2020 saw the introduction of the Jeep Gladiator, a mid-size pickup truck with many features and off-road potential. Compared to its Wrangler sister, this four-door Wrangler with a bed lacks a little rock-crawling capability, but the increases in towing and carrying more than make up for it. Like the Wrangler, the Gladiator’s appeal is derived from its wide range of trims, choices, and factory and aftermarket extras, providing drivers with endless customization and modification possibilities.
With a 218-inch overall length and a 137.2-inch wheelbase, the Gladiator is among the most giant mid-size trucks on the market. In contrast, the Ford Ranger and Chevrolet Colorado wheelbases are over ten inches shorter and 6 and 7 inches shorter overall. With a wheelbase of 127.4 inches, the Toyota Tacoma double cab measures 212.3 inches overall. Sheet items must be placed on the wheel wells since the Gladiator’s 5-foot-long bed only provides 44 inches between wheel wells. Surprisingly, the Gladiator’s length is over three feet greater than the Wrangler Unlimited it replaces.
Base Sport ($37,565 without destination cost), Willys Sport ($39,875), Sport S ($40,965), Altitude ($42,760), Willys ($43,860), Overland ($44,975), Mojave ($49,505), Rubicon ($49,110), and High Altitude ($54,080) trim levels are all offered for the Gladiator in 2022. All have a two-speed transfer case, four-wheel drive, and the option of either the 3.0-litre six-cylinder diesel or the venerable 3.6-litre Pentastar V6 engine from Jeep. The base gearbox is a six-speed manual, but for $2,000, an eight-speed automatic may be installed instead.
The Sport and Overland trims are the best options for people who desire the Gladiator appearance but don’t anticipate doing any extreme off-roading shortly. These tires are designed more for street than off-road use; they are part of the Command-Trac system, which has an open differential and a 2.72:1 low-range gear ratio. The Selec-Trac system also comes with a 4.0:1 low-range gear ratio and the option of a four-wheel drive high auto mode for a little additional low-end power.
The Gladiator Mojave is the ideal option for those looking to chop up some dunes or have a bit extra fun in the broad desert. The Mojave can outpace the others in speed while navigating the desert because of its clever suspension and lift system. Rock hunters will want to see the full splendour of the Rubicon trim. If you put a diesel engine under the hood, you can get low-end grunt for days. With 260 horsepower and 442 pound-feet of torque, it works with the Rock-Trac system and a 4.0:1 low-range gear ratio. In addition to front and rear lockers and a detachable front sway bar for increased flexibility, the off-road system has other features.
With the Off-Road Plus driving mode available, dirt hijinks are encouraged. When the vehicle is in high four-wheel drive, the electronic stability control becomes somewhat less strict, the automatic transmission’s shift points are adjusted, and the throttle becomes more sensitive. Consider this the “fun” button. With four-wheel drive, on the other hand, the engine power is tuned for low-speed movements, and the throttle response softens.
Performance: Jeep Gladiator
Most of the time, we were in a Gladiator Mojave. Because of the trim’s improved suspension, 33-inch Falken Wildpeak tires, and 1-inch front raise, Jeep now refers to it as Desert-Rated rather than the model’s original “Trail-Rated” moniker. The Mojave offers only the Jeep V6 engine, which produces 285 horsepower and 265 pound-feet of torque. That is more than enough for all but the most extreme driving, and it works nicely with the eight-speed automatic transmission that operates in the background.
Fox 2.5 internal bypass dampers with remote reservoirs are located at each corner. Fox’s jounce shock technology, a kind of shock inside a shock that manages forceful impacts without sacrificing on-road ride quality, is used in the front dampers. Regrettably, other trims lack this suspension enhancement; while quite adequate off-road, they will be behind the Mojave in a desert race.
However, the extended wheelbase of all Gladiators makes them somewhat less adept at rock crawling. The Gladiator’s 20 degrees of break-over angle (the ground clearance at the centre of the vehicle when cresting an obstacle, so a higher value is better) on upper trims means it’s pretty easy to get hung up on a rock, even though the approach and departure angles are both impressive—especially when compared to the competition. Lower trims are nearer 18 degrees. Pick your words wisely. The Gladiator has a large turning radius because of its long wheelbase, and unlike the Bronco, it does not have trail turn assist, which brakes one inside wheel.
The Gladiator is passably safe to drive on public roads. The car veers, and the steering is imprecise. If you have the optional beefy off-road tires, the interior may become rather noisy; the situation worsens if the soft top is rattling in the wind. The ride quality is acceptable for a vehicle with a solid axle, but a truck with an independent front suspension will make you feel more at ease.
Fuel Efficiency: Jeep Gladiator
Despite having a brick-like body, the Gladiator has good fuel efficiency. The EPA rates the 3.6-liter engine with the eight-speed gearbox as 17 mpg in the city, 22 mpg on the highway, and 19 mpg overall. In the city and on the interstate, the six-speed manual gets one fewer and one more mpg, respectively. But even with some time spent in the mud, we averaged 16.7 mpg in our week with the vehicle.
Despite how depressing these figures may seem, they are within the class for vehicles with four wheels. The Chevrolet Colorado is rated at 17 city, 24 highway, and 19 combination mpg, while the Toyota Tacoma V6 is rated at 22 city, 18 highway, and 20 combined mpg. The category leader, the Ford Ranger with four engines, has 20 cities, 24 roads, and 22 combination miles.
With EPA ratings of 22 mpg in the city, 28 mpg on the highway, and 24 mpg overall, the diesel is the efficiency champion, but it comes at a cost of more than $40,000. (Deduct one mpg in the city and highway for the six-speed manual.) Here, the diesel raises the Gladiator’s rating.
Driver assistance and safety:
The Jeep Gladiator has not yet undergone testing by the Insurance Institute for Highway Safety (IIHS) or received an overall safety rating from the National Highway Traffic Safety Administration (NHTSA). Nonetheless, the Gladiator has received an overall rollover rating of three stars and an overall front rating of four from the NHTSA.
If you’re looking for typical sophisticated driving aids, don’t turn to Gladiator. The vehicle is equipped with roll mitigation and electronic stability control as standard equipment, but that’s about it. A $1,145 package includes blind-spot monitoring and rear-park assistance. Do you place a high value on forward collision warning and adaptive cruise control? Invest $945. Many of these ADAS features are standard on the Ranger and Tacoma if that’s important to you.
Coziness & Space:
Overall, the Gladiator’s interior is quite basic, but the Mojave has more strongly bolstered front seats than the rest of the series, giving it better support over rough terrain. Even with gloves on, using the spacious HVAC controls is simple. However, if you want heated front seats and a heated steering wheel, you’ll have to shell for an additional $1,145. Regretfully, there are no ventilated seats available.
The front and rear seats have plenty of head and legroom because of the vehicle’s larger wheelbase, which is a pleasant break from the class, whereas the back seats may be a little small. However, the back doors are tiny, so some people may find it challenging to get in.
The Gladiator’s detachable doors and roof add to its allure. Jeep provides the necessary equipment to remove the doors, even if it might be difficult for one person to do and takes some time. There are many toppers available that range in difficulty. At the same time, the soft top folds back relatively simply; removing the challenging top needs two persons. Even a bikini top option is available, with mesh or opaque material.
Infotainment: Jeep Gladiator
Jeep’s Uconnect system is among the finest because of its extensive feature set, dependable performance history, and user-friendly layout. On lesser trim levels, a 7-inch display is standard; however, an 8.4-inch screen is an option. An off-road page has information on pitch and roll, latitude and longitude, and gauges for essential data, such as transmission and oil temperatures—crucial for tracking the health of your car no matter where you are.
Although they are wired connections, Android Auto and Apple CarPlay are available here. Similarly, the Gladiator lacks wireless charging but does include USB-A and USB-C connectors in addition to a 12-volt and 115-volt outlet. Jeep also provides a six-month subscription to satellite radio and five-year subscriptions to SiriusXM Travel Link and Traffic Plus.
Storage & Cargo Space:
The Gladiator’s interior storage is somewhat limited. That leaves the little centre console, the dash cubby, and the lockable storage space behind the back seats. Even finding a place to hide your phone is complicated.
The Gladiator’s bed is the main factor that makes it superior to the Wrangler. Depending on the trim, the 5-foot bed can carry between 1,105 and 1,700 pounds or accommodate 35.5 cubic feet of goods. The bed extends to six and a half feet when the tailgate is opened, and a rail system is provided to assist secure items. Try loading large items carefully since the tailgate is about three feet off the ground.
The Gladiator can haul up to 7,650 pounds in a maximum tow package. Our Mojave is rated for 6,000 pounds when equipped, sufficient to tow one or two side-by-sides on an open trailer. However, if you choose the manual gearbox, your towing capacity will decrease to 4,500 pounds.
All trim levels of the Ford Ranger have a 7,500-pound towing capacity; the Colorado has a 7,000-pound towing package, and the Tacoma has a 6,400-pound towing package.
Design: Jeep Gladiator
That’s the whole concept of the Gladiator: it looks like a Wrangler with a bed. There’s the classic seven-slot grille and circular headlamps. The fenders feature a neat trapezoidal design, and the windshield folds flat.
To set themselves apart, the names of the Rubicon and Mojave Gladiators are prominently displayed on the hoods. Depending on the trim, there are also distinct emblems and two hook colours. There are no flashy materials in the Jeep Gladiator. Everything is made to last a long time and be simple to clean. There will be a lot of rubber and plastic strewn about the cabin. Invest in a Jeep Grand Cherokee if you’re looking posh.
Is the Jeep Gladiator from 2022 Worth It?
Starting at $38,765, the 2022 Jeep Gladiator includes a $1,595 destination cost; however, the Mojave trim and the Rubicon have starting prices closer to $50,000. Nevertheless, the Mojave might cost $61,020 when all optional features and packages are included. That is around $10,000 more than a well-equipped Chevrolet Colorado ZR2 or a fully loaded, top-spec Toyota Tacoma TRD Pro. The Ford Ranger with the Tremor off-road package costs around $44,000, whereas the Nissan Frontier Pro-4X crew cab begins at less than $40,000.
Those vehicles can keep up with the Mojave in the mud and dunes, but when the going gets rough, they can’t stay up. They lack the crawl ratios, approach and departure angles, and riding height necessary to do tasks that a gladiator can. Go for the Mojave or Rubicon if you want to go off-road; if not, the Sport S has all the features that make Jeeps famous when driven in the open air, along with adequate power for 90% of users at a fair $42,560 base MSRP that includes destination.
How Much Does the 2022 Jeep Gladiator Insurance Cost?
Compared to its rivals, The Gladiator’s insurance expenses are approximately average. Though this figure applies to all 50 states, a typical 30-year-old female driver with a spotless record should anticipate paying an average yearly premium of $2,071 for the Jeep Gladiator Overland. In contrast, a Colorado Z71 costs $1,951, a GMC Canyon AT4 expenses $2,075; a Ford Ranger Lariat costs $1,947; a Toyota Tacoma TRD Pro costs $1,990; and a Honda Ridgeline Sport costs $1,950.
Jeep Gladiator Generations
Second Generation
2020 to Present
Although there was a concept Gladiator in 2005, the brand wasn’t used again in the Jeep dealership until the 2020 model year. The closest relative of the new Gladiator in the Jeep family is the Scrambler pickup from the 1970s, built on the CJ-series, the Wrangler’s precursor. The current Gladiator is a much more contemporary car only available as a crew-cab pickup. In addition to the original 3.6-liter gasoline V6, a new 3.0-liter EcoDiesel V6 engine was introduced in 2021.
First Generation
1962 to 1971
The 1963 model year saw the introduction of the Gladiator nameplate. Jeep offered wagoneer-based full-size pickup trucks with various bed widths and layouts under the “J” label. In 1971, the Gladiator name was retired in favour of “J-series” nameplates such as J2000, which were less striking. In 1988, Jeep discontinued the J-series.
Verdict
The 2022 Jeep Gladiator provides a superb mix of off-road capabilities and versatility. Finally, a Jeep that can transport a couple of bikes in the bed, pull your camper behind you, and navigate rocks—something drivers of Wranglers could never do. The standard Sport model is gentle, the Willys is classic, the Rubicon trim lets you overcome obstacles, and the Mojave is perfect for a fast-paced desert adventure. The sole snag? Upper trims have a quick and steep learning curve.
