The appropriate pots—900, 1800 and 4000 ml—are sized to allow you to store the stove space-savingly inside.

Minimal ash residue is proof of how efficiently these gasifier stoves burn, and the double-wall construction protects the ground directly beneath from scorching. If necessary, you can use the Titan and Campfire with an alcohol burner—the disadvantage being that you need to carry alcohol with you as well.

With kindling and fire starters packed and stored inside the stove during transportation, my Solo Stove has proven itself on countless occasions and is an indispensable companion on all my adventures.

€55 Lite, €70 Titan, €86 Campfire | solostove.com

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This is a winter tyre test I’ve been looking forward to for a while. Why? Because I am about to really push the envelope: Firstly, I hope to learn some new driving skills, and secondly, I’ll be taking Falken Tyre’s current winter tyres well beyond their normal street limitations.

After all, driving in winter on central Europe’s serviced open roads has become less and less a case of navigating anything more than a smattering of wet snow and maybe some ice. But if it does get frosty and white, then your attention is most likely to be on the other road users. Even if the roads were devoid of other motorists and pedestrians, you’d still be strongly advised against attempting to get things going sideways at speed.

So now imagine a huge expanse of snow and ice, a race-spec 4×4, the friendly guidance of the experienced @queristmehr.de instructors, and no-one else to get in the way. Time to buckle up…

I reached the promised plot of land shortly after exiting the Tauerntunnel. Thankfully, the erratic temperatures and forecasts of the last couple of weeks had dispersed. The thermometer had settled at -14°C, and blessed us with an abundance of crunchy snow and firm-packed ice under clear blue skies. Perfect conditions for snow and ice training on Falken’s Eurowinter HS02 Pro.

Available in 47 different configurations with V and W ratings for rim sizes between 17” and 21”, our cars are fitted with the 225/40R18. The HS02 has a characteristic 3-zone profile for superior drainage and improved wet road performance. Whereas the inner profile is designed for snow and slush, the outer area is responsible for taking care of dry and wet surfaces.

Keeping today’s objective in mind, we were less interested in the wet and dry performance and relied mostly on the specially formed Miura-Ori 3D sipes designed to improve traction and braking on icy surfaces.

After a brief introduction, we were asked to settle in to the 261 BHP Toyota GR Yaris with a curb weight of 1,250 kg—a power-to-weight ratio dependent upon traction if we want to put the horsepower and torque to good use.

And then I drove out onto the track with an instructor beside me. After all, this is about experiencing danger, not just talking about it. The test track is divided into several zones which build upon each other. The first exercise was to drive a slalom through a line of pylons. This was just to help get a feel for the car and the surface. Ice, ice and more ice, framed by a rise of snow.

It’s my turn. First gear. Second. A few moments and I was sprinting with 50 km/h through the pylons. To start off with, the Toyota was set up with an even 50:50 power distribution to each axle. ESP muted. Then the instructor changed the setup to track mode: 70% to the rear axle. Things quickly got more exciting and the tyres had their work cut out for them.

It took a couple of circuits going through the slalom before my confidence started to grow. I was nearing a calculated and controlled drift. The next two sections of the track took me to the next level as I learned how to set the car up in premeditated oversteer and drift through the curves as quickly as possible. It was actually quite a revelation just how much grip the tyres had on the ice—not too indifferent to how a free-climber uses his finger tips to gain purchase on the smallest of ledges to further his or her ascent.

It goes without saying that I lost it on more than one occasion and ended up next to the track. There was one particular long left-hander where understeer got the upper hand and the back end of the car ploughed into softer material with a spectacular explosion of snow. I kept my right foot firmly planted and the Yaris GR/HS02 Pro combination clawed me back on to the track.

Half way through the day, we stopped for a break. Closer inspection of the tyres revealed they still looked as if they were brand new and the tread was completely free of any compacted snow or ice. Proof that the sipes were doing exactly what they were designed to do: self clearing.

The final discipline today involved a section where, in addition to load shifting through left and right curves, the surface had undulations built into it. Would the car/tyre combo still be able to reassuringly follow the line? Spoiler: As long as you don’t overdo it, you can actually feel when you’re approaching the limit.

This final challenge drew upon everything I’d learned earlier in the day. At the end of each circuit, I tested how the car braked. Obviously, it took longer to slow down than it would on a dry surface, but the car remained stable and reassuring when steering around an obstacle.

CONCLUSION
During today’s extreme test, the Falken Eurowinter HS02 Pro fulfilled what the designers set out to achieve. This wasn’t supposed to be about durability, or whether or not the tyres would be more economical to drive, but the 14% weight saving, compared to its predecessor, holds promise of improved fuel consumption.

As far as the overall performance on slippery surfaces is concerned (accelerating, braking, cornering), the Falken HS02 Pro fulfilled its promise. I felt confident in every situation and was able to keep the Yaris GR under control in situations well beyond those normally encountered on the highway.

falkentyre.com | quer-ist-mehr.de

Photography: Stefan Knopp, Michael Decher

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This must surely be the best way to experience the quality and performance that defines the INEOS Grenadier. I’d been feverishly awaiting my chance to put the Grenadier through its paces in its natural habitat for days. Up until now, I’d only seen prototypes fitted with an interior out of a 3D printer which merely hinted at how it might eventually look. Now I’m standing in front of the real thing: pristine as if it had just rolled off the production line in Hambach; splendid in its Magic Mushroom livery.

The bodywork’s silhouette is indicative of the car’s functionality. Well-defined contours, excellent all-round visibility, generous approach, departure and ramp angles, plenty of ground clearance, good wading ability, fixing rails along the flanks, and doors that open wide. There is no doubt about it: “get ready for off-road.” Spoiler alert: the Grenadier is no slouch on-road either.

Opening the driver’s door—which is on the right, for a change—I make myself comfortable in the driving seat. Or, more accurately, in the RECARO pilot’s seat. This cockpit is unlike anything I’ve seen before. The seat fits like a glove, or a well-fitting Belstaff jacket; the side bolsters provide excellent lateral support.

On my left, in the central console, are the shifter for the 8-speed ZF gearbox, the dial to operate the 12.3” navigation and infotainment touchscreen, and the selectors for the central diff lock and low range on the transfer case.

The controls situated in the centre of the dashboard take care of the air conditioning, heated seats, windscreen heaters, and park assist.

But there are still more to come: switches in the roof panel are designated for off-pavement driving and deploy the front and rear diff locks, off-road and wade modi, downhill and uphill assist, and other optional features which make use of the external power points in the roof.

Once the familiar B58 286 BHP BMW 3-litre straight six is fired up, I ease the Grenadier onto the road. I have to admit, the vehicle is not my main priority at this point and it takes a couple of miles, junctions and roundabouts before I’ve acclimatised myself to driving on the left. Despite the car’s 2.7 tons, the powerful petrol engine with its 450 Nm is more than enough to speed me smoothly through the typically twisty British country lanes. If you need more torque, then you can choose the six-cylinder BMW B57 diesel with 550 Nm which makes light work of towing a 3.5 ton trailer.

The steering wheel is ergonomically formed and enhances the feeling of having control in any driving situation. I did have to get used to the steering though: it isn’t as direct as you might expect from a modern car, but still precise.

You can’t overlook the small red button on one spoke of the steering wheel. No, it doesn’t turn on the boost, it’s what they call the toot hoot, a pleasant and discreet horn designed not to scare the wits out of cyclists or pedestrians, but to gently announce one’s presence to them.

After a good stretch of road we turned left through the gates leading to the majestic Floors Castle, the largest inhabited castle in Scotland, and our first venture off-road: the vast expanse of peat bogs in Kielder Forest. The factory-fitted BG Goodrich K02 cope well with the boggy, loamy and muddy passages but I did engage the central diff lock for a solid 50:50 power distribution to the front and rear axles.

I followed a long service track through the moor until I reached a pine forest with a steep serpentine ascent. Just to be on the safe side, I used the switch in the roof panel to activate the rear diff lock. With the 2.5:1 gear reduction also engaged, the Grenadier is even easier to steer accurately through the tight bends whilst delivering just the right amount of amount of power to the wheels.

A little later, I was confronted by a gentle, but extremely slippery, grass slope. An ideal opportunity to test the Downhill Assistant. A typical off-pavement scenario encountered on campsites or on a farm. I left the car to do all the braking and was rewarded with a perfectly straight descent.

With the first day wrapped up, the Grenadier has gained its first patina and I have to say it looks pretty good. Fortunately, there are drain plugs in the driver’s and passenger footwells allowing them to be rinsed out with a hose. A further characteristic that underlines this car’s designation for real off-road use.

Then, we were back on the road, more accurately twisty and narrow country lanes, leading through the hills to the English border. We left Scotland on tracks that cut their way through Kielder Forest (England’s largest man-made woodland and, for many years, where WRC rallies and the British Rally Championship were held), to Ullswater, the second largest body of water in the Lake District and perfect for some driving thrills.

The first thing I needed to do at the end of the day, was gather my thoughts and sift through all the information I had collected. It was only five years ago when the very first impression of an INEOS Grenadier was sketched onto a banknote. Now it stands before me and not just a 3D-printed model, but a production car. In my opinion, all of the expectations in regard to function and equipment have been met to an extraordinary level.

Even so, there were a few details that might be worth paying attention to a little further down the line: operating the switches and buttons in the roof panel certainly takes some getting used to, because not everyone is a pilot, but they are well organised. Unfortunately, I’m not only short-sighted, but also a little long-sighted which means I have to wear glasses. This proved to be a disadvantage when I first got into the car and tried to find a particular switch—I simply couldn’t read the labelling. However, after a full day of intensive driving and testing, you quickly learn where each control is situated and can engage them almost intuitively. Even so, the LED lamp still remains covered by your finger so that you have to shift slightly to see whether or not the accessory has been activated or not. All a matter of practice.

I switched cars on day two so that I could test the alternative engine: the straight six BMW diesel. Amongst others, we’re going to drive through the slate quarries in Burlington today.

The ignition key is inserted into the lock on the left of the steering wheel. This isn’t the most ideal position because there is only around ten centimetres of space between it and my knee. I couldn’t shrug off the feeling that if I were to be involved in an accident, my knee would almost certainly hit it. The ignition switch and key could have been integrated into the central dashboard instead.

Nevertheless, I was still all smiles from the previous day when we kicked off with another lengthy stretch of asphalt. The road winds its way up and around Ullswater, over Kirkstone Pass, across Wrynose Pass and on to Hardknott Pass, aptly known as the wildest roads in England. Perfect for the Grenadier and, with gradients of up to 33%, potentially challenging. But the car took it all in its stride.

We neared another highlight: Burlington’s grinding stone quarry. We wound our way between loaders and dump trucks to the test area which was riddled with boulders. Off-road mode and low rations engaged and, as a warm-up, we drive across steep slopes and through deep impressions: now the Grenadier has got to prove how well it can articulate. With almost 60 cm of travel, we’ve got quite a lot to work with. The car lifts one wheel after another, but not once was the forward momentum interrupted. The steering wheel feels good and exudes confidence. I can sense how the car pulls its way through the obstacles completely undeterred.

I turned left at the next opportunity and followed the track down to a roughly 100-metre-long test section filled completely with glutinous mud. As I had no intention of getting stuck, I engaged the rear diff lock which splits the power 50/50 to each of the rear wheels. I built up some speed and let the factory-fitted BF Goodrich K02 tyres dig their way through. Mud flew everywhere and the paint was given a wonderful coat of grey mud. Now the Grenadier looks like a real off-roader. I switched off the diff lock again.

Next up was a speed test along a service track. This is where I really got to know the suspension—all four wheels were planted firmly on the ground at all times, and I felt very confident and safe. I never got the feeling the Grenadier was nearing its limits. After a 90° bend, we were heading skyward at 45°. And just to make things more interesting the ascent had another section to test the axle articulation. This time I engaged both front and rear diff locks. Gently depressing the accelerator, the 2.7-ton off-roader crept its way up to the plateau. I tell you, I could spend all day playing around here.

After cleaning the windows and lights, in keeping with the highway code, we drove to our next and, sadly, final destination. The time and tide were in our favour so that we could grasp the unique opportunity to drive the Grenadier through Morecambe Bay. The trail across the flats is approximately seven miles long. If you want to stop, do it on firmer ground. Otherwise, the car is more than likely to sink into the “liquid” sands. No thank you…I’ve had my fair share of bogged down vehicles and I wasn’t looking for any repetitions.

Driving over sandbanks and small tideways is really exhilarating. To pump things up even more, we drove through two river spurs before reaching the other side of the bay. Just to make sure nothing untoward happened on this seven-mile stage, we were accompanied by the King’s Guide to the Sands, who knows the area like the back of his hand.

The day drew to a close, as did my chance to test this fantastic vehicle. These two days gave the Grenadier the opportunity to really show how well it performs on pavement and in rugged terrain.

SUMMING UP
It’s hard to overlook its functionality. There simply aren’t any unnecessary features. Currently, you won’t even find a blind-spot assistant, distance warning or a 360° camera view in the price list. I think it’s safe to say they will be included in the next update, but I can’t say I missed them.

Elegantly accessorised in the Belstaff Fieldmaster and Trialmaster guises, or Rough as Grenadier, there is a model to satisfy most needs. Personally, I strongly recommend ordering the optional electric package, including the additional battery under the rear seat, and the front and rear diff locks. You can’t lay cables to the roof so inconspicuously, and the two additional diff locks mean you will cope with just about any kind of terrain you come across.

And then there’s the winch for the most extreme situations. It is well integrated into the front bumper and is one of the Grenadier’s unique features. With a maximum payload of 5.5 tons, it has plenty of reserves for the toughest off-road challenges.

After a short while to acclimatise, you quickly get used to the unusual combination of dashboard and control panels so that you quickly find the switch you need. The designers refrained from including automatic off-road driving programmes, which means the driver has to read the terrain and select the gear ratios and diff locks accordingly. This way his concentration levels will be higher and, in my opinion, give him an improved chance of averting, or getting out of, difficult situations.

To help the driver keep both hands on the wheel, I would like to see two paddles on the steering wheel so that I can manually select the gears. Currently, you can only use the selector on the gearbox itself.

Either available as factor-fitted or optional accessories, there are plenty of options to configure the vehicle for specific uses—such as the fixing rails along the flanks, retaining points and power sockets on the roof, and the large 30/70 rear doors. Whether additional lighting, roof rack, or even loading a Euro pallet, the possibilities for leisure or commercial use are almost limitless. Depending on how the car is accessorised and the choice of power train, you have a payload of up to 871 kg and the cargo space will swallow up to 2,088 litres with the rear seats folded down.

Those were two challenging and interesting days to test the production Grenadier in beautiful Lake District surroundings. INEOS hasn’t just succeeded in consistently realising the features listed in the catalog of requirements drawn up during the planning phase, but also included several INEOS family features: from the Belstaff jacket model names, the green and red stripes in the centre console (for starboard and port from sailing), the toot horn as a tribute to cycling, and the individual stories behind the names for each exterior colour—the Grenadier is a vehicle that was tangibly born out of passion.

Given the chance, I would have driven home in the Grenadier. It’ll take me days to wipe the smile off my face.

Take a seat, experience the Grenadier, and enjoy a different way to drive off road.

THE INEOS GRENADIER 4X4

The post INEOS Grenadier – ultimate test in Scotland and England appeared first on overland-europe.

For the purpose of this evaluation, we are reviewing the Gnaur 60 RS which has all the design features of its counterparts with a capacity typical for short- to mid-range hikes.

MATERIALS

The frame is manufactured using 8 mm aluminium rods and two 20 mm aluminium bars.
Buckles are aluminium.

The main body of the backpack is made from Lundhags PolyCotton (LPC) ECO Ripstop, a mix of 65% polyester and 35% organic cotton (FC Free DWR), 231 g/m2, PU-coating >1,500 mm.

Other materials:

Reinforcements: 100% ECO polyester, Bluesign certified (FC-free DWR), 300 g/m2, PU-coating >1,500 mm

Liner: 100% ECO polyester, 200D Poly Oxford, Bluesign certified (FC-free DWR), 120 g/m2, PU-coating >1,000 mm

FRAME

The aluminium frame assures maximum torsional rigidity at all times. and effectively disperses the weight onto the hip belt which, in turn, contributes to comfort on long hikes.

SUSPENSION

As mentioned above, the ergonomic position of the back pad can be adjusted to accommodate a torso length between 42 and 48 cm. Measure the distance along the spine between the seventh vertebra (the large bone at the base of your neck) to a point which meets a horizontal line running from the top of one hip to the other. This measurement is then referenced to the markings on the backpack.

The shoulder straps are lined with duo-density cushions. The pullers on the shoulder straps can be fixed in a high or low position to keep them level between the frame and the top of the shoulders.

The hip belt is also lined with duo-density cushions, which are designed to cup the hips to improve the load-carrying comfort. Adjustable straps on each side of the belt can be configured to improve stability of the pack.

At the front, the chest strap can be height-adjusted and is equipped with D-rings.

MAIN CAVITY

The 60-litre main cavity provides plenty of space for your gear without the need to rummage deep or unpack everything when in search for that one elusive item. You can access the contents either from the top, by opening one of the side zips, or both to open the large flap.

For additional volume, the neck at the top of pack can be extended and closed with a drawstring. The exterior lid is “floating” and can be adjusted for height with four straps.

Once packed, there is one compression strap at the top (under the lid) and two on each side, to ensure the contents form a compact unit which won’t get a dynamic of its own whilst you are hiking.

POCKETS AND STORAGE

Working my way down from top to bottom, the lid has two pockets and a daisy chain, or holed webbing as Lundhags describe it, for attaching items to its exterior.

Expandable pockets on each side have weather-protected zips, and there are elastic pockets further down.

Side pockets on the hip belt relieve your trousers of items such as a cellphone, keys or snacks, but still keep them readily available and easy to access.

PORTABILITY / HANDLES

On the front of the backpack is a large sturdy handle, which is good for carrying or helping a friend to put it on. Another handle is on the rear side.

RAIN PROTECTION

The backpack’s material will withstand a light shower, but there is an integrated rain cover inside a pocket at the base for heavier downpours.

DURABILITY

Lundhags have taken everything into account. From the LPC Ripstop to the truly robust aluminium buckles. And should something become damaged such as the suspension, parts for repairs are available.

PRACTICAL EXPERIENCE

Short hikes can easily turn into physically demanding excursions, especially if it is early in the season and the trails haven’t been properly cleared. The Gnaur is built to withstand thorns and sharp craggy rocks.

The aluminium frame is indeed very sturdy, and together with the adjustable straps and the ergonomically padded hip belt, this system is a strong recipe for a well-balanced load and comfort on long hikes.

The abundance of pockets and eyelets, which can be used for attaching items with a carabiner, is further enhanced by their accessibility when you’re actually on the move. And when you do stop, the two long zips open the backpack up so that you can find everything without having to unpack; they also mean that you can pack everything more efficiently in the first place.

At some point during a hike, you’re going to take your backpack off, for example, if you want to get into a car or just to put it down when you’ve reached camp. That’s when the two handles come into their own, especially the larger one on the front.

VERDICT

The Gnaur 60 RS is a reliable and multifunctional partner for hiking all year round, and it is built to last.

PROS

• Sturdy fabrics and robust buckles
• Easy to use even with gloves
• Widely adjustable for a perfect fit
• Plenty of fixing points for equipment
• Also available with 75 and 90 L capacities and for different lengths

CONS

• At 3.21 kg, not exactly a featherweight

€360 | lundhags.com

The post Lundhags Gnaur 60 RS Backpack – all your gear stowed for short to medium hikes appeared first on overland-europe.

Using the centrally positioned control switch, you can select either one or both of the LEDs respective of what you want to do. The beam can be narrowed or broadened by adjusting a lever.

BATTERY

The 5,200 mAh battery pack can provide up to 20 hours of light. It’s up to you to decide if you prefer to attach it directly to the lamp itself, or use the supplied extension cord and wear it on your belt.

The battery pack also has a socket so that you can even charge a cell phone.

ACCESSORIES

The accessories included in the set are comprehensive and cover a variety of uses: there’s a helmet and handlebar mount for mountain biking, a GoPro mount for filming, or you can simply use the headlamp fixed to the battery.

CONCLUSION

At a solid 480 g, this is not one of the lightest headlamps on the market, but it is comfortable to wear and the workmanship is first class. With winter looming, this headlamp is about to be used even more frequently on my upcoming tours.

From €259 | LEDLENSER

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