Words by Larry Printz
It’s January in Scotland, and we’re driving down the most minimal of trails somewhere near Loch Lomond in the Scottish Highlands. Any macadam and concrete vanished long ago, replaced by an amalgamation of muck that humans have faced for millennia: mud, water, snow and rocks. This isn’t much of a concern until reaching a crest. There, the trail turns and slopes perilously downward more than 300 feet at a 25-degree angle.
But Mother Nature’s challenge proves illusory as our trusty steed, the Ineos Grenadier Fieldmaster, demonstrates just how unflappable and unstoppable it is. The remarkably capable full-size, body-on-frame SUV is the vision of Sir Jim Ratcliffe, CEO of the world’s third-largest petrochemical company, Ineos. Privately held, Ineos is comprised of 25,000 employees working at 39 businesses in 31 countries and generating annual revenue of $65 billion. This is one startup that doesn’t need to beg for development funding.
The idea to produce the Ineos Grenadier came to Ratcliffe in 2017 at his favorite watering hole, The Grenadier pub in Belgrave Square, London. Land Rover had ceased production of the Defender, and its replacement was not expected to be the utilitarian rock crawler that had long thrived in the world’s most isolated regions. After attempting to buy the Defender’s tooling and being rebuffed, Ratcliffe decided to build his own vehicle to fill the void. This is no small task. Automobiles are the most complex and regulated consumer goods in the world. But Ratcliffe was undaunted, and the company’s newest division, Ineos Automotive, announced it will build a new old-school SUV, one named for his favorite pub, where currency is stapled to the ceiling.
Their first vehicle, the Ineos Grenadier, is remarkable. Manufactured at a former Mercedes-Benz plant in Hambach, France, the five-passenger Grenadier is offered in luxury-oriented Fieldmaster and off-road Trialmaster trim with parts sourced from blue-chip automotive suppliers. BMW Group provides the Grenadier’s powertrain, ZF its eight-speed transmission, Magna Steyr its engineering partner, Carraro its chassis and suspension. Tremec manufactures its two-speed transfer case, Eaton makes the differential lockers, Brembo supplies its brakes, and Recaro takes care of the seating. Using common parts makes repairs easy, no matter where you are in the world. (And yes, it has the expected front and rear skid plates and rock sliders, and the oil pan, transmission, differentials, and fuel tank also have underbody protection.)
Unlike every other SUV, the Grenadier is constructed to last 30 years, not 10. That’s why it’s built using body-on-frame construction and with other similarly proven techniques. This means live axles and recirculating-ball steering that’s been tuned to a remarkable degree. The proof comes in the form of the Grenadier’s stats: a 35.5-degree approach angle, 28.2-degree breakover angle, 36.1-degree departure angle, 31.5-inch wading depth, and 10.4 inches of ground clearance. It even drives at a 45-degree angle. Certainly you can feel it when faced with the absurdly sloping Scottish hillsides. Its absorbent off-road suspension is the ideal antidote to our crumbling infrastructure as well as the forest primeval. Plus, it hauls 1,841 pounds inside, while towin 7,716 pounds.
As you might expect, the Grenadier’s function is its form. It doesn’t look like a designer cartoon of an SUV; this is the real deal. The Grenadier’s side rails integrate L hooks for mounting jerry cans, shovels, rescue ramps, or other items. The grab rails atop the side windows are useful as tiedown points or for holding while climbing into the rear seats. The Grenadier is strong enough that you can sit, stand, or work on its bumper, fenders, and hood. When it’s time to call it a night, the roof proves to be a perfect perch for camping with a static load capacity of 925 pounds. Just be careful when you roll over in the middle of the night.
Its mission is reinforced once you climb behind the wheel and power up the BMW 3.0-liter turbocharged inline six-cylinder engine. Mated to a ZF eight-speed automatic transmission, two-speed transfer case and four wheel drive, it generates 282 horsepower and – more importantly – 332 pound-feet of torque at 1,750 rpm. It’s the perfect heart for this off-road warrior, with lots of power down low.
The cabin proves as functional as the exterior. Driveline controls are situated on a roof-mounted panel. In contrast, comfort and convenience controls are positioned below the center-mounted infotainment screen, which also houses the speedometer. In front of the driver is a small screen that shows only warning lights, so as to allow for concentration off-road. It all works remarkably well, in a straightforward, no-nonsense fashion.
Of course, body-on-frame construction makes it easy for Ineos to build another vehicle using the same platform and powertrain. So, for its second act, Ineos introduced the Grenadier Quartermaster pickup truck, its name referring to “an officer in the army who is in charge of providing food, uniforms, and accommodation.”
With four doors and two rows of seats, the Quartermaster’s back half consists of a short pickup bed measuring 61.6 inches long and 63.7 inches wide, with a 4-foot, 2-inch-wide tailgate, four tie-down points, and optional utility rails. Payload is rated at 1,676 pounds; the towing capacity is the same as the Grenadier SUV. The Quartermaster’s wheelbase is a foot longer than the Grenadier SUV’s 115 inches, and the overall length is about a half-inch shorter than a Toyota Tacoma Double Cab with the short bed.
As an imported pickup, its price will be affected by the Chicken Tax — a 25 percent U.S. tariff on imports. However, the Grenadier Quartermaster’s lifespan should dissipate any qualms over cost. Like the Grenadier SUV, the Quartermaster is built to last. It’s an astonishing start for Ineos Automotive, the world’s newest — and best — outdoor vehicle outfitter.
This article appeared in our May 2024 Issue.
