Vehicle Layout Front-engine, 4WD, 5-pass, 4-door truck Engine/Transmission Sport 3.6L DOHC 24-valve V-6/6-speed manual Rubicon 3.6L DOHC
24-valve V-6/8-speed automatic Curb Weight (F/R Dist) Sport 4,699 lb (52/48%) Rubicon 5,134 lb (53/47%) Wheelbase 137.3 in Length x Width x Height
218.0 x 73.8 x 74.1 in Energy Consumption, City/Hwy Sport 211/147 kW-hr/100 miles Rubicon 198/153 kW-hr/100 miles CO2 Emissions, Comb Sport
1.05 lb/mile Rubicon 1.02 lb/mileSPECS 2020 Gladiator Sport Rubicon
Base Price/As Tested $35,040/$46,185 $45,040/$59,685
Power (SAE net) 285 hp @ 6,400 rpm 285 hp @ 6,400 rpm
Torque (SAE net) 260 lb-ft @ 4,400 rpm 260 lb-ft @ 4,400 rpm
Accel, 0-60 mph 7.9 sec 8.3 sec
Accel, 0-60 mph (loaded) 9. 3 sec* Not tested
Accel, 0-60 mph (towing) 15.9 sec** 15.6 sec**
Quarter Mile 16.3 sec @ 84.1 mph 16.3 sec @ 85.0 mph
Quarter Mile (loaded) 17.3 sec @ 77.4 mph* Not tested
Quarter Mile (towing) 20.6 sec @ 65.0 mph** 20.2 sec @ 68.1 mph**
Braking, 60-0 mph 129 ft 132 ft
Braking, 60-0 mph (loaded) 140 ft* Not tested
Double Lane Change Time 3.5 sec 3.5 sec
Davis Dam Frustration 12.9 sec @ 883 ft*** 14.3 sec @ 958 ft***
Cruise Control 65-mph Overrun 1.8 mph 2.2 mph
EPA City/Hwy/Comb 16/23/19 mpg 17/22/19 mpg*1,000-lb payload | **4,000-lb trailer | ***35-55-mph uphill acceleration with 3,160-lb trailerBut although we liked it overall,
its ride and handling could be
improved.
Every judge gave the Glad-
iator high marks for its unique
design. With a wide body and
an upright design, this Jeep’s
proportions make it handsome
from every angle. “Nothing else
is like the Gladiator, and in a
crowded market where brand
allegiances ain’t what they used
to be, standing out is a big plus,”
Lieberman said.
Part of that uniqueness is on
its top; the Gladiator is the only
convertible truck you can get
today, whether you opt for the
soft top or the hard top.
Having a Jeep means you’re
getting excellent off-road
capabilities. Despite its long
wheelbase, the Rubicon was theT
here’s hardly another truck
on the market that looks as
cool, fun, and approachable
as the 2020 Jeep Gladiator. After
decades of absence, a factory-
built Jeep-badged truck is back.
The Gladiator doesn’t just stand
out for its design, though. The
truck has great off-road capa-
bilities, and even the Sport (base)
model comes with decent equip-
ment and a four-door cabin.only truck that made it through
most of our off-road course
in two-wheel drive, showing
impressive articulation and
traction. Whether it was going
through the moguls, up a set of
stairs, or on a rocky hill climb, the
Rubicon didn’t stop short. Talk
about performance of intended
function—the Jeep Gladiator
hits the mark.
But those off-road chops
hurt its ride and handling on
pavement. The bouncy ride and
soft, inconsistent steering had
the Gladiator moving left and
right on the highway. Whether
it was the Sport model with the
six-speed manual and the soft
top or the Rubicon with the eight-
speed automatic and the hard
top, both trucks were noisy and a
bit uncomfortable for long rides.“Both trucks are very susceptible
to crosswinds,” Evans said. “The
steering has to be constantly
monitored and managed, like the
old-school live-front-axle it is.”
Judges preferred the eight-
speed automatic over the
manual in almost every case.
The six-speed’s gear ratios are
so spread out that it was hard to
find the right gear in some cases.
When towing up Davis Dam,
Ayapana had to stay in second
gear until he hit redline, then
when he shifted to third, the truck
struggled to keep gaining speed.
Towing the same weight as the
Ford Ranger—its closest counter-
part in this year’s competition—
the Jeep seemed more strained.
Even unladen, it was hard to
choose a gear to stay in. “All the
gears are too long; first gear
goes through 31 mph, second
gear through 60 mph, and third
gear through around 100 mph,”
Seabaugh said. “For a truck
that’s supposed to work or
off-road, that’s frankly insane.”
Even when you take its stan-
dard V-6 engine, four-wheel-
drive traction, and extended
cabin into consideration, the
Gladiator’s $35,040 starting
price is nonetheless quite high
for the segment. Our Gladiator
Rubicon’s price tag approached
that of our Ram 1500 Rebel
EcoDiesel, which resides in a
segment above the midsize
Jeep pickup.
The 2020 Jeep Gladiator has
everything it needs to prop-
erly represent the brand. Its
design, off-road capabilities,
and uniqueness are what draw
so much attention to it, but its
choppy ride, loud cabin, and
inconsistent steering make us
wonder if customers are giving
up too much to be seen in a cool
truck. Miguel CortinaPRO Stand-out design • Good packaging • Off-road chops CON Inconsistent steering • Lumpy ride • Loud interiorTOTY
Jeep Gladiator
Finalists
Sport54 MOTORTREND.COM JANUARY 2020