The new 2020 Jeep Gladiator is Jeep’s first pickup truck in 27 years. Rather than compete head-on in idea with different mid-sized pickups out there like Chevy’s Colorado and Ford’s new Ranger, Jeep has primarily based it loosely on the legendary Wrangler in an effort to preserve almost all of that car’s off-roading functionality within the transformation to pickup life. The Gladiator tackles off-road duties like, properly, a Jeep, however it may possibly additionally haul larger masses than different mid-sized vehicles.
Jeep officers stress the notion that the Gladiator is 100% truck and in addition 100% Jeep, which implies stable axles, boxiness, mud-wrestling by way of slimy trails, and being prepared for something. It’s rated to tow greater than almost every thing in its class, nevertheless it does not actually love that function. So, we have pushed it, spat filth and rocks off its tires, and scraped its dangly bits to take you deep into the Gladiator area.
Rolling within the deep and muddy
This Gladiator’s area occurs to be filthy; that is the place Jeeps shine. On the street, although, the Gladiator acquits itself properly. A 19.6-inch (500mm) longer wheelbase than Wrangler reduces rocking and porpoising over bumps and heaves within the street. Steering itself is quite obscure and sluggish to react, however one should modify expectations of a car with this sort of off-roading focus. No car with this sort of means within the rocky stuff additionally ticks the sports-car-steering field.
The Gladiator physique shares entrance fenders, hood, and doorways with the Wrangler however little else. Ground clearance is beneficiant; the highest Rubicon mannequin affords 11.1 inches (282mm) the place the bottom mannequin affords 10 inches (254mm), each of that are larger than any Toyota Tacoma or Chevy Colorado. For severe off-roaders, 35-inch outer diameter tires will match beneath the fenders with none modifications.
The Gladiator comes as a four-door with the five-foot-long mattress out again, however there are variations inside that spectrum. As on the Wrangler, you may go for a gentle prime that peels again. You can take away the doorways with the supplied instruments, as properly. Finally, within the openness stakes, the windshield lays ahead and flat.
When climbing up and down mud-soaked rocks, few tires can generate sufficient grip to stop somewhat slippage, however as a result of the Gladiator is narrower than the opposite mid-sized pickups, a small slip right here and a skid there does not quantity to a lot on slim trails. The skid plates defending the chassis beneath acquired a exercise. Rain and dust erased most of the two-track ruts on the paths we used exterior Sacramento, California, plus the vaunted Rubicon Trail close to Lake Tahoe, serving to floor the Gladiator on a number of events. Sometimes the grounding was accompanied by a 100-dB “bang!” But that is why it has skid plates within the first place. The Gladiator met each problem we threw at it.
The truck’s entrance anti-roll bar might be disconnected by way of a small sprint button, giving larger suspension journey and articulation for the extra excessive stuff. Our Rubicon model allowed manually locking up each entrance and rear differentials for the best potential traction on numerous surfaces and climbing and descending the steepest grades. The Gladiator can even traverse water as much as 30 inches (76cm) deep; all its digital modules and electrical connections are mounted above that top, and all connectors are sealed, plus the inside carpeting is detachable and washable.
Ready for something inside
Inside, the mission is clearly readiness. The entrance seats don’t have any energy adjustment choice, so you may hose out mud-encrusted flooring with out worry of shorting out controls. As within the Wrangler, although, these with lengthy legs might do with a bit extra legroom up entrance. One repair is to regulate the entrance buckets for max top, which successfully provides you a bit extra distance to the pedals. But this concurrently boosts a tippy feeling, because the truck is on a lateral incline and accentuates head toss over sure bumps.
Hardtops have detachable panels, however there isn’t any handy and safe place to retailer these panels on board. You might place them within the mattress, however they’d slide round, damaging themselves. They’ll slide round within the again seats, too. Padded sleeves that strap within the mattress can be the very best answer.
The Uconnect infotainment system is kind of well-done and really user-friendly. Apple CarPlay and Android Auto integration is normal throughout all fashions, although an up-level system provides many extra options and a bigger display. This is similar system as in different FCA merchandise, and regardless that it has been available on the market for a number of years, it nonetheless works very properly and reveals nearly no lag.
Rear seat occupants of the Gladiator will probably be shocked by the room, particularly up excessive. There’s four inches (102mm) extra headroom in again than the Honda Ridgeline pickup, itself no slouch on inside area. And even with the entrance seats pushed all the way in which again of their tracks, there’s nonetheless respectable rear legroom.
Those rear seatbacks additionally fold to offer a flat parcel shelf, whereas the seat bottoms pivot upwards to allow loading of bigger objects. With that rear seat backside up, you even have entry to configurable, lockable storage bins. These bins additionally home neat holders to type the varied bolts that safe detachable bits just like the doorways, the hardtop, and many others., in order that whenever you’ve opened up the Gladiator to full publicity, they’re well-marked in a software equipment for all fasteners with pictograms and icons.
The engine room with room for extra variation
The Gladiator is powered by one engine at first launch, a 3.6L, 285hp (213kW) V6 which additionally generates 260lb-ft (353Nm) of torque and is shared amongst many Chrysler and FCA automobiles. It might be mated to both a six-speed guide or an eight-speed automated transmission. Further, as a result of the Gladiator should present severe off-roading means, all however the base manual-transmission fashions include a two-speed switch case offering low vary for slow-going and steep climbing.
We drove each transmission configurations, and, regardless of the quaint purity of the guide transmission, we might at all times go for the automated. Rowing your personal gears within the Gladiator simply is not that compelling. It can grow to be tedious in site visitors and—for the novice—considerably jerky when off-roading. Fuel economic system rankings for the fuel engine are 17/22/19mpg metropolis/freeway/mixed with the automated transmission, and 17/23/19 with the guide.
Jeep lists a most trailer towing capability of seven,650 kilos (3,470kg), claiming the highest determine of any of the mid-sized truck competitors. A deep look into the brand new Ford Ranger’s max tow ranking reveals a determine of seven,500 kilos (3,402kg) when correctly outfitted. However, Chevy lists the max towing for its Colorado at 7,700 kilos (3,493kg), although that requires the optionally available diesel engine and rear-drive solely.
The numerous Gladiator trims start with the Sport, at $35,040 (all costs embody vacation spot costs), spanning as much as the highest Rubicon, beginning at $45,040. Our take a look at mannequin was optioned with over $14,000 value of choices that drove the underside line to a whopping $59,830. That’s a staggering sum for a Jeep, even whether it is supremely succesful and distinctive.
Jeep’s declare that the Gladiator is 100% Jeep is certainly proper on the cash. We couldn’t discern any real-world downsides to having that additional size and lesser break-over angle with its susceptibility to high-centering over rocky terrain, plus the added wheelbase improves the Gladiator’s on-road trip high quality.
On payload, the Gladiator meets the 100% truck declare, nevertheless it does not tow heavy or giant trailers as fortunately because it performs off-road, nor in addition to any full-size pickup. With a Streamliner camper or a race automobile trailer we hitched up, the Gladiator did the job, nevertheless it climbed extra laboriously, and the steering grew much more obscure and apt to wander, even after adjusting trailer tongue weight. But realistically, few folks will topic something smaller than a full-size truck to common bouts of towing.
So for its practical duties, each on and off street, the Gladiator meets and exceeds expectations. But for the highest Rubicon with some full-capability and lively security choices, you will should fork over an old-time fortune for the privilege.
Listing picture by Jim Resnick