Having been in development for a number of years now, the Ineos Grenadier is finally about to hit the streets and fields of the UK as manufacturing gears up for a release in 2022. Alex Heath recently took a ride in a prototype that the fledging vehicle manufacturer says is near complete.
Approaching the Ineos Grenadier, design inspiration from a number of off roaders hailed for durability and performance hit you. The obvious likeness to Land Rover's previous Defender Series is hard to ignore, but look a bit harder and there are hints of Mercedes G Wagon, Toyota Land Cruiser and even Suzuki Jimny worked into the body and stance of the new 4x4.
As a result, the Grenadier will never win a beauty contest, but that is not what it has been designed for. Its boxy shape and angular creases in the aluminium panel work are there for purposeful and useful ruggedness and load carrying capability. The bonnet can be stood on and the rear is cavernous enough to take a Euro pallet.
The manufacturer says at launch, three derivatives will be available, all built around the 2,922mm long wheel base version that has been the focus of engineering attention up to now. These incle a five-seater station wagon and a pair of commercial versions in two and five seat guises. Incidentally, seats come from Recaro and are reassuringly supportive and comfy, adorned in hard wearing stain and spill resistant fabric.
It is a common theme through out the vehicle. Where the manufacturer does not have the expertise to manufacture component parts, it has been unashamedly honest about sourcing from third parties, cherry picking what it deems the best parts for its situation.
Engine options extend to two, both from BMW, and both three-litre, six-cylinder versions. The only difference being one is a diesel, the other a petrol. Diesel will be the mainstay in the UK, however, the manufacturer has built the Grenadier with global appeal in mind, so in place like the USA and Middle East where petrol rules the roost, the option is there. The diesel engine churns out 245hp and 550Nm of torque, while the petrol gets 285hp and 450Nm.
Power is directed through an eight speed automatic transmission from ZF and has been a mainstay in BMW and other manufacturer's ranges for a number of years, with few glitches reported.
The combination of engine and transmission during our time in the seat is a strong one, with the manufacturer using the available programming space to fettle the transmission response for off road handling, both in the way it selects its gears and holds onto them when traversing slopes.
Three locking differentials feature, a mechanically shifted central diff and an electronic locking diff on each of the axles.
Beam axles come from Carraro, fitted to coil suspension. It may be an old setup by modern standards, but it works, articulating over ruts and voids in fields. The major down side is at speed the suspension can feel shuddery, but it enables the vehicle to have a proposed 3,500kg towing weight, which is a must for most farms.
Although the prototype vehicle we were in was still in its testing guise with switch gear that would not look out of place in a nuclear powerplant, the manufacturer says there will be a range of options for how ever much frivolity and toys you want in the cabin. Electric windows come as standard; they are cheaper to fit than manual wind downs. But electrically moving seats will not be offered; how hard is it really to adjust your seat?
Price wise, Ineos is stead fast in its belief that it should be on farm for sub-£40,000, but this is still to be determined.
See them at LAMMA Show!
