Jeep Gladiator 2020 Review - International

There’s a vehicle both Aussies and Americans are also quite partial to. It’s the ute – or pick-up truck, as our Yankee friends prefer to call it. In the USA, it’s full-size trucks that dominate but so-called midsize trucks are growing apace. In Australia, it’s the double-cab, 4x4 ute versions of the latter that top the lot.

Keen to be part of that burgeoning action both stateside and Down Under, Jeep set about creating a Wrangler-based double-cab 4WD ute back in 2017. Just 12 months later the Gladiator was born.

“Unquestionably a truck and instantly recognisable as a Jeep, the all-new Gladiator is the ultimate vehicle for any outdoor adventure – there is tremendous demand for this unique vehicle,” Head of Jeep Brand North America, Tim Kuniskis, said of the new Jeep ute.

“Born from a rich and proud heritage of tough, dependable Jeep trucks, Gladiator combines rugged utility, versatility and functionality resulting in the most capable mid-size truck ever.”

As Kuniskis rightly states, this is not Jeep’s first light-commercial rodeo. The now Fiat Chrysler-owned brand has form in tray-back territory that stretches back over 70 years. Willys Overland introduced a one-ton 4WD ute in 1947, followed by the FC-series Pickup a decade later.

The first ‘Gladiator’ nameplate appeared with the J-series Jeeps of 1963 and ran through as a model in its own right through to 1987 (despite dropping the Gladiator badge in 1972). Jeep also had success with ‘ute’ models like the short-lived CJ-8 Scrambler (1981-85) and Cherokee-based Comanche (1986-92).

In the highly competitive dual-cab 4x4 segment, the Jeep Gladiator must provide all that a buyer expects. It must offer generous passenger accommodation and it must provide up-to-date infotainment and connectivity.

But it also needs to function as a ute. Towing and payload (rated to 3470kg and 745kg respectively) considerations are important. So too, the Gladiator’s ability off-road.

The 2020 Jeep Gladiator is therefore available with the same Command-Trac and Rock-Trac 4x4 systems as the new Jeep Wrangler JL. That means third-generation Dana 44 axles, Tru-Lock front and rear diff locks, Trac-Lok limited-slip rear diff and Jeep’s segment-exclusive sway-bar disconnect system.

On high-grade Gladiator Rubicon variants you’ll find 17-inch alloys and 33-inch off-road tyres. There’s also what Jeep claims is an unrivalled crawl ratio (77.2:1) and 4:1 transfer case for what should be impressive low-range ability. And let’s not forget underbody bash plates, front and rear recovery hooks, a steel rear bumper and winch-compatible front bumper.

Off-road geometry sets the Jeep Gladiator’s apart. Approach and departure angles are well sorted (43.4 and 26.0 degrees respectively), though its ramp-over angle (20.3 degrees) is limited by a long 3500mm wheelbase.

Compared to the Wrangler Unlimited, the Gladiator is 492mm longer in wheelbase and 787mm longer overall. But it shares the Wrangler’s water fording (763mm) and ground clearance (282mm) measurements.

In case that’s not enough, Jeep says a Ford Ranger Raptor rival dubbed ‘Gladiator Hercules’ is waiting in the, err, hypogeum.

Like many of the dual-cab 4WD utes available Down Under, the Gladiator’s power is hardly going to leave its rivals in the dust.

Initially, the Gladiator range will be powered by Chrysler’s 3.6-litre Pentastar V6 engine with 209kW and 347Nm. It will be matched only with an eight-speed automatic in Australia. A six-speed manual is available in the US.

The Gladiator range will be bolstered by a 195kW Fiat-sourced 3.0-litre EcoDiesel V6 in late 2020 or early 2021. Again, it will be matched only to an eight-speed automatic in the land Down Under. By way of comparison the turbo-diesel currently offered in the four-door Wrangler is a 2.2-litre four-cylinder.

Jeep extended the Wrangler’s tail-shaft, brake and fuel lines, and exhaust system to fit the 5669mm long Gladiator. It’s a Colossus of a vehicle, casting a shadow some 319mm longer than that of the Toyota HiLux.

It’s the sort of length that can make the Gladiator’s off-road manoeuvring and parking a chore. Although it does improve its highway stability and ride comfort.

Like the Wrangler, the American-built Jeep Gladiator is suspended by a five-link coil front-end with lateral control arm and four longitudinal control arms. The rear-end utilises a five-link coil-sprung set-up with two upper and two lower forged steel control arms and track bar sourced from the RAM 1500.

The Gladiator’s 1525mm long tray is constructed of steel. It features under-rail lighting, a 115-volt/400-watt power outlet, and built-in tie-down points.

Jeep will also offer its accessory Trail Rail Cargo Management System, spray-on bed-liner, bed divider and tonneau cover as part of its 200-part MOPAR accessories catalogue.

Hauling and off-road ability is nothing these days without a comfortable and well-equipped cabin. For the Jeep Gladiator, and its three-variant range, the choice of accoutrements will be similar to that seen across the Jeep Wrangler line-up.

Whether it’s the Gladiator Sport S, Overland or Rubicon the five-seat cabin is hardly what you’d call, err, Spartan. There’s a choice of cloth or leather upholstery, heated seats and steering wheel, and a stadium-style (or is that ‘Colosseum-style’) rear bench.

In-cabin storage comes via a 60:40 split-fold rear seat (with lockable under-seat storage) and top-notch with cubbies, nets and pockets, many with USB and 12-volt power outlets. The Gladiator’s cabin is “mostly weatherproof”, and has decent grab handles.

Depending on variant, the Gladiator is available with a 3.5 or 7.0-inch instrument panel display. It shows typical trip computer read-outs, including media, tyre pressure, and speed info.

The steering wheel controls regulate the instrument panel display and Jeep/FCA’s fourth-generation Uconnect infotainment system. Apple CarPlay and Android Auto connectivity is standard.

Infotainment screen sizes vary from 5.0 to 8.4 inches depending on variant. Switchgear and overall presentation is very much improved (over the outgoing Wrangler JK on which that comparison is based).

Gladiator hard-top models feature a manual sliding tray bed window and ‘Freedom’ removable roof panels. The doors, hinges, guards and windscreen frame are constructed of aluminium, so too the power-locking and damped three-stage-opening tailgate.

Forward and rear-facing cameras (the front with its own washer) join more than 80 safety and security features on Gladiator. It’s available with blind-spot monitoring, rear cross-traffic alert, adaptive cruise control and electronic stability control with electronic roll mitigation – but not yet autonomous emergency braking.

In fact, safety a sticking point for the Gladiator. Like the one-star ANCAP rating of the Wrangler, the Jeep Gladiator too is expected to receive a less-than-positive crash report.

Jeep has unashamedly aimed the new Gladiator at recreational buyers. Although a capable ‘work truck’ in its own right, it’s evident the Wrangler-based ute is more aimed at energetic outdoors types than hard-working tradies.

There are no current plans for a single-cab variant, and no cab-chassis or drop-side tray variants offered.

It’s a point likely to be reflected in the Gladiator’s price.

With the Jeep Gladiator not expected to arrive in Australia until the second half of 2020, FCA Australia is yet to detail pricing and specification of local models. It won’t be cheap, however.

In the USA, the Gladiator is priced at around a 5% premium over the comparable Wrangler Unlimited (four-door) models. That could see the Jeep Gladiator range kick from around $55,000 based on current Wrangler pricing and exchange rates. The top of the range model will almost certainly be into the $70Ks.

Off-road the Gladiator Rubicon will differentiate itself from the double-cab competition. Locking differentials, proper low-range gearing and a detachable sway bar afford the Jeep a level of ability not found anywhere else in the dual-cab 4WD ute market.

The long wheelbase should provide additional stability on steep grades. That said, the large turning circle (13.7m) and shallow break-over angle bring obvious limitations. It’s a case of you win some, you lose some.

Visibility is generous on and off-road with the low tray enhancing the view to the rear. A large glass area and square sides make placing the Gladiator a cinch – the only real visibility deficit noted was Jeep’s small wing mirrors.

On the winding back roads west of the Eldorado National Forest near Sacremento (California, USA) the Gladiator’s suspension proved calm and well-sorted. There’s no obvious rear-end jitter – even over choppy, unsealed surfaces. Body control feels taut on all but the sharpest bends.

The Gladiator’s slow, over-assisted electro-hydraulic steering is not a high point, however. The constant inputs it requires at higher speeds are tiring, though it may not be a bother for customers updating from the current Wrangler.

Otherwise it’s most good on the highway and surprisingly quiet up to around 120km/h, with mechanical and tyre noise equally well contained. There is, however, an appreciable level of wind noise thanks to the Gladiator’s blockish shape.

Chrysler’s Pentastar V6 petrol was the only engine available at launch. We sampled it with the standard-for-Oz eight-speed automatic transmission.

The engine is torquey enough and makes adequate power to keep with traffic. The auto transmission is smooth for the most part, but can hold lower gears longer than is really required, using more of the V6’s revs – and therefore fuel – than you’d deem necessary if you were shifting for yourself.

If there was one final part of the Gladiator we failed to bond with, it’s the driver’s seat. The seat base lacks any real support and is set rather high in terms of its relationship to the pedal box and steering column. There’s also no foot rest which makes long-distance driving a bit of a chore.

I might seem a little critical of certain elements of the Jeep Gladiator, but in truth after coming off our largest dual-cab 4x4 comparison ever, I like it a hell of a lot. It’s a convincing package that provides the style and ability recreational buyers will enjoy.

It’s also highly customisable, meaning off-roaders and custom-builders are bound to create some fantastic-looking vehicles.

Off-road, the Gladiator Rubicon is virtually unstoppable. On-road it’s confident enough to offer family buyers an option from a brand they perhaps wouldn’t have considered before. Provided they look past the ANCAP rating, of course.

The secret of what undoubtedly will be a success launch Down Under will be that Jeep Gladiator is a great fit for this wide brown land.. It’s tough, well-equipped, useful and very practical – and once the diesel model arrives, it will offer the kind of touring range outback travellers are certain to appreciate.

What a shame we’ll have to wait a year or more to get it.

How much does the 20209 Jeep Gladiator cost?
Price: $56,000 (estimated, see text)
Engine: 3.6-litre six-cylinder petrol
Output: 209kW/347Nm
Transmission: Eight-speed automatic
Fuel: 10.3L/100km (estimated)
CO2: 239g/km (estimated)
Safety Rating: TBA