2025 Ineos Grenadier First Drive Review + Video

If I didn’t know any better, I’d be convinced I was living in a parallel universe — one where substance supersedes style, and modern amenities are an afterthought.

But then such an alternate reality already exists, with the Mercedes-Benz G-Class standing as a status symbol of the rich and famous, and all in spite of its utilitarian roots and compromised qualities that come with them. And if that machine can attract admirers around the world, surely there’s room for another like it. Which is more or less what the 2025 Ineos Grenadier is — except, of course, for the cachet.

The Cost of Capability

OK, that last part makes the Grenadier a tough sell, especially considering the cost that comes with it. With a pre-tax starting price of almost $100,000 — that’s for both the SUV and so-called Quartermaster pickup body styles — all it takes is interior carpeting and an optional coat of metallic paint to push one into six-figure territory. (Yes, you read that right: carpet costs extra — otherwise, it’s rubberized flooring complete with removable drain plugs.)

What you’re getting for the money might not seem on the surface like the sort of stuff you’d expect. It doesn’t look or feel especially luxurious, with an even more rugged vibe than the G-Wagon. The seats don’t have built-in massagers, not even optionally, and the materials are mostly so-so. Instead, this somewhat unheralded new entry is built to billygoat its way across the kind of terrain that might otherwise be earmarked for Jeep’s Wrangler and Gladiator duo.

As it happens, either of those can cost nearly as much as the cheapest Grenadier models when decked out with off-road goodies. They also happen to be similar in terms of execution, with traditional and truck forms to pick from, depending on taste or task — or both. (Not coincidentally, the original Land Rover Defender that inspired Ineos to build the Grenadier in the first place was offered the same way.)

Go Anywhere

While the Grenadier’s roof and doors don’t come off the way the Wrangler’s do, it’s hard to imagine a place Jeep’s most iconic model can roam that the overbuilt Ineos can’t. Beyond looking the part — we’ll get to that later — it’s been outfitted with the kind of standard and optional equipment that make it a durable do-anything utility vehicle. Better still, most of the parts come from reputable suppliers that add some notoriety to this otherwise unknown offering.

The solid front axle is more robust than the independent suspension that underpins a competitor like the Toyota Land Cruiser, while the available locking front and rear differentials keep the wheels rotating at the same rate regardless of how much one is slipping. (A locking centre differential is standard.) Naturally, four-wheel drive is standard — an essential feature for an off-road machine like this — and it has high- and low-range gearing for situation-specific use.

At a mostly mild off-road course carved into a ranch near Aspen, Colo., the Quartermaster was quick to overcome obstacles made more challenging by heavy snowfall. Riding on the available all-terrain tires, and with the rear differential locked (and the selectable off-road mode engaged), the pickup plucked its way along a mixture of mud and snow with ease. And while its combination of recirculating ball steering and 3,226-mm (127.0-in) wheelbase required extra care and attention when negotiating tight turns, it remained well short of unwieldy.

In particular, the selectable hill descent control system — which is perhaps the most advanced piece of off-road technology used here — impressed with its ability to adapt to the slippery surface beneath the truck while scaling down a steep embankment. Like other systems out there, the cruise control buttons are used to modulate the speed so you can focus on steering, with the Grenadier capable of crawling at a constant five km/h without gas or brake pedal intervention.

Add Anything

Whether Ineos has hit a sort of sweet spot in terms of the almost bespoke approach to buying the Grenadier or created an unnecessarily complicated process is a matter of perspective. There is, however, something special about making a brand new vehicle your own, with a whole host of options and accessories available right from the factory ranging from mild to wild.

It’s something of an old-school approach to automotive retailing, with an entire à la carte menu of add-ons rather than a series of packages made up of related features (although there are a few different trims to pick from). However, it means heated seats are optional in the base and Trialmaster trims — they’re included in the Fieldmaster that’s the same $107,995 before tax as the latter — while they both ride on 17-inch steel wheels (like the heated seats, slightly larger alloy wheels are fitted to the Fieldmaster).

The Trialmaster trim comes with locking front and rear differentials and all-terrain tires, all of which is handy when traversing trails. Otherwise, they can be added to the base and Fieldmaster versions either individually or as part of a package. And there’s plenty of other capability-enhancing equipment available, including a heavy-duty hitch hidden behind the front bumper, and a snorkel-style intake to keep the Grenadier breathing clean air in dry and dusty conditions.

Looking the Part

Even the frame can be painted red (or light grey) instead of black, if you’d prefer a few touches of colour poking out from behind the bumpers and under the body. (I’m still not entirely sold on the look, but it’s certainly unique.) Otherwise, the styling is very obviously inspired almost entirely by the iconic Defender of old. Everything about the aesthetic has a practical purpose, including the flat front fenders that provide places to put stuff when parked; think tools or even a coffee percolator — useful while camping.

The cabin looks as if designers started with the leftover parts from an old regional jet, then worked to retrofit it with a few modern components — touchscreen, steering wheel, and BMW-sourced gear selector among them — before moving on to other priorities. The result is a function-first space that’s fashionable in the same way as waxed canvas work wear. It’s unquestionably cool, but it’s also not quite in keeping with the price tag in terms of look and feel.

Either way, the switchgear inside doesn’t just add to the unique aesthetics Ineos was after, but it’s all easy to understand and use. While the plastics aren’t the nicest out there, the buttons and dials do their jobs better than touch-integrated controls would. The same goes for the overhead buttons and toggles that are exceptionally fitting for this application — plus they’re just plain fun.

Consider the Compromises

All the stuff that makes the Grenadier so great off the beaten path — and make no mistake: that’s its natural habitat — is less than ideal just about everywhere else. Take the BMW-sourced straight six-cylinder under the hood; it’s an outstanding engine with plenty of turbocharged torque, but it isn’t especially efficient when paired with this full-time four-wheel-drive system.

Considering the most common use is likely to be bouncing around town, it would be better served by a selectable system instead that would help to cut down on the grotesque 16.9 L/100 km the Grenadier is rated to consume in combined conditions. For a bit of perspective, the only SUVs with worse ratings are the Dodge Durango SRT Hellcat (17.4), and the AMG-tuned version of the G-Class (17.7), both of which are powered by high-octane eight-cylinder engines.

Elsewhere, the solid front axle means its road manners are short of polite, with the Grenadier meandering back and forth like a hunting dog on the scent of something special. Meanwhile, the extra unsprung weight that comes with it — along with the matching axle in the back — causes some issues with the ride quality, with pressure cracks and potholes reverberating up through the steel components and into the cabin like they do in a Wrangler or work truck.

The steering system also takes some getting used to, with turn-in response that’s laboured at low speeds while simultaneously getting more sensitive as velocity increases — and, indeed, more sensitive than most rack-and-pinion systems on the market, which are much more common than this recirculating ball setup. It’s mostly a matter of growing accustomed to the different way in which the Grenadier functions, but expect an adjustment period nonetheless.

Other issues aren’t related to the Grenadier’s raison d’ȇtre, like the lack of an instrument display in front of the driver. Instead, about a third of the 12.3-inch touchscreen is dedicated to information like speed and fuel. But then the infotainment interface itself offers fingertip access to useful off-road data like pitch and roll angles, and even altitude. There’s also a proprietary waypoint-based navigation system designed specifically for off-road use, plus wired Android Auto and wireless Apple CarPlay compatibility, the latter of which is a cinch to set up.

Final Thoughts

None of the issues affecting the Grenadier are unique, with its Jeep-badged rivals suffering the same sort of drivability woes. However, there’s a perception of prestige that comes with a British designed, German engineered, and French-made machine, with expectations that exceed reality considering what this one comes with — and what it doesn’t. It isn’t just fancy features like an exceptional stereo or massaging seats that are missing, either; even simple stuff like a push-button start isn’t offered here, which is shocking considering its six-figure pricing.

Otherwise, I happen to adore the decidedly dated approach to motoring the Grenadier delivers, although I wouldn’t want to run errands behind the wheel of one or take it on a pavement-bound road trip. And, sure — plenty of people drive G-Wagons or Jeep Wranglers to work everyday and don’t complain about it (at least not publicly), but that doesn’t make either of them the best tool for the job.

Likewise, the 2025 Ineos Grenadier is a unique breed of machine built to go places most vehicles can’t, and it’ll do it with the backing of a factory warranty. (Within reason, of course. Read the fine print before planning your first off-road adventure.) Either way, if you’re considering one as a daily driver, you’ve been warned. But if epic excursions to faraway places are on your to-do list, there might not be a new vehicle on the market better suited to the task.