Driving Impressions : 2020 Jeep Gladiator

By: Mark Moskowitz MD

Jeeps are incredibly popular. Functional vehicles like SUVs and, of course, Jeeps have a grip on the market. And who can argue with the success of the American pickup manufactures (Ford F Series, Silverado and Ram rank 1,2 and 3 in car/ truck sales in 2019) in their protected market. The question is: Fiat Chrysler what took you so long?*

I felt like a rockstar driving the new Jeep Gladiator. 'My dealer doesn't even have one' was the routine quote. Parking lot videos were common. And people asked for selfies with the Jeep. Not a bad way to start a road test.

My March test of the four door Jeep Wrangler Sahara left me with a fabulous impression. Was it possible for the Gladiator to improve on the improved old standard?

Th Gladiator certainly was distinctive. It spanned 19 more inches than the Wrangler giving it proportions kindly called unique. Many American pickups exhibit bulk on their sides as a sign of strength; in comparison the Gladiator was thin and svelte. Or long and skinny. But remember when negotiating creek beds and mountain trails, the thinner the better.

Behind the Jeep's 'Crew Cab' is a five-foot long bed typical of the base models of the mid-size pick up class. Jeep offers no option for an extended bed. Access is convenient with a lightweight aluminum tail gate and in bed courtesy lights. And there are multiple power outlets including one for a 3 pronged 115 V AC plug. An assortment of hooks and rails serve as cargo anchor points.

Multiple LED strips and light surrounds draw eyes to the ends of the Gladiator. 'Jeep' in 4 ½ inch fonts adorns the rear. Up front the logo is superfluous, the classic façade says it all.

Inside depending on levels of trim, the four door Wrangler and the Gladiator are similar. Rear seat foot room is similarly rated at 38.3 inches. It's a relatively upright rear seating position.

Under the hood both come standard with Chrysler's 285 horsepower 24 valve Pentastar V-6. Only the Wrangler can be optioned with the two-liter Turbo 4. The latter is rated at 35 more ft-lbs. of torque. The peak torque comes on quicker in the turbocharged 4-cylinder improving acceleration, but the torque curve is flatter and wider in the Pentastar. Driving Impressions speculates that FCA engineers may think the old standard a better choice for towing. A tow package equipped Wrangler is rated for a maximum of a 3500-pound load. An appropriately equipped Gladiator can haul 7650 pounds!

Driving Impressions did not test the Gladiator's off-road manners. Both should be extremely capable. The standard Dana 44 axles and truck like chassis should give the pickup a bit more strength but its long wheelbase should undoubtedly affect breakover angle: expect to engage those skid plates a bit more frequently in the Gladiator. Jeep has done a terrific job keeping that hidden spare and the exhaust outlet high up under the pickup bed but with a significantly longer (10+ inches) rear overhang, departure angle will be affected as well.

There are rear suspension differences. Shocks point forward from the rear of the Gladiator. They are directed to the back on the Wrangler. The Gladiator features longer control arms and the stronger aforementioned rear end.

Both test cars had less 'beefy' tires than their corresponding ultimate off-road models. I found the Wrangler to provide a bit more civil driving experience than the Gladiator. Bumps produced cowl shake in the pickup and the Gladiator wandered a bit more on the highway.

Driving Impressions recommends both vehicles. If you need to tow another car and trailer or just a heavy trailer or if you need the convenience of a pickup, the Gladiator is your only choice. The pickup also might offer a bit more strength and stability if you're bouncing over rocky desert trails at speed. Sans heavy loads one might find the Wrangler Sahara a bit better long-term companion.

*Jeep did produce a 2-door pickup, the Comanche, until 1992.

Photo credit: Mark Moskowitz MD

Related Posts