The midsize Jeep Gladiator pickup impressed recreational enthusiasts when it first debuted as a 2020 model. Replacing the rear cargo space of the four-door Jeep Wrangler SUV with a 5.5-foot truck bed gave it instant off-road credibility. The Northwest Automotive Press Association named the new Gladiator the Northwest Outdoor Activity Vehicle of the Year following comparison tests with other midsize pickups at Mudfest 2019.
"The all-new 2020 Jeep Gladiator earned its title with an exceptionally functional blend of SUV and pickup attributes," NWAPA President John Vincent of U.S. News & World Report said when announcing the vote by regional automotive journalists.
With its boxy styling and huge flared fenders, the Gladiator was easily the most traditional-looking truck at the event. It was also voted Best Pickup and Best Extreme Capability Vehicle. At the time we wrote, “Journalists were impressed by the Jeep's extreme off-road 4X4 capabilities, its smooth, quiet on-road manners, and the fact that the Gladiator is the only pickup on the market with a removable top.”
Fast-forward four years and little has changed about the Gladiator except for an upgraded 12.3-inch digital gauge display and upgraded infotainment system. Although some competitors have released redesigned or new models, the Gladiator is still the most off-road capable because it is based on the Wrangler, the direct descendant of the legendary WWII Jeeps. Others are more refined and ride better on pavement, but, as we noted when reporting on the Mudfest 2019 results, the Gladiator is surprisingly suitable for daily driving and chores because of the comfort provided by its coil spring rear suspension.
That also gives the Gladiator its best-in-class payload rating of 1,600 pounds, and up to 7,650 pounds of towing capacity, properly equipped.
All Gladiators come standard with the 3.6-liter Pentastar V6 first developed by Chrysler before it was absorbed into the Stellantis automotive group. That was a long time ago and competitors are offering a range of newer turbocharged four- and six-cylinder engines that produce more power. At the same time, the 285 horsepower and 260 pound-feet of torque from the normally-aspirated V6 is adequate for most driving, and its reliability is well-proven.
Jeep already offers a plug-in hybrid engine for the Wrangler, so expect additional choices in coming years.
The Gladiator is available with a 6-speed manual or 8-speed TorqueFlite automatic transmission. Buyers can choose the standard CommandTrac dual-range 4X4 or an advanced system with electronic locking differentials in the higher trim levels.
The 2024 Gladiator is available in a dizzying 11 trim levels, begin at $39,790 for the base Sport. My tester was a next to the top-of-the-line Mojave X, one of several versions factory upgraded for better off-road abilities with more ground clearance, specially tuned suspensions, more underbody protection, larger wheels and tires, tow hooks, and other functional features. It also came with an 8-speed automatic transmission, optional removable front and rear hardtops, 33” wheels on 17” tires, a spray-in bedliner, an upgraded infotainments system and more. But the final $68,880 price tag was still less than some mid-range, two-wheel-drive full-size pickups.
At the same time, even the less expensive Sport model is probably all the truck that most people need since it comes standard with good ground clearance, a rugged suspension, and the basic version of Jeep’s legendary four-wheel-drive system.
All versions of the Wrangler and Gladiator are perhaps the most analog vehicles for sale in America, and I mean that in a good way. The automatic transmission shifter in a big lever sticking up from the floor, not a push button panel or dial. The same for shifting from two-wheel drive high all the way to four-wheel low. The radio controls are big knobs, like the one for the air conditioner fan speed. No more searching through a display for simple adjustments.
With a wheelbase that is already 19.5 inches longer than a four-door Wrangler, the additional height, bigger wheels and tires, and special hood made my Gladiator Mojave look and drive more like a full-size truck than a midsize. Jeep says the upgrades are designed to improve performance on large sand dunes, hence the name. They also boost overall off-road capabilities, too, especially the tuned suspension and larger tires. But it was also easy to drive around town – or at least as easy as any big truck, aided by its excellent visibility and back up camera for parallel parking.
Getting in and out of the Mojave was a little challenging because of its additional ride height. Running boards might be a good option, at the expense of reducing ground clearance. Once inside the heated leather seats were very comfortable. The 8.4-inch display was easy to read and use, and it is even standard on the base model. As the only truck with removable roof panels, removable door and a fold down windshield, the mounting hardware is part of the interior design, giving the interior a more functional feel than its competitors.
The midsize pickup market has gotten increasingly competitive in recent years with the introduction of the redesigned Toyota Tacoma and more off-road capable versions of the Chevy Colorado and GMC Canyon. But, for recreational enthusiasts, nothing looks and drives like the 2024 Gladiator because of its historic Jeep roots. And everyone else should find it to be good for work and play, too.
2024 Jeep Gladiator
Base price: $39,790 (Sport)
Price as tested: $68,880 (Mojave X)
Type: Mid-size pickup truck
Engine: 3.6-liter V6 (285 hp, 260 lbs-ft)
Transmissions: 6-speed manual; 8-speed automatic (as tested)
EPA estimated mileage: 17/22
Overall length: 218 inches
Curb weight: 5,072 pounds
Final assembly: Toledo, Ohio
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