Hyundai Ioniq 9 vs Ineos Grenadier

What's the difference?

The Hyundai Ioniq 9 is a big, comfortable and powerful SUV that ticks lots of boxes. Sadly, though, the electric power that makes it such a treat to drive is probably the same thing that will keep it off plenty of shopping lists. For now, at least.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

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.

I'm going to sound like a bad football coach here, but the Ioniq 9 is a tale of two halves, at least when it comes to the exterior.

And I mean that literally. The front half is lovely, with a smooth, rounded nose, two stacks of LED lights that build the horizontal on top of the vertical and a clean, modern road presence.

The back half, however, isn't. It took me a while to put my finger on it, but it suddenly dawned on me that it gives off old-school station wagon vibes that, for me at least, don't gel with the rest of the design.

Inside, though, it is a complete picture, with my only complaint that the steering wheel feels a touch too big – though I like it's more minimalist design.

Elsewhere, the materials are lovely to look at and touch – even the dash panel insert that reminds me a bit of snakeskin pants – the seats are comfortable and the tech works well.

One word on the digital wing mirrors, though. They are one cost option I wouldn't be ticking the box for. I find them off-putting, not least because they seem to zoom-in so close to the car behind that you can almost see what part of the people behind's breakfast is residing between their teeth. It feels invasive.

Plus, all you're really doing is swapping a large mirror outside the car for a big screen inside it. Conventional mirrors for the win.

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.

It’s a big unit, the Ioniq 9, measuring more than five metres long, just under two metres wide and around 1.8 metres high. Weight is a hefty 2.7 tonnes at its heaviest, too, while braked towing capacity is pegged at 2.5 tonnes.

So, big numbers and a big vehicle with big storage. With all three rows in place, you get 338 litres of boot space. But treat it like a five-seater and that increases to 908 litres. Drop both rows, and you’ll have a massive 2410 litres at your disposal.

The room in the middle row is ample for full-size adults, especially if you tick the box for the cushy six-seat layout, and the rear doors feel massive, so when opened you can step through to the third row with ease, too.

Once in there, you'll find an impressively luxe space. The room isn't ridiculous, but my 175cm got in easily enough, and then fit pretty easily, too. And the addition of USB charge ports, air vents, speakers and an automatic recline function for the third row will lift the mood for whoever you put back there.

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.

There's only the one configuration available here, with Australia's Ioniq 9 a dual-motor AWD producing a combined 314kW and 700Nm – the latter ensuring this heavy EV never feels dull or sluggish.

Overseas, our powertrain is called the Ioniq 9 Performance, and it produces the fastest zero to 100km/h time of just 5.2 seconds.

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.

The Hyundai Ioniq 9 is essentially sitting atop a massive 110.3kWh battery, which produces a claimed WLTP driving range of 600km.

Be warned, though, the digital dash has a live read out of your minimum and maximum driving range, presumably judged on your driving inputs, and there is a vast gap between the two numbers. In short, if you want to maximise range, go easy on the accelerator.

Its 800V architecture unlocks 233kW DC fast charging, which the brand says will take you from 10 to 80 per cent charged in 24 minutes.

Plugging in at home, though, will be much slower than that – something like 10 hours using 10.5kW wallbox.

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.

It's a proper surprise packet, the Ioniq 9, because you approach it with a pretty good idea of how a big, heavy and equipment-soaked seven-seat SUV is going to behave on a twisting road. Short answer? Not well.

But somehow, through some kind a wizardry, the opposite is true. Rather than feel stupendously big and heavy, the Ioniq 9 shrinks around you, feeling far smaller, more dynamic and more capable than you'd expect.

I'd maybe forgo the tightest of tight switchbacks in favour of more sweeping, undulating bends, but honestly, you can squeeze plenty of fun out of the Ioniq 9 on the right road.

Happily, it's no one-trick pony, either. It's quiet in the cabin, even at freeway speeds, it's comfortable in the city and there's plenty of space and tech on board.

The key take-away here is I like the way Ioniq 9 drives, another big vehicle helped massively by electric motors. Sometimes in big ICE-powered SUVs you can feel just how much work is going into getting them up and moving, but that's not the case here.

Instead, because there are no transmissions or turbochargers to deal with, the Ioniq delivers a rich flow of power and torque every time you push the accelerator. No lag, no whining, it just goes.

But here's the really interesting bit. It almost doesn't matter how good I say this car is, or how well I think it drives, this car will remain a niche seller. And Hyundai's executives seem to know it. And all of that's a shame, because it's really very good on the road, this Ioniq 9.

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.

Five years with unlimited kilometres is still the underwhelming warranty norm at Hyundai. The battery is covered for eight years or 160,000km.

Happily, servicing is infrequent, with intervals pegged at two years or 30,000km. As a result, the first six years of servicing will cost a total $2005, or an average $334 per year.

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.