Cadillac Vistiq vs Ineos Grenadier

What's the difference?

The Vistiq is a properly luxurious car that cleverly undercuts all the premium players. It has a flashy exterior with a generously equipped and spacious interior. Plus, it’s got enough oomph to move a small mountain.

Cadillac seems to be onto a winner with this car, especially at this price point. However, it will be interesting to see whether buyers of big SUVs like this are willing to make the jump to electric. The upper large SUV segment has been dominated by the Toyota LandCruiser and Nissan Patrol for decades now and I don’t see this changing anytime soon.

The Ineos Grenadier Station Wagon is an impressive four-wheel drive. This five-seat off-roader is stacked with features, is very capable off-road and it's actually not atrocious on-road. But its price will deter a lot of people and those who buy into the Grenadier lifestyle have to be prepared to endure some compromises and discomfort along the way… because this is not for everyone. And that’s kind of the point.

This is a new old-school 4WD – a niche within a niche – and while it’s bursting at the seams with an abundance of quirky features, those quirks may quickly lose their appeal and become annoyances. A lot of people will buy the Grenadier because they like the idea of it, but the reality of living with it day to day – or any old-school 4WD, for that matter – may be uncomfortable for them, similar to all of those people who bought a camper-trailer during COVID only to realise they hated camping.

When all is said and done, the Grenadier is a retro-cool 4WD with solid off-road capability.

There’s no way around it, the Vistiq’s exterior design is over the top and flashy. You’ll either love it or hate it.

I particularly like this car’s silhouette. It has a long and boxy roofline that gives off baby Escalade vibes, though you wouldn’t necessarily call this car small given it measures over 5.2 metres long…

One of the features that can read as gimmicky is the lighting animation that plays when you unlock and lock the car. They are rather long and obnoxious, though they’re a fun novelty feature to show off to your friends and family.

Inside, the design is jaw-dropping. It’s top-notch luxury with oodles of soft touches, premium-feeling switchgear and high-end tech.

The showpiece is the 33-inch curved display that houses not only the digital instrument cluster but the touchscreen multimedia system. It’s a stunning unit.

Out tester's brown interior combo looks gorgeous on the plush seats and contrasts well with the dark metal finishes.

Speaking of the seats, they’re surprisingly finished in synthetic leather but the smell in the cabin can convince you otherwise.

One of the few interior finishes I don’t love is the glossy piano black on the steering wheel and door cards. You interact with these often and they show fingerprints easily.

In terms of its design, you're either going to love the Grenadier or not. This is a big, tall, chunky four-wheel drive, with plenty of presence about it and if that’s your cup of tea you’re in luck.

This Grenadier is 4855mm long (with a 2922mm wheelbase), 1930mm wide, 2050mm high and a listed kerb weight starting from 2150kg, depending on how many accessories you have onboard.

In Trialmaster guise, this Grenadier has a raised air intake, sidesteps, big steel wheels and all of the sort of stuff that screams, "Hey, look at me. I'm an off-roader!”.

The interior is spare enough to retain the spirit of adventure the Grenadier so wants to conjure but with plenty of comfort and features on offer (more about those aspects in the next section).

But the Recaro seats, the profusion of buttons, knobs and dials, and this 4WD’s abundance of quirky design cues, all more than a bit of a novelty, combine to set this interior apart from the mainstream 4WD market.

It’s a military-style cockpit, but in a good way; this is a snug cabin replete with textured surfaces and durable materials, and again the dash and ceiling are seemingly peppered with controls.

So, in the design stakes, the Grenadier has it all over most rivals, except perhaps the Toyota LandCruiser 76 Series wagon, which also exudes old-school cool.

The front seats in the Vistiq are delicious. There’s so much adjustability, plus they’re heated, ventilated and have a fantastic massage function. It’s a great space to be in regardless of whether you’re driving or not.

Ahead of the driver the steering wheel has a lot of physical buttons and switches that are clearly labelled, though as I just mentioned, the fingerprints quickly make it look grubby.

The digital instrument cluster is bright, clear and easy to refer to at a glance, plus it has a number of layouts you can choose from. On the right-hand side there’s even a small touch section where you can cycle between the trip computer readouts, among other things.

Moving across, the central touchscreen multimedia system is big, bright and high-resolution. It’s also an easy interface to navigate through thanks to the shortcut buttons always at the bottom of the screen.

The far side of the screen can be a bit of a stretch from the driver’s seat at times, but thankfully Cadillac has included a rotary dial controller. It’s also a great way to minimise fingerprints on the screen.

There’s Google Built-in as standard, meaning there’s integrated Google Maps, the Google Assistant, plus you can download a range of different apps, like Spotify, from the Google Play Store. It’s a seamless ecosystem.

Thankfully there’s still wireless Apple CarPlay and Android Auto as standard. Connection with my iPhone 15 Pro Max was rock solid, though the resolution doesn’t appear as high as the native interface.

Underneath the central touchscreen is a secondary touchscreen for altering the climate control for all three rows, as well as the seat heating, ventilation and massage. It’s similar to the system Audi has in its flagship models and exudes a premium vibe.

Up front there are two cupholders, two wireless chargers, two USB-C ports, a large open section under the centre tunnel, a centre console box, plus a glove box that needs to be opened by using the touchscreen.

Moving to the second row, it’s an easy car to hop in and out of thanks to the easy access/exit system which drops the air suspension to its lowest setting. You’re not looking for sidesteps at all.

In Australia the Vistiq is only being offered with a six-seat configuration, meaning in the second row you get separate captain’s chairs. They’re lovely to sit in, have a dedicated armrest and are heated.

At a leggy 182cm I have an adequate amount of legroom behind my own driving position. Headroom is also great.

It’s worth noting that the second-row seats are fixed and don’t slide back or forward. They only recline which is still a nice way to get more comfortable.

Second-row amenities include a touchscreen on the back of the centre console to control the climate control, among other features, as well as air vents on the centre console and B-pillar, USB-C ports and a pull-out section with cupholders.

Going to the third row, you can either slide between the two captain’s chairs, or press a button on the side of the second-row seat which quickly pushes it out of the way. The latter allows for a clear entry/exit path.

The third-row seats are mounted low, making it feel like there’s a knee-up sensation, but there’s enough space for two adults to sit side by side. It’s a surprisingly usable space, though legroom isn’t palatial.

In terms of amenities there is a USB-C port, cupholder, air vent and padded armrest on each side.

At the back it took me a long time to figure out how to open the boot. Turns out you push the Cadillac badge… Thank you Google.

With all three rows of seating upright there’s 430L of boot space which is enough for a few shopping bags. Thankfully there’s a generous underfloor section which is big enough for charging cables among other odds and ends.

The third and second row seats fold electronically from the boot which is a lovely convenience feature. With them folded there’s over 2200L of space which is massive.

Like many EVs, there’s no spare wheel which isn’t great if you do long-distance driving away from tyre repair shops.

Continuing the gripes, there is no front boot despite the large bonnet. If you take a look it’s mostly taken up by electrical componentry.

There is a lot to like about the Grenadier cabin when considered through a lens focused on practicality and comfort.

I’ve revised my opinion on the Grenadier’s all-around practicality since I last tested the Quartermaster Trialmaster and, as a result, have uprated it from 7.0 to 8.0 – but it’s important to note here that our test vehicle is equipped with plenty of extra-cost add-ons which have helped bolster the cabin’s rating.

The interior is set up for the messiness of day-to-day life, with an abundance of hard plastic and other durable surfaces everywhere. Its big chunky rubber mats all cop a bit of a beating, but remember those come at an extra cost ($381, at time of writing).

The seats in the front and back – all Recaro – are comfortable, as you get plenty of room everywhere, and while the control panel is a bit of a confusion of dials and knobs and buttons, if you give yourself a time to get used to it you should be fine.

The Grenadier Station Wagon is a five-seater and with all five seats in use, there is a fair amount of space at the back for all of your gear. I had my vehicle-recovery gear in here, MaxTrax, two air compressors and there's plenty of space available.

The rear cargo space has a durable, hard plastic floor and that cargo area is equipped with movable tie-down points in the walls and fixed tie-down points on each wall and a 12-volt socket.

It's made for real life, it’s ready for dirt and mud and mess, so it's not too bad. For all-round robust practicality, the Grenadier bests its rivals.

The Grenadier station wagon is available in three spec levels: the entry-grade Station Wagon, the Fieldmaster Edition and the Trialmaster Edition.

We’re testing a Trialmaster, which has a starting price of $120,000, before on-road costs, but our test vehicle has $26,322 worth of accessories onboard, which push its as-tested price up past the $145,000 mark.

Standard features include a 12.3-inch touchscreen multimedia system (with wireless Apple CarPlay and Android Auto), Recaro front seats and front, centre and rear diff locks.

On the exterior, our test vehicle has solid paint ($1155), contrast roof – Scottish White ($3450), exterior utility belt (mounting rail system), 18-inch steel wheels ($1580), safari windows ($2900), privacy glass ($770), differential locks front and rear, a raised air intake, Class III 1- 7/8-inch NAS tow hitch and electrics, winch electrical prep ($595), integrated 5.5-tonne front winch ($5395), spare wheel lockable storage box ($525) and an access ladder at the rear. It also has a 'roo bar' (bull bar - $2720), side runners ($1600) and a tailgate table ($636).

Exterior paint colours include standard Britannia Blue (solid) or you can choose from Scottish White (solid, $1155), Magic Mushroom (solid, $1155), Eldoret Blue (solid, $1155 – on our test vehicle), Sela Green (solid, $1155), Inky Black (solid, $1155), Devil Red (solid, $1315), Shale Blue (metallic, $1520), Queen's Red (metallic, $1520), Donny Grey (metallic, $1520) and Sterling Silver (metallic, $1520).

On the inside, our test vehicle has leather trim ($3900), heated seats ($715) Nappa leather driver’s pack, a lockable central stowage box, auxiliary battery, front seat-back storage nets, compass with altimeter, ambient door and puddle lighting, auxiliary charge points, interior utility rails, high load auxiliary switch panel and electrical preparation and rubber floor mats ($381).

The Grenadier more than matches rivals such as the Land Rover Defender 110, Mercedes-Benz G-Class and Toyota LandCruiser 76 Series wagon in terms of standard features for the price.

The Vistiq is powered by a dual-motor all-wheel drive set-up with ridiculous total system outputs of 459kW and 880Nm.

This is enough to send it from 0-100km/h in just 4.2 seconds, which is wild given it has a kerb weight of almost 3000kg.

The Ineos Grenadier Station Wagon Trialmaster is available with either a BMW 3.0-litre six-cylinder turbo-petrol engine (producing 210kW at 4750rpm and 450Nm at 1750-4000rpm) or a BMW 3.0-litre six-cylinder turbo-diesel engine – producing 183kW at 3250-4200rpm and 550Nm at 1250rpm-3000rpm.

Our test vehicle has the diesel. This Grenadier has an eight-speed ZF automatic transmission and a dual transfer case (high- and low-range 4WD), as well as a front, centre and rear diff lock – those are Trialmaster-level features.

This is a nicely refined engine-and-auto combination that does, however, take some urging to keep this big blocky beast on the move but, all in all, it offers a decent punch of torque across a wide rev range when needed while 4WDing.

It may not be overly slick or smooth, but the Grenadier’s engine and auto at least put it on a par with the likes of the Toyota LandCruiser 76 Series.

Feeding these electric motors is a 91kWh lithium-ion battery pack which allows for a claimed range of up to 461km, according to WLTP testing.

Cadillac claims the Vistiq consumes an average of 22kWh/100km, which is on the higher end, but you need to remember this is a hulking big SUV.

In terms of charging, AC charging is available at rates up to 22kWh, whereas DC fast-charging is offered at rates up to 130kW.

The former is rather competitive, allowing up to 95km of range to be added per hour, whereas the latter is mediocre as other luxury and Korean rivals can do well over 200kW of peak fast-charging.

Fuel consumption for the Ineos Grenadier Station Wagon with the diesel engine is listed as 10.5L/100km, and that's on a combined (urban/extra-urban) cycle.

On this test, which included a lot of high- and low-range 4WDing, I recorded 12.2L/100km. 

This vehicle has a 90-litre fuel tank so, going by my on-test fuel consumption figures, from a full tank, you could reasonably expect a driving range of almost 740km.

The diesel Ineos Grenadier Station Wagon has a 17-litre AdBlue tank, which you’ll have to top-up as required.

None of its rivals are particularly impressive in terms of fuel efficiency, so the Grenadier holds it owns here.

Behind the wheel of the Vistiq there’s an immediate elevated and premium feel. Even though EVs are already naturally quiet, Cadillac seems to have installed a lot of insulation, making it very hushed in the cabin.

As a result you pick up on other noises and disappointingly this Vistiq tester had a random rattle coming from behind the dashboard when travelling at higher speeds. It’s unclear if it’s just this car, but it doesn’t speak well to great long-term quality as the car had only done 2000km.

The Vistiq is the kind of car you feel like being driven around in. It’s so smooth, measured and calm.

Despite this, there's a ‘V’ button on the steering wheel which activates the ‘Velocity Max’ drive mode. It unleashes the full 459kW and 880Nm, making this 3000kg box on wheels absolutely haul.

It’s frightening how quickly this car can accelerate from a standstill. You’ll be leaving virtually everyone in your dust at the lights.

As I alluded to before, the Vistiq is a very comfortable car and this is largely due to the adaptive air suspension system that comes as standard. There are a range of different heights to choose from, ranging from lifted to slammed. All of which look awesome from the outside.

The suspension does a great job of rounding off pimply urban road imperfections. It’s so good you forget there are huge 22-inch alloy wheels as standard.

Unlike many American cars, the suspension isn’t overly floaty and soft, instead creating a balanced ride. Goldilocks would approve.

The only times the suspension feels out of its depth is when you hit a bigger bump at a higher speed. It can feel a little crashy from inside the cabin, but it never feels too firm.

There’s no way around it, the Vistiq is a big car and it swallows up a lane with ease. Despite this, there’s a rear-wheel steering system as standard which turns the rear wheels the opposite direction of the front at low speeds.

As a result the turning circle is much smaller than you’d expect. This means you can zoot around tight, multi-storey carparks like you’re in a much smaller car. It also makes parking a breeze.

Although you’d expect this powerful and heavy car to come apart in the bends, it holds its own rather well. It’s far from a sports car, but it limits the body roll to an extent and the tyres provide enough grip.

There’s a pleasant surprise in store for you if you haven’t been in an Ineos Grenadier Station Wagon before. It's not terrible on road, it’s actually quite nice to drive.

Keep your expectations in check, though. This is after all a tall, blocky four-wheel drive wagon, so there is wind noise around the mirrors and the straight up-and-down windscreen and there is some tyre noise, especially from the Trialmaster’s BFG all-terrain tyres. But overall, it's not too bad.

You have to constantly make minor corrections in the steering to keep this chunky mongrel in line, and it takes some urging to get moving, but otherwise it is quite reasonable on sealed surfaces.

However, this one of those vehicles that is, of course, best exercised off-road. And the news is mostly good.

An impressive over-arching aspect about this vehicle is the fact you can drive it straight out of the dealership into some challenging 4WD-only terrain and you shouldn't have a problem as long as you drive it with consideration. This Grenadier is pretty much fully kitted out for hardcore four-wheel driving – or as close as you can get to it in a standard (albeit very well-equipped) off-roader.

The six-cylinder, as mentioned, works well with the eight-speed automatic transmission. It’s a punchy combination, but not over the top.

It has impressive low-range gearing, plenty of torque on tap, quietly effective driver-assist tech (including hill descent control), and, in this Grenadier, you have front, centre and rear diff locks, so all of those factors help to make this a willing and able four-wheel drive.

As well, off-road angles (36.2-degree approach, 36.1 departure and 28.2 ramp-over) all check out for a vehicle of this size. Ground clearance is a listed 264mm, wading depth is 800mm and if you happen to touch earth with the undercarriage of this vehicle it has solid underbody protection for such occasions. There are, however, some trade-offs worth noting.

The tweaked steering still lacks the pinpoint precision that is handy, especially when you're four-wheel driving. It has a very floaty ride on road because it is a big vehicle and it's more at home in a four-wheel drive scenario.

You have to drive this vehicle with plenty of mechanical sympathy, it has to be used with reasonable use in mind. This is after all $150,000 worth of rolling machinery and if you want to keep it as new, then you'd better drive it with care.

And, while that underbody is well protected, it needs to be because it’s quite vulnerable to tree roots, rocks, rocky steps and any other kind of natural hazard you may encounter in the bush.

Also, like any decent old-school-style four-wheel drive that's worth its salt, engaging the diff locks requires some patience, because it’s a process that has to be done in a strict sequence. First, engage the centre diff, then the rear and then the front. The diff lock buttons are on the ceiling control panel so give yourself time to get your head around it and you’ll be fine. This vehicle demands your attention because it is a real driver-focused experience, which is great.

If you plan to use your Grenadier station wagon as a tow vehicle, it’s handy to know its capacities are 750kg (unbraked trailer) and 3500kg (braked).

The Grenadier matches or betters its rivals in terms of on- and off-road driving.

The Ineos Grenadier Station Wagon Trialmaster does not have an ANCAP safety rating because it has not been tested.

As standard, it has six airbags, electronic stability and traction control, tyre-pressure monitoring, and park assist front and rear. It does not have AEB (Auto Emergency Braking), adaptive cruise control or blind-spot monitoring. It does have a rear-view camera, but the screen is small.

As part of the most recent updates, its Advanced Driver Assistance Systems (ADAS) have been upgraded for the modern market to include one-touch deactivation of the audible Intelligent Speed Assist alert via the touchscreen.

Though it does not have an ANCAP rating, the Grenadier has a comprehensive list of safety gear.

At this stage Cadillac hasn’t fully detailed the ownership package for the Vistiq.

There is a five-year, unlimited-kilometre warranty, as well as an eight-year, 160,000km warranty for the high-voltage battery. There's also five years of roadside assistance.

Logbook servicing is required every 12 months or 12,000km, whichever comes first, however pricing hasn't been confirmed yet.

“Service pricing for the Cadillac Optiq and Vistiq in Australia will be announced in the coming months - as we progress our planned dealer expansion, including new franchised locations in Melbourne and Brisbane," said General Motors ANZ General Manager Jess Bala.

It’s worth noting that Cadillac is still scaling its dealer network in Australia and currently only has select locations in certain capital cities.

The Ineos Grenadier Trialmaster Station Wagon is covered by a five-year/unlimited km warranty.

No capped price servicing is available and service intervals are scheduled for every 12 months or 15,000km, whichever occurs soonest, and total cost for the five years is $5992 for the diesel and $5832 for the petrol.

At time of writing, there are 16 approved INEOS Automotive dealerships in Australia.

If you buy a big 4WD you should expect big 4WD ownership costs, right? The Grenadier remains competitive with its rivals in this space.