The British-imagined, German-powered, French-built Ineos Grenadier may be a rare sight on Australian roads, but 2026 presents a huge opportunity for the rugged off-roader to start stealing sales from Toyota and its best-selling LandCruiser 70 Series.
To begin with, Ineos has updated the Grenadier to address key criticisms, namely its steering.
All Grenadiers receive a new variable-ratio steering box that the automaker says delivers improved precision and responsiveness. The update is also claimed to deliver a five per cent smaller turning circle, with revised lock-stops designed to improve low-speed manoeuvrability both off-road and around town.
Additionally, the Grenadier’s climate control system has been upgraded “to improve the predictability of heating and cooling within the cabin”… whatever that means.
To top it all off, a trendy, stealthy Black Edition joins the range.
So the list of reasons to ignore Ineos has shortened.
Meanwhile, the list of reasons to overlook the 70 Series may have lengthened with the axing of its 4.5-litre turbo-diesel V8 engine after 17 years on sale due to “changing regulations and community expectations”. Instead, the LC70 is now available only with the four-cylinder 2.8-litre turbo-diesel from the HiLux, which brings more torque and efficiency than the V8 but can’t match the grunt nor smoothness of the Grenadier’s BMW-sourced inline sixes.
So, is a changing of the guard imminent? Unlikely. Ineos sold around 1200 vehicles in Australia last year, while the 70 Series alone cracked 10,000 sales, and it’ll take a lot more than an engine change for Toyota loyalists to abandon ship. That loyalty is well-founded too – Toyota has decades of proven reliability on its side, as well as a sprawling dealer network that covers every corner of this sunburnt country.
But, even despite that, the Grenadier makes a strong case for itself. Read on to find out why.
How much does the Ineos Grenadier cost?
Prices remain unchanged, starting at $104,000 before on-road costs for the entry-level Quartermaster dual-cab/chassis, $107,000 for the station wagon and Quartermaster ute, and $120,000 for the Fieldmaster and Trialmaster grades, following discounts of nearly $20,000 offered towards the end of 2025.
Ineos Grenadier Wagon
| Model | Price before on-road costs |
|---|---|
| 2026 Ineos Grenadier Utility Wagon | $106,000 |
| 2026 Ineos Grenadier Station Wagon | $107,000 |
| 2026 Ineos Grenadier Utility Wagon Fieldmaster | $119,000 |
| 2026 Ineos Grenadier Utility Wagon Trialmaster | $119,000 |
| 2026 Ineos Grenadier Station Wagon Fieldmaster | $120,000 |
| 2026 Ineos Grenadier Station Wagon Trialmaster | $120,000 |
| 2026 Ineos Grenadier Station Wagon Black Edition | $122,000 |
Ineos Grenadier Quartermaster
| Model | Price before on-road costs |
|---|---|
| 2026 Ineos Grenadier Quartermaster dual-cab/chassis | $104,000 |
| 2026 Ineos Grenadier Quartermaster dual-cab ute | $107,000 |
| 2026 Ineos Grenadier Quartermaster Trialmaster dual-cab ute | $120,000 |
| 2026 Ineos Grenadier Quartermaster Fieldmaster dual-cab ute | $120,000 |
| 2026 Ineos Grenadier Quartermaster Black Edition dual-cab ute | $122,000 |
To see how the Ineos Grenadier lines up against the competition, check out our comparison tool
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What is the Ineos Grenadier like on the inside?
Black Edition aside, updates for the MY26 Grenadier haven’t really extended to its interior. But that’s of little importance, as the Grenadier still feels purpose-built from the moment you climb in.
Ingress requires some scrambling, with optional side steps lending a helping hand. Disappointingly, there’s no grab-handle on the driver’s A-pillar.
I was also disappointed to find that the driving position in the Grenadier is still somewhat compromised. There’s an expansive hump in the footwell that eats into left-foot space, and a distinct lack of padding where your left knee is likely to rest on the transmission tunnel.
With that said, the seats themselves are very good. They’re made by Recaro, a household name in this field, and offer plenty of thigh support and body-hugging bolstering.
Base versions of the wagon and ute come with ‘Utility’ upholstery, otherwise known as cloth. Our tester, on the other hand, boasted heated leather items – perfect for those cold winter mornings.
Adjustments can be made using manual levers, with power controls overlooked to reduce complexity and sensitivity to the elements.
Once (relatively) comfortably seated, your attention is immediately drawn to the tone-setting safari windows overhead, both of which flood the cabin with light and reinforce the Grenadier’s adventurous spirit.
The pop-up glass panels flank an aircraft-style switchboard split into two sections: one with off-road controls and the other with auxiliary switches that you can hook up to whatever 12V accessories take your fancy, whether that be a winch, light bar, or something for the cabin. This is just one of the many ways in which Ineos makes it easy for owners to customise their Grenadier, as is the culture around this type of vehicle.
Importantly, the off-road stuff is kept separate from the climate controls, which instead take up most of the centre stack. All the buttons and dials are clearly labelled, so it’s easy to make adjustments on the move.
And regardless of spec, the Ineos Grenadier blends rugged functionality with a level of quality and substance rarely seen in this segment. There’s a satisfying weight to all the controls, the kind you won’t experience in a 70 Series LandCruiser or Jeep Wrangler/Gladiator, although that’s to be expected given the difference in price.
The materials used elsewhere are markedly better, too. In addition to upmarket upholstery, all versions of the Grenadier feature a chunky Nappa leather steering wheel and handbrake lever as standard, while the plastics used for the upper door cards, dash and centre console are soft to the touch.
At the same time, I can’t see prospective buyers complaining that the Grenadier is “too nice” for weekend duties, as none of the finishes are so soft that they’re likely to wear much worse than those found in rival off-roaders.
There is some room for complaint when it comes to the cabin technology, though. My biggest gripe is that there’s no driver display or head-up display. Instead, Ineos has followed Tesla by showing speed on the infotainment screen, which leads to distraction during everyday driving. It does, however, make more sense when driving off-road.
And, awkward speedo positioning aside, the 12.3-inch infotainment system is a winner. Operable by either touch or a central rotary controller with button shortcuts, the screen is responsive, visually sharp and brimming with relevant functionality, headlined by a selection of off-road displays including attitude, temperature, pathfinder, vehicle statistics and electrical information.
Alternatively, Apple CarPlay and Android Auto are just a tap away, with no wired connection required. Charging of mobile devices does, however, require a cable – either USB-A or USB-C. A 12V power outlet can also be found in the centre console storage area.
Speaking of cabin storage, the Grenadier doesn’t offer quite as much as you’d expect from a vehicle with such hulking exterior dimensions. The aforementioned centre console bin is shallow, the door bins aren’t fit for a large drink bottle, and the tray behind the gear selector isn’t deep enough for a modern smartphone. Don’t bank on a big glovebox, either. For a vehicle aimed at touring and long-distance adventuring, the Ineos left me underwhelmed in this regard.
The same can be said of second-row liveability. Standard side steps make entry and exit easier, but it’s easy to bang your head if you’re not careful. What’s more, the rear doors don’t open particularly wide, which further impacts accessibility.
Inside, the rear bench is fixed, firm and upright, but not uncomfortable… unless you’re particularly tall. I say that because outboard legroom becomes an issue for anyone topping six-two, and while there are cutouts in the hard plastic seatbacks to accommodate knees, it’s still tight. There’s even less room for the poor sod sat in the middle seat, whose legroom is significantly impeded by the transmission tunnel.
On a more positive note, rear headroom isn’t an issue as a result of the Grenadier’s tall, boxy design. And while there’s no glass overhead, a set of large square windows ensures decent natural lighting and outward visibility.
Rear passengers also benefit from the same premium materials found up front, which serve to elevate the experience.
As for amenities, you can expect USB-A and USB-C outlets, dual air vents, and seatback storage nets, but no centre armrest. That also means no cupholders, and any possibility of keeping drinks in the door cards is diminished by how difficult it is to reach this storage area when the door is closed.
All three rear seats are equipped with top tether anchor points for child seats.
But surely the boot is free of compromise, right? Yes, for the most part it is, at least once you get past the awkward opening procedure due to the fitment of split-opening barn doors, a boot-mounted spare wheel and an optional ladder.
Behind all the exterior bits and pieces you’ll find a luggage area that’s hugely practical. For starters, the opening aperture is massive, perfectly square, and devoid of any load lip. As such, it’s very easy to load bulky items.
Further, the floor is lined in durable plastic rather than carpet, so you can stick just about anything in the back without worrying about doing serious damage. There are eight tie-down points on the floor and walls, plus a 12V power outlet for additional utility.
Should the second row be empty, the rear bench folds in a 60/40 split to unlock up to 2088L of cargo capacity.
Instead of a big boot, the Quartermaster ute offers a roomy tray measuring 1564mm long, 1619mm wide, and 485mm deep, with 1137mm between the wheel-arches. It is designed to fit a standard 1200x800mm Euro pallet and includes four tie-down rings and a 400W power outlet.
However, payload is capped at 907kg for petrol variants and 832kg for the diesel – better than the Gladiator, but well down on the LandCruiser 70 Series.
The Quartermaster also lacks rear legroom compared to its SUV sibling, reducing its appeal as a family vehicle. From the B-pillar forward, the two models are essentially identical.
| Dimensions | Ineos Grenadier Station Wagon |
|---|---|
| Length | 4856mm |
| Width | 1930mm |
| Height | 2050mm |
| Wheelbase | 2922mm |
| Cargo capacity | 1152L (rear seats up, to roof) 2035-2088L (rear seats folded, to roof) |
To see how the Ineos Grenadier lines up against the competition, check out our comparison tool
What’s under the bonnet?
It’s a choice between two BMW-sourced inline-six engines – petrol or diesel. Both are mated to an eight-speed automatic transmission from ZF, with power sent to all four wheels through a permanent 4WD system with a two-speed transfer case.
| Specifications | Grenadier Station Wagon petrol | Grenadier Station Wagon diesel |
|---|---|---|
| Engine | 3.0L inline-six turbo-petrol | 3.0L inline-six twin-turbo diesel |
| Power | 210kW | 183kW |
| Torque | 450Nm | 550Nm |
| Transmission | 8-speed automatic | 8-speed automatic |
| Drive type | Permanent four-wheel drive | Permanent four-wheel drive |
| Fuel economy (claimed) | 12.6L/100km | 10.5L/100km |
| Fuel economy (as tested) | 14.3L/100km | N/A |
| CO2 emissions (claimed) | 292g/km | 276g/km |
| Fuel tank | 90L | 90L |
| Weight | 2643kg | 2718kg |
| Payload | 907kg | 833kg |
| Braked towing capacity | 3500kg | 3500kg |
| Gross vehicle mass (GVM) | 3550kg | 3550kg |
| Gross combination mass (GCM) | 7000kg | 7000kg |
Most of our driving at this launch event was done in the petrol model, which explains the lack of tested fuel economy data for the diesel version.
To see how the Ineos Grenadier lines up against the competition, check out our comparison tool
How does the Ineos Grenadier drive?
Put simply, the Grenadier drives like a big ladder-frame, solid-axle four-wheel drive. That is to say, great off-road, and somewhat less so on-road.
This won’t come as a surprise to anyone who’s driven similar vehicles before, but the Grenadier isn’t at home in the cut and thrust of a concrete jungle. It’s heavy, cumbersome, noisy and thirsty, with steering that’s still heavy and prone to vagueness just off centre.
However, the aforementioned steering setup is a noticeable upgrade over the system in the pre-facelift Grenadier. Indeed, the updated model is more confident around town and wanders far less at higher speeds, removing the need for constant steering corrections to hold a lane.
And while the Grenadier exposes its occupants to more noise, vibration, and harshness (NVH) than your standard family SUV, it feels almost refined compared to a 70 Series.
Its engines are infinitely more satisfying to operate, too. The petrol inline six is buttery smooth and pulls hard to redline. It even makes a lovely noise, especially on startup, which can’t be said of many SUVs these days.
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Most Grenadier buyers aren’t interested in top-end power or aural satisfaction, though, as the petrol accounts for just 20 per cent of Station Wagon sales. Instead, most gravitate towards the diesel, which is louder and less pleasant, but makes more sense for long-distance touring and hard yakka.
Importantly, both engines are punchier than the four-cylinder donks found in the 70 Series and Jeep Wrangler. With that said, if performance on the blacktop is a priority, you’re better off stretching to a supercharged V8 Defender.
Regardless of how you spec it, the Grenadier isn’t the most comfortable SUV on the road. There’s a firm edge to the suspension and you feel every lump and bump on the surface, although none send shockwaves through your spine. So, while it couldn’t be called soft or plush, it’s tolerable for daily duties.
Come the weekend, that firmness translates to some level of discomfort during long-distance touring. Any discomfort is amplified by the absence of mod cons like adaptive cruise control. Again though, it’s worth remembering what this adventure machine competes with.
The same applies to the Grenadier’s tarmac handling, which compares better with direct rivals than road-focused unibody SUVs. Still, none of the vehicles in this sub-segment like to be hustled on a twisty road and the Grenadier is no different; its dynamic ceiling is low, and pushing this limit results in lots of body roll followed by a loss of grip from the BF Goodrich all-terrain tyres.
But from the moment you venture off the blacktop, it’s a completely different story.
It’s commonly said that when the going gets tough, the tough get going, and the Grenadier is as tough as they come. I mean, just look at the thing, with its chunky off-road tyres, protective armour, and ample ground clearance.
Beyond that, there’s plenty of toughness to be found under the sheet metal. As standard, the Grenadier runs a locking centre differential, with the Trialmaster adding locking front and rear differentials.
All three came in handy during the launch drive program, which included fire trails at the base of Mount Canobolas, an extinct volcanic complex near Orange, NSW.
You can lock and unlock the centre diff while on the move – no need to shift into neutral. However, moving between high and low range does require a shift of gear. It also requires some muscle, as the diff locks in the Grenadier are entirely mechanical in nature. The whole process can be a bit finicky as a result.
Get past that and the Grenadier proves itself to be hugely capable. In fact, it made our ‘moderate’ difficulty off-roading feel effortless, dispatching the dry, rocky fire trails we traversed with little fuss.
A combination of high ground clearance, strong wading ability, and extensive underbody protection gives you confidence that scrapes and knocks won’t cause serious damage, while dedicated off-road and wading drive modes provide plenty of configurability depending on the terrain.
A high seating position and short overhangs also make it easy to position the Grenadier with accuracy, no matter the technicality of the terrain.
Having said that, it doesn’t boast the advanced camera tech found in something like a Wrangler or GWM Tank, so the responsibility rests solely with the driver. Mistakes are rarely punished though, thanks to the articulation offered by the Ineos’ beam axles.
Ineos models do, however, come with hill descent control, which works flawlessly. As do the traction management systems, which help the Grenadier to eat up jagged rocks and uneven terrain without becoming stuck.
It’s probably obvious by now, but anything with an Ineos badge is going to be a strong performer off-road.
| Off-road dimensions | Ineos Grenadier Station Wagon |
|---|---|
| Track front and rear | 1645mm |
| Ground clearance | 264mm |
| Approach angle | 36.2 degrees |
| Departure angle | 36.1 degrees |
| Ramp breakover angle | 28.2 degrees |
| Wading depth | 800mm |
To see how the Ineos Grenadier lines up against the competition, check out our comparison tool
What do you get?
The Grenadier lineup has expanded to include the new Black Edition, a cosmetically enhanced version of the Fieldmaster.
2026 Ineos Grenadier Wagon equipment highlights:
- Galvanised steel body
- Solid beam axles
- Heavy-duty coil suspension
- Variable-ratio steering box (NEW)
- 2-speed transfer case
- Centre differential lock
- Hydraulic power steering
- Disc brakes front, rear
- LED headlights
- LED daytime running lights
- LED auxiliary high-beam lights
- LED tail lights
- Home + Away lighting
- Underride protection
- Front, rear skid plates
- Fuel tank skid plate
- Towing eyes
- 30:70-split rear doors
- Side bump strips
- Roof protection strips
- Roof rails
- Heated rear window
- 17-inch steel wheels
- Bridgestone AT tyres (265/70 XL 1165)
- Full-size spare wheel
- Spare wheel cover
- Water-resistant interior
- Heavy-duty utility flooring incl. drain valves
- Overhead control panel
- Auxiliary switch panel, electrical preparation
- Manually-adjustable steering wheel
- One-touch indicators
- Front, rear electric windows
- Interior grab handles
- Auto climate control (UPGRADED)
- Second-row air vents
- Loadspace tie-down rings
- Loadspace stowage locker
- Under-seat dry stowage
- 12.3-inch LCD touchscreen
- Pathfinder off-road navigation
- Wireless Apple CarPlay
- Wired Android Auto
- Bluetooth phone, audio streaming
- DAB+ digital radio
- Front USB ports x 2
- Front, rear 12V sockets
- Utility trim
- Recaro seats
- Nappa Leather Driver’s Pack
- Steering wheel
- Handbrake lever
- Vehicle toolkit
- Hydraulic jack
Grenadier Trialmaster adds:
- Rough Pack
- Smooth Pack
- Exterior utility belt
- Access ladder
- Interior utility rails
- Compass and altimeter
- Raised air intake point
- Class III 1-7/8″ NAS tow hitch and electrics
- High load auxiliary switch panel and prep
- Auxiliary battery
- Belstaff Trialmaster Jacket merch
Grenadier Fieldmaster adds (over Grenadier):
- Smooth Pack
- 17-inch alloy wheels incl. locking nuts
- Access ladder
- Safari top-side windows
- Carpet floor mats
- Heated, leather-trimmed seats
- Class III 1-7/8″ NAS tow hitch and electrics
- Belstaff Fieldmaster Jacket merch
Grenadier Black Edition adds:
- Dark Exterior Pack
- 18-inch gloss black alloy wheels
- Unique badging
- BFGoodrich A/T tyres
- Dark headlining
- Dark interior carpeting
To see how the Ineos Grenadier lines up against the competition, check out our comparison tool
Options
This is where things get a little confusing. In addition to being extremely long, the list of options for the Grenadier also differs depending on the model variant you choose. The best way to spec up your own Grenadier is by visiting the Ineos online configurator here.
Rough Pack
- Front, rear differential locks
- BFGoodrich All-Terrain KO2 tyres
Smooth Pack
- Rear-view camera
- Front parking sensors
- Power, heated exterior mirrors
- Heated windscreen washer jets
- Lockable centre storage box
- Puddle lights, ambient door lighting
- Auxiliary charge points
Exterior
- Contrast roof in Scottish White or Inky Black
- 17- or 18-inch alloy wheels
- 18-inch steel wheels
- Contrast ladder frame in Halo Red or Rhino Grey
- Access ladder
- Safari windows
- Rear side panels
- Privacy glass
- Lockable spare wheel storage box
- Exterior utility belt
Interior
- Leather seats
- Heated front seats
- Heavy-duty seat covers
- Premium sound system
- Compass with altimeter
- Floor carpet
- Rubber floor mats
- Carpet floor mats
Off-road
- Front and rear diff locks
- Raised air intake
- Cyclone pre-cleaner
- Roo bar
- Side protection rails
- Checker plates
- LED light bar
Winching and towing
- Integrated Heavy Duty 5.5t winch
- Removable rear winch
- Recovery kit
- Heavy duty shovel
- Towing mounting plate – front
- Class III 1-7/8″ NAS Tow Hitch and electrics
Power
- Auxiliary charge points
- High load auxiliary switch panel and roof outlets
- Winch prep
Interior cargo
- Interior utility rails
- Cargo barrier
- Loadspace drawer
- Cargo management system
- Loadspace divider
- Luggage organiser
- Loadspace partition net
- Luggage net
- Quick release tie-down rings
- Tailgate table
Roof cargo
- Roof rack
- Cross-bars
- 6F roof rack
- Cargo box
- Kayak mount
- Surfboard carrier
- Ski carrier
- Bike carrier
- Batwing side awning
Safety, security and convenience
- Advanced anti-theft alarm and immobiliser
- Front parking sensors
- Power heated exterior mirrors
- Heated windscreen washer jets
Is the Ineos Grenadier safe?
Ineos hasn’t yet submitted any of its models for ANCAP or Euro NCAP safety testing.
Standard safety equipment includes:
- 6 airbags
- Dual front
- Dual front-side
- Dual side-curtain
- Anti-theft alarm, immobiliser
- Child locks
- Remote central locking
- Toot button
- Off-Road, Wading modes
- Uphill Assist
- Downhill Assist
- Park Assist Rear (sensors)
- Electronic Stability Control (ESC)
- Electronic Traction Control (ETC)
- Anti-lock Braking System (ABS)
- Tyre pressure monitoring
- Cruise control
- Automatic Hazard Warning
- Trailer Stability Assist
- Reversing camera
More sophisticated driver assistance systems are now available in overseas markets; including autonomous emergency braking (AEB) and lane departure warning. However, Ineos Australia has chosen not to take on these features in response to ‘a lack of consumer demand’.
To see how the Ineos Grenadier lines up against the competition, check out our comparison tool
How much does the Ineos Grenadier cost to run?
All versions of the Grenadier are backed by a five-year, unlimited-kilometre warranty. Ineos doesn’t offer capped-price servicing for its vehicles.
| Servicing and Warranty | Ineos Grenadier |
|---|---|
| Warranty | 5 years, unlimited kilometres |
| Roadside assistance | Unlimited |
| Service intervals | 12 months or 15,000km |
Prospective buyers may be put off by the brand’s 24-strong dealer network, which pales in comparison to Toyota’s huge reach. However, Ineos says it is going above and beyond to provide quick access to parts, repairs and servicing right across the country.
To see how the Ineos Grenadier lines up against the competition, check out our comparison tool
CarExpert’s Take on the Ineos Grenadier
The Grenadier is a compelling option for those after an old-school workhorse.
Whether you plan on camping, fishing, off-roading, towing, completing ‘The Big Lap’ or just doing lots of hard work, it’s well and truly up to the task.
The Grenadier absolutely thrives off-road, where its mechanical diff locks, excellent articulation, generous ground clearance and general robustness come together beautifully.
However, it remains compromised on the smooth stuff. So, if you don’t plan on taking advantage of the Grenadier’s hardcore skills but still want to look tough cruising around the suburbs, buy a Defender instead.
It could also be argued that some of the Grenadier’s rivals hit the same high notes, namely the 70 Series and Wrangler. Neither offer the same level of cabin quality and overall polish, though.
As such, it becomes a question of what you value in a vehicle like this. If long-term reliability, resale value and manufacturer support top the priority list, Toyota has you covered.
However, if you’re after something that feels a little more complete out of the box, both in terms of versatility and standard equipment, it’s worth paying a visit to your closest Ineos showroom.
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