The sheer scale of Stellantis is almost incomprehensible. We’re talking about some 14 brands and factories on every continent except Antarctica, yet the weirdest thing the group makes might be the Jeep Gladiator. It’s a convertible crew cab pickup truck that’s essentially a stretched Wrangler with a bed, and that makes it rather different from its rivals.
There’s a lot going against the Gladiator on paper. It’s not the most efficient midsize truck, nor is it the least expensive. It’s lacking in one critical off-road angle compared to its peers, but the off-road-focused solid front axle results in its own compromises. And yet, there’s something captivating about it you won’t find on a spec sheet. After spending a week with one, I totally and completely get it.
[Full disclosure: Jeep Canada let me borrow this Gladiator for a week so long as I kept the shiny side up, returned it clean with a full tank of fuel, and reviewed it.]
The Basics
Engine: Dual overhead cam 24-valve 3.6-liter V6.
Transmission: Eight-speed torque converter automatic.
Drive: Part-time shift-on-the-fly four-wheel-drive with low range, available locking rear differential.
Output: 285 horsepower at 6,400 RPM, 260 lb.-ft. of torque at 4,400 RPM.
Fuel Economy: 17 MPG city, 22 MPG highway, 19 MPG combined (13.7 L/100km city, 10.8 L/100km highway, 12.4 L/100km combined)
Maximum Towing Capacity: 7,700 pounds.
Maximum Payload Capacity: 1,720 pounds.
Base Price: $42,010 including freight ($52,890 in Canada).
Price As-Tested: $58,280 including freight ($71,025 in Canada).
Why Does It Exist?
From the moment the Comanche was discontinued in 1992, a small subject of Jeep fans clamored for another pickup truck from the brand. Something they could load up with gear and hit the trails in. It would take until 2019, but Jeep answered the call with the Gladiator, a Wrangler-based midsize crew cab pickup truck that’s a decidedly left-field choice among Toyota Tacomas, Ford Rangers, Chevrolet Colorados, and Nissan Frontiers.
How Does It Look?
From the seven-slot grille to the fenders to the shape of the rear doors, there’s no denying that the Gladiator is basically Wrangler, but truck. This particular Gladiator is the Willys ’41 Edition, which means it comes with an excellent set of retro alloy wheels that are color-matched to the body. Olive green just works on a Jeep, although you know what doesn’t work? The hood scoop. It’s entirely fake, a slab of all-American faux machismo. As for the five-foot bed, it’s noticeably narrower above the wheel wells than on most rivals, and there’s quite a step up into it. However, it still proved fine for a series of dump runs loaded up with stuff you wouldn’t want to haul inside an SUV.
What About The Interior?
The Wrangler familial traits continue inside the Gladiator, because this truck borrows its entire dashboard, console, and door cards from its shorter-wheelbase sibling. You won’t find much in the way of soft-touch plastic here, fitting for a vehicle with easily removable doors and a top you can’t put up from the driver’s seat whilst on the move. Did some raindrops get inside? Wipe it off, it’s built for it. However, don’t think it’s as spartan as a portable lavatory in here. Some cloth on the face of the dashboard and splashes of red and pewter accents go a long way towards livening up the cabin.
As for comfort, the Gladiator features a weird mix of ergonomic benefits and hinderances. The netted door bins are virtually useless, there’s no dead pedal for the driver’s left foot, and the dashboard-mounted window switches are awkward to use. On the other hand, the front seats are reasonably comfy, the window sill’s low enough to rest an elbow on, and this thing has by far and away the most spacious rear seat of any body-on-frame midsize truck. We’re talking more than four extra inches of legroom over a Tacoma, and there’s even still space behind the rear seat to stow the soft top window. This particular test car came optioned with lockable storage under the rear seat squabs too, just in case the big center console bin isn’t enough.
How Does It Drive?
While the Wrangler is available with Chrysler’s two-liter turbocharged four-cylinder engine, you won’t find forced induction under the hood of its brother. Each and every Gladiator gets the long-running Pentastar 3.6-liter V6, a 285-horsepower naturally aspirated engine with rather peaky power delivery. Its maximum torque output of 260 lb.-ft. doesn’t arrive until 4,400 RPM, so it’s no surprise that the eight-speed automatic transmission is keen to let the engine rev out. While not brilliant for fuel consumption, such behavior does allow for rather reasonable acceleration. Plenty sufficient given the Gladiator’s handling tradeoffs made in the pursuit of off-road performance.
See, the Gladiator is the only mainstream midsize truck to come with a solid front axle. Amazing for articulation when the going gets rocky, but solid front axle vehicles aren’t known to have the most precise steering. Indeed, thanks to a relatively slow ratio in the Gladiator’s steering box, flat bodysides that catch the wind like a sail, and likely the inherent geometry of the truck’s suspension setup, you’ll be making larger corrections on the highway than you would in a Ranger or Colorado. It’s much better than it used to be thanks to an upgraded steering box, but it’s a quirk you’ll need to get used to. It’s the same deal with the road noise through the soft top and the whine from the optional all-terrain tires: All part of the program.
However, it doesn’t take long to make peace with the Gladiator’s quirks. There’s a pure sense of occasion that comes with dropping the top and feeling the breeze through your coiff. Visibility’s outstanding by midsize truck standards, whispers of actual steering feedback make their way up the column, and ride comfort’s nicely judged. You don’t need to set a wheel off the tarmac to have fun in the Gladiator, but when you do, proper four-wheel-drive and an available locking rear differential are there to help make up for a slightly subpar breakover angle.
Does It Have The Electronic Crap I Want?
Thanks to a 2024 facelift, every new Gladiator gets a 12.3-inch touchscreen infotainment system that’s a big step up in clarity over the old screen, even if the menu structure isn’t the easiest to navigate. Wireless Apple CarPlay and Android Auto are also on deck, the dashboard’s bursting to life with physical buttons and knobs, and every new Gladiator comes with adaptive cruise control with automatic emergency braking. However, the cheapest Gladiator is sparsely equipped beyond those key highlights. Things like the seven-inch color screen in between the dials, heated seats, blind spot monitoring, LED headlamps and taillamps, and remote starting are all optional extras. As for the optional Alpine sound system, it’s loud enough to drown out road noise but rather muddy when you crank it up.
Three Things To Know About The 2026 Jeep Gladiator
- With the right option box ticked, it can out-tow a Tacoma, Frontier, or Ranger.
- It has substantially more rear legroom than any other body-on-frame midsize truck.
- It still drives like a Jeep.
Does The 2026 Jeep Gladiator Fulfil Its Purpose?
That depends on how you define the Gladiator’s purpose, as there are a litany of reasons to choose other midsize trucks over it. The Chevrolet Colorado matches the Jeep’s maximum towing capacity and blows it out of the water on breakover angle, the Ford Ranger offers a hugely punchy twin-turbo V6 that beats the Gladiator on the economy, the Toyota Tacoma still offers a manual gearbox, and the Nissan Frontier is cheap. It helps to look at the Gladiator as a convertible that can do everything a Miata can’t, but is that what most midsize truck owners are looking for?
However, the Gladiator shines bright when it comes to character, a nebulous sort of thing you won’t find on any spec sheet. The steering and sightlines feel like they come from a brand new old truck, folding the top adds a bit of occasion to the daily commute, and muscling the transfer case lever into position is something you don’t get to do on many new trucks. Add in all the truck capabilities you’d expect, and it’s easy to see the Gladiator’s appeal. It’s a real Jeep that can do real truck stuff, and if you view that as its purpose, it’s unequivocally successful.
What’s The Punctum Of The 2026 Jeep Gladiator?
Perfectly irrational in exactly the right sort of ways.
Top graphic image: Thomas Hundal
I really wanted to get a Gladiator but the quality issues with corrosion, the manual transmission, the engine ancillaries etc. soured me on it. Ended up going with a 3rd gen manual Tacoma instead. I would really like a convertible top but not at the cost of my sanity worrying what is going to go wrong on the gladiator.
“Perfectly irrational in exactly the right sort of ways.” This is the line I need to explain why I love my ’21 2-door Wrangler. Unlike the Gladiator, it is completely impracticable. All the quirks of the Gladiator, without any of the storage capacity.
But I smile when I drive it. Take that boring Tacoma.
By the way, I think all cars should have the window buttons in the middle. I got used to this config many moons ago on my ’84 Firebird. It just feels right.
Base Price: $42,010 including freight
Price As-Tested: $58,280 including freight
See, that’s the problem for me. I like these. But to get it in a proper spec, you gotta spend nearly $60k. 16k more than the base price! You can get yourself a decent vintage Jeep for $16k! Ridiculous.
just go shopping for one later this year and find a nicely equipped one for under $50k
Edit: Gladiators (and Wranglers) now have optional full time Selec-trac cases (depending on trim), not just part-time cases.
Side note: they need to make selec-trac standard. Don’t come at me because you know the difference… it’s the people that think all 4wd is full time. I’ve pulled a newer gen 4runner and wranger out of snowy highway ditches because they didn’t really understand how their part-time cases work. Yes it is enough of an issue with non-Autopians, especially in winter.
I thought this had a different frame than just a elongated wrangler frame.
This is actually really nice looking, but my nitpicks are the price and the likely Stellantis build quality issues. I would also ask for an extended cab with a longer bed, but this is a Jeep not a pickup I guess.
It’d be great if it were cheaper. And I don’t really need 4wd. And I’d rather have an EV. Oh wait, I am describing the Slate. Never mind.
Gladiator owner – for what I want a truck for it is perfect. The bed is big enough for hauling whatever I need as a homeowner, I can easily tow a small trailer, seats four relatively well, has a convertible top. As a bonus I can wheel it pretty much everywhere I would take my Wrangler off road and it has the pinstriping to prove it.
The fit and finish on mine is great (I have a 2025), the large screen is ideal for the wireless carplay, and thus far (12,000 miles) it has been trouble free on multiple 1,000-mile road trips and the longer wheelbase makes for a better ride. It’s a truck for people who want a Wrangler but need it to do a little bit more.
If fuel mileage is a concern, this isn’t the car for you.
I’ve had mine for three years and 70k. Not a single issue until the latest recall, which I’m not too worried about. The back seat has plenty of room which was important to me. The beds adequate for my needs 4’x8′ sheet goods fit so does my bike and kayaks. Towing is reasonably for what it is 4k-6k or is fine as long as your not doing it all the time. Off road is unbeatable at least for anything with a bed. Perfect Swiss army knife vehicle for me hope you continue to enjoy yours
Despite my intolerance for Stellantis build quality…I’d be sorely tempted by one of these if I needed a truck. Probably wind up with a Ridgeline though.
One of the first times my Grand Cherokee 4XE was in the shop, they gave me a Gladiator as a loaner for a week. I had test driven a Gladiator years earlier, coming out of a GMC Canyon and passed on it to get a Wrangler at the time.
After living with a Gladiator for a week, I was wishing I had bought that over the 4XE. The bed was so useful, the backseat was way roomier than I thought it could be. Its an absolutely dumb truck compared to my Canyon, but it has a ton of character.
I wish they’d just give it its own rear door already instead of using the Wrangler one with the cutout.
“Price As-Tested: $58,280 including freight ($71,025 in Canada).”
And that’s my main problem with this thing. Waaaaay too expensive for what it is.
For that price, I’d expect it to be a properly engineered plug-in hybrid (not the half-baked mess the 4XE turned out to be)
I chuckled and shook my head when I saw that price. So stupid.
I will say they tend to have absurd incentives on them at this point. I’ve seen Rubicons marked down to around $43k.
Yeah, there are plenty available around here in the mid 40’s. Still a lot of money, but it’s also a convertible truck. You can’t really touch a competing mid-sizer for under 40k around here. An extra couple K for what this is seems relatively compelling.
Pure profit
I have no issues with the Gladiator; it’s a little silly, but that’s the appeal. Is it as practical as a regular mid sizer? No, but trucks in general aren’t particularly practical, especially for what most people I know use them for (as commuter/family vehicles that hardly ever haul anything). Might as well go for the convertible at that point.
Another vote for 2 door Gladiator with longbed option. PLEASE.
2L Hurricane Four Turbo or 3L Hurricane Six Twin Turbo for Gladiator. It’s past time to retire 3.6L Pentastar.
I would like to have an NA hurricane 6. if they need to stroke it a little to make it perform about as good as the Pentastar, I am fine with that. 4.0 liters sounds about right.
The 2L Hurricane seems to have some teething issues. I don’t think its time to write off the 3.6 yet.
I really like my 2 pentastar motors, it is something they did right.
I really like the Gladiator and am glad it exists. I think Thomas nails it – other trucks are better at almost everything, but the Gladiator has character. In this way, it’s like a Harley.
That said, I can’t afford character at Jeep prices or at the pump. Maybe used, some day.
So many compromises for so little in return.
7700 lbs of towing is honestly pretty solid considering Wrangler suspension base and the excessive rear wheel overhang. honestly, that overhang is my biggest gripe. other wise it is just a little more useful 4 door wrangler to me. and a lift and 35’s really wake up the styling and rear departure angle, so?
Some people just like to be miserable and complain about a vehicle they have no intention to ever get.
I was sad when they brought back the Gladiator name but made it a 4-door. Imagine how much cooler this truck would be if were offered as a 2-door.
1974 Gladiator
1969 Gladiator
The 2-door Wrangler exists. Use that cab and make the box longer. Or as another option, shorten the frame and offer a RCSB version for better off-roading.
new Scrambler is going back to that.
I would have preferred a more transformer like 4 door, maybe where the rear seats fold into the floor and the rear roof was easy to remove and stow in pieces in the bed sides or something, but I imagine the price would have been even more and that price on these has always been a sticking point for most potential Gladiator Buyers.
Sort of, the Scrambler is probably going to be a 2-door, 4-seat truck. Also independent front suspension so it’s not really going to be a Wrangler after all.
The IFS will be a big bone of contention with Jeep Purists, but the Bronco did not capitulate and offer anything with a solid axle and it seems to be doing fine.
Definitely thought about getting a Gladiator, wife even talked about it for a bit. Maybe pick one up used, eventually, because I’m not paying the Stellantis Jeep tax. Wranglers used to be fairly affordable, but everything these days is a little too much because we all know how they tried to milk every penny out of Wrangler demand back a few years ago. Besides, I need to buy Saab 900 parts as well as Mini parts. (Nobody ever said I was smart.)
Might be able to get a deal these days, as Gladiator/Wrangler units seemed piled up on CDJR lots.
Are they perfect? Nope. Are there better trucks out there? Absolutely. But I’m guessing it’d be like my Wrangler, in that it would just make me happy driving it.
the Deman you spoke about is similar to Harley’s they glutted the market when they could but the deals this year on 2010-2018 Harleys is good. I think if you were fine with the 3.8 Mini van motor you could find really good deals on those jeeps, but even with it’s inherent flaws, the pentastar has proven to be the better motor, and of course Gladiators cam later. Give it a few years, the returning trend now seems to be Street trucks, Mini trucks might likely follow again, so the offroad stuff will get cheap again for a little while.
I saw one of these trying to be a work truck just yesterday. It looked downright comical with the ladder strapped to the top and after adding a tool locker, there wasn’t much of a bed left at all.
I suppose they’re fun if you really want a Wrangler but also want a bed and don’t want two vehicles. Seem very silly besides that.
I have loads of jeep friends with these. I was just off roading with a few last weekend. The long wheelbase is a bit of an issue off road.
I do not like the proportions, side angle look and lines, and think the box is way too small. But then again my last 2 trucks had 2 doors and 7ft boxes.
I would not want one but if somehow I could have one that was all enclosed like the Jeep Africa concept. I would buy it right away.
I’ve wanted the Africa concept ever since I saw it way back when.
People wheeling Gladiators convinced me that my old Yukon XL was viable for any trail I was likely to attempt. That is one looong wheelbase.
I’d grab a 2 door in a heartbeat though.
Where I trail ride width is much more an issue than length.
Well, it’s barely wider (if at all) at the wheels than a current gen midsize or a lot of the modded Jeeps, and pinstripes don’t hurt as much on a $5k truck. Here it’s really the mountain laurels and rhododendron that set the width.
I miss the mountain laurels and rhododendron. I am more talking deep side of trails, rocks and trees that determine width. It can be done just need to be more careful.
Challenge accepted.
But seriously, I’m also glad the Gladiator exists. I would never own one, but I’m glad it exists for the people that do want this.
My biggest gripe about it has always been that the cost savings on the rear door do not justify how stupid it looks and how unconformable it makes the ingress into the rear seat. I accepted it in the Wrangler Unlimited since there was a wheel arch there, but here it’s just annoying. I think if I wanted a truck this size, I’d be considering the Frontier if I didn’t need to tow since those are so discounted near me.
I have never understood the complaints about the rear door. Personally, I think it looks fine, the door line still matches the fender line, even if there is now a gap between the two. I also don’t see how it affects ingress. The angled portion of the door is where the seat frame and bottom cushion are, it should have zero effect on ingress. If they had this door on a 3-row SUV, and you had to fold the 2nd row forward to access the 3rd row, then it would be problematic.
I had one of these as a rental years ago, not long after they first came out. It was the first time I had driven a modern Wrangler, and I was pleasantly surprised at how well it drove and how quick it was with the Pentastar. Last year I had a Wrangler 4xE rental and thought that it was a pretty nice interior.
I’m glad it didn’t feel awkward for you to get into the second row. I found it uncomfortable as the seat didn’t line up well and my butt kept hitting metal during ingress and egress.