete reengineering rather than just a cosmetic lift. Aftermarket lifts exist, but they change geometry. Ours maintains factory engineering values.”

Another key question was whether the LETECH portal axle configuration seen in Dubai could eventually make its way stateside. Balmer explained that the kit is engineered for European specification at the moment, and that U.S. adoption would depend on regulatory pathways and aftermarket compliance, but noted that if homologation allows, customer-installed kits could be feasible for North America in the future as well.

For a more ground-level perspective, Mo Elarishy, Brand Manager for INEOS Grenadier UAE, said. "The INEOS Grenadier with LETECH portal axles provides the freedom to go off-grid and explore the natural beauty of the UAE." He also noted that demand for adventure vehicles here is growing fast and that capability remains the number one priority for the customer base.

Five INEOS Grenadier SUVs, including the rugged LETECH Trialmaster with its advanced Portal-Axle, are parked in front of an AGMC dealership, with UAE flags displayed on poles beside them.

Alongside the portal launch, the UAE also receives the full INEOS Grenadier portfolio: Fieldmaster aimed towards comfort, the Trialmaster for capability, the Quartermaster pickup for utility, and the Arcane Works Detour edition. Limited to just 200 examples, this special edition was on display on site and features fine-grain leather, 18-inch Arcane alloys, and a cashmere headliner.

Dr. Andreas Schaaf of AlBatha Automotive said, "The Ineos Grenadier is a perfect fit for AGMC and the UAE market. We serve discerning drivers who seek the performance, comfort, and rugged style the Grenadier offers."

The standard INEOS Grenadier was already highly capable, but the LETECH portal axle version turns things up to eleven. A familiar shape, modern engineering, and now portal-level capability make it an immensely capable overlanding-style vehicle that is ready to take on the great outdoors.

View All INEOS Grenadiers For Sale on duPont REGISTRY

Images: AGMC Group (UAE), Khris Bharath

Khris Bharath