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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.
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Background
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.
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Range data
| Min | Max |
| Price | 62495 | 71995 |
| Insurance group 1-50 | 50 | 50 |
| CO2 (g/km) | 268 | 268 |
| Max Speed (mph) | 99 | 99 |
| 0-62 mph (s) | 9.9 | 9.9 |
| Min | Max |
| Combined Mpg | 27.4 | 27.4 |
| Length (mm) | 4683 | 4683 |
| Width (mm) | 1930 | 1930 |
| Height (mm) | 2036 | 2036 |
| Boot Capacity (l) | 1152 | 2035 |
Driving experience
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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Design and build
The only significant exterior change as part of this update lies with the headlamps, which now come with double-ring daytime running lights. You can also opt for a new wheel design and INEOS has updated the tyres to the latest Bridgestone Dueler AT002 or optional BF Goodrich All-Terrain K03 rubber.
Otherwise, everything's just as before. Land Rover refused Ineos permission to reproduce the design of the old Defender but almost in defiance, there are an awful lot of visual cues to that old SUV here: clamshell bonnet, flat windscreen, spare wheel on the tailgate, chunky door handles - tick, tick, tick, tick. What's underneath will be familiar to lovers of old Landies too, the ladder-frame separate chassis, here reinforced with flitch plates and side members up to 6-inches deep. Get up close and it's more obvious that the Grenadier has its own visual persona; and unlike the old Defender, there won't ever be a shorter short wheelbase version.
For all the claims of 'rugged simplicity' when it comes to cabin design, it's hard not to be disappointed by all the robust wipe-clean plastics and vinyl surfaces you get inside, given the amount of money INEOS wants here. You can splash out on extra-cost leather coverings and a carpeted floor, but that does seem rather to defeat the point of this utilitarian design. The cabin changes made to this updated model don't amount to much; a new frameless rear view mirror and upgraded climate control components to improve the performance and predictability of heating and cooling within the cabin.
You climb up into the driver's seat and get faced with an ugly steering wheel and lots of chunky controls, one of which is a re-skinned BMW iDrive capstan that operates a re-skinned BMW iDrive centre screen. More buttons reside on the aircraft-style overhead control panel built into the roof. Little touches include a curious 'toot' button on the wheel, which operates a low volume 'parp' on the horn to let cyclists know you're there. But the wipers are poorly designed, leaving the top half of the screen dirty, the doors take a bit of a slam to shut and the rear view out is awful.
The rear seat is quite comfortable and has just enough space for a couple of six-footers to sit behind front seat folk of equal height. There's no opportunity to add third row seating. And luggage capacity is 1,152-litres with the rear seats in place and 2,035-litres (79-litres more than a Defender 110) with them 60:40 split-folded.
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Market and model
One of the most impressive things about this update is that INEOS isn't charging any more for it - or at least it wasn't at the time of this Model Year 2026 Grenadier's launch. Which means that prices still start from around £62,500 for the base version almost nobody chooses, with around £70,000 required for the better-specified Trialmaster' and 'Fieldmaster' variants you're more likely to want.
INEOS has also added a limited run 'Black Edition' version at the top of the line-up costing around £72,000. That's identifiable by an exclusive all-black body and trim finish, which complements the sole 'Inky Black' paint option. Gloss black 18-inch alloy wheels, a Dark Exterior Pack (black grille, dark skidplates), privacy glass and a lockable spare wheel storage box) complete the look from outside, while and dark interior headlining and carpet flooring set the scene inside.
As before, it's still possible to get van and pick-up Grenadiers, which feature all the same Model Year 2026 enhancements. The Grenadier Commercial van starts from around £52,000 (ex-VAT), while the Quartermaster pick-up starts from around £62,500.
Sticking with the ordinary Grenadier Station Wagon, the 'Trailmaster' version is intended for serious off roaders and comes with 17-inch steel wheels, a raised air intake, an access ladder, interior utility rails, an auxiliary battery 400W power take-off and a compass with altimeter. It also gets a 'Rough Pack', which gives you differential locks front and rear and BFGoodrich all-terrain KO2 tyres. Luxury stuff includes a 'Smooth Pack', which gives you a rear view camera, parking sensors, power heated mirrors, heated washer jets, and puddle lamps. The alternative 'Fieldmaster' version most will prefer is a bit more luxury-orientated, with 18-inch alloy wheels featuring locking wheel nuts, leather trim, a premium sound system, heated front seats and carpet floor mats. It also gets the contents of the 'Smooth Pack'.
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Cost of ownership
You won't be expecting a Grenadier to be particularly affordable to run; even in diesel form, it isn't. The diesel is rated at up to 27.4mpg on the combined cycle but you'll probably be averaging more like 20mpg in real life. The petrol model is rated at up to 21.4mpg - think more like 17mpg in real-world conditions, though thanks to the huge 90-litre fuel tank, even that petrol version should give you a drive range of over 350 miles. The CO2 returns are sobering, up to 299g/km for the petrol and up to 268g/km for the diesel.
We've come across online manuals that encourage owners to work on the car themselves, but we're not sure how this would fit with the brand's five year, unlimited mileage warranty. The BMW engine and transmission packages are well proven and should prove to be reliable. And experts reckon that the robust suspension is less likely to fail than the more complex system of the current Defender, which has a monocoque construction making its sills more vulnerable to really testing tracks. The Grenadier's ladder-framed chassis gets full E-Coat treatment (which includes cathodic dip coating and an electro-chemical coating process), plus internal cavity wax application and an exterior powder coat. As a result, Ineos is confident enough to give it a class-leading 12-year anti-perforation warranty.
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Summary
The steering changes made to this updated Grenadier are welcome, but they still don't make this Grenadier into a cut-price Mercedes G-Class. This INEOS though, gets closer to its far more expensive rival in this form and still can arguably shade its Stuttgart rival off road. What's certain is that you'd feel more confident about attempting the very worst terrain in a Grenadier, both in terms of getting through it. And of getting through it without significant damage.
The other changes made here aren't very significant, but they do give this Grenadier a little more polish - which is what we asked for when we tried it in its original form. There remains quite a lot you'll have to get used to, but buyers won't expect clinical perfection in terms of design and cabin fittings - and you still don't get that with a Grenadier. But the value proposition now looks better than it did at launch. And what you get here remains completely authentic. We like this car for that. You might too.
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