Ineos Automotive has introduced a pickup version of its first vehicle, the Grenadier SUV, aiming to create a unique option in one of the industry's most hotly contested and profitable segments.
The Grenadier Quartermaster borrows some features from its SUV sibling. They share the same 3.0-liter BMW straight-six gasoline engine and ZF eight-speed automatic transmission, and both vehicles can tow over 7,700 pounds.
The Quartermaster extends the wheelbase of the SUV by 12 inches, bringing it to a total of 127 inches, with a complete length of 212.6 inches. The pickup has cubbies on either side of the bed for mounted spare tires. The bed is 61.5 inches long and 63.7 inches wide, and the tailgate can hold up to 500 pounds when open.
In a nod to hikers and outdoorsmen, the Quartermaster boasts altimeters and an easy-to-read compass so drivers can monitor elevation and temperature. The SUV provides an almost entirely analog experience, with over two dozen buttons and switches alongside a turn-key ignition and a transfer case shifter.
The truck, subject to a hefty tariff, has a price tag starting at $88,500 including shipping, $15,400 higher than the Grenadier.
Automotive News has collected reviews of Ineos' second nameplate.
"The five-passenger Ineos Grenadier Quartermaster illustrates what people have been saying for years: what's old is new again. By no accident, this Austrian-engineered midsize pickup wears a similar look as Land Rover Defenders of yore. Everything about it, from the flattop fenders you can stand on to its mechanical transfer case, is a hat tip to when automobiles were less dependent on firmware updates. The Quartermaster is the pickup version of the Grenadier SUV, and it comes with a BMW-sourced 281-hp turbocharged straight-six. Every Quartermaster comes with an eight-speed automatic transmission, four-wheel drive, and a locking center differential. Like the Honda Ridgeline, Chevrolet Colorado and Ford Ranger pickups in this segment, the Quartermaster is offered as a four-door crew cab with a 5-foot bed. While its starting price is significantly higher than its competitors, the Quartermaster is built with the type of precision typically reserved for low-volume luxury vehicles from the likes of Rolls-Royce and Bentley. Its steel body-on-frame construction is supported by solid front and rear axles and it uses a suspension and steering setup not too dramatically different from what underpins the Jeep Gladiator, which is its closest natural rival.
There are times when the Quartermaster, which is 21.4 inches longer than the SUV and rides on a foot-longer wheelbase, rides smoothly. But on rippled or washboard dirt roads, the truck's ride can become downright harsh. This is one area where the Grenadier suffers with its use of simple coil springs rather than more sophisticated air springs. "
— Austin Irwin, Car and Driver
"The most obvious shortcoming is the steering. Any suburban househusband on his way to pick up the kids from soccer practice with a load of sliced oranges in Tupperware will tell you the steering feels 'vague, wide, like it requires too much input.' Or, 'It wanders around more than I'd like.' Or, 'OMG what's wrong with the steering?'
Ineos defends this by saying the steering, and indeed the entire rig, is designed for real off-roading.
With the emphasis on off-road survivability, the steering is recirculating ball. This generally allows for better wheel articulation at the extremes of 4x4 action. The Jeep Wrangler/Scrambler has recirculating ball for many of the same off-roadability reasons.
The Ineos execs at the California launch of the Quartermaster suggested that, had they gone with the more popular and more precise rack-and-pinion steering found on most SUVs nowadays, you would lose your thumbs!
The recirculating ball steering absorbs bangs and bashes of brutal four-wheeling better, they said. (Just steer with your thumbs outside the steering wheel, I say, and enjoy the better feel of rack-and-pinion.)
For further durability, the axles are solid beams front and rear made by Italian agricultural implement maker Carraro. Eibach makes the progressive-rate springs, and BFGoodrich makes the nearly indestructible, Baja-conquering KO2 off-road tires on the model I drove (more street-able tires are available). A peak at the underside suggests the whole thing is so solid you might not even need wheels; just drag it along on its beefy undercarriage.
But those indestructible axles weigh 330 unsprung pounds each which, combined with the heavy off-road tires and that lazy steering, could be a deal-breaker for a lot of potential buyers, at least the majority of SUV buyers who want something that looks like a Baja Trophy Truck but handles like a passenger sedan."
— Mark Vaughn, Autoweek
"Yes, the Grenadier looks like a Land Rover Defender. In fact, Ineos Group's CEO, chairman, and British billionaire, Sir Jim Ratcliffe, tried to buy the rights to build the Defender from Land Rover. Rover said no, so Ratcliffe built his own 4×4 with the Defender providing influence.
The Quartermaster's shape is noticeably different from other pickups sold on the North American market. The appearance isn't super sleek or marvelously modern. Rather it's classically shaped and utilitarian-looking. Initially, I thought the addition of a pickup bed made the wheels look too small, but the truck's looks have grown on me.
Speaking of, this pickup can be had with 17-inch or 18-inch wheels in steel or aluminum alloy. They come shod with 265/70R17 or 255/70R18 Bridgestone Dueler A/T tires.
More aggressive LT-rated BFGoodrich KO2 all-terrain tires are optional unless you get the Trialmaster version, then the KO2s are standard."
— Andy Lilienthal, GearJunkie
"The Quartermaster pickup variant is based on the same box-section ladder frame as the Grenadier, though it's been extended by a foot to accommodate a pickup bed. Americans will only have a single powertrain option, which is a BMW-sourced 3.0-liter straight-six. The engine is good for 282 hp and 332 pound-feet, and comes mated exclusively to an eight-speed automatic gearbox from ZF. The Quartermaster also adopts a familiar five-link front and rear suspension with solid axles, which are supplied by Carraro. This setup helps provide the pickup with some seriously impressive off-road capability, including 10.3 inches of ground clearance and 31.5 inches of maximum wading depth. The truck's approach, departure and breakover angles of 36.2 degrees, 22.6 degrees and 26.2 degrees are also mighty impressive. Every truck comes bolstered by a center locking differential, while locking front and rear differentials are also available. The four-wheel-drive system is permanent and uses a two-speed transfer case."
— Lucas Bell, Road & Track
"The Quartermaster feels adequately quick on the road, but it's by no means fast. Ineos lists an estimated 0-to-60-mph time of 8.8 seconds for the truck, matching the SUV, and in our testing, the ute hit that time on the nose. I'd guess that the truck will end up being a little slower, given it's nearly 400 pounds heavier. I should also note that the SUV struggled with its braking performance, taking 152 feet to stop from 60 mph — a number that is likely to grow with the Quartermaster as well.
Driving the truck feels familiar to driving the SUV; the recirculating-ball steering gives the wheel some play at the top (like it does in the Wrangler) and it takes a good yank to get the nose to turn in. The Quartermaster also has the same quirk where the wheel does not unwind at times, so you can't just ease up your grip pressure and expect the wheels to turn back toward center (even while on the throttle).
Ride quality between the two vehicles is about the same, though the Quartermaster's lengthened wheelbase seems to add a touch of stability while cruising on the highway. The suspension setup features the same exact parts as the SUV's, but the rear springs have been dialed up to account for increased payload, and the rear end can get chatty over broken pavement as a result. I'm worried that the Quartermaster might struggle when it comes to towing anything near its 7,716-pound capacity — this will tax the powertrain and potentially cause a good amount of squat."
— Brian Wong, Edmunds
"I've long been trained to not wrap my thumbs around the steering wheel spoke while off-roading, as sudden kickback can, well, break them. That's a rack-and-pinion thing. It's far less likely to happen with recirculating ball, and indeed, our rock-crawling stints were easy cheese from a steering perspective.
The throttle could be difficult to modulate in such situations, however. There's not much reaction with initial throttle tip-in and the delay in response created some anxiety that I'd over-gun it and launch the Quartermaster into a boulder. I didn't, but finer pedal feel or a change in throttle application would be appreciated.
The cabin forward of the front seats is common between SUV and Quartermaster, though the truck's rear seat back is notably more upright and it sure seems like passengers will tire quickly of riding along bolt upright. Legroom is iffy, too, especially if those up front take full advantage of the admittedly appreciated vast seat travel. If they do, hope you like sitting cross-legged. Furthermore, utilizing the fold-flat rear seatback for storage requires you to first flip forward the rear seat bottom which in turn pushes the driver seat far forward. Either way, not ideal.
Other niggles include double-sealed doors that pretty much never close on the first go unless you get in the habit of slamming them. Once inside, there are Tesla-style instruments baked into the center touchscreen, with a panel in front of the driver exclusively devoted to the turn signals and various warning lights that go bonkers when you engage Off-Road mode. The touchscreen itself, which is a unique user interface that comes equipped with wireless Apple CarPlay and Android Auto, also washed out throughout the day in the intense desert sun. While its placement makes sense for a British company trying to minimize costs by not creating two different angled center stack designs for left- and right-hand drive markets, there is definitely a downside."
— James Riswick, Autoblog
"I'll admit it: When I first took a short drive in the SUV version of the Ineos Grenadier (which they call a Station Wagon), I was less than impressed. However, after spending considerable time with the Station Wagon and the all-new 2025 Ineos Grenadier Quartermaster pickup, I've become enamored with their analog nature and outstanding capabilities. These are vehicles that come with a backstory and are designed to help you create tales of your own.
If you're looking for a typical pickup to anonymously and efficiently tackle your suburban tasks, the Quartermaster is not it. It's a truck full of quirks that exist for a reason. It has a distinct exterior style but is strongly reminiscent of another fabled British brand. Inside, you'll find more in common with an aircraft cockpit than any other pickup. Yes, there's a substantial amount of technology working for and protecting you, but it's hidden beneath the surface."
— John M. Vincent, U.S. News & World Report
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