Back then, he wasn’t running a company. He was a Swiss carpenter chasing a drunken bet across Asia.

Thomas didn’t begin in a workshop full of CNC machines and laser-cut aluminium. He began on rooftops, hammer in hand, a site foreman shaping timber under Alpine rain. The work was precise, physical, and unforgiving. When something leaked, you couldn’t talk your way out of it—you fixed it. That mindset stayed.

Off-road driving was his escape valve. Spanners at night, trails at the weekend, the satisfying logic of machinery after days of wood and weather. Then came the Indian Ocean tsunami in 2004, a disaster half a world away that would end up redirecting his life.

Thomas and his partner were regular divers in Thailand. After the waves hit, local friends begged visitors not to stay away—tourism was their lifeline. So the couple kept returning year after year, helping the region recover in the only way they could: by being there.

One night the beer and whisky flowed freely and bravado did the rest. Flying with dive gear had become torture. “Next time,” Thomas said, “I’ll pack it in a truck and drive.” Everyone laughed. Four years later, he rolled into Thailand in a home-built overlander, dive kit in the back.

He hadn’t picked a Land Rover, the crowd favourite. Instead he went with a Santana PS-10—the Spanish cousin with more heart than glamour. Cheaper by miles, square-cut, leaf-sprung front and rear. Simple, repairable, honest. He saw the weak points and built around them: pop-top roof, full interior, everything by hand. When others sank into the sofa, Thomas stayed in the workshop.

Then he pointed the bonnet east and just kept going.

The journey that followed was pure, old-school overlanding. Improvised borders, improvised repairs, and a crash course in the physics of weight. The Santana was originally specced for just over three tonnes and ended up well past four. It coped until it didn’t. In Laos the axles lost their sense of geometry. In Mongolia the leaf springs capitulated day in, day out—as many as eleven breaks in just one day. Each time Thomas fixed them in the field and carried on.

He and his partner reached Thailand the hard way and came home the long way: through Pakistan during the war, Syria before it ignited, even an illicit dash into Vietnam. Thirteen months on the road. Seventy-five thousand kilometres. Fifty-six countries.

When they rolled into Bad Kissingen for the Abenteuer & Allrad show a year later, the truck looked every bit of it—scarred, dirty, and alive. The previous summer it had gleamed under the lights; now people came to see what had survived. The answer was clear: the parts that were light, logical, and easy to fix.

Back in Switzerland, the rhythm of construction work resumed, but only briefly. The body was wearing out—discs, back, patience. Thomas could keep earning a wage until something broke for good, or turn his obsession into a living. He chose the latter.

The VW Amarok became his canvas. In those early days the Amarok world was a blank sheet. Toyota’s Hilux owned the numbers, Land Rover the legend. The VW had clean lines, solid bones, and almost no aftermarket. Perfect.

He built what the truck deserved: smart storage, accessories that looked like factory options, not bolt-ons. Everything guided by two rules—keep it functional, keep it light. Each kilo saved was one less failure waiting to happen.

The name came easily. Amarok means “wolf” in an Inuit language. In his own words, Thomas had always felt like the outsider, the black sheep. Accessories for the wolf, made by the black sheep. Black Sheep Innovations—the wolf in sheep’s clothing.

He worked mostly alone, building and testing on his own Amarok, which doubled as prototype and advert. Word spread. Hunters, municipal crews, and travellers saw the difference: practical design that felt engineered, not improvised. Orders followed, and with them a reputation for precision and restraint.

But the industry shifted. VW tied the Amarok to Ford, and the new truck didn’t feel right. The gut said no. Thomas walked away rather than compromise. A brief flirtation with the Isuzu D-Max confirmed what he already knew: he needed a platform that inspired him, not just paid the bills.

Then came the Grenadier.

The first time he saw one, it was surrounded by over-eager students at Bad Kissingen, stumbling through brochures about “heritage.” The presentation was awful, but the bones looked promising. Switzerland later received the first 136 vehicles, and Thomas had contacts in the right yard. Before the official launch he was crawling through one, removing panels, tracing welds, looking for logic.

He found it. Square steel, straightforward design, solid mounting points. Subtle roof bars and airline tracks built in—not decoration but function.

While others tried to shoehorn Land Rover habits onto a new chassis, Thomas followed the Grenadier’s own cues. A roof platform bolted to the factory bars. A fold-out table mounted to the airline track on the rear door. MOLLE carriers tied cleanly into factory fixing points. Every line looked like it belonged.

The reaction was instant. Orders from across Europe and the US flooded in. For 18 months, two men tried to meet global demand from a small Swiss workshop. They couldn’t keep up—but they kept their standards. Customers waited because they trusted the hands behind the metal.

Success brought its own problems. A distributor in the States began copying parts, tariffs rose, margins shrank. For a bigger company it might have been fatal; for Black Sheep it was just another test. They’d learned long ago how to improvise under pressure.

Then, early 2025, came the call from Dubai.


A new 4×4 Expo in the Safari Park, under the shadow of the Burj Khalifa. The easy option was to ship a demo truck and fly. Thomas chose the harder one: drive there, from Switzerland, and make the journey part of the story.

The Quartermaster sits in pieces on the shop floor. Five weeks to go. The goal: lighter, smarter, truer to the Grenadier’s bones. Instead of a heavy camper box, he designed four structural walls, with stiffness coming from the interior fit. The “roof” would be an Intrepid hard-shell tent with the floor cut out and the bed on gas struts—enter from inside, keep the weather out.

Water and air systems sit low in the chassis. Drawers claim the dead space. Nothing added that doesn’t earn its keep.

Partners stepped up with top-tier kit: 4×4 Proyect from Spain supplying Bilstein-based rally suspension, the first set in Europe; wheels from the US with integrated deflators; Osram lamps so new they won’t hit the market until November. For Thomas it felt like Christmas, only louder and greasier.

But the parts list is secondary. The philosophy drives everything: weight is the enemy, clean design wins, and authenticity beats marketing every time. In Dubai, with the desert sun on the paint and the city skyline beyond, the Quartermaster will either look right—or it won’t.

On the map the route seems simple: Switzerland, Romania, Bulgaria, Turkey, then the dream line through Iran, Kuwait, Saudi Arabia, and into the Emirates. If politics shift, there are alternates. Worst case, a ferry from Greece. The plan is flexible because it has to be.

Safety isn’t theatre. Updates will post 48 hours late, never live. Camps are chosen by instinct—if one of the crew feels uneasy, they move on. Nights are spent in the truck; hotels exist for showers and laundry, not stories.

The further east they plan, the more invitations arrive. Off-road clubs in Kuwait, friends in Saudi, all eager to host. Hospitality is genuine but eats time. The key is to reach Turkey fast, then let the Middle East set the pace.

The Quartermaster will be heavy enough to matter but light enough to live. Tools, fluids, and critical spares only. Thomas trusts the vehicle; he knows its quirks. A warning light means conversation, not catastrophe. Cover the dash if you must—but keep moving.

Time constraints mean they will only be driving one way. Black Sheep can only close the workshop for three and a half weeks. Once the show ends, the team will fly home and the Quartermaster will follow in a container, probably to Bremerhaven.

The challenge isn’t the kilometres—it’s the rhythm. Seven thousand of them can be done; the art lies in covering ground without burning out, saying yes to people without losing days, staying loose while the clock keeps ticking. It’s not off-road bravado. It’s logistics, discipline, and a taste for uncertainty.

And when the truck finally rolls into Dubai, dusted but intact, it won’t just be another display piece. It’ll stand as proof that good design and real-world thinking survive the miles.

Thomas calls the trip an Egotrip, but there’s no arrogance in it. It’s about feeding the restlessness that built the company in the first place. Running a small workshop ties you to the phone, the orders, the routine. A long road trip blows the walls out again. New countries, new faces, new sparks of ideas—that’s what keeps him moving.

He’s clear about the philosophy: this is overlanding, not off-roading. The goal is to arrive with the truck intact and your head full of stories. Breaking things for applause never made sense to him. A machine that survives speaks louder than one that dies dramatically.

The Santana taught that lesson. Every failure came from excess weight. Ever since, he’s treated simplicity as survival.

He also trusts the Grenadier. The so-called sensor circus doesn’t scare him. Older trucks overheated and nobody noticed; now the dashboard just tells you. Experience filters the noise.

Risk, he says, is mostly about how you behave. During that first long journey, the most dangerous country wasn’t war-torn Pakistan but peaceful-looking Nepal. Stay small, stay respectful, talk to people, and the road will look after you.

That outlook threads through every weld and line of the Quartermaster. It’s built to go the distance and come home stronger. The Dubai show might be the official destination, but the real story will be written between the borders—one kilometre, one conversation, one idea at a time.

Black Sheep Innovations began because one man couldn’t leave an idea alone. It grew because those ideas worked: light, functional, honest.

Now that same thinking heads east in a Grenadier Quartermaster, chasing the horizon once more.


By the time it sits under the Burj Khalifa, gleaming in the desert light, the journey that made it will already be behind it—written not in press releases, but in dust and distance.

BLACK SHEEP

Watch this space for more details on the Quartermaster to Sheepmaster conversion.

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INEOS Automotive has just greenlit the production version of its portal-axled Grenadier — the Trialmaster X LETECH — developed in partnership with German off-road engineering maestros, LETECH GmbH. Orders open this July, starting in Germany and rolling out to European markets.

If you’ve ever looked at a stock Grenadier and thought, “That’s good, but can it ford a canal?” — this one’s for you.

Ground Clearance Like a Monster Truck

Portal axles aren’t just a bolt-on gimmick. They lift the entire differential higher by offsetting the hubs, pushing ground clearance to a phenomenal 450 mm — that’s +186 mm over stock. Fording depth shoots up from 800 mm to 1,050 mm. Translation: you could wade past stranded SUVs without a second thought.

This isn’t a factory “appearance package.” These rigs are built for real-world punishment — in deserts, jungles, mountains, and flood zones. And with over 1,000 customer enquiries, plus demand from aid agencies and rescue services, INEOS knew they had to move fast.

“With such strong interest from customers,” says Lynn Calder, CEO of INEOS Automotive, “we were very keen to respond quickly and collaborate on bringing the LETECH-enhanced Grenadier to market, starting with Europe.”

From Hambach to Stuttgart – Then Into the Wild

The conversion starts with the Grenadier or Quartermaster Trialmaster spec, fresh off the Hambach production line. From there, vehicles are shipped to LETECH HQ near Stuttgart, where the real work begins.

The key hardware includes:

• Portal axles with full heavy-duty five-link suspension
• 37-inch BFGoodrich Mud Terrains
• LETECH high-performance brake system
• Forged 8.5×18” Hutchinson Beadlock wheels
• Extended arches, running boards, and jacking points
• WARN Zeon 10 winch and dedicated mounting system
• LETECH roof rack with plank deck and marker LEDs
• Rear ladder with jerry can mount
• LED lightbar with DRLs
• LETECH spare wheel carrier
• Custom badging and scuff plates with ‘Trialmaster X LETECH’ branding

Still not hardcore enough? There’s an option list, too: integrated tyre pressure control system, MAXTRAX recovery gear, lockable drawer system, and rear work lights.

Diesel or Petrol — Pick Your Poison

The LETECH rigs come with your choice of BMW’s 3.0L inline-six in diesel (B57) or petrol (B58) flavours. Inside, they’re fitted to Trialmaster spec with heated leather seats (black or grey/black), safari windows, carpet mats, privacy glass and a premium sound system. Yes, you can get luxury and axle articulation.

Off-road geometry has been dialled in across the board — wider stance, longer travel, and improved articulation for better performance on gnarly terrain. Towing capacity? Still 3,500kg braked. Payload? Up to 642kg (Quartermaster, with gear). The GVM has been uprated to 4.2 tonnes.

Warranty? You Bet

The full INEOS five-year, unlimited-mileage mechanical warranty still applies. LETECH adds two years on their conversion hardware — including the portal axles and custom running gear. Not just a show pony. This thing’s built to work.

Orders & Availability

Prices start at around:

• €170,000 (ex VAT) for the Station Wagon
• €171,000 (ex VAT) for the Quartermaster

Orders are open now in Germany and across Europe via INEOS retailers, who will coordinate with LETECH directly. In Germany, LETECH handles the process end-to-end. International rollout is in the works, with more regions to follow.

“The Grenadier Trialmaster X LETECH is the perfect example of how the off-road fundamentals of the Grenadier makes it the ideal base for epic conversions,” says Calder. “We’re starting with Europe and quickly expanding to other key markets.”

For more information, visit the website or contact your local retailer.

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You see, the Alu-Cab is not just a roof; it’s a ticket to high society in the wilderness. It’s for those of us who believe that just because one has a touch of wanderlust, it doesn’t mean we should be uncivilised. Quite the opposite! With your pop-up fortress atop the Defender, you’re untethered from the earth but still firmly anchored in style, like an airborne yacht for the wayfarer who won’t let nature disrupt a good night’s sleep.

Alu-Cab was for the Defender what Tonic is to Gin. Alas, the classic Defender is no more, but there is indeed a worthy successor to its throne: the angularly handsome INEOS Grenadier.

So, dear reader, let me mix you a drink: the tonic is the same, but I’m swapping Gordon’s London Dry Gin for Bombay Sapphire. Does that make sense?

SILENUS

Silenus is the name given to Alu-Cab’s brand new pop-up roof designed especially for the INEOS Grenadier. But where does the name Silenus have its roots? Well, it belongs to neither a where nor a what, but a who. A rotund figure adorned with a wild beard, swaying precariously as he stumbles through the verdant groves of ancient Greece—a veritable maestro of merriment! Silenus, the earthy companion of that raucous deity Dionysus, was not merely a satyr but rather the very spirit of revelry itself. With goblets overflowing and laughter echoing off the hills, Silenus was a connoisseur of chaos, delivering pearls of wisdom with the clarity of a foggy night after a wine-soaked feast. Picture him, reclining blissfully beneath a grape-laden vine, chuckling heartily as he spills tales of past drunken exploits, each more outrageous than the last. What he lacked in clarity, he made up for in charm, proving that the most profound truths often come wrapped in a good-natured hiccup and the raucousness of a well-earned brawl!

May Silenus’ boisterous merriment spill into our path as we navigate our journeys.

INSPIRATION

While Alu-Cab proudly calls South Africa home, boasting a rich history of developing and manufacturing pop-up roofs, awnings, and accessories for renowned brands like Land Rover and Toyota, it’s important to note that the innovative spark which ignited the creation of Silenus was born from the long-standing collaboration between Alu-Cab and their exclusive European distributor, Genesis Import GmbH, from Germany.

Together, they envisioned a revolutionary pop-up roof for the freshly minted INEOS Grenadier. This was during a pivotal moment when Europe was beginning to embrace Sir Jim Ratcliffe’s 4×4, recognising its potential as an exciting option for overlanders. At that time, INEOS had not yet set launch dates for the South African, American, and Australian markets, leaving uncertainty about when the vehicle would officially debut, and how it would be received. Rather than surrender to the waiting game, the fearless minds at Alu-Cab seized the reins of their destiny, pursuing their resolve to be among the first to create a product that would transform how adventurers envisioned the Grenadier.

Silenus is more than just a modification of an existing product. A closer inspection of its outer skin, corner sections, and other structural elements, reveals a significant evolution. Unlike previous models that relied on cut and welded aluminum plates, this new generation of roof has been expertly press-formed, enhancing both strength and aesthetics while preserving its inherent characteristics. Even from a distance, Silenus is unmistakably recognised as an Alu-Cab product.

WHY INSTALL SILENUS ON YOUR GRENADIER?

SHUT
Silenus seamlessly integrates with the Grenadier’s design. The rugged features, including the lashing rails on each side, enhance its purposeful appearance without significantly changing the vehicle’s height. It truly looks as if it belongs there, augmenting the overall aesthetic of the Grenadier.

OPEN
It’s a wind- and weatherproof living space with a lofty ceiling, it serves as a cozy bed for two, and it unfolds inside of a minute after reaching your camp spot. It’s home.

SAFETY
The lifting roof is built on a solid and sturdy frame which, in the sum of its parts, meets the original roof’s specifications for strength and stability in the unlikely event the vehicle goes rubber-side up.

ADDED VALUE
As much as Silenus represents a reasonable investment considering the enormous benefit it provides, it will add value to your expedition-ready Grenadier when the time comes to sell it to the next adventurer.

Finally—and I can only reliably speak for German citizens—if you equip your Grenadier with a permanently installed bed, water supply, cooking facility, table, and a place to sit, you can have the car registered as a mobile home, after inspection by the authorities. This reduces the amount of road tax you need to pay, and can positively effect insurance fees as well.

INSTALLATION

As the European distribution partner for Alu-Cab products, Genesis Import has built a robust sales and installation network throughout the mainland, Scandinavia, and the British Isles. To eliminate any uncertainties—and the potential risks associated with unskilled installation, such as excessive bodywork removal—the pop-up roof installation is carried out by skilled professionals. Typically, this installation can be completed in just one day. You simply deliver your Grenadier to the selected installer in the morning, and drive away in your upgraded expedition vehicle by the end of the day.

Having a professional handle the installation ensures that your roof will pass mechanical inspections, remain watertight, and that the overhead instrument panel will function as intended.

You can find a full list of qualified partners on the Genesis Import website.

DURABILITY

With availability in Europe set for early 2025, our experience with Silenus is currently limited to the latest prototype. Any discussion of its durability and ability to withstand various climatic conditions relies heavily on the consistent, positive track record of Alu-Cab’s existing products. Don’t just take my word for it; the loyalty of rental companies in Africa to Alu-Cab’s solutions for camper conversions speaks volumes.

Examining the hardware, we see clear indicators of robustness: the four exceptionally sturdy hinges at the front, solid locks at the rear, sturdy frame, and the expertly press-formed roof panel, all convey a strong message of durability and longevity. The attention to detail in features like the eyes for the sprung steel supports for the rain protector over the entrance, further emphasises this commitment to quality.

PRACTICALITY

Pop-up roofs have been a cornerstone of camper conversions, gaining popularity since the late 1950s when the British Dormobile Company first introduced the Side Elevating Roof for the Bedford van. By 1961, their product line expanded to include conversions for other brands such as Volkswagen and, of course, the Land Rover.

All of a sudden, travellers enjoyed the luxury of increased interior space, allowing them to sleep comfortably, prepare meals, and find refuge from adverse weather conditions. Today, Alu-Cab employs modern materials and engineering advancements to elevate comfort and practicality to new heights:

• Setup is quick and straightforward.
• Thanks to its low profile, you can conveniently store your bedding on the mattress even when the roof is closed.
• The engineering practices and use of specially selected materials create a solid and robust structure capable of withstanding harsh terrain.
• The ripstop tent fabric is designed to withstand gale-force winds and torrential downpours.
• The double-skinned roof panel insulates the interior against the relentless sun and biting cold of arctic chills.

Now, if that doesn’t ignite a burning curiosity to dive deeper into this innovative marvel, chew on this: the complete roof conversion kit weighs in at 135 kg. Subtract the 45 kg of material removed from the original roof and you’re left with a paltry additional weight of just 90 kg. Sure, a rooftop tent and rack may flirt with a lighter profile, but the cramped confinement and the hassle they bring pale in comparison to the sprawling liberation that Silenus provides.

CONCLUSION

While I eagerly anticipate testing Silenus in expedition conditions, this new pop-up roof embodies nearly 25 years of overlanding expertise entwined with Alu-Cab’s DNA. When combined with modern engineering practices and the latest materials, it creates a compelling recipe for success.

I am confident that this latest development, enhancing what is already an intriguing base vehicle, will entice more than a few classic Defender drivers to consider a switch.

That summarises my findings thus far—after all, a true adventurer knows that life’s best journeys don’t always have to be at ground level.

€ 10,990 | GENESIS IMPORT | ALU-CAB

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When INEOS first announced their pickup, I was underwhelmed by its payload and overwhelmed by its price point…in comparison to other vehicles. Well, that was a somewhat superfluous piece of fact-finding on my part and the car came off pretty poorly. Don’t get me wrong, those are the facts and they may well apply in certain situations.

It’s easy to punch numbers into a spreadsheet and see which car is the heaviest, the most expensive, and has the lowest payload—or should that read which is the lightest, the cheapest, and capable of carrying the most without exceeding the maximum GVW. The internet and social media thrive on spectacular headlines: everything has to be either the biggest and best or the worst and most shocking. I don’t know about you, but I’m tired of hearing why something isn’t as good as something else…I’d rather know if something is up to the job for which it was intended, especially when the object of interest goes about things slightly differently.

Overlanding isn’t everyone’s cup of tea, but one thing must be said: our vehicle of choice (whether that be a bicycle, motorbike, car, van or truck) has to be good at coping with everything we and the planet can throw at it and cover long distances without faltering. So the question I really need to address is: is the INEOS Grenadier Quartermaster good at overlanding?

The only way to answer the question objectively is to live with the beast: go overlanding for several months and clock up thousands of kilometres. So that’s exactly what I did…and a lot was learned.

VEHICLE AS TESTED

INEOS was kind enough to loan me a left-hand-drive diesel-engined INEOS Grenadier Quartermaster Trialmaster. Yes, that’s quite a mouthful, but very much in keeping with the overall military flavour. If you are uncertain of the role of a Quartermaster, think Bond, think “Q.”

The suffix Trialmaster is drawn from Belstaff’s waxed cotton motorcycle jacket of the same name, which, incidentally, was the very first jacket (together with matching trousers) that I bought in 1977, when I started riding. The Trialmaster jacket, an icon of endurance in its own right, was originally developed to cope with the rough conditions riders faced when competing in the gruelling Six Days Trial motorcycle race. The lineup of celebrities that have worn the jacket is a tribute to its functionality and includes the likes of Sammy Miller, F1 driver Jackie Stewart, the King of Cool, Steve McQueen, and, more recently, Ewan McGregor of the Long Way Round, Up, Down franchise. But I digress…

True to its name, this particular Quartermaster Trialmaster (which from this point on shall be known as “Q”) was configured at the factory to cope with a harsh off-road environment and is equipped with BFGoodrich K02 tyres on 17” steel wheels, front and rear diff locks, snorkel, hard-wearing upholstery, hill descent control, auxiliary battery, and a 5.5-ton winch hidden in the front bumper. The car was further accessorised with the Saddle Leather Pack, a characteristic bovine hide covering for the steering wheel, handbrake and passenger grab handle.

FIRST IMPRESSIONS

I’ve driven plenty of Grenadiers throughout its development and during the months following its launch, so I was already familiar with Q’s layout in the cockpit and how the car drives. Well, it’s a Grenadier isn’t it? Yes and no. It may well share its components and general characteristics, but Q isn’t just a Grenadier whose body has been chopped off aft of the second row seats and replaced by a pickup bed. The mighty box sectioned chassis has been stretched, the wheelbase has grown by a full 305 mm, and the overall length measures a stately 5.44 metres.

Driving through Cologne on the way home, I decided to take a detour in a bid to avoid the heavy traffic. This was indeed a spontaneous decision felled when I was a little further past the position in the road conducive to a favourable outcome…even for a normal car. As far as Q is concerned, I had unwittingly overshot big time. With the steering wheel on full lock, I grabbed an opportunity to insert myself between the two equally snail-like cars in the opposite lane. Good grief! An oil tanker has a tighter turning circle than the Quartermaster! With other cars so close on my tail I couldn’t reverse, I was left no choice other than to mount the pavement and smile apologetically at the pedestrians glaring at me across the bonnet. A lesson learned, just like when my driving instructor navigated me into a busy city centre strewn with road works and narrow lanes, in a full-size HGV and trailer.

Know thy vehicle and anticipate.

PACKING FOR A TRIP

Just to set the scene: I was travelling with my wife, Elisabeth, and our son, Tristan. So, three grown adults with cameras, drones, computers, and all the usual kit needed on a trip.

INEOS offers roof racks in different sizes along with a host of accessories to securely transport everything from a spare wheel to bicycles, sand planks, a hi-lift, tools, kayaks and much, much more. For me, I only had one thing in mind and, using a borrowed pair of Rhino Rack crossbars, I relocated the Alu Khosi rooftop tent from Larry (my 1963 Land Rover Series 2A) to Q.

Fact: the Quartermaster can carry a dynamic load of 125 kg with a roof rack. The static load is an impressive 420 kg.

With Elisabeth’s and my accommodation sorted (Tristan slept in a bivouac), I turned my attention to the pickup bed. Fitted with a resilient liner, the bed measures 1.564 mm long, 1.619 mm wide, and 485 mm high. Wise to the fact that we would most likely pick up things along the way, like logs for the campfire, I didn’t want to fully occupy the space with our kit. Our configuration included one Zarges (approx. 750 x 560 x 420 mm), a second Zarges (approx. 570 x 370 x 380 mm), a YETI Loadout GoBox (approx. 770 x 380 x 350 mm), a Lifesaver Jerrycan for safe drinking water (approx. 340 x 190 x 180 mm), a YETI Hopper Flip 18 Soft Cooler (approx. 450 x 290 x 320 mm) and a YETI Duffle (approx. 710 x 400 x 28 mm). Plenty of dust/watertight space to stow our gear and ample room remaining for logs and more. There are four lashing points in the bed and this worked well, but airline rails would be an improvement offering more flexibility.

I took along the YETI Cooler because Q has a roll bar and not the canvas tilt and frame or the Roller Tonneau. I didn’t think that leaving a fridge on the back where it would be subjected to the elements (and prying eyes) was a good idea. Mind you, if you do have a cover, it is worth noting that the bed is fitted with a 230V, 400W socket, a 12V socket, and an LED lamp.

Fact: there are two 230V sockets, one in the bed and one inside the cabin. These only work when the engine is running. Even with the auxilliary power switch on, they remain dormant. A bit puzzling when you consider Q has a second battery inedpendent of the starter battery.

As far as payload is concerned, the diesel will carry 760 kg and the petrol up to 835 kg. I think that for most overlanders the payload is adequate, and we certainly didn’t need more during the test period. Depending where a future journey might take us, I could still add an extra tyre and some parts.

The tailgate can support a whopping 225 kg when opened and is just the right height to stand/sit on, to use as a bar, or to support the kitchen.

On the subject of the kitchen, we took the MOKUBO along for practicality because you can cook and serve up to four people with its contents. Again, this is something we didn’t want to leave out in the elements, so it wandered into the cabin and sat on the folded down seats behind the driver. But more on the passenger compartment later.

ON-ROAD DRIVING

In advance of our first tour, I had to run around town collecting provisions, and even visit a client several hundred kilometres away. So this gave me an excellent opportunity to see how Q handled and behaved unladen in an urban environment. Progressive coil springs on both of the solid axles are a great recipe for comfort. Sure, when there is no load on the back axle, the ride is firm, but even so, firm does not imply uncomfortable or skittish. Far from it.

If you own a Quartermaster, you probably don’t want to have to go into town too often and, if you do, you will be avoiding the multi-storey car parks. The 14.5-metre turning circle was a hindrance in some of the small historic villages we visited—not so much for me, because I knew how much space I needed, but for those behind me who had to back up and give me space to manoeuvre.

Realistically, Q isn’t ideal for finding a parking space or navigating a modern city, but which overland vehicles are? It’s a small, but acceptable, compromise. Having said that, other road users in city-biased cars do tend to give a wide berth when they are at eye level with the imposing couch-like front bumper.

A car of this size, with its curb weight of 2.7 tons, needs to be able to swim with the town traffic. A task the 3-litre straight-six diesel mastered nonchalantly with little more than a friendly growl from its exhaust. So how about the highway?

Fact: BMW supply both the diesel and petrol engines which produce 249 BHP / 550 Nm and 286 BHP / 450 Nm respectively. The engine has been mapped specifically for INOES’ combined on- and off-road use.

The gearabox is an 8-speed ZF automatic hooked up to a Tremec transfer case with low range and a central diff lock.

Beginning in central Europe, we had to cover 946 km on asphalt highways before we reached the starting point of our off-road tour across the Western Alps. The plan was to catch up with Stefan, who was in his Land Rover Discovery 2, and drive down together. But he had a good head start.

With a top speed of 160 kmh and completing the dash from 0-100 kmh in around nine seconds, the Grenadier isn’t going to win any drag races. Even so, steer it onto a German autobahn, dial in the cruise control at 120, and enjoy a relaxing drive as the suspension swallows up surface irregularities and the long wheel base assists at keeping the ship straight.

Nothing rattles on or in this car. Everything is solidly mounted, and the doors close with a reassuring dense clunk…even if they do need a firm pull to overcome the rubber seals.

All 2024 Grenadiers have a compulsory speed warning built in that starts clicking as soon as you exceed the speed restriction sign the camera (thought) it last read. I don’t know what it was looking at, but the display would show a speed limit and the clicking would begin even if there weren’t any restrictions. Yes, you can programme this feature out, but it returns every time you switch on the ignition. I found that if you ignore it long enough, it fades into the subconscious. The same as the lane control which (mostly) chimes in when you cross a line without indicating, but doesn’t pull at the steering wheel.

The power-assisted recirculating ball steering is typically long-winded insofar as you need to turn the steering wheel a bit more than with rack and pinion and it doesn’t self-centre when pulling away from a bend. As you will see later when I talk about off-road driving, there are significant advantages to this system which outweigh the on-road characteristics by far. To be honest, once you’re on the road, it only takes a short while before you’re used to how it works.

PASSENGER CELL

Fact: The Grenadier’s body is mostly made of steel with alumium bolt-on panels. Characterised by its boxy silhouette, it has a friendly familiarity about it.

The Grenadier Quartermaster is comfortable on short and long distances for most adults, in the front seats that is. Adults in the second row do not have the luxury of adjustable seats or an abundance of leg room like those up front, but headroom is good for everyone even if taller companions in the back will struggle to look out of any windows—the seat cushion is quite high and the roof is pulled down at the sides. There are plenty of charging points though, including a 230V socket.

FRONT SEATS
The driver’s and front passenger’s seats are spacious. I am nearly two metres tall and have plenty of space to get comfortable in. The driver’s seat slides back further than I need, my shoulder isn’t butted up against the B-pillar, and there is bags of headroom. Something I really appreciate is the wide and horizontal armrest at the base of the door window. It begs for you to rest your arm there on long stints at the wheel.

But not everything is rosy. Firstly, the B-pillars are massive, and with the seat pushed back into a comfortable position, over-the-shoulder glances are hampered. Secondly, I find the Recaro seats aren’t as good as they could be. They would benefit from lumbar support in the backrest and an extendible seat cushion. Maybe someone at INEOS Automotive will consider these revisions now that a new supplier needs to be found to replace Recaro.

REAR SEATS
The rear seats are also out of the Recaro factory and pretty much as good as you can expect in a double-cab pickup. The backrest is fairly upright, but that’s not necessarily a bad thing. However, second row adult passengers do have some other issues to cope with. The rear seat footwell is not generous by any stretch of the imagination, meaning feet are cramped and long journeys are uncomfortable.

A couple of other points rear passengers need to contend with: the bottle holder in the rear door takes a decent sized bottle, but you can’t actually retrieve it when you’re seated with the door closed. The grab handle in the roof is positioned too far back to be useful, and when you want to exit the rear seat, you need to turn yourself 90° because otherwise the door is in your way.

Now, because we only needed one rear seat on our journeys, we folded the twin seat flat to gain more space to keep some things like jackets and other items easily accessible, including the MOKUBO kitchen which has the same rectangular footprint (60 x 40 cm) as a Eurobox. If the rear doors would open to a full 90°, you could do so much more with the space inside because it would be more accessible. If I were to use Q on a long distance trip with only two people, I would remove the rear seats completely and install slide-outs to maximise the available space.

AIR CONDITIONING
Maybe this is just a singular occurrence peculiar to this particular car, but the aircon is, well, less than effective. With the sun burning against the windows and bodywork from the outside, turning the temperature control knob doesn’t actually have a huge effect on the indoor climate. Dialling up the fan is akin to turning up the volume…you can hear the fan blades whizzing around faster, but the volume of air passing through the outlets is less than impressive. This is the hottest time during a European summer, I wonder how the system will fair in the depths of winter.

BUTTONS AND SWITCHES
Call me old school, but I sympathise with the designers because I, too, prefer real buttons and switches to touchscreen alternatives. When it comes to the Grenadier, however, it means there are a lot of them. So, like it or not, the roof panel is about as good as it gets (even if it does speak to the squadron leader in some of us). Imagine trying to squeeze all those controls into the dashboard—the split between everyday controls in the dash and work/off-road in the roof is about as practical as it comes, and you soon get used to where everything is.

In addition to the factory-installed equipment, the roof panel has several pre-wired switches for goodies such as auxiliary lighting on a roof rack which can draw its electricity from power sockets adjacent to the lashing rails on each side of the roof. Now, that is just plain practical and saves drilling holes and dismantling the interior so that you can thread cables.

Between the front seats is a large control dial and some push buttons which add an extra layer of practicality (even with gloves on) when navigating functions on the centrally positioned infotainment screen.

All switches and controls are protected against the ingress of dust and water spray—a logical detail when you consider you can rinse out the footwells with a hose and splashes are almost certainly unavoidable.

INFOTAINMENT
There are two screens. One directly in front of the driver, which, unless you are using some of the off-road functions, you hope will remain dark. The only reason a light would go on when driving through the urban jungle is when there is something untoward such as low tyre pressure, oil levels, AdBlue tank, or other perils. In off-road mode, the screen provides confirmation, for example, when in low range and the diff locks are engaged.

The centre of the dashboard is occupied by a 12.3” touchscreen. One third is dedicated to typical driving info such as road speed, engine revs, what gear you are in, and how much is left in the fuel tank. The other two thirds control/display audio, Apple CarPlay (via wired or Bluetooth connection), Android Auto (via a wired connection). With everyone able to seamlessly integrate their phones into the system, it’s not surprising that INEOS didn’t bother developing their own street navigation.

The display content changes when your are in off-road mode, providing more relevant information such as how much torque is provided to each wheel, angle and pitch of the vehicle, and more. You can even access INEOS’ own Pathfinder waypoint navigation system.

Is it disadvantageous having the information in the centre of the dashboard? Basically, no. This isn’t an INEOS invention. My Series 2A Land Rover has the dials in the centre, even the latest Mini, along with many other makes and models, have screens in the middle. It’s one of those features you quickly get used to.

OFF-ROAD

There is a lot to like about the Grenadier Quartermaster once you leave the pavement, and I had a good chance to get to know it better in the Western Alps. The brand’s slogans “Built on Purpose” and “Built for More” are an unsubtle hint that this is where the car feels most at home.

STEERING
The recirculating ball steering, which some road-goers seem to struggle with, is destined to be navigating through thick scrub and rough terrain. If you hit a rut or a rock which may well be hidden from view, then you won’t suffer from the steering wheel suddenly snatching with wrist-breaking brutality. Off-road situations demand that the driver has control and makes deliberate decisions. The steering setup makes you feel you are in full control at all times and works in your favour.

The 14.5 m turning circle became quite apparent when I was following Stefan’s Land Rover Discovery up the mountain tracks. He would simply drive around a tight hairpin and power into the distance while I did some 3- or 4-point turns. Having said that, and just to prove that every car has its limits, he too had to manoeuvre on several occasions.

AXLES
When the INEOS engineers were looking for tough axles, they tried and tested all the usual sources only to determine nothing met their expectation. So, they decided to spec their own and have them built by Carraro, a company specialising in drive-train solutions for off-highway vehicles. Solid axles are ideal for driving off-road and these will be difficult to break.

SUSPENSION
Progressive coils springs on all four corners ensure a comfortable ride and plenty of axle articulation. Pickups often have leaf springs on the rear axle which are specced to cope with heavy loads. This can make them reasonably hard when not laden, which in turn makes the rear axle less responsive to the terrain and transmits lumps and bumps to passengers.

TORQUE
The BMW 3.0-litre diesel has plenty of grunt. 550 Nm fully available well down the rev range. This equates to relaxed and confident driving in almost any scenario, with or without a full load.

LOW RANGE
Changing in and out of low range is a manual affair. Grab the lever, lift the collar, and pull back firmly to engage the low ratios. Lift the collar and push the lever to one side to engage the centre diff lock.

Engaging low range and the central diff lock are mechanical/physical operations (as opposed to electronically assisted) and can require a little patience and rocking to switch back into high range.

The low range ration is 2.5:1 and, under normal conditions, the car will set off in second gear and automatically change up. Changing up manually adds more control and prevents any unwanted gear changes. Selecting first gear gives you a very slow crawling speed.

REAR AND FRONT DIFF LOCKS
Once you have the centre diff lock engaged, you can control the rear and front diff locks via the roof panel. Rear and front diff locks can be engaged while stationary or on-the-fly up to a maximum speed of 15 km/h.

HILL DESCENT CONTROL
Descending a long, steep and loose-surfaced black ski slope (albeit without any snow) provided an excellent opportunity to test the Hill Descent Control. Engaged via a button in the roof panel, you set the desired speed using the cruise control buttons on the steering wheel and keep your feet away from the pedals. With the car moving slowly on a very steep and rocky section of the piste, the conversation between the wheels, drive train and the terrain was clearly audible and very controlled.

OFF-ROAD SWITCH
There is a button in the roof panel for off-roading which switches off the park distance control sensors to prevent them beeping furiously at high grass and other objects. It also turns off the audible seat belt warning even if the warning light still ignites.

WADING MODE
I didn’t need this on the tour through the Western Alps, but if you are entering deep water, then this will turn off the electric fan at the radiator to prevent damage—a bit more luxurious and user-friendly than loosening the fan belt on my 1963 Land Rover. Wading mode does require for the vehicle to be in low range with the centre diff lock engaged. If the engine is hot, then wading mode won’t engage until it has cooled down to a temperature the computer thinks is suitable.

The wading depth is 800 mm even with the factory snorkel installed. The factory snorkel is designed to gulp down air from a high level in dusty environments and not to increase wading depth.

CONCLUSION

The INEOS Grenadier Quartermaster is a double-cab pickup with a payload of between 760 and 835 kg and a lofty price tag. As far as overlanding is concerned, the payload works in most cases and the price tag (if you look at the fetching price of a suitably equipped Classic Defender) isn’t so far off the mark. Yes, there are cheaper pickups available, but do they offer the occupants the same level of comfort, bulletproof mechanical components, an engine with as much grunt as an angry hippo, and an overall solidity that you can expect from even more expensive saloons? Probably not.

I’ve driven long stretches on boring autobahns, I’ve meandered up and down scenic mountain roads, and I’ve spent days crawling unpaved and loose Alpine tracks well beyond any urban infrastructure. Did the Quartermaster perform? Damn right it did. Was it faultless? No. It’s big, heavy, needs a lot space for u-turns, and the double-cab’s rear seats are cramped for adults less vertically challenged (footwell). But these aren’t setbacks as such. They lie typically in the nature of the type of vehicle the Grenadier Quartermaster represents in every sense.

I appreciate details like pre-wired switches and power sockets in the roof. I like the practicality of the interior layout and how the vehicle drives and feels. Yes, the car is responsive and the driver is still very much part of the driving experience and aware of the terrain beneath the wheels.

What I don’t like are the missing adjustable lumbar support in the front seats, the cramped footwells in the second row, the fact that the 230V power sockets do not work when the car is stationary with the engine turned off, and that the rear passenger doors don’t open to a full 90°.

In a nutshell, the Quartermaster really is Built for More. It’s got solid components, a powerful drive train and more offroad capability than most people will need. This pickup is easily customisable and will take you everywhere.

Is the Quartermaster good at overlanding? Simply, yes.

I have now driven the Quartermaster extensively during the warmer months and look forward to extreme winter testing early in 2025.

INEOS GRENADIER

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Consequently, it didn’t come as a surprise when QUQUQ announced their latest edition to the range: a camping box for the INEOS Grenadier which potentially makes a rooftop tent redundant insofar as it provides a bed and essential kitchen equipment including a gas stove, sink water tanks, and two chairs.

BOX MATERIAL

The main box structure is made of glued waterproof plywood with a phenolic resin coating, aluminium profiles, steel hinges, and flight case handles. The finish is typical for QUQUQ’s high standards, made in-Germany.

INSTALLATION

Installing the box into the back of a Grenadier is a little more complicated than other vehicles because the rear doors do not open more 90°. Consequently, to put the box into the load area, it is beneficial to have a third pair of hands because the carrying handles are on the left and right sides of the box and there isn’t enough space to squeeze a person between the box and the doors.

Once in position, the box is secured with four ratchet straps.

SPACE

With the box positioned flush with the closed rear doors, the second row seats can be locked in their upright position. However, the bed panels that support the mattress stow just above the headrests, so, from a safety point of view, you shouldn’t use the rear seats for passengers with the QUQUQ installed.

With the second row seats folded down, you do gain extra storage space, but you need to relocate whatever items are there when it’s time to assemble the bed.

BED

The bed construction is typical for QUQUQ and comprises three hinged panels in Z-formation which are unfolded and extended towards the front of the car. This is achieved in one single action with the mattress in place. The forward-most panel is suspended on ropes which are looped around the two legs of each of the front seat headrests.

The mattress comprises three panels of 10 cm thick foam which assembles into a comfortably firm bed 1.20 m wide and 1.90 m long. However, there are two protruding hinges between the first and second supporting panel and close to the outer edges which are quite prominent when the mattress compresses.

KITCHEN

Open the front panel and fold it down to create a shelf capable of supporting 15 kg—enough to prepare and serve food on.

Pull the cooking drawer out of its compartment on the left and you will find a two-burner gas stove with storage beneath for pots, pans and crockery.

The centre section of the kitchen provides a space large enough to house either a Eurobox or a cooler, such as the YETI Hopper Flip 18, along with other items.

The right section has one empty space for small items, storage for the two supplied 10-litre water canisters (one with a tap), and a metal sink.

ENTRANCE

Entering the sleeping quarters is easiest via the back doors. The mattress surface is 144 cm above ground level which doesn’t present a huge problem because you can use the rear bumper as a step. However, the space to wriggle through and onto the mattress is only 50 cm high (or 44 cm at the door latch) and this can be challenging for tall and/or well-built individuals.

Once inside, you need to turn around to close the doors behind you. With two people, it’s a bit tight if you also take into account that the restricted headroom prevents most people from sitting upright.

CONCLUSION

The Grenadier’s interior is not ideal if you want to convert it into sleeping quarters. In order to create a bed 1.90 m long for two people, the driver and front passenger seats need to be pushed all the way to the front and their backs tilted forwards as far as they will go. Even then, the surface of the 10 cm thick mattress needs to be 1.44 m above ground level which in turn limits headroom. But hey, we’re here to sleep, not to sit.

Something that needs to be overcome is the fact that Grenadier rear doors weren’t designed to be closed from the inside and consequently don’t have any handles to pull.

But boiling it all down and accepting that there will always be some compromise, the Grenadier version of the QUQUQ camping box is designed for two people travelling with a minimum of gear—unless they are storing items on the car roof—and provides a kitchen with space for pots, pans, crockery and other items, a sink with water, and a couple of chairs.

Two strong features typical for QUQUQ are, firstly, the Grenadier remains a practical daily driver because the camp box can be removed leaving the load area free. Secondly, if you use window blinds, such as the BlidimaX Black, you can sleep in your car in the middle of a town with nobody being the wiser that you are there—unless you tend to snore loudly.

from €3,190 | QUQUQ

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Belstaff has already played a significant role in the Grenadier’s rising insofar as two feature packages bear the titles Trialmaster and Fieldmaster – names more commonly associated with styles of jackets. The Grenadier 1924, which takes even more cues from the enduring clothing brand is immediately recognisable by its Magic Mushroom livery, exclusive gloss black diamond-cut 17″ two-tone alloy wheels, a dechromed black grille and dark grey front and rear skid plates.

Based upon the flagship Fieldmaster package, the Grenadier 1924 has a dark green finish on the dashboard, instrument consoles and door cards, while the steering wheel, handbrake grip and passenger grab handle are embellished with black saddle leather trim, and the headlining is finished in dark grey.

Lynn Calder, CEO of INEOS Automotive, comments: “Style that lasts a century deserves to be celebrated and the Grenadier 1924 is both great looking and a seriously assured drive. Belstaff has been trusted by generations of bikers, sportspeople and trend setters, so we know we’re in good company.”

Both divisions of the INEOS portfolio, Belstaff and INEOS Automotive, share the same philosophy to produce authentic, high quality products that are designed and engineered to last. The Grenadier 1924 will have its public debut at a centenary event between May 24th and 28th in Stoke-on-Trent, the city where Belstaff was founded. Taking over one of the city’s famed potteries, Belstaff will present an immersive brand experience, including a display of rare pieces sourced from around the globe. The weekend will also host talks, screenings and workshops, and will be open to members of the public, as well as VIP guests, collectors and members of the Belstaff community, past and present.

The Grenadier 1924 will be available to order from the website and all authorised INEOS retailers from June 26th 2024.

INEOS

PODCAST

Don’t forget to listen to our new podcast episode which features an interview with Mercedes and Andy Lilienthal who drove the Grenadier to its first competitive win at the Alcan 5000 Rally earlier year.

The post To celebrate Belstaff’s centenary, INEOS Automotive has created the strictly limited edition Grenadier 1924 appeared first on overland-europe.

Using the same extended chassis developed for the Quartermaster, the chassis cab variant is designed to raise the bar in regard to off-road performance and load carrying versatility, whilst delivering the safety and comfort we expect.

George Ratcliffe, Commercial Director, comments: “In the first year since the Grenadier launched, we have already seen a number of specialist conversions, particularly with emergency services such as fire, police and inshore rescue. So, launching the Quartermaster Chassis Cab is a natural step that takes our off-road expertise into many commercial areas that need a class leading 4X4.”

Sharing the Quartermaster’s 3227 mm wheelbase – which is 305 mm longer than that of the Grenadier Station Wagon – the Chassis Cab features an exposed ladder frame behind the passenger compartment. Together with the 3.500 kg towing capacity, this platform lends itself perfectly to a large variety of applications including emergency services and expedition travel.

The Chassis Cab draws upon the same interior layout, full box-section ladder frame chassis, heavy-duty solid beam axles, two-speed transfer case, and up to three locking differentials as the Quartermaster. Power comes from a choice of BMW 3.0-litre turbo-charged inline six-cylinder petrol or diesel engines, driving all four wheels through an eight-speed automatic transmission from ZF.

“The Grenadier’s body-on-frame construction already provides huge versatility for customisation, and we know from customer configurations that our vehicles are being used equally between commercial and leisure users. The ‘blank canvas’ Chassis Cab variant allows even greater versatility, from the basic trayback for agricultural use through recovery and emergency services to tourism, presenting an ideal platform for an overlanding camper,” adds Ratcliffe.

POWER TRAIN

WEIGHTS

EXTERIOR DIMENSIONS

OFF-ROAD GEOMETRY*

INEOS | from  £53,180 (UK price ex VAT)

The post INEOS launches the Chassis Cab variant of the Grenadier Quartermaster – exciting news for specialist conversion companies and body builders appeared first on overland-europe.

Aptly named after the senior military officer responsible for the supply and distribution of provisions, the five-seat double cab Quartermaster was developed in tandem with the Grenadier Station Wagon and built on the same production line at Hambach, France. Unveiled at Goodwood Festival of Speed in July, the Quartermaster is engineered to deliver the same uncompromising off-road capability and dependability as the Station Wagon but with greater load-carrying versatility.

The Quartermaster shares the Station Wagon’s full box-section ladder frame chassis, heavy-duty solid beam axles, two-speed transfer case, and up to three locking differentials. Power comes from a choice of BMW 3.0-litre turbo-charged inline six-cylinder petrol or diesel engines, driving all four wheels through an eight-speed automatic transmission from ZF.

The largest model in the Grenadier line-up, Quartermaster rides on an extended 3227mm wheelbase – 305mm longer than the Station Wagon. This extended chassis creates a large and highly versatile loadbay, with a payload of up to 760kg and the capability to carry a standard 1200mm x 800mm Euro pallet with ease.

A chassis cab model, using the same frame as the Quartermaster pick-up will enter production in 2024, and will be specifically aimed at conversion specialists and commercial body builders.

INEOS Automotive acquired the manufacturing facility at Hambach from Mercedes-Benz in January 2021 and support for the production of the Grenadier line included a new semi-automated paintshop, a new fully automated bodyshop, and a new quality centre.

“The start of production for our second model line is another extremely exciting and important milestone for INEOS Automotive.” says Lynn Calder, CEO, INEOS Automotive. “As part of the final sign-off process I drove a late prototype in both Spain and the African bush and it’s unbeatable off-road, combining the rugged capability and refined performance of the Station Wagon with the enormous load bay that can carry a huge amount of kit and cargo. It’s a great addition to our model line-up.”

INEOS GRENADIER

The post The first Grenadier Quartermaster has rolled off the production line appeared first on overland-europe.