How the new Ineos Grenadier Quartermaster compares to the Toyota LandCruiser 79 Series

It's been a long time since the 70 Series LandCruiser has had any true competition in Australia. Ever since the Nissan Patrol GU and old-school Land Rover Defender departed Australian showroom floors, Toyota's most venerable and vaunted LandCruiser 79 Series has been the only choice for the most serious four-wheel drivers, farmers, miners and explorers of any feather. And that has been the case for many years.

And in keeping with that idea, there has been a long waiting list of Australians keen to get behind the wheel. This has caused second-hand models to skyrocket in price, some examples being flipped for a tidy profit, and Toyota Australia taking a pause in orders.

Sure, there's no shortage of competitors like the Ford Ranger and Isuzu D-Max to consider. They are four-wheel drive utes with room for the family after all, but it's not the same. When it comes to big payloads and a proper heavy-duty nature, the LandCruiser stands apart.

That monopoly is set to change, however. Coming off the back of the Grenadier wagon, Ineos is bringing a bigger, longer option in the form of a dual-cab ute. It's called the Grenadier Quartermaster, and will square off directly against the 79 Series LandCruiser.

There are some differences here. The new Ineos Grenadier is available with twin petrol and diesel engine options, while the LandCruiser only uses diesel fuel.

The Grenadier is available only as an automatic, while the incoming choice of a 2.8-litre diesel engine also gives buyers the choice of a five-speed manual or six-speed automatic in the LandCruiser.

The LandCruiser uses a part-time four-wheel drive system, with a low range transfer case and the option of lockable front and rear differentials. Suspension comprises of coils up front and leaf springs in the rear, with time-honoured live axles at each end.

The Ineos Grenadier employs live axles as well, but adopts coils all-round and uses a full-time four-wheel drive system. This means there is a mechanically lockable centre differential, along with the option of lockable front and rear differentials.

One big difference to consider between the two is the fact that the 79 Series LandCruiser is sold as a cab-chassis (with no bodywork behind the main cab), while the Grenadier Quartermaster is available with a styleside tub.

Ineos executives have been open to the idea of a cab-chassis variant some time in the future, but at this stage nothing has been confirmed.

Lastly, the price proponent is vastly different between the two offerings. Where the 79 Series double-cab LandCruiser starts at $75,100 for the less desirable Workmate model, the more popular GXL starts at $79,200 plus on-road costs. If you're lucky enough to have one on order, that is.

On the other side of the coin, the Ineos Grenadier Quartermaster starts at $110,000 plus-roads in its most basic form. And it rises up to $123,000 before on-road costs for the more kitted-out Trialmaster and Fieldmaster editions.

While the Ineos Grenadier is sold through an agency-style model that precludes any chance of haggling over the price, one could argue the 79 Series LandCruiser has a price set in stone thanks to its rampant popularity. If anything, the price will find a way to move northward.

And considering how much money Australians spend on aftermarket wheelbase modifications, automatic gearboxes and coil conversions, perhaps the Grenadier won't be seen as bad value considering it already has many of these elements.

The diesel V8 of the Toyota LandCruiser needs no introduction to Australian four-wheel drive enthusiasts. Since it first became available way back in 2007, it was also used (in a twin-turbocharged format) for the 200 Series LandCruiser.

Using only one turbocharger for the 70 Series, the LandCruiser makes a relatively modest 151kW and 430Nm. It's out-powered by other engines that are less than half the size, but also has an enviably flat torque curve. It trades more in off-idle torque and load lugging, rather than free-revving power. And despite being a V8, the combination of a low redline and low gearing can let it feel decidedly breathless on the highway. Off-road and in low-range however, it's a completely different story.

Big news recently was the formal announcement of Toyota going back to four-cylinder diesel power for their heavy-duty ute. Discounting the light-duty Bundera, it's not since the 3B and 13B motors of the 40 Series LandCruiser. Not to be confused Mazda's Wankel rotary, but the last time Toyota had four-cylinder diesel power was back in the late 1980s.

Using an engine that is currently used in the Toyota HiLux, Fortuner and LandCruiser Prado, the 2.8-litre four-cylinder engine will just about match the V8 for power and out-muscle it for torque. Albeit, in a narrower range of revs. And for the first time ever, the 70 Series LandCruiser will be available with a factory-fitted automatic transmission.

On the other hand, Ineos has picked up BMW 3.0-litre six-cylinder power in its Grenadier and Grenadier Quartermaster four-wheel drives. Both petrol and diesel power are available, with no change in price between the two. As one would predict, the diesel engine has the advantage of torque, while petrol propulsion takes the cake on power.

When you are comparing diesel, the Ineos Grenadier has the advantage for both power and torque, with 183kW and 550Nm. However, more torque can be found with a Ford Ranger and Volkswagen Amarok, who both use a Ford-sourced diesel 3.0-litre V6 with 600Nm available.

Perusing some of the important off-road clearance measurements indicates a game of two halves between these two combatants, but they must be taken with a grain of salt. For example, Toyota use the term 'running clearance' to take about ground clearance, which is likely to be measured to the bottom of the chassis rails. One look at the low-hanging rear suspension of a 79 Series will tell you there is nowhere near 302mm on offer.

Overall ground clearance is something mostly dictated by tyre diameter, especially when you're talking about old-school live-axle rigs like these two. And from this point, the Ineos Grenadier gets a slight advantage. Another advantage is the option of all-terrain rubber, in the form of well-known BFGoodrich KO2 tyres.

Where the big comparison will come (in a future Drive.com.au test, no doubt) is in performance of suspension setups laden, unladen and off-road. The leaf suspension of the 79 Series might be tougher than a woodpecker's lips, but it can tend to sag when loaded up. Part of the blame here must be shifted to the wheelbase, which allows for a large portion of the load space to be aft of the rear wheels.

In comparison, the Grenadier gets a longer wheelbase and coil suspension, which is no doubt inspired by the chassis of the long-serving (but now dead) Land Rover Defender 130 utility. The wheelbase between the two is nearly identical, with the old Defender 130 measuring in at or 3226mm (or about 127 inches) between the wheels.

There's no doubt the Ineos Grenadier Quartermaster is an enticing and exciting prospect amongst four-wheel drive circles. It has successfully turned the tide of increasing modernisation and focus on refinement, and has instead turned up the dial on utility, durablity and capability.

In the quest for durability, we can't help but feel like the final result of the Grenadier is on the heavy side overall. And when compared to the 79 Series LandCruiser (which is noticeably lighter from the get-go), outright payload abilities aren't as high. Perhaps that's just the price one must pay for an old-school four-wheel drive of contemporary design, compared to the mid-1980s bones of the LandCruiser.

The proof will inevitably be in the pudding for the Grenadier Quartermaster (and the incoming 2.8-litre 70 Series LandCruiser), in terms of how it performs in the real world. Off-road performance, especially while loaded up, will be especially interesting. But at least, it's got all of the right ingredients to make make a mark on the Australian four-wheel drive landscape.