2020 Jeep Gladiator Review
What will it look like? Will it be called the Scrambler? The buzz has been building for years. But the real question in my mind is why are people going so crazy about the new Jeep pickup truck? I suppose the timing is right seeing as how off-road trucks are suddenly hot. But I suspect that it’s our insatiable appetite for things we can no longer have that is driving this frenzy. After all, Jeep hasn’t produced a truck in over a quarter century. So here we are with a revival of the Gladiator, harkening back to a Jeep truck of the same name produced until 1972. A 2020 model that’ll arrive by next summer, the Gladiator will be offered in 4 trim levels ranging from Sport to this; the mighty Rubicon. No longer called compact, this is a midsize truck; a Wrangler stretched by 2 ½ feet, in a 4-door crew cab/short box configuration. It’s initially available with the company’s ubiquitous 3.6-liter V6 with either a standard 6-speed manual or optional 8-speed automatic; a 3.0-liter diesel is planned for 2020. Compared with a 4-door Wrangler, the Gladiator has made some tradeoffs to its off-road capabilities in favor of the 5-foot bed, evident in its lesser breakover and departure angles. But this Rubicon still flaunts its heavy-duty axles, a deep 4LO gear with impressive crawl ratios, more suspension articulation thanks to an electronic disconnecting sway bar, 33” tires, rock rails and up to 30” of water fording. And towing has ballooned all the way up to 7,650 pounds. Plus, you still get to have open-air fun, with a standard soft top or available 3-piece hardtop, fold down windshield and lightweight removable doors. Jeep says the Gladiator has been specifically tuned for a higher degree of ride comfort while preserving its claim as the most capable midsize truck ever. And of course customization will run wild, with Mopar offering more than 200 parts and accessories alone.
2020 Jeep Gladiator Overland Review
What will it look like? Will it be called the Scrambler? The buzz has been building for years. But the real question in my mind is why are people going so crazy about the new Jeep pickup truck? I suppose the timing is right seeing as how off-road trucks are suddenly hot. But I suspect that it’s our insatiable appetite for things we can no longer have that is driving this frenzy. After all, Jeep hasn’t produced a truck in over a quarter century. So here we are with a revival of the Gladiator, harkening back to a Jeep truck of the same name produced until 1972.
When I was a kid my neighbor owned a Comanche and even then I thought the idea was cool; take a rugged Jeep and give it some payload capability. But other than various one-off concept vehicles, Jeep abandoned the pickup idea in 1992. But with Ram’s cupboard empty, the timing was right to resurrect a mid-size truck and brand it as a Jeep. And of course, use the Wrangler as its foundation.
There are a lot of highly capable pickup trucks on the market right now but the Gladiator distinguishes itself with its boxy, iconic Jeep design and the unique ability to do things like remove the roof, drop the windshield and even take off all the doors for a highly personalized, very fun off-road experience.
Pricing for a base Gladiator Sport starts at just over $35,000. But if you prefer yours with a more finished feel then it’s this Overland trim you’ll want costing about $7k more. And then for the true adventurer seeker, the mighty Rubicon model resides at the top starting at about $45k.
Now, if this had been the Rubicon model it would have come with some real off-road tires but this Overland trim comes with these rather wimpy Bridgestones so I’m not sure how far we’re really going to take this off-road.
I find the combination of these highway tires and the Trail Rated badge to be an oxymoron, but with heavy duty axles front and rear, 10” of ground clearance and a 4-low gear a little rock and mud is in order. Once inside, it’s easy to forget you’re not in a Wrangler Unlimited with one major exception – this one rides smoother. Hit a bump and the rear axle hops around like truck, but otherwise the Gladiator is surprisingly quiet, softly sprung and very around the town friendly with a powerful V6 and an 8-speed auto that shifts as serenely as they come. In terms of a car-like driving experience it’s no Honda Ridgeline but the Gladiator’s everyday friendliness, 285 horsepower output and19mpg solidly hits the mark both on and off-road. A diesel V6 is also on the way.
Its chops out here are solidified. Body-on-frame construction. Dana 44 axles. Skid plates for the fuel tank and transfer case. Tow hooks front and rear. A limited slip differential. An over 40 degree approach angle. A wash-out interior with removable carpet and drain plugs. It’s a Jeep alright and with the roof off it’s like you’ve gone on a safari.
This body colored three-piece hardtop is an over $2000 option but it’s one I’d want and it’s really easy to remove for that cool, open air experience for all passengers. Jeep provides the tools and there’s even a nifty storage space to store the fasteners. I heard a lot of whining though from my rear seat passengers concerning turbulence.
I’ve left the doors on but the roof has come off…just make sure you’ve got a buddy to help you lift it. The Freedom panels come off in 2 pieces at the front without the need for any tools but when you want to remove the whole shebang you’ll need the supplied ratcheting wrench and the Torx bit.
More so than any other, FCA brings cleverness to their vehicles. Just check out the rear seats. They can fold up or down, there’s underfloor lockable storage bins and a quality, removable Bluetooth speaker. 2 USB and 2 USB-C ports, and a 9-speaker Alpine stereo system with an all-weather subwoofer keep things very modern and smart back here.
The Gladiator is essentially a Wrangler stretched by a 2 ½ feet. It only comes in a 4-door, crew cab, short-box configuration. Now, I live with a Tacoma with a small box and it can definitely be frustrating at times but this one at least has some cleverness about it.
The damped tailgate, cargo lights, spray-in bedliner, a power outlet and an adjustable tie down system help overcome its 5’ size. With the optional Trailer Tow package this 8-speed Overland model is capable of 6,000 pounds…2,000 more than with the 6-speed manual. If towing is of the utmost importance, the Gladiator Sport with the auto and shorter gearing can handle 7,650 pounds. Payload capacity is 1,120 pounds.
Even on these highway tires the Gladiator feels remarkably capable on the trail and having the roof off gives you that closer to nature experience. On road, the ride is definitely softer and more refined than the Wrangler’s though the steering gets a zero for feel...it requires constant corrections. And hey - on this non-Rubicon model why not include an auto 4 wheel drive mode in addition to the locked settings.
This Overland model has been loaded with options, totaling $55,485. From things you might not expect, like Adaptive Cruise Control and Smart Key entry to things you probably would such as LED lighting and FCA’s brilliantly easy to use UConnect System, this one has it all with the exception of leather. Heavy on creature comforts with excellent electronics integration this midsized truck carries an MSRP close to that of a Ram 1500 Limited. And the other caveat is this: if you don’t ever intend to explore the Gladiator’s distinguishing traits there are better choices out there for less…the Chevy Colorado ZR2 immediately comes to mind.
But I do like this Gladiator…it would make for a fun 2nd vehicle, just make mine a Rubicon.
When I was a kid my neighbor owned a Comanche and even then I thought the idea was cool; take a rugged Jeep and give it some payload capability. But other than various one-off concept vehicles, Jeep abandoned the pickup idea in 1992. But with Ram’s cupboard empty, the timing was right to resurrect a mid-size truck and brand it as a Jeep. And of course, use the Wrangler as its foundation.
There are a lot of highly capable pickup trucks on the market right now but the Gladiator distinguishes itself with its boxy, iconic Jeep design and the unique ability to do things like remove the roof, drop the windshield and even take off all the doors for a highly personalized, very fun off-road experience.
Pricing for a base Gladiator Sport starts at just over $35,000. But if you prefer yours with a more finished feel then it’s this Overland trim you’ll want costing about $7k more. And then for the true adventurer seeker, the mighty Rubicon model resides at the top starting at about $45k.
Now, if this had been the Rubicon model it would have come with some real off-road tires but this Overland trim comes with these rather wimpy Bridgestones so I’m not sure how far we’re really going to take this off-road.
I find the combination of these highway tires and the Trail Rated badge to be an oxymoron, but with heavy duty axles front and rear, 10” of ground clearance and a 4-low gear a little rock and mud is in order. Once inside, it’s easy to forget you’re not in a Wrangler Unlimited with one major exception – this one rides smoother. Hit a bump and the rear axle hops around like truck, but otherwise the Gladiator is surprisingly quiet, softly sprung and very around the town friendly with a powerful V6 and an 8-speed auto that shifts as serenely as they come. In terms of a car-like driving experience it’s no Honda Ridgeline but the Gladiator’s everyday friendliness, 285 horsepower output and19mpg solidly hits the mark both on and off-road. A diesel V6 is also on the way.
Its chops out here are solidified. Body-on-frame construction. Dana 44 axles. Skid plates for the fuel tank and transfer case. Tow hooks front and rear. A limited slip differential. An over 40 degree approach angle. A wash-out interior with removable carpet and drain plugs. It’s a Jeep alright and with the roof off it’s like you’ve gone on a safari.
This body colored three-piece hardtop is an over $2000 option but it’s one I’d want and it’s really easy to remove for that cool, open air experience for all passengers. Jeep provides the tools and there’s even a nifty storage space to store the fasteners. I heard a lot of whining though from my rear seat passengers concerning turbulence.
I’ve left the doors on but the roof has come off…just make sure you’ve got a buddy to help you lift it. The Freedom panels come off in 2 pieces at the front without the need for any tools but when you want to remove the whole shebang you’ll need the supplied ratcheting wrench and the Torx bit.
More so than any other, FCA brings cleverness to their vehicles. Just check out the rear seats. They can fold up or down, there’s underfloor lockable storage bins and a quality, removable Bluetooth speaker. 2 USB and 2 USB-C ports, and a 9-speaker Alpine stereo system with an all-weather subwoofer keep things very modern and smart back here.
The Gladiator is essentially a Wrangler stretched by a 2 ½ feet. It only comes in a 4-door, crew cab, short-box configuration. Now, I live with a Tacoma with a small box and it can definitely be frustrating at times but this one at least has some cleverness about it.
The damped tailgate, cargo lights, spray-in bedliner, a power outlet and an adjustable tie down system help overcome its 5’ size. With the optional Trailer Tow package this 8-speed Overland model is capable of 6,000 pounds…2,000 more than with the 6-speed manual. If towing is of the utmost importance, the Gladiator Sport with the auto and shorter gearing can handle 7,650 pounds. Payload capacity is 1,120 pounds.
Even on these highway tires the Gladiator feels remarkably capable on the trail and having the roof off gives you that closer to nature experience. On road, the ride is definitely softer and more refined than the Wrangler’s though the steering gets a zero for feel...it requires constant corrections. And hey - on this non-Rubicon model why not include an auto 4 wheel drive mode in addition to the locked settings.
This Overland model has been loaded with options, totaling $55,485. From things you might not expect, like Adaptive Cruise Control and Smart Key entry to things you probably would such as LED lighting and FCA’s brilliantly easy to use UConnect System, this one has it all with the exception of leather. Heavy on creature comforts with excellent electronics integration this midsized truck carries an MSRP close to that of a Ram 1500 Limited. And the other caveat is this: if you don’t ever intend to explore the Gladiator’s distinguishing traits there are better choices out there for less…the Chevy Colorado ZR2 immediately comes to mind.
But I do like this Gladiator…it would make for a fun 2nd vehicle, just make mine a Rubicon.
2020 Jeep Gladiator Mojave 4X4 Review
If you’re into 4-wheeling, then you know that not all off-roading is the same. So while the Trail-Rated badge graces Jeep 4X4s after they’ve proven themselves in 5 critical categories, this first-ever Desert Rated Jeep operates under a different set of criteria.
I’ve been to the Mojave Desert but it’s about a 40 hour drive from here so my jaunts are taking place in more typical Jeep environs where things generally happen slowly. But Jeep says this is the ultimate in high-speed off-road capability while traversing sand. That’s a pretty specific skillset to which, unfortunately, I cannot speak. But that doesn’t mean I haven’t been able to get up some speed while experiencing what this new suspension is all about. And of course, I’ve been putting it through the normal rock and mud rigors for which Jeeps are famous.
The Mojave is designed for a high-speed, sandy environment so it’s not as concerned with water fording and articulation as it is ride control and stability and desert prowess.
Hydraulic jounce bumpers allow you to use every bit of suspension travel without harsh bottoming while FOX shocks with external bypass can withstand incredible punishment. There’s also a reinforced frame, a 1” lift in the front, stronger axles and steering knuckles and 33” Falken all-terrain tires. Muds are optional.
There’s also a half-inch increase in the track which gives this Gladiator a boss stance but a truck like this is all about the suspension; how it’s engineered and how much it handle while it’s flying down the trail, keeping the driver in control. These reservoirs keep the fluid cool and thus resist fade after prolonged use…kind of like a good set of brakes. But honestly, I’m not sure I can tell much difference at least out out here between Mojave and a Rubicon. Both are amazingly talented at keeping the wheels on the ground and the roof facing the sky, even while traversing rutted, high slope gravel like this. Ground clearance tops 11.5”, there’s a 45 degree approach angle and a low speed crawl ratio perfect for the rocks. There’s also this Off Road + button which is one-stop shopping for getting everything in order. In 4 Low, the engine and transmission calibration become focused on rock crawling and controllability with a more aggressive brake lock differential tuning at slow speeds. In 4 High the Mojave is setup for elevated speeds with traction and stability control turned off. And later in the model year, you’ll even be able to lock the rear axle at high speeds. For now, it’s only available in 4 Low.
In my neck of the woods the Mojave doesn’t make a ton of sense simply because we don’t have that kind of terrain. Our off-roading is more about slow going narrow trails and mud and not speed. That being said, since when does owning any Jeep like this come down to a rational decision? I’m sure for most Mojave owners it’s simply about having one badass truck.
Priced from about $45,000 and positioned between the Overland and Rubicon, the Mojave is powered by a 285 horsepower V6 with either a 6-speed manual or 8-speed auto. Fully loaded like this with every goodie you can get, the MSRP lands at $61,315. And now you’re wading into Ford Raptor money which is a bigger, far more powerful truck with similar suspension.
Like the Rubicon or any other truck with big off road tires the Mojave is less on-road friendly and the V6 feels as though this is as much weight as it’s willing to take. You know what would be fun to really put this this Jeep in Raptor territory? A HEMI.
This Gladiator has a very complete, high-end feel with tons of cool features like the Off-Road Pages and little touches that show that Jeep sweats the details. This one even has adaptive cruise control, auto high beams, a headliner in the hardtop, all the safety tech, leather and class leading infotainment with deep reserves of features. Check this out – the off-road cams can even be cleaned right from here. The only thing is that you still have to press a button on the key fob to get inside otherwise this is cleverness personified with underfloor storage, a roll up tonneau cover and a multi-stage, damped tailgate. Just keep in mind that it’s a big step up inside and these optional rock sliders with step assist don’t provide much meat to place your foot.
Rated at 19mpg in mixed driving with a very truck-ish ride quality and requiring near constant steering corrections I wouldn’t relish driving the Mojave on an everyday basis but its off-road chops and coolness levels are on point. The Wrangler pickup is a compelling small truck option but it’s small and pricey while the Raptor is far more user friendly but gets even pricier.
Anyone who likes Jeeps would love to have this one in their garage for those doors off, windshield down, top removed kind of days…just ask Siri where the nearest desert is.
I’ve been to the Mojave Desert but it’s about a 40 hour drive from here so my jaunts are taking place in more typical Jeep environs where things generally happen slowly. But Jeep says this is the ultimate in high-speed off-road capability while traversing sand. That’s a pretty specific skillset to which, unfortunately, I cannot speak. But that doesn’t mean I haven’t been able to get up some speed while experiencing what this new suspension is all about. And of course, I’ve been putting it through the normal rock and mud rigors for which Jeeps are famous.
The Mojave is designed for a high-speed, sandy environment so it’s not as concerned with water fording and articulation as it is ride control and stability and desert prowess.
Hydraulic jounce bumpers allow you to use every bit of suspension travel without harsh bottoming while FOX shocks with external bypass can withstand incredible punishment. There’s also a reinforced frame, a 1” lift in the front, stronger axles and steering knuckles and 33” Falken all-terrain tires. Muds are optional.
There’s also a half-inch increase in the track which gives this Gladiator a boss stance but a truck like this is all about the suspension; how it’s engineered and how much it handle while it’s flying down the trail, keeping the driver in control. These reservoirs keep the fluid cool and thus resist fade after prolonged use…kind of like a good set of brakes. But honestly, I’m not sure I can tell much difference at least out out here between Mojave and a Rubicon. Both are amazingly talented at keeping the wheels on the ground and the roof facing the sky, even while traversing rutted, high slope gravel like this. Ground clearance tops 11.5”, there’s a 45 degree approach angle and a low speed crawl ratio perfect for the rocks. There’s also this Off Road + button which is one-stop shopping for getting everything in order. In 4 Low, the engine and transmission calibration become focused on rock crawling and controllability with a more aggressive brake lock differential tuning at slow speeds. In 4 High the Mojave is setup for elevated speeds with traction and stability control turned off. And later in the model year, you’ll even be able to lock the rear axle at high speeds. For now, it’s only available in 4 Low.
In my neck of the woods the Mojave doesn’t make a ton of sense simply because we don’t have that kind of terrain. Our off-roading is more about slow going narrow trails and mud and not speed. That being said, since when does owning any Jeep like this come down to a rational decision? I’m sure for most Mojave owners it’s simply about having one badass truck.
Priced from about $45,000 and positioned between the Overland and Rubicon, the Mojave is powered by a 285 horsepower V6 with either a 6-speed manual or 8-speed auto. Fully loaded like this with every goodie you can get, the MSRP lands at $61,315. And now you’re wading into Ford Raptor money which is a bigger, far more powerful truck with similar suspension.
Like the Rubicon or any other truck with big off road tires the Mojave is less on-road friendly and the V6 feels as though this is as much weight as it’s willing to take. You know what would be fun to really put this this Jeep in Raptor territory? A HEMI.
This Gladiator has a very complete, high-end feel with tons of cool features like the Off-Road Pages and little touches that show that Jeep sweats the details. This one even has adaptive cruise control, auto high beams, a headliner in the hardtop, all the safety tech, leather and class leading infotainment with deep reserves of features. Check this out – the off-road cams can even be cleaned right from here. The only thing is that you still have to press a button on the key fob to get inside otherwise this is cleverness personified with underfloor storage, a roll up tonneau cover and a multi-stage, damped tailgate. Just keep in mind that it’s a big step up inside and these optional rock sliders with step assist don’t provide much meat to place your foot.
Rated at 19mpg in mixed driving with a very truck-ish ride quality and requiring near constant steering corrections I wouldn’t relish driving the Mojave on an everyday basis but its off-road chops and coolness levels are on point. The Wrangler pickup is a compelling small truck option but it’s small and pricey while the Raptor is far more user friendly but gets even pricier.
Anyone who likes Jeeps would love to have this one in their garage for those doors off, windshield down, top removed kind of days…just ask Siri where the nearest desert is.