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2025 Ineos Grenadier
The dual-cab market is packed with options at every price point, from budget buys to top-tier beasts. Ineos, the new kid on the block, made waves about a year ago with the launch of the wagon-style Grenadier. Now, they are diving straight into the ute battleground with the Ineos Grenadier Quartermaster.
The Ineos Grenadier Quartermaster steps into the ring alongside established heavy hitters like the unstoppable Toyota 70 Series LandCruiser and Jeep Gladiator in the large ute segment. The Soon to arrive Kia Tasman also is likely in the mix. It neatly fills the gap just below the oversized American utes that have been hogging all the headlines lately.
The Toyota 70 Series is perhaps the most modified ute on the market and with a cheeky nod to that, Ineos has already rolled out a special project – a fully kitted-out Quartermaster built for touring. And it looks good with more details to follow soon.
We took the Ineos Quartermaster for a spin through the breathtaking Flinders Ranges in South Australia over several days. It is also worth mentioning that the Quartermaster is already available in Australia through the dealer network. We’ll be sure to follow this review with some thorough testing in some of our favourite off-road locations soon.
How much does the Ineos Grenadier Quartermaster cost in Australia?
During our drive, we were behind the wheel of the diesel-powered Ineos Grenadier Quartermaster Fieldmaster. There are three models in the lineup, starting with the base Quartermaster, stepping up to the Fieldmaster, and topping out with the Trialmaster.
The Fieldmaster ups the ante over the base model with a range of extras, including 18-inch alloy wheels, leather upholstery, heated front seats, and a premium sound system. The Trialmaster (yes, Trialmaster, not the “Trailmaster” you might expect) is built for serious off-roading, featuring steel wheels, a raised air intake, and front and rear diff locks—though you can add these options to the Fieldmaster too with the available Rough Pack.
Both models come with the Smooth Pack as standard, which includes an anti-theft alarm and immobiliser, front parking sensors, power heated mirrors, heated windscreen washer jets, a lockable central storage bin, puddle lamps, ambient door lighting, and auxiliary charge points.
The base model, the most affordable in the lineup starting from $105,000 plus on-road costs, is a much more stripped-back version of the Quartermaster. Gone are the leather seats, replaced with cloth—no heating here—giving it a rugged, no-nonsense vibe that should appeal to rough-and-tumble users. For those wanting to toughen up any model, the optional Rough Pack adds selectable front and rear diff locks, along with swapping out the Bridgestone Duelers for BF Goodrich KO2 all-terrain tyres.
The diesel Fieldmaster comes with a hefty price tag, putting it in the same ballpark as those massive American trucks we mentioned earlier. With a starting price of $118,000 (and an as-tested sticker price of $127,740 for the car we drove) before on-roads. It’s pricier than the already considered expensive Toyota LandCruiser — and when it comes to payload, it’s not even close to matching either the Toyota or the coming soon Kia with both north of the 1000 kilogram club while the Quartermaster petrol comes in at 907 kilograms and the diesel, 837 kilograms.
The Trialmaster also starts at $118,000 plus on-roads, while the model that was along for the drive fitted with all the fruit came in at $134,770.
| Key details | 2025 Ineos Grenadier Quartermaster Fieldmaster |
| Price | $118,000 plus on-road costs |
| Colour of test car | Scottish White |
| Rivals | Jeep Gladiator | Ram 1500 | Toyota LandCruiser 70 Series |
How much space does the Ineos Grenadier Quartermaster have inside?
With its boxy build and stretched-out profile, the Ineos Grenadier Quartermaster delivers a spacious, comfortable interior. The wide door entry makes getting in easy, and although it sits high off the ground, those hidden steps make the climb a breeze.
Like most utes, though, the Quartermaster sacrifices a bit of back footwell space to make room for that sizeable tub, so legroom feels a bit tighter than expected. That said, the rear seats sit up nice and high, giving you a grandstand view and a surprisingly comfortable ride.
The tall windows and vertical windshield amplify the cabin’s open feel, letting light pour in and giving you fantastic visibility out the front and sides from the driver’s seat. The headroom is also excellent.
There’s ample storage in the door pockets for a 600ml bottle of water, a protein bar, and more in a decent-sized glovebox. The centre bin certainly better than many competitors. Take note Toyota.
The centre console is generously wide, featuring two USB-C ports—one for connecting to the infotainment system, including Apple CarPlay and Android Auto. You will also find twin cup holders and a handy storage shelf right in front of the gear selector and 4WD lever, keeping essentials within easy reach.
The wide door trim provides a perfect spot to rest your arm while cruising. There are not any adjustable armrests, but the height of the door panel feels exactly right, offering solid comfort for most drivers.
What is seriously lacking is foot space. The Recaro seat is comfortable but the footwell is so cramped it forces your left leg into an awkward angle, with your knee noticeably higher than your hip. Underneath, there is a section of the gearbox that couldn’t be relocated – I was told by an Ineos representative it was likely that too many left-hand drive prototypes were made before anyone realized the issue for right-hand drive production. It is a pretty big oversight.
The dashboard is non-existent, which really opens up visibility, but it takes some getting used to. All the driving info shows up on a centre-mounted display, and while you do adapt, I found myself occasionally hunting for the speed, especially when rolling through those rapid-fire speed zones authorities love to cram into short stretches.
Personally, I would prefer a small speed display right in the driver’s line of sight, where the lights, engine, and 4WD indicators are already set up.
Back seat passengers get rear air vents for cooling or heating, though they are not roof-mounted. Still, they do a solid job of keeping the cabin comfortable.
Space in the tub is a bit compromised thanks to the spare wheel mounted there. True to its rugged, practical focus, Ineos opted for a high-mounted, easy-access setup instead of the more common underbody position, which, let us be honest, can be a pain to manage. Anyone who has wrestled with lining up that tiny lowering tool knows what I mean!
The tub measures 1564mm long and 1619mm wide and the payload is a bit on the lighter side for a ute that will likely be put up against a Toyota LandCruiser. The petrol model can carry up to 907 kilograms, while the diesel version maxes out at 832 kilograms.
| 2025 Ineos Grenadier Quartermaster Fieldmaster | |
| Seats | Five |
| Tray dimensions | 1564mm long 1619mm wide 1137mm between wheel arches 485mm deep |
| Length | 5400mm |
| Width | 1943mm 2146mm inc. mirrors |
| Height | 2019mm |
| Wheelbase | 3227mm |
Does the Ineos Grenadier Quartermaster have Apple CarPlay and Android Auto?
The 12.3-inch infotainment screen boasts a crisp, high-resolution display with embedded navigation, Apple CarPlay, and Android Auto. However, on a bright, sunny day, its position at the top centre of the dashboard can make it a bit tough to read.
The standard Apple apps are easy to navigate on the go, but finding things like fuel economy and other driving data took a bit more digging. After some fiddling, I eventually found the right info—but it is not exactly front and centre.
I did not get to play around with Apple CarPlay as the unit was mostly used for navigation with a pre-programmed route, however, there was music available on the connected phone and the sound system did a wonderful job of pumping out the sound.
In lieu of an instrument cluster or display ahead of the driver, the Grenadier range offers a row of warning lights. Key info like speed and vehicle vitals are instead displayed on the infotainment display.
It takes some time to adjust to, but the upside is an unobstructed view forward, making it easier to get a visual lock on the corners of the car in uneven terrain.
Is the Ineos Grenadier Quartermaster a safe car?
The Ineos Grenadier Quartermaster is equipped with six airbags, and that is about all we can confirm on safety. With a hefty 3550kg GVM, it falls outside the jurisdiction of the local crash-testing authorities. So, if you are hoping for an ANCAP or Euro NCAP crash-test rating, you are out of luck—this one does not have it.
| 2025 Ineos Grenadier Quartermaster | |
| ANCAP rating | Untested |
What safety technology does the Ineos Grenadier Quartermaster have?
While most new cars roll out with what feels like a bowl of alphabet soup for safety tech, the 2025 Ineos Grenadier keeps things simple and straightforward. You will not find autonomous emergency braking, blind spot monitoring, lane-keep assist, or traffic sign recognition here. Instead, it covers the essentials: six airbags, electronic stability and traction control, trailer stability assist, rear park assist, tyre pressure monitoring, and an immobiliser.
Front park sensors are standard on the Fieldmaster and Trialmaster, but optional on the base model.
There is also a rearview camera, heated exterior mirrors, and heated windscreen washer jets – all rugged, dependable tech that prioritizes simplicity. This is a car you drive, no autopilot safety nets, simply good old-fashioned control.
| Autonomous Emergency Braking (AEB) | No | |
| Adaptive Cruise Control | No | Regular cruise control |
| Blind Spot Alert | No | |
| Rear Cross-Traffic Alert | No | |
| Lane Assistance | No | |
| Road Sign Recognition | No | |
| Driver Attention Warning | No | |
| Cameras & Sensors | Yes | Rear park sensors, reversing camera standard Front sensors optional on base, standard on other grades |
How much does the Ineos Grenadier Quartermaster cost to maintain?
Ineos does not offer capped-price servicing, but the service intervals are set at 12 months or 15,000 kilometres, with retail pricing for services totalling $4626 for the diesel over the first five years and $4896 for the petrol over the same timeline. These costs are indicative only and include additional filters and water separators, plus the BMW equivalent to a catch can.
The Ineos comes with a five-year, unlimited-kilometre warranty – right in line with competitors like Toyota. Notably, Ineos has teamed up with Norweld to provide a $7000 cash incentive toward a Norweld tray. However, the tray itself is covered by a separate Norweld warranty, not by Ineos, even though it is ordered as part of the completed vehicle package.
| At a glance | 2025 Ineos Grenadier Quartermaster Fieldmaster |
| Warranty | Five years, unlimited km |
| Service intervals | 12 months or 15,000km |
| Servicing costs | $4626 (diesel, 5 years) $4896 (petrol, 5 years) |
Is the Ineos Grenadier fuel efficient?
While we did not get a chance to do a proper long-range test in the Grenadier Quartermaster, we gathered some fuel figures on the diesel variant over three days. Ineos claims 10.5 litres per 100 kilometres for the diesel, but reality was a bit different.
On day one, covering a mix of freeway, gravel, and soft sand, we clocked in at 13.3 litres per 100 kilometres.
By the end of day two, after a solid two-hour run back to Whyalla Airport, that figure dropped to 11.7 litres per 100 kilometres.
| Fuel efficiency | 2025 Ineos Grenadier Quartermaster Fieldmaster |
| Fuel cons. (claimed) | 10.5L/100km |
| Fuel cons. (on test) | 11.7L/100km |
| Fuel type | Diesel |
| Fuel tank size | 90L |
What is the Ineos Grenadier Quartermaster like to drive?
Overall, I found the Ineos Grenadier Quartermaster a blast to drive. Sure, there are quirks – like the cramped footrest – but getting behind the wheel of a true newcomer, built from the ground up for serious off-roading, is exciting. It is designed to tackle tough terrain, and it delivers on that promise with aplomb.
The BMW diesel engine under the bonnet of the Ineos Grenadier has a surprisingly satisfying note when you put your foot down, offering a smooth, steady stream of power that feels well-suited to the vehicle’s rugged character. Paired with the superb ZF eight-speed gearbox, which shifts so intuitively it is almost always in the right gear, the Quartermaster is a breeze to drive. This combo brings just the right balance of muscle and refinement, making even tough terrains feel like a relaxed cruise.
On the flip side, at freeway speeds, the steering feels a bit vague – sometimes heavy and imprecise – and the turning circle is more truck-like than ute-like. That comes with the territory of the live axle and recirculating ball setup. It simply is not as refined as other utes that use more modern build techniques.
Unladen on hard surfaces, the coil-sprung Ineos Grenadier Quartermaster does feel a touch more settled than your typical leaf-sprung setup, but to me, the difference is minor. Like most unladen utes, it is still a bit jittery at highway speeds, almost as if it’s asking for a bit of weight in the back to smooth things out.
Wind noise inside the cabin is a little on the high side. It is shaped like a box after all. It is not distractingly loud, but you can hear the wind as you approach 100km/h and beyond.
But that fades into the background once you are off-road. On gravel and dirt, the Quartermaster truly comes alive, handling loose surfaces with ease, as if that’s exactly what it was built for – and, of course, it was.
On the long gravel stretches and even the soft sands of the Flinders, the Ineos Grenadier Quartermaster practically danced over the terrain. For a heavy vehicle, its agility is impressive.
It is equipped with two off-road modes, easily accessed on the overhead panel. Engaging Off-Road Mode locks the centre differential, delivering that classic go-anywhere feel. You can activate this in high range, but for tougher terrain, switch into low range using the sturdy transfer lever just left of the gear shifter. In four-low, you can also lock both the front and rear diffs, giving the Ineos the traction to tackle all but the most brutal landscapes.
It also comes with Wading mode which stops the fan from spinning. Wading depth is 800mm.
If I am being brutally honest, even though I understand why it’s designed this way, the four-wheel-drive function buttons can feel a bit clunky at times. To switch modes, you must press the button for a second, then follow it up with another press to engage it – while in neutral with the handbrake on.
Meanwhile, other buttons, like the diff locks, only require a single press and for some, you can be in gear and rolling forward. It is a bit of a juggling act with two presses for one thing and one press for another, which can be hard to keep straight in the heat of the moment.
Weighing in at around 2700 kilograms, the Ineos Grenadier is definitely on the heavy side. But that weight is not all bad – it is complemented by excellent brakes that offer a progressive feel and impressive stopping power. There is something reassuring about the heft of the car, giving it an almost indestructible vibe. Over-engineered? Maybe. But for Aussie off-roading, it is absolutely spot on.
Minimising electronic functions to improve ability and reduce potential for problems translates into manual adjustments for the front seats and finding a comfortable driving position for me was difficult, particularly when constantly swapping drivers, but for a single owner, there is more than enough adjustment between the seat and steering wheel to settle on something comfortable.
| Key details | 2025 Ineos Grenadier Quartermaster Fieldmaster |
| Engine | 3.0-litre six-cylinder turbo diesel |
| Power | 183kW @ 3250-4200rpm |
| Torque | 550Nm @ 1250-3000rpm |
| Drive type | Full-time four-wheel drive, Low-range transfer case |
| Transmission | 8-speed torque converter automatic |
| Power-to-weight ratio | 67.3kW/t |
| Weight | 2718kg |
| Spare tyre type | Full-size |
| Payload | 832kg |
| Tow rating | 3500kg braked 750kg unbraked |
| Turning circle | 14.5m |
Should I buy an Ineos Grenadier Quartermaster?
It is early days for the Ineos Quartermaster but already it has cultivated fans due to its rugged build quality and unique looks, even as some competitors launch similarly boxy designs.
The Grenadier’s impressive build quality comes with a hefty weight penalty, making it significantly heavier than the Toyota and just about every other serious competitor. With a payload of 832 kilograms for the diesel and 907 kilograms for the petrol, it may feel a bit light if you are after a true workhorse, especially considering the LandCruiser 70 clears the 1000-kilogram mark.
The upside? That tank-like construction suggests this rig will last you years. The underbody looks, if anything, over-engineered, which is exactly what you want in a serious touring and off-road-focussed vehicle. That rugged build really shines when you are properly off-road and off-grid—perfect for the kind of adventures where the pavement ends, and the fun begins.
Another big win here is the engine. At a time when most brands are downsizing, it is refreshing to see a company sticking with a six-cylinder powerhouse. That extra muscle really pays off for towing and off-roading, making for a more relaxed and less taxing drive on both the engine and components.
Cost will be a consideration, no question, but if it is within your range, this dual-cab ute offers a bit of a unique edge in today’s market.
How do I buy an Ineos Grenadier Quartermaster – next steps?
If you are eyeing an Ineos Grenadier Quartermaster, they have started making their way into dealerships here. Given the highly customisable nature of the Ineos line-up you might have a bit of a wait, depending on demand. Thanks to Ineos teaming up with Norweld, you can get the tray fitted right at the dealer, though be aware the tray’s warranty is separate.
Now, these beasts are worth a solid test drive – they are a unique ride and might take some getting used to If you are looking for a comparison though, there are other options to consider. Check out the Toyota LandCruiser dual-cab it kicks off around $80,000 (before on-roads) and similarly has a gargantuan turning circle but offers a bigger payload. Also worth a look is the new Kia Tasman, set to hit dealers in the next coming months if you can wait.
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