The Jeep Gladiator debuted in the summer of 2019 after years of hyping pickup ideas based on the Wrangler but failing to produce them. The Gladiator, which revives a term used on Wagoneer-based full-size pickups from the 1960s, is more like the 1980s CJ-8 Scrambler in spirit since it is an expanded Wrangler designed to be both a truck and an off-roader. It has a 5-foot cargo bed, far greater towing capacity, and a more prominent rear seat than other midsize trucks while retaining most of the Wrangler’s exceptional off-road abilities.
The Gladiator hasn’t seen many changes from Jeep since it first appeared. With a two-speed transfer case, either the 3.0-liter six-cylinder turbodiesel or the 3.6-liter Pentastar V6 engine from Jeep comes standard with four-wheel drive (4WD). Though pricey, there are constantly new features and limited editions, including nine basic trims for 2023 and a plethora of add-on customization and personalization options. Before adding any components or 35-inch tires, the Gladiator ranges in price from $40,570 for the primary Sport to $55,875 for the High Altitude.
The Gladiator is more significant than most midsize trucks, measuring 218 inches long with a massive 137.2-inch wheelbase. The Chevy Colorado, Ford Ranger, and Toyota Tacoma are examples of more traditional crew-cab pickups. They are smaller overall and often feature more restricted rear seats. All have off-road variations, but few are as skilled in rugged terrain as the Gladiator. The Honda Ridgeline, a crossover-like vehicle, has the most significant space and the coziest inside. However, the smooth-moving Honda travels the opposite way from the Jeep, which leans more toward toughness and off-road exploration at the expense of on-road finesse.
Most of the Wrangler’s performance-related capabilities are carried over to the Gladiator. However, its enormous wheelbase and considerable length (three feet larger than its sister) result in some capability loss. With no Hemi V8 or plug-in 4xe, it also has fewer available powertrains, but the Pentastar and Diesel still provide all the power required. The Diesel costs a lot ($4,150), but it has excellent gas economy. A six-speed manual gearbox is standard on most trims, while two eight-speed automatics are offered. Multiple axle ratios and a towing package with a class-best 7,700-pound rating are also available.
The Sport and Overland trims are preferable for individuals who desire the appearance but aren’t severe off-roaders. They use the Command-Trac system with open differentials, a 2.72:1 low-range gear ratio, and street-oriented tires. The Selec-Trac system also comes with a 4.0:1 low range and the choice of a 4WD high function for vehicles that need greater low-end power. Rock crawlers will choose the Rubicon, while desert runners and dune bashers prefer the Mojave because of its clever suspension and factory raise. All Gladiators have detachable top panels and doors.
Under those detachable panels, the Wrangler’s interior and systems, which are functional and loud but simple to operate and not unpleasant, are mainly the same. The Wrangler is compared to other SUVs, yet most midsize vehicles have substantially smaller back sections. The 5-foot bed has a cargo room, but the wheel wells must be covered with plywood sheets. The various trims offer different amenities and comfort, but like the Wrangler, active safety systems are extra expensive, and safety scores are merely average, which is a considerable drawback. However, no other vehicle compares to the Gladiator in terms of quality.
Performance: Jeep Gladiator
This truck focuses on off-road capability, and the Rubicon and Mojave trims notably have the hefty equipment to back it up. There are just two available engines, but they have sufficient power and torque to do practically any task. The standard engine is the classic 3.6-liter Pentastar V6 engine, producing 285 horsepower and 260 pound-feet of torque. Jeep’s 3.0-liter EcoDiesel V6 with 260 horsepower and 442 lb-ft of torque is optional. Notably, the Mojave does not provide Diesel.
Most trims come standard with a six-speed manual gearbox, with two slightly different eight-speed automatics available. All models come with a two-speed transfer case. However, each model has different hardware and 4WD systems. The default system is Command-Trac, with rear-drive and intermittent 4WD high and low ranges. Most trims come with Selec-Trac, part-time high and low ranges, and rear-wheel or full-time 4WD. The more extreme Rock-Trac system features a 4.0:1 low range, locking front and rear differentials, and a detaching front sway bar for more flexibility.
With the optional Off-Road Plus driving mode, dirt antics are welcomed. The throttle becomes more sensitive when you place the vehicle into high-range four-wheel drive, and the shift points of the automatic gearbox and electronic stability control also change. Consider this to be the fun button. In contrast, using four wheels, the engine power is streamlined for maneuvers at low speeds, and the throttle response is softer. The only vehicle that can compete with this skill is the Toyota Tacoma TRD Pro. A formidable competitor is the electric Rivian R1T, although it costs $75,000 instead.
However, due to the lengthy wheelbase, all Gladiators struggle a little with rock crawling. While the Gladiator’s approach and departure angles are impressive, especially compared to the competition, its upper trims’ break-over angle of around 20 degrees makes it relatively simple to become stuck on a rock. A higher value is preferable. Lower trims are more comparable to 18 degrees. Pick your words wisely. A significant turning circle is also a result of the Gladiator’s lengthy wheelbase.
The Gladiator’s off-road optimization makes it a poor driver on the highway. The retro recirculating ball steering is shaky, erratic, and constantly noisy. There is a lot of tire and wind noise, even worse if all-terrain or mud tires are used. However, an independent front suspension truck will give you a more pleasant ride than a solid axle.
Fuel efficiency: Jeep Gladiator
Despite a brick-like form, the Gladiator offers respectable fuel efficiency, and the optional Diesel substantially improves this rating. 19 mpg combined is the rating for the 3.6-liter Pentastar Gladiators (17 cities, 22 highways with an automatic, and 16 and 23 with a manual). The Tacoma TRD Pro, Nissan Frontier Pro-4X, and Ford Ranger Tremor get approximately the same mpg, but it drops much more if you drive the engine hard. In actual driving situations, we obtained an average fuel economy of 16.7 mpg with a V6 Mojave.
Although Rubicon versions perform somewhat lower at 21 cities and 27highwaysy, the combined rating with the Diesel increases to a more healthy 24 mpg (22 cities, 28 highway). Even while the standard Colorado and Ranger, with their turbocharged four-cylinder engines, outperform the gas V6 Gladiators at up to 22 mpg combined, that is best-in-class efficiency now that the Chevrolet Colorado and GMC Canyon diesel have been terminated.
Safety & Driver Support
The Gladiator has not yet been thoroughly tested by the National Highway Traffic Safety Administration (NHTSA) or the Insurance Institute for Highway Safety (IIHS). However, the Australian New Car Assessment Program (ANCAP) only rated it three stars out of five. The Gladiator received three stars overall for the rollover and four stars for the front from NHTSA. However, these subpar ratings harmed the Gladiator’s total rating.
The truck’s absence of essential active safety equipment does not assist the situation. Blind-spot monitoring and rear park assistance are included in a $1,145 package, while adaptive cruise control and frontal collision warning are included in a separate $945 package. Honda, Nissan, and Toyota all provide several of these functions as standard equipment, while Ford at least makes additional gear accessible if these features are necessary.
Comfort & Room:
The Gladiator’s interior is functional and similar to the four-door Wrangler’s. Although spacious and comfortable, even the High Altitude model isn’t exceptionally “plush.” Even with gloves on, all buttons are big and simple to operate, although heated front seats and a heated steering wheel cost an additional $1,145. Unfortunately, there are no ventilated seats available. Mojave versions have front buckets that are more solidly reinforced, presumably to keep you safe when flying across the desert, but they are also not unpleasant.
In the Gladiator and the Wrangler, the unfamiliar must get accustomed to the driving position and bold dashboard, but you get used to the sitting configuration relatively fast. Tall individuals won’t feel crowded up front since plenty of space exists.
The Gladiator is unquestionably more family-friendly in the rear since it offers much more space than the Frontier, Ranger, or Tacoma crew cabs. There is a whole foot more legroom back there than in the Tacoma crew cab, at 38.3 inches. The Gladiator and Ridgeline are still the roomiest midsize vehicles, even if the back doors aren’t huge.
The roof and doors of the Gladiator may be removed, which adds to its character. Jeep provides you with the necessary equipment for the job, but it takes some time and might be uncomfortable for one person to use. There are several toppers available for a range of difficulties. The soft top flips back quickly; however, the challenging top needs two people to remove.
Infotainment: Jeep Gladiator
Jeep’s Uconnect system is among the finest in the business because of its powerful capabilities, dependable track record, and user-friendly layout. Standard displays are 7 inches, although higher trims have an 8.4-inch screen. The Gladiator is the type of vehicle where this information is not just a helpful addition but a genuine need. There is an off-road page with pitch and roll data, latitude and longitude coordinates, and gauges for essential data, like transmission and oil temperatures.
Both Android Auto and Apple CarPlay are standard, although both need wires. Also lacking is wireless charging, although there are USB-A and USB-C connectors and a 12-volt and 115-volt outlet.
Storage & Cargo Space:
By midsize truck standards, the Gladiator’s interior storage is standard. The only other storage spaces are a tiny center console, a cubby on the dashboard, and the space beneath the back seats that may be locked. Even finding a place to store your phone is complicated. However, Jeep enthusiasts will likely compare the Gladiator to the Wrangler more than the Tacoma, and the Wrangler isn’t able to match in this comparison for usefulness.
By class standards, the Gladiator’s 5-foot bed can handle anything from 1,105 to 1,700 pounds or 35.5 cubic feet of cargo, depending on trim. The bed length increases to 6 and a half feet when the tailgate is open, and a rail system is optionally available to aid in securing items. Heavy objects won’t be enjoyable to load since the tailgate is almost 3 feet above the ground. Additionally, plywood panels must ride above the rear wheel wells because there are only 44 inches between them.
Of course, the Gladiator can also tow if you want extra room. Unfortunately, you cannot add 7,700 pounds of additional towing capability with the extra Max Tow package to the extreme off-road trims. However, the manual V6 Gladiators are rated at 4,500 pounds, while the Diesel Rubicon can tow 6,000 pounds. The Tacoma and Frontier are under 7,000 pounds, while the Ranger can tow 7,500 pounds.
Design: Jeep Gladiator
No other truck, not even the Ram TRX or the Ford F-150 Raptor, can pull off adventurous cool quite like the Gladiator. The truck’s functional capabilities play a role in this, but its nice appearance also plays a role. The design is identifiable from anything else; the vibrant colors and the proportions are superb. It may also be converted into an open-air vehicle with a flat-folding windscreen and removable doors. Both its style and function are interrelated.
The Sport, and all other trims, have a basic appearance, but the Rubicon and Mojave Gladiators set themselves apart with their names imprinted on the hood. Depending on the trim, there are also distinct emblems and two hook colors.
The Jeep Gladiator has no high-end materials, so don’t expect them. Everything is made to be durable and straightforward to clean. A lot of plastic and rubber will likely lie about the cabin. But you want something like this in an off-road vehicle that can go through sand and mud. Nappa leather wouldn’t fit in this situation.
The Jeep Gladiator 2023: Is It Worth It?
The starting price of the 2023 Jeep Gladiator is $40,570, an increase of roughly $2,000 over last year. This price includes a $1,795 destination charge. The Sport, which lacks some genuinely top-notch gear, is included in that introductory price. The Willys Sport ($42,880), Sport S ($44,965), Willys ($48,015), Overland ($48,375), Freedom (also known as Texas Trail, $50,115), Mojave ($52,790), Rubicon ($52,790), and High Altitude ($55,875) are available in addition to those.
Which one you choose to choose will rely on your needs in terms of total value. The Sport S offers the best off-road capabilities of the lower-end Gladiator trims and is equipped with all-terrain tires and an anti-spin rear differential. This will allow for a few extras and, if desired, the $2,000 automatic gearbox, allowing you to create a Gladiator that looks professional and doesn’t cost an absolute fortune.
However, the Rubicon and Mojave are the purest and most excellent iterations. This vehicle is as much about off-roading as it is about being a truck. They are equally expensive but have various off-road specialties. Although the Rubicon is the rock crawler and has more equipment choices, including the Diesel (albeit it is also pricey at $4,150), the Mojave is more enjoyable to play about on mild terrain.
These Gladiators will have sticker prices up to $60,000 with desired options, more than $10,000 more than the Tacoma TRD Pro or Ranger Tremor.
In the sand and mud, such vehicles can keep up with the Mojave and Rubicon, but they will lag when the terrain becomes rough. They lack the riding height, approach and departure angles, and crawl ratios necessary to do the same tasks as a Gladiator. Spend more money on the Mojave or Rubicon if you have plans to go off-road; otherwise, the Sport S offers the whole Jeep open-air driving experience and adequate capabilities for 90% of customers.
How much does insurance for a 2023 Jeep Gladiator run?
Compared to its rivals, The Gladiator’s insurance expenses are approximately average. The Gladiator Mojave is the most costly model to insure, with an average yearly premium of $2,093 for a typical 30-year-old female driver with a spotless record. In contrast, a Chevrolet Colorado ZR2 costs $2,127; a Ford Ranger Lariat costs $1,947; a Toyota Tacoma TRD Off-Road costs $2,043; and a Honda Ridgeline costs $1,950.
Jeep Gladiator Generations
Second Generation
2020 to Present
Gladiator was first shown as a concept in 2005, but it wouldn’t return to Jeep showrooms until the 2020 model year. The Jeep Scrambler pickup from the 1970s, based on the Wrangler’s predecessor, the CJ-series, is the new Gladiator’s closest relative within the Jeep family. The new Gladiator is a much more contemporary vehicle and is only available as a crew-cab pickup. The 3.6-liter gasoline V6 was joined in 2021 by a second engine option, the 3.0-liter EcoDiesel V6.
First Generation
1962 to 1971
The 1963 model year saw the debut of the Gladiator nameplate. Wagoneer-based full-size pickup trucks with various bed widths and layouts were available in the Jeep “J” brand. In 1971, the Gladiator moniker was discontinued in favor of “J-series” nameplates like J2000 that were less flashy. In 1988, Jeep discontinued the J-series.
Verdict
The 2023 Jeep Gladiator strikes an incredible blend of usability for families, off-road prowess, and utility. Finally, a Jeep can navigate rocky terrain, pull a camper behind you, transport kids, and haul dirt bikes in the bed. All these things are impossible for a Wrangler to do, and the Gladiator performs well compared to other midsize pickups despite being louder and rougher on the road than others. Several trim levels are available, ranging from the entry-level Sport to the powerful Mojave and Rubicon and even the opulent High Altitude. However, beware: The Gladiator’s price starts high and increases rapidly.
