Though the 2024 Jeep Gladiator is only slightly bigger than most of its rivals, it’s the most truck-like and cumbersome to drive when it comes to day-to-day utility. Then again, with solid axles front and rear geared toward off-road ability, what did you expect? We strike it for its refinement but add a point back for its astounding capability away from pavement. It’s a 5 here.
Yes, which helps explain its hefty price tag against competitors. The standard Command-Trac part-time system can be upgraded to a setup called Selec-Trac that features an automatic mode for use on any kind of terrain, even dry pavement. Gladiator Rubicons have a special low-range for ultra-slow going.
Most versions offer at least a limited-slip rear differential, while locking front and rear differentials are widely available.
No Gladiator is a four-wheeling slouch, but just which version is the most capable depends on how you plan to use it. Rubicons are best for slow-speed going with their electronic front sway-bar disconnect, 33-inch tires, and 17-inch wheels. They also have uprated Dana 44 axles with built-in lockers. The Mojave, meanwhile, is intended for high-speed four-wheeling. It rides on special Fox shocks that soak up just about anything underneath. It has a single locking rear differential that can be engaged at speed, too.
How fast is the Jeep Gladiator?
It’s not especially rapid. The 3.6-liter V-6 is rated at 285 hp and 260 lb-ft of torque, which isn’t a ton of power for a vehicle that weighs over 4,650 pounds in its fleetest configuration. Rubicons and Mojaves top 5,000 pounds. The standard 6-speed manual gearbox works well enough, but this engine makes most of its power up high in the rev band. It must be wound out to keep up with traffic. The 8-speed automatic gearbox works quietly in the background, though it hardly alleviates the lack of low-end torque. For off-roading, purists will like the manual’s control, while novices may prefer the ease of the automatic.
Note that Jeep no longer offers a turbodiesel in its Gladiator truck.
The Gladiator’s ride is reasonable thanks mostly to its long 137.3-inch wheelbase. Generously sized tires have plenty of sidewall for soaking up big bumps. The solid axles deliver some side-to-side head bob, but overall the Gladiator rides fairly well given its off-road utility. Its steering is quick but vague, with plenty of on-center slop typical of a solid front axle. That’s fine—preferable, actually—for off-road use, where the front wheels may need to dig into an obstacle in order to surmount it. But it’s to the Gladiator’s detriment at speed, where it can wander on the highway compared to rivals with independent front suspensions more geared toward highway-speed use.
Towing capacity varies by setup, so shop wisely. Manual gearbox Gladiators are rated between 4,000 and 4,500 pounds. Opt for the Max Trailer Tow package’s 4.10 rear axle ratio and a Rubicon or Sport automatic can tow up to 7,700 pounds. Other versions with the automatic are rated at 6,000 pounds. Payload capacity also varies greatly, ranging from just 950 pounds in a Willys with the automatic to 1,750 pounds in a Sport with the top trailer-towing package.
