First Drive: Ineos Grenadier

Some cars exist because of market research and product planning cycles. The Ineos Grenadier exists because one man couldn’t buy the car he wanted.

Sir Jim Ratcliffe, the billionaire behind INEOS, was obsessed with the original Land Rover Defender. When JLR announced it was ending production of the old-school model, Ratcliffe reportedly approached them about continuing it. They said no. So he built his own. The result is the Grenadier, a proper, body-on-frame off-roader developed across four countries, powered by a BMW engine, engineered by the same Austrian firm (Magna Steyr) that developed the G-Wagen, and assembled at a factory in France.

This was India’s first drive of the Grenadier. Here’s what we found.

Design: Defender DNA, Deliberately So

The resemblance to the old Defender is not accidental, it’s the entire point. At first glance you’d be forgiven for thinking you’re looking at one. Look closer and the differences start showing up.

Key design details:

• Round LED headlamps with a modern ring and signature lighting

• Fog lights integrated in the style of the old Discovery Series II

• Steel bumpers front and rear, functional, not decorative

• A full-width front panel that’s one removable piece, making repairs straightforward

• Provisions for a snorkel, winch, and other off-road accessories built into the body from the factory

• Side indicators repositioned to sit above the snorkel when fitted

The “Grenadier” lettering on the body is a nice touch. So is the German-British flag badge on the A-pillar, a nod to the BMW engine and British brand origin. The rear gets a motorised tailgate hinge that holds the door at whatever angle you open it to, even on a slope. It’s one of those features you don’t know you need until you’re on a hillside trying to load gear.

There’s no spare tyre on the back. Some will miss it. In its place, you get a cleaner rear end and mounting provisions for accessories instead.

Interior: Switches Everywhere, and That’s the Point

Step inside and the first thing you notice is the switches. Rows of them, big chunky physical ones, all clearly labelled and purposefully placed. In an era where everything is buried in a touchscreen, it’s almost jarring, and genuinely refreshing.

The layout is functional, not flashy:

• Dedicated switches for off-road mode, wading mode, downhill assist, and diff locks

• Auxiliary switches for external accessories like lighting rigs or tyre inflators

• A central infotainment screen with a compass and analogue clock

• Individual sunroofs for front and rear passengers

• Dual horn setup, a soft toot button for cyclists and pedestrians, and a full horn for highway use

The dual horn is a small thing that deserves more attention. It’s genuinely practical and surprisingly rare as a factory feature. The large glass area gives excellent all-round visibility, important for off-road use where you need to see your terrain clearly.

Seating is comfortable, with good width for three in the rear. Thigh support at the edges is slightly limited, but the seat bolstering does a good job holding you in place on rough ground. Rear headroom is generous. The overall feel is helicopter cockpit rather than luxury SUV, everything has a purpose, nothing is there just to look good.

One practical note: the turning radius is significant. Underground car parks will test your patience. Wide roads and open spaces are where this vehicle is happiest.

On the Road and Off It

The Grenadier we drove was the top-end Trail Master variant, the more road-oriented of the two main trims. The other, the Trialmaster, leans harder into off-road use with more dedicated hardware.

The powertrain is BMW’s inline-six, available in both petrol and diesel. We drove the petrol. It’s not a sports car engine in this application, the Grenadier is heavy and the acceleration reflects that, but it has enough power and more. What impressed more was the gearbox: quick-shifting, refined, and surprisingly smooth for a vehicle of this type.

On the road, the suspension is firm. You feel the terrain, which is by design, this is a ladder-frame chassis vehicle tuned for off-road capability, not motorway comfort. Compared to the G-Wagen driven on the same route the previous day, the Grenadier communicates more with the road. Bumps register, the body rolls on cornering, but nothing feels harsh or punishing. The damping is well sorted.

Off-road, even on a moderate trail, the capability is obvious. Articulation is impressive. The mechanical diff locks and dedicated off-road modes give you confidence in tricky situations, and the build quality feels like it can take a beating.

The steering is rack-and-pinion but requires genuine effort on tight turns, this isn’t a vehicle that corrects itself gently. You turn, it responds, but you need to hold it and bring it back yourself. After a few kilometres you adapt, but city driving will always require more attention than most modern SUVs demand.

The Bigger Picture

The Grenadier is a vehicle built by someone who knew exactly what they wanted and had the resources to make it happen. It borrows from the best, BMW’s engine and transmission, Magna Steyr’s engineering, a purpose-built factory, and combines them into something with a very clear identity.

It won’t suit everyone. The turning radius, the weight, the firm ride, these are real considerations. But for buyers who want a genuine expedition vehicle that’s also comfortable enough for everyday use, there’s very little else at this level that offers the same combination of old-school character and modern mechanicals.

The best summary? If Land Rover had continued making the original Defender and updated it properly for today, this is probably what it would have looked like.