OVERVIEW

The Ineos Grenadier Quartermaster is priced from $102,000 plus on-road costs for the cab-chassis model on which you then need to fit a tray or camping attachment.

Opt for the integrated ute tray and it kicks off at $105,000 plus on-roads.

Each shares its front half with the Grenadier wagon but replaces the back with a tray or load area.

There’s also an additional 300mm between the front and rear wheels to help accommodate that longer rump.

Each is available with a choice of BMW inline six-cylinder turbocharged engines; diesel and petrol variants are the same price.

The entry level Grenadier is fairly sparsely equipped with 17-inch steel wheels (with a full-sized spare, power windows, single zone air-conditioning and a 12.3-inch touchscreen incorporating Android Auto and wireless Apple CarPlay.

Safety features include six airbags (front, front side and side curtain) and stability control.

But the latest active safety features (things such as autonomous emergency braking and blind spot warning) are not available.

There are two better equipped model grades, each with the same price; in the cab-chassis they are each $115,000 and with the ute tray $118,000, each before on-road costs.

The Trialmaster is more off-road focused.

It gets more serious BF Goodrich tyres, a raised air intake, triple locking differentials, a tow bar with wiring, a second battery (each is under the back seat), compass, front parking sensors, heated exterior mirrors and extras such as puddle lights. There are also utility rails inside and out to allow accessories to be easily attached.

The Fieldmaster is more about luxury, although even then it’s only the basics.

It misses out on some of those off-road features, including the raised air intake and second battery.

And there are 17-inch alloy wheels but shod in less aggressive Bridgestone rubber.

There’s also a premium sound system with a subwoofer and safari windows (which are like miniature sunroofs above the front occupants).

It also gets carpet floor mats, heated front seats and leather trim.

As with the regular Grenadier the Quartermaster is available with a raft of accessories.

They include a roo bar ($2510), roller tonneau cover ($4115), rock slider rails ($1759) and various roof rack accessories (including a $210 spare wheel bracket) and load organisers.

Britannia Blue (a dark blue) is the only standard colour, with the other 10 shades costing between $1155 and $1520 extra.

DRIVING IMPRESSIONS

Like the wagon, the Ineos Grenadier Quartermaster does its best work off-road.

It’s a proper off-roader with the sort of traditional hardware 4WD enthusiasts love.

That includes a ladder frame chassis and live axles front and rear.

There are coil springs on all four corners. While some may query that given the load lugging duties of a ute, Ineos says they’re heavy duty springs with a focus on hauling heavy weights.

It’s worth remembering, too, that many large vans use coils all around as do some of the large American pick-up trucks.

Speaking of weights, the Quartermaster can tow up to 3500kg. It has a payload of up to 907kg for the petrol variants and 832kg for diesels; the payload of cab-chassis models will depend on what you’ve fitted.

Still, in our experience they didn’t have any issue with big jolts, albeit with relatively light loads on board.

If anything the suspension seems a tad firm, occasionally jiggling at low speeds.

But for washouts, potholes and anything else the outback throws up the suspension shunned the hits nicely.

We tested it in the Flinders Ranges, which can be brutal on cars.

We didn’t tackle any of the really gnarly trails, but there was enough gravel, sand and the occasional tricky pinch to realise the Quartermaster does it all pretty easily.

The tyres help. We spent most of our time in a Trialmaster with its aggressive BF Goodrich tyres. They’re not only tough but they also help claw through rocks and sand.

With the differentials locked the Quartermaster is a formidable machine in soft sand, confidently trudging through with minimal fuss.

It also has an impressive 264mm of ground clearance, so it’s tricky to scrape underneath.

A stubby nose minimises the chances of scuffing the front bumper, too.

However, the longer wheelbase means it’s more likely to drag its belly over steep pinches. The ramp over angle has decreased from 28.2 degrees on the wagon to 26.2 degrees on the Quartermaster.

With the longer tray hanging out over the back, too, the departure angle has dropped from 36.1 degrees to 22.6 degrees, making it more likely to drag its tail.

Just make sure you do your homework on the off-road systems in the Grenadier.

Selecting low range is done via a second gear lever (it’s an old school ball-topped unit that looks nothing like the main BMW-sourced shifter), which can also slide to the left to lock the centre differential.

You then have buttons on the roof to lock the front and rear differentials, all of which has to be done in a specific order.

You can also disable some of the systems – such as stability control and parking sensors – by pressing the off-road mode button on the roof. But you need to be stopped, press the button once then press and hold the button again. All of which is far more confusing than it needs to be.

Press the throttle and there’s enough grunt from the engines to make it all very easy, no matter what the terrain. It’s one of the standouts of the Quartermaster and makes the engines in the 70-Series (even the soon-to-be-discontinued V8) look undernourished.

Those engines are sourced from BMW.

They’re nowhere near as smooth and refined as they are in a BMW, but the grunt is there (keeping in mind there’s about 2.7 tonnes of car to shift).

In the diesel form most owners opt for there’s 183kW and 550Nm, the latter available from just 1250rpm.

It translates to effortless grunt when you need it.

And it’s channelled through a terrific eight-speed ZF auto that does a great job of shifting cleanly and decisively.

The petrol engine has more power – 210kW – but goes backwards on torque, with a still-healthy 450Nm on offer.

It’s ultimately the quicker engine, but you need to rev it harder to extract the best from it.

And while petrol engines are generally quieter and more refined, the Grenadier gets a drone going at cruising speeds.

Throw in some wind noise and it takes the edge off that higher speed cruising comfort.

On paved surfaces the Grenadier Quartermaster is a rudimentary device.

The steering is slow and cumbersome, which makes for plenty of wheelwork, especially when manoeuvring in town. The two-spoke wheel also isn’t fond of returning to centre, so you’ll be almost as busy coaxing it back to the straight-ahead position.

And tight turns aren’t a Grenadier speciality.

The wagon has a large 13.5-metre turning circle and the Quartermaster extends that to 14.5 metres.

Short story is you’ll need a lot of real estate to turn it around.

Yet for all its big car on-road manners the Quartermaster doesn’t feel especially big in the cabin.

As with the wagon there’s a mass of buttons and dials.

It’s refreshing in a way not to have everything crammed into a touchscreen and instead know the gold ol’ button is there when you want it.

But you’ll need a refresher on which button is where. There’s a whole bunch overhead, although many of those are reserved for off-road functions, making a handy split from the ventilation and infotainment controls in the traditional centre console position.

There’s also no instrument cluster, with a Tesla-like 12.3-inch screen incorporating the speedo and other functions.

A small warning light panel in front of the driver warns of critical information – including whether differentials are locked – but it seems a missed opportunity to incorporate the main instruments directly ahead of the driver.

And due to the positioning of the exhaust system the driver’s left foot is cramped, which isn’t ideal.

Be wary of those safari windows, too. Ineos says many Queenslanders shun them – and it’s easy to see why because they’re angled slightly it’s easy to have the sun blaring down on you, which for long stints can get testing.

In the rear, the Quartermaster’s seatback is more upright than it is in the Grenadier wagon.

It means it’s not as relaxing, especially over long hauls.

And space generally is modest given the external dimensions.

It adds up to a car that’s an acquired taste.

If you’re just after a car to tool around the suburbs then there are far better options than the Grenadier Quartermaster.

Sure, it looks cool and in ute guise it’s handy for carrying loads and as a basis for an adventure machine.

But if you’re looking for a highly-capable workhorse then it’s a terrific alternative to the more road focused utes that are a lot more affordable.

The rougher and tougher the road, the more the Quartermaster feels at home.

Just don’t confine it to the suburbs. It won’t be happy – and neither will you.