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With the Quartermaster, INEOS shows us just how good it can be in creating a pick-up. And what a pick-up. It'll go places no other rival will go and feels bullet-proof. Here, we look at the more road-ready version that the brand introduced for the 2026 Model Year.
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Background
Some people have quite a different idea of what the ultimate pick-up should be. For them, it's not something blinged-up and leather-lined, the ultimate attributes required instead being of the trail-ready kind. These are the kinds of people who in the past might have bought an old shape Land Rover Defender pick-up; who in the US might choose, say, a Jeep Gladiator; and who here might choose this contender, the INEOS Quartermaster.
You might immediately pigeonhole it as the pick-up version of the INEOS Grenadier SUV, which is certainly true to some extent, but the Quartermaster is longer overall and rides on a chassis with a lengthier wheelbase. The pricing is in a different, far more exalted league than ordinary pick-ups - but then the off-road ability on offer is too. INEOS first introduced this model in 2024, then updated it with a significant package of changes in early 2026. Let's take a closer look.
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Range data
| Min | Max |
| Price | 62495 | 71995 |
| Insurance group 1-50 | 50 | 50 |
| CO2 (g/km) | 306 | 306 |
| Max Speed (mph) | 99 | 99 |
| Min | Max |
| 0-62 mph (s) | 9.8 | 9.8 |
| Combined Mpg | 24.4 | 24.4 |
| Length (mm) | 5440 | 5440 |
| Width (mm) | 1943 | 1943 |
| Height (mm) | 2019 | 2019 |
Driving experience
The main change for this improved Quartermaster lies with updates to its steering. This revised model retains the original 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.
Otherwise, everything's as before. As you'd expect, the Quartermaster drives just like the Grenadier SUV it's based on. Though you notice the rather ponderous feel rather less because a pick-up driver's expectations are somewhat different. As with the SUV model 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 a twin turbo 245bhp diesel or a single turbo 282bhp petrol unit.
The performance stats that matter here of course are quite different ones. There's very little off road that will stop a Quartermaster: it's in a different mud-plugging league to over, lesser pick-ups. Thanks to ground clearance of 264mm, a wading depth of 800mm, an approach angle of 35.5-degrees, a breakover angle of 26.2-degrees (down from 28.2 in the SUV) and a departure angle of 22.6-degrees (well down from 36.1-degrees in the Grenadier). Towing capacity is up to 3.5-tonnes and the vehicle can winch up to 5.5-tonnes.
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.
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 pick-up that's got its off road priorities right. If you really must use your Quartermaster for commuting, the much more refined petrol version's a better bet.
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Design and build
Front-on, you might think this was a Grenadier at first glance because from the nose to the back of the second row seats, the Quartermaster looks the same as its SUV stablemate - or at least the 5-seat Utility Wagon version of that Grenadier, which it's actually based on. Compared to the SUV, the wheelbase has here been lengthened by 35mm, creating an overall Quartermaster length that's nearly a metre longer. With the pick-up, only one size and body shape is available, though a chassis cab model is also offered. The only significant exterior change as part of the most recent 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.
Inside, it's just as in a Grenadier, so 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. You won't be as disappointed by all the robust wipe-clean plastics and vinyl surfaces as you would be in a Grenadier.
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. Some Quartermaster variants feature leather upholstery, but that does seem rather to defeat the point of this utilitarian design. As with the SUV, the wipers are poorly designed, leaving the top half of the screen dirty and the doors take a bit of a slam to shut. The rear seat is very upright, so less comfortable than a Grenadier's, though it is mounted higher than the front chairs, so you get a good view out.
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Market and model
Impressively, Quartermaster pricing hasn't risen as part of the most recent update. Pricing at the time of this 2026 model year introduction started at £62,495 for either the petrol or the diesel version, including VAT (which in this case you won't be able to claim back). But that's for base-spec, which comes with a fairly stripped-out level of spec but does still include Recaro seats, LED headlights, Pathfinder off-road navigation and a full-sized spare wheel.
INEOS expects most customers to choose one of the two 'Edition' versions, which are named after Belstaff jackets (the hard-wearing clothing brand which is part of the INEOS portfolio) and were both priced from £69,995 at the time of this Model Year 2026 introduction. These add a rear view camera, front parking sensors, a heated windscreen and a load bay liner.
The more off-road-orientated option is the 'Trialmaster' model, which features mud-plugging tyres, 17-inch wheels, cloth seats and a what the brand calls a 'Utility Belt' running around the middle of the body for attaching things like shovels and Jerry cans. This derivative also gets a raised air intake. The alternative is the 'Fieldmaster' version, supposed to be more lifestyle-orientated, so it gets smarter-looking 18-inch alloy wheels and what the company calls 'Safari' windows, which are pop-up sunroofs above the front seat occupants. There's also leather upholstery. As part of this update, a road-orientated dark-themed 'Black Edition' model has been added to the top of the line-up.
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Practicalities and costs
In the load area, there's room for a standard Euro pallet (1200 X 800mm) but that's only if you remove the spare wheel, which (if you fit the right accessories) you can then relocate either on the roof or on a special rack that goes above the load bay. The load bed is 1,564mm long, 1,619mm wide and 485mm high (at its maximum). The rear door is 1,280mm wide and can take 225kg of weight when it's open. What you might be disappointed in are the maximum payload figures. The best you'll get is 835kg for the petrol variant with the lightest options. The heavier diesel derivative in base form can carry just 760kg. All of this is a real problem because it means that no version of this Quartermaster can offer the necessary 1,000kg payload to be eligible for VAT reclamation, making this vehicle seem even more expensive. At least towing capacity is impressive: all versions can tow up to 3,500kg.
You won't be expecting a Quartermaster to be particularly affordable to run; even in diesel form, it isn't. The diesel is rated at up to 24.4mpg on the combined cycle (about 3mpg behind the equivalent Grenadier) but you'll probably be averaging more like 20mpg in real life. The petrol model will return up to 19.6mpg and up to 325g/km. 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 306g/km for the diesel.
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Summary
This is far more our idea of the ultimate pick-up - as it should be given its asking price But that hasn't risen with this update, so now looks better value than it did at original launch. And there's simply nothing else out there that's as rugged - or would dare to go the places a Quartermaster would take you in its stride. It won't be for everyone of course - in fact the quirky looks, high running costs and exalted pricing mean it'll be for hardly anyone. And the payload capacities are really disappointing. But if none of that seems important, you fit the Quartermaster customer demographic and like the idea one of these, then nothing else will satisfy you in quite the same way.
If you're seeking the ultimate rugged addition to your dream garage, we can't help thinking that this pick-up model is more appealing than its Grenadier SUV stablemate. Particularly as the steering changes have made this model so much easier to live with on tarmac. But it's off-tarmac you'll really enjoy it. Charismatic and idiosyncratic, there's nothing quite like a Quartermaster.
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