Common Problems with the
2025 INEOS Grenadier Station Wagon

Early Grenadier Station Wagons (2022–2025) utilise a heavy-duty Bosch recirculating-ball steering box paired with a hydraulic steering damper. While robust for absorbing rock strikes off-road, the setup features a slow 3.85 turns lock-to-lock ratio and virtually no natural self-centring elasticity on tarmac. Drivers must physically unwind lock after negotiating bends and constantly correct slight drift on undulating UK motorways. In mid-2025, INEOS introduced a revised Bosch steering box with a variable-ratio worm gear and increased return-to-centre assistance, which can be retrofitted to early cars.

The Grenadier places all driver instrumentation, speed displays, and infotainment controls into a single 12.3-inch central touchscreen. Early production vehicles running initial software builds suffer from system freezes, slow boot sequences on frosty mornings, delayed reversing camera feeds, and wireless smartphone disconnects. In addition, mandatory EU/UK driver assistance systems (such as intelligent speed assistance and driver drowsiness detection) can trigger persistent false audible alerts. INEOS dealers resolve these issues through comprehensive ECU software reflashes and firmware updates.

Fieldmaster models equipped with twin pop-up safari glass panels above the front seats, as well as standard wagons with split rear barn doors, can suffer from moisture ingress during wet British weather or high-pressure jet washing. The perimeter rubber seals around the safari windows can become compressed or pinched, allowing water to trickle into the overhead console and sun visors. At the rear, if the narrower left-hand barn door is not closed firmly before the larger right-hand door, the dual-lip rubber weatherstripping fails to seal, causing pooling in the rear footwells and boot floor.

The 3.0-litre BMW B57 straight-six turbodiesel is a refined engine, but when fitted to vehicles used predominantly for short local trips, school runs, or low-speed estate patrols, it cannot sustain the exhaust temperatures required for passive diesel particulate filter (DPF) regeneration. Soot builds rapidly in the filter canister, while the selective catalytic reduction (SCR) AdBlue dosing injector crumbles with crystallised urea deposits. If ignored, the ECU enters limp-home power reduction mode and triggers an irreversible non-restart countdown requiring workshop forced regeneration or ultrasonic cleaning.