Field Trial
We take to the Australian bush in the Grenadier Fieldmaster and Trialmaster
Feels like deja vu, I know — it was little under a year ago I was in the Scottish Highlands to drive the Ineos Grenadier for the first time. So why another “first drive”?
Well, this time it is in the rural outskirts of Melbourne at the local — well, more local at least — media launch of the Grenadier and a chance to drive it in more familiar conditions.
Spoiler alert: no surprises, it is just as insanely capable there.
I mean, literally no surprises, as the Grenadier is one seriously capable off-road machine from a sheer mechanical point of view, consisting of some of the best equipment money can buy; heavy duty Carraro beam axles and Eibach five-link coil suspension with anti-roll bars, a ZF eightspeed automatic transmission channelling the power through an Ineos-designed, Tremec-built two-speed transfer case, Dana Spicer CV joints and prop shafts, Eaton locking differentials, Brembo brakes and Bosch electronics. Got all that?
Selecting low range is done with a traditional lever next to the gear shifter. Moving it down in either direction selects low range, while moving it left and right from there switches between locking and unlocking the centre diff.
Speaking of locking differentials, the Grenadier is pretty formidable with the centre diff it comes with as standard locked and becomes basically unstoppable when you start adding the front and rear options.
The Grenadier is available in three model variants — the base vehicle, the Trialmaster and the Fieldmaster. But the latter two are actually more curated options packs buyers can select to make their Grenadier more road/luxury oriented (Fieldmaster) or even more off-road capable (Trialmaster).
Apart from personalising the Grenadier, the biggest choice you have to make is whether you want the 183kW/550Nm diesel or 210kW/450Nm petrol version of the excellent BMW-supplied 3.0-litre straight-six turbo engine.
While I would normally just say “diesel, of course”, when it comes to a serious off-road vehicle, the choice isn’t quite so clear-cut here. Ineos has tuned the BMW powerplant to suit its purposes, so while the petrol six is a highrevving sporty delight in BMWs, in the Grenadier it is a low-down torque monster.
On the other hand, the diesel is a smooth and powerful unit that is significantly more “petrol like” than your traditional rattly off-road
Settled and confident at speed, it has minimal body roll when chucked into a corner, despite its pliant off-road suspension.
The most obvious compromise the Grenadier makes to its off-road ability when on the road is the steering — while nicely accurate and precise, it lacks much in the way of the expected self-centring you get in a more road-oriented vehicle.
On the inside, the Grenadier is as magnificently utilitarian and belligerently old-school as it is on the outside, with a simple, minimalist layout, big, chunky controls and a fantastic aircraftinspired overhead array of switches and buttons with plenty of extra space for the optional prewired oil burner. It’s up to you.
Constructed on a box-section ladder-frame chassis made from 3.5mm high tensile steel, the Grenadier boasts 264mm of ground clearance and an 800mm wading depth, along with approach, breakover and departure angles of 36.2 degrees, 28.2 degrees and 36.1 degrees respectively.
This all adds up to a package that is truly exceptional in the rough stuff. But with a twist — it is also rather good on the road as well.
That’s right, the Grenadier is a proper ladder-chassis hardcore off-roader that has excellent onroad manners; with a comfortable ride and well-sorted handling.
The refinement and composure Ineos has engineered into something so dedicated to sheer off-road ability is truly impressive. accessory system for all those extras you are definitely going to throw at it.
And there are many, many of those.
The Grenadier is available in either Station Wagon (the standard five-seater), Utility Wagon (a two-seat version with the rear seats removed, a cargo divider and blanked-off side windows) and, soon, Quartermaster pickup variants.
The Grenadier starts at $120,000 for the Station Wagon or Quartermaster (the stripped-out Utility Wagon is $1000 less) and delving deep into the extensive options list can easily get it over the $140k mark, but it will get you a highly-equipped, insanely capable off-roader with original Land Rover Defender vibes for new mid-spec Land Rover Defender money.
The much talked-about Porsche Macan EV has arrived, marking a transition from traditional combustion engines to a fully electric platform.
This significant move not only reaffirms the brand’s commitment to electrification but also introduces a new era of performance and luxury in the SUV segment.
The vehicle is 58mm longer, 224mm wider, and 76.2mm taller, with an 86mm longer wheelbase compared to its petrolpowered predecessor.
Porsche offers two variants of the Macan EV: the base Macan 4 and the performanceoriented Macan Turbo. The Macan 4 is equipped with dual motors producing 300kW/648Nm, capable of accelerating from 0-96km/h (60mph) in 4.9 seconds with a top speed of 219km/h.
The Macan Turbo, on the other hand, ramps up excitement with 470kW and a mind-bending 1128Nm, achieving 0-96km/ h in just 3.1 seconds and a top speed of 259km/h.
Both models feature adaptive air suspension and the option of rear-wheel steering. Their shared 100kWh battery supports DC fast charging up to 270kW, enabling a charge from 10 to 80 per cent in a mere 21 minutes.
As for range, Porsche says the Macan 4 will deliver up to 613km, while the Macan Turbo will do 591km under the WLTP cycle.
The inside features a Taycan-like dashboard with minimal physical switchgear, a 12.6in instrument panel, and a 10.9in infotainment screen. An optional 10.9in passenger display enhances the techpacked cabin. The cargo space offers over 500 litres, expanding to more 1300l with rear seats folded, along with an 82-litre frunk.
The Macan EV is available to order now in New Zealand, starting at $166,500 for the Macan 4 and $223,000 for the Macan Turbo. Customer deliveries are expected in the 4th quarter of this year.
The petrol-powered Porsche Macan is also still currently available in NZ, starting at $124,400 for the base model and topping out at $172,900 for the Macan GTS.
Aston Martin offers glimpse of Vantage
Aston Martin is promising “the fastest and most exhilarating example” of the Vantage series when it reveals the updated model. Spy shots, videos, and teaser images reveal that, while the new Vantage maintains familiar proportions, it introduces significant updates, particularly at the front. The redesigned face features new fender-mounted headlights and a slightly smaller grille. The footage also shows restyled front fenders and extended rear wheelarches, indicating a more aggressive stance. Following the lead of the DB12, the interior is also expected to see major updates, including advanced tech features like next-generation Apple CarPlay.
Electric-drive car wins Dakar
Audi’s purpose-built RS Q e-tron racer has won the world’s toughest desert rally, the Dakar — a first for an electric-drive car. Mission accomplished, then: the RS Q e-tron was built as a rolling testbed especially for the race. The e-tron was piloted by double World Rally champion, Spaniard Carlos Sainz (61), partnered with Lucas Cruz (49), a Spanish rally navigator and computer engineer. They completed 7900km and ultimately established a lead of 1h 20min. Second was Guillaume de Mevius (Toyota), followed by Sebastien Loeb (Prodrive). In the process of winning the 2024 event, Sainz broke his own record as the oldest Dakar winner.