they have stated that when you put down the official deposit for the build that it will be first come first serve. The early deposit should prevent the dealers raising the price.

 

the one you saw is the one I posted in Feb when I attended the private event in Seattle. I love my defender too but my heart is leaning towards to the g wagon 2.0

 

10 bucks and my left nut says we dont see a Grenadier in 2023.

 

ill take that bet but you can keep your left nut when I win.

 

Whew, I was hoping y'all would let me off the hook on that part. I cant help myself from movie quotes lol.
I just dont see them getting their distributor network up and producing any significant number of vehicles in 23 for the North American market.
I hope Im wrong.
Ford still cant get the Bronco production straightened out and they're long established.
Granted, many more orders I would think but....

 

saw this today, some folks In Germany got to drive one

 

Thanks very much for sharing. A really interesting comment at 7:35.

Basically, when towing a heavy load in low range (something I do often in my Defender) the instructor is advising that the center differential needs to be unlocked (all rear -- not at 50/50 front to rear). A disadvantage of the old school manual center locker, as compared to the smart variable locking of the Defender center locker.

Seems maybe a design improvement opportunity to strengthen the front drivetrain?

Enjoy !

 

I agree it's a disadvantage not being able to lock the center when towing on pavement. Also, I have heard from other individuals in Europe that have said when towing that the first gear in high is so low that you can keep it in high from starting from a stop. The Grenadier will get going without a problem when towing St max weight. The first gear in low is so low that you lock it in first and you don't even need to use HDC as the engine will do all the braking for you.

 

Well, folks, history has been made. The first Grenadier rolled off the production line on Monday. Here is an article from the gentleman tasked with getting the factory up and running. It also illustrates how we'll LR has done to manage the supply chain issues. Designing, engineering, building prototypes is one thing – but productionising is quite another. That’s where the tough stuff happens in the industry, and God it’s been tough, I have to say,’ Ineos Automotive commercial director Mark Tennant told CAR. ‘We’ve had all sorts of challenges – the challenges of bringing Grenadier into albeit a great facility at Hambach, but then overlaying on that all the difficulties that we’re having in common with the rest of the industry, in terms of supply-chain issues, suppliers in Russia, all sorts of things we’ve had to contend with, over and above.’

He added: ‘Those supply-chain issues in particular aren’t done with. So we’re going to be ramping up very gently, to make sure we don’t create problems for ourselves in lots of line stops if things don’t turn up in the volumes we expect, because it continues to be a frustration. We won’t actually start delivering volume until early December – that’s when things will start to ramp up, when we can see some light at the end of the tunnel. Everything crossed, and hoping for following winds, because it ain’t easy.’
Even with these unavoidable hiccups, the creation of the rugged 4×4 from nothing has been completed unusually quickly, from Ratcliffe’s first public announcement in February 2017. It’s a clean-sheet design, available in two- and five-seat Utility versions and as a five-seat Station Wagon, with a pick-up soon to follow and a short-wheelbase version likely. Electric and hydrogen possibilities for the future are also being explored. The intial target, once production is up to full speed, is 30,000 Grenadiers a year.
The Grenadier comes with a choice of 3.0-litre petrol or diesel engine supplied by BMW, and many other components are provided by outside suppliers. ‘They in turn have their challenges,’ said Tennant. ‘They have their raw-material shortages, if you go to the most basic end of the spectrum, through to the most sophisticated componentry. I don’t think we’re any different to anybody else, other than the fact that we’re the newbies; we’ve also been building this car company.

‘We’re going to keep on planning and re-planning. We’ve done quite a lot of resourcing, so we’re not afflicted by what’s going on to the east of us. Covid, in terms of shutdowns in China, like everybody that’s been a problem. Things have opened up a bit, they have eased, but it’s a full-time job being on the planning side.’

He said customers had been understanding. ‘We have got some very patient, very enthusiastic customers. We are absolutely thrilled with the level of engagement. They are very understanding. They are seeing the big picture on the wider industry. So to some extent it’s assumed that there will be the odd delay.

‘We really don’t want to test the patience. But the general feedback is: get it right, guys. Get the qualty right. We can afford to wait. We’ve been waiting a while anyway because of the build-up we’ve had over a few years now. Just get it right and bring it to us when you’re ready. That’s never to be taken for granted, but so far, so good.’

Dealers had also accepted that Ineos was doing everything it could. ‘We’ve got the signage going out to them, we’re doing the training for their people, so there’s lots to be getting on with.’

The first cars would mostly be going to the UK, Western Europe and Australia, with US deliveries starting later next year.
‘There’s been quite high uptake around the world on the Trialmaster and Fieldmaster Belstaff editions with the higher spec. The Trialmaster is the more 4×4 focused, with the three diff locks. The Fieldmaster’s a little bit more comfy. Generally quite a high uptake on those. It varies around the world – more utilitarian in Australia, for example.’

Was there a silver lining to the delays? ‘Doing quality loops and having more time for the vehicle to be matured is never a bad thing,’ said Tennant. ‘There are always going to be issues to be fixed, and that has been useful. I’d much rather not have needed the sliver lining and be moving forward more quickly.

‘But all time is useful, in terms of let’s go through the process one more time. The quality centre at Hambach, the destructive testing we can do to check on the integrity of the body. There’s always going to be refinement

 

Got to sit in the Grenadier at Expo East and was struck by how tight the cockpit felt. I’m 6’2” and my head felt surrounded by the roof around the driver sunroof, and arm room felt tight. Tight to the point where I’d probably never want to own one. Just not comfortable feeling at all. Ridiculous number of switches. I get the switches vs screen thing, but I’d spend five minutes trying to figure out where the heck the switch I want is located. Cockpits are great in planes because you don’t need to worry about taking your eyes off the windshield every second unlike road driving. I really didn’t like the thing at all. Made me appreciate the genius of the Defender interior.