Ineos Grenadier: The Billionaire's Revenge Created a New 4X4 Legend

British businessman Sir Jim Ratcliffe, upset by Land Rover's discontinuation of the classic Defender, invested nearly a billion dollars to create a modern successor. Here's an exclusive Israeli test.

By RAMI GILBOA

SEPTEMBER 3, 2024 12:53

Does this bodywork look familiar to you from somewhere? This is the all-new Grenadier, which closely resembles the old Defender. (photo credit: Walla system, Rami Gilboa) — Does this bodywork look familiar to you from somewhere? This is the all-new Grenadier, which closely resembles the old Defender.

(photo credit: Walla system, Rami Gilboa)

Estimated Price: Over NIS 600,000
Competitors: Toyota Land Cruiser 250, Mercedes G-Wagon, Land Rover Defender 110
What We Liked: uncompromising off-road vehicle, excellent passenger compartment, engines, material quality, and durability
What We Didn't Like: Price, not quiet or luxurious enough, fuel consumption
Rating: 9.5/10

The Grenadier is built on proven and tested off-road roots. It doesn't pamper its passengers to the level found in modern luxury vehicles, but it will take them to any point on the planet. (credit: Walla system, Rami Gilboa)

We could start the story of the Ineos Grenadier with desert and jungle crossings, engine roars, and gear wheels, or by comparing its dashboard to that of a Boeing 737. But I prefer to settle into an anonymous pub in London where the multi-billionaire Jim Ratcliffe used to have a beer with his friends. Like the hundreds of thousands of Defender fans around the world (including the writer of these lines), Ratcliffe also went crazy in 2016 when he saw where Land Rover was heading with the replacement for the iconic Defender. One can understand Land Rover's business considerations, but to kill off such a charismatic motor icon?

We all went crazy over Land Rover's decision, but Jim Ratcliffe is not just 'all of us'; Ratcliffe founded the petrochemical conglomerate Ineos in 1998, which is now valued at about 16.5 billion dollars. Ratcliffe is one of the owners of the Mercedes Formula 1 team, Manchester United football club, America's Cup yachts, bicycle racing teams, and other rich people’s hobbies. How rich? The "Sunday Times" valued his fortune last year at 30 billion pounds, making him the second richest person in Britain.

During development, the Grenadier was tested on the toughest trails on Earth, but it still needs to prove its level of reliability. (credit: Ineos)

Ratcliffe offered Land Rover to buy the coveted brand and give the Defender a new life. Land Rover did not agree, and Ratcliffe continued with his plans—while waving a lawsuit from Land Rover accusing him of intellectual property and business theft. "We acknowledge that the Grenadier resembles the old Defender in its shape," the court ruled, "but this is because both are designed to perform the same tasks; just like the Mercedes G, Toyota 75, or Suzuki Jimny, which share the same territory and design needs."

Every inch of the body conveys utility and durability. Naturally, it comes with a full-size spare tire—it's not an urban toy. (credit: Walla system, Rami Gilboa)

The Technological Concept: The fact that Ratcliffe couldn't rely on the old Defender's production lines allowed him to start the design from a clean slate, with an estimated investment of about 800 million dollars. But as the court ruled, the technological logic kept him quite close to the old Defender's configuration; the Grenadier also sits on a sturdy ladder frame produced by Magna and two live axles from Carraro, has a mechanically operated transfer case (not with capricious solenoids), Brembo brakes, and mounts 32-inch off-road tires on simple, durable steel rims—all Old School, familiar, and proven. The Grenadier comes with two engine options, BMW's familiar 3-liter engines, either gasoline or diesel; also a technology with a reputation for reliability.

Production takes place at the old Smart factory in France, which had been idle since the brand's production was moved to China and was purchased by Ratcliffe for the project.

The Grenadier comes with towing eyes, skid plates, and side steps. A slight lift would be beneficial. (credit: Walla system, Rami Gilboa)

The Grenadier's Approach: The Grenadier is designed to give the customer everything—dozens of 4X4 items installed on the vehicle, from anchoring rails along the sides, a roof rack, and grab handles on the roof, preparation for an additional battery under the rear seat, a roof ladder, AUX switches waiting for lighting or communication devices. The Grenadier comes with underbody protection and side steps, has a hidden winch in the front bumper, preparation for a removable rear winch, and more. It's very cool, but many customers won’t use all this abundance—even though it raises the product's price. But the Grenadier is not meant to be a cheap off-road vehicle; in Europe, a test vehicle will cost about 85,000 euros before additions—that’s very close to the price of a hybrid Defender in Israel, which costs about NIS 685,000. It's also about NIS 150,000 more than the new Land Cruiser 250. But maybe you’ll find comfort in the fact that the Grenadier costs only half of a comparable Mercedes G. The Grenadier is expected to arrive here by the end of the year, imported by UMI—only then will we know the final prices.

The Quartermaster pickup version offers even higher work potential, but the maximum payload in the bed is only 760 kilograms (credit: Ineos)

Design: Despite the court's ruling, I actually think the Grenadier remarkably resembles the sweet 1995 Defender I had a generation ago. After years in which the British told us it was impossible to adapt the old Defender to modern safety and emission standards, Ratcliffe came and proved that everything is possible. The Grenadier has the same vertical sides of the old Defender, a cubic rear end, a drooping front end (excellent for off-road driving), black fender flares, roof indentations replacing the Alpine windows—it looks as if someone gave the old Defender a massive facelift, which I liked.

The Grenadier has 17-inch steel rims mounting 32-inch tires, which is excellent for off-road work. LED lighting gives a modern touch, and the bumpers are rounded off smoothly. The front grille is a bit flashy for my taste, but it's not a big deal. The Grenadier is offered in an extended Station Wagon version like the blue test vehicle, and in some versions, there are no rear seats to receive tax benefits in the UK.

The central console is very impressive, functional with plenty of physical switches (credit: Walla system, Rami Gilboa)

Those who really need to work will order the extended Quartermaster pickup truck, whose front end is almost identical to the test vehicle; the pickup costs 15% less than the luxurious passenger version. There will be no short versions or canvas tops like in the classic Defender.

You may like or dislike the cubic design, but it conveys utility and robustness, suitable for serious off-roaders and institutional customers—firefighters, security agencies, and state institutions. They will have to choose between two trim levels: Trialmaster, designed for off-road work (with the snorkel of the test vehicle, 17-inch rims, and fabric upholstery), and Fieldmaster, aimed at lifestyle customers, with leather seats and 18-inch rims.

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There's also plenty of space, air conditioning, and headroom in the back. Note the square windows. (credit: Ineos)

Passenger Compartment: The old Defender's passenger compartment was awful and spartan, a model of poor ergonomics on the level of an outdated tractor. It had a slouched seating position in front of the wheel, no space for the left elbow, the engine vibrated and emitted a burnt oil smell. No one misses any of that. The new Grenadier is a different world of comfort and efficiency. It's not luxurious or opulent; on the contrary: everything is functional and durable, the Recaro seats are among the best I’ve recently sat in, and there is excellent space for four passengers, even five. At the front, there are two cool roof windows that can be easily removed for 'safari observation' above the roof. But for now, there are no giraffes in Tel Aviv, and no sunshade under the roof windows. Let’s see them on the Ayalon Highway at 38 degrees Celsius!

The side windows are large and the feeling of space is excellent, but the front window is low for my taste; it somewhat closes in on you, but I was pleased to find that from the driver's seat, you can see the ends of the front fenders, which is excellent for maneuvering between rocks or trees. The glove compartment is surprisingly small, as are the storage compartments in the doors or the central console; it's a bit annoying for a travel vehicle. The huge cargo area opens with two vertical doors. This allows easy access to the cargo but completely blocks the rearview mirror's view; why wasn’t a rearview camera installed there?

The 3.0-liter BMW engine has made its way from paved roads to the world's challenging off-road trails (credit: Ineos)

The most impressive feature in the passenger compartment is the huge console, reminiscent of a jumbo jet's cockpit; its lower part is used for controlling air conditioning and seat heating, defogging, etc.—it’s impressive, although a bit wasteful of space. An analog compass is installed in the middle of the console because "Jim Ratcliffe believes that a jeep driver must always know where north is, even without a navigation app." The upper part of the console is mounted on the roof, between the removable windows; from there, the 'pilot' operates external lights, navigation devices, driving mode selection, and AUX switches for optional equipment. It’s very cool and unique, easy to operate with gloves.

The dashboard is clean and deliberately modest, with a 12.3-inch screen used for information, navigation, and music. The screen design is reserved and textual on purpose, as if they shied away from overly creative design. The tachometer appears as a row of small bars, which we didn’t like. I would have been happy to find satellite navigation with Tracks4Africa software, but for now, we’ll make do with smartphone pairing and a somewhat simplistic display for such an expensive vehicle—including a mediocre rearview camera. The rear seats have ample space, with a high seating position suitable for a long trip. There are connectors for installing a cargo area partition net, the carpets can be removed and the floor can be hosed down thanks to drainage holes. Despite some minor rejections, it is a spacious and highly practical passenger compartment that looks like it will last forever.

For years, I waited to drive the Grenadier, and now it has arrived. The vehicle provides an excellent feeling of a pure off-road vehicle, focused to the end (credit: Ineos)

Engine Performance: Ineos didn't waste time developing their own engine; they installed BMW's 6-cylinder engine in the Grenadier. This well-known engine is used in BMW cars and others, including off-road and track racing. The diesel version provides 245 hp, while the gasoline engine produces 282 hp. Although these engines are powerful, with a weight of 2.7 tons and poor aerodynamics, they struggle to move the Grenadier.

I drove both versions and surprisingly preferred the gasoline engine: it’s stronger, quieter, and more refined compared to the rough diesel. The diesel isn't sluggish, but it’s not quick off the line or in intermediate accelerations. Cruising above 100 km/h is excellent and relaxed, which suits a vehicle like this. Wind and engine noise enter the cabin, as does the sound of off-road tires. The diesel is even rougher, with NVH levels resembling a 4X4 pickup that costs less than half. The top speed is electronically limited to 160 km/h.

The test vehicle, in its blue color, felt great among the dirt piles and also at 140 km/h on the French highway (credit: Walla system, Rami Gilboa)

Yet, there’s something comforting and reassuring in this mechanical ruggedness, suggesting: "This isn’t just another glossy crossover or a Chinese EV doing 0-100 in four seconds; you’re about to embark on a long journey, take your time." The diesel accelerates to 100 km/h in 9.9 seconds, while the gasoline version does it in 8.6 seconds.

The sound of air being sucked into the snorkel is pleasant, reminiscent of a G-Wagon. The ZF 8-speed transmission performs excellently, though the refined BMW gear lever doesn’t quite fit in the rough Grenadier environment. Fuel consumption is around 8 km per liter, depending on driving style and engine choice. Ineos sells about 110 Grenadiers a day, with 2/3 ordered with gasoline engines. There’s high demand in the American market. Unfortunately, the Grenadier’s only active safety feature is autonomous braking, along with basic alert systems and airbags; drive carefully and good luck.

The Grenadier is not an extreme off-road vehicle or a speedy trail rabbit; it is a marathon runner designed for long overland journeys, daily work in fields, and deserts. (credit: Walla system, Rami Gilboa)

Comfort and Road Behavior: During purchase, customers choose between solid suspension for road driving or a softer, more comfortable off-road setup. The test vehicle had the relatively stiff road suspension, which performed excellently. The vehicle is comfortable and maintains a balanced body, even in sharp turns or heavy braking. It lacks the softness of modern crossovers but isn’t as stiff as sporty ones. The test drive didn’t allow for an in-depth evaluation, but the feeling was excellent, even on a rough trail. With equipment and passengers on board, it would be even better. Note that the suspension and dampers are entirely mechanical—no adaptive or pneumatic systems, nothing that could break down in a rocky stream.

With live axles and coarse off-road tires, don’t expect refined road behavior. The Grenadier is tall and heavy, with no intention of being sporty. The British installed Recirculating Ball steering, a worm gear mechanism. It’s durable and reliable but heavy to operate, doesn’t self-center, and requires frequent steering adjustments—not ideal for city driving but excellent for absorbing impacts from random rocks. Despite 3.85 turns lock-to-lock, you need considerable hand strength and get a turning radius of 13.5 meters. This choice favors off-road driving over road comfort. A relaxed and flowing driving approach is recommended for the Grenadier to be an excellent companion, even for long trips to your favorite trail.

The cargo area is very spacious, but the wheel arches limit the space for installing drawers, a refrigerator, and similar items. (credit: Ineos)

Off-Road Capability: The sole justification for the Grenadier’s existence is its off-road capability. This is demonstrated in its classic off-road setup and top-quality components. While larger tires (33 or 35 inches?) might be appealing, the British likely chose 32 inches for reliability in long journeys, rather than extreme clearance or high speed.

The off-road driving I tested didn’t even approach the Grenadier’s capabilities; it has a meaty engine, low gear ratios, excellent body angles, superb suspension travel, and off-road tires with a 70 profile that allows lowering air pressure to 15-25 PSI. The ground clearance is a commendable 26.4 cm, but in Europe, 2.5-inch lift kits from Eibach+King are already available for 9,000 euros. The transfer case is operated with a mechanical lever, allowing driving in LOW with a locked or open center differential. There are two cross-axle locks, descent control. The ride offers excellent bump absorption (even at full air pressure), and the underbody components are solid and tight. This is a rare feeling today, where comfort and luxury are emphasized.

Australian purists have complained about excess computing, but what did you expect, a car with a carburetor? It seems the British avoided excessive electronics, although the "Crossing" mode, for example, definitely involves some extra computing. Ineos set the standard to allow the Grenadier to wade through 80 cm of water, shut off the engine for a quarter hour, then restart and continue driving. The test is not just about restarting but also about sealing. For this purpose, the system seals various openings in the cabin floor and engine, limits water entry to the air filter, and deactivates electrical systems like heating and cooling. This is very impressive, but I believe there’s some overcomplication that could affect reliability. We’ll see how it performs in floods in Wadi Paran. In any case, the Grenadier inspires confidence off-road, and automotive journalists who had a more challenging off-road experience than mine share this impression.

Tested in the coldest places on Earth (credit: Ineos)

Bottom Line: The Ineos Grenadier is the triumph of a stubborn Brit over British manufacturers, or if you prefer, a mechanical version of David vs. Goliath (we just need to decide who’s Goliath, Land Rover or Ratcliffe). For fans of the British brand, this is a resurrection, a significantly upgraded version of the original. The Grenadier is a vehicle full of uniqueness and charisma, designed by engineers passionate about motoring, not by PR and marketing folks.

I fell in love with it at first sight, and despite a few minor comments, I think the British have executed an amazing project here. On the other hand, I must warn anyone who isn’t a true off-road enthusiast—this isn’t a branded and ruggedized version of a modern 5X or 110; the Grenadier is a tough and bulky off-road vehicle, and on the road, it’s not a great pleasure—unless you know that at the end of the asphalt awaits an adventurous journey in Africa or the Negev. Another question mark hanging over the Grenadier is its future reliability—the concept looks great, and the components are top-notch, but it will take years to know how British design and German technology, manufactured in a French plant, age together. Meanwhile, we’ll settle for a five-year warranty with no mileage limit, and 12 years against rust.

The Grenadier is expected to arrive in Israel later this year. The price is not yet known, but many will want it. I don’t know how many customers and institutions will pull out their checkbooks, but I’m already eager to see it in Ashdod or Wordit. And after all this, what do you think happened to the modest 'Grenadier' pub in London? Of course, Ratcliffe bought the pub too.