56 Jp jpmagazine.com NOVEMBER 2019
NENA KNOWS JEEPS
Gladiator comparison
By Nena Barlow
[email protected]
Photography: Nena BarlowAfter months of waiting for
my ordered Jeep Gladiator
Launch Edition, I was
dying to throw on a few “Barlow” modifi-
cations and hit the trail, and I needed
to answer one question: How does the
Gladiator measure up? Though I have
argued that the Gladiator should be
compared to other midsize trucks, like the
Tacoma, Ranger, and Colorado, in the end
I stuck with what I know best and sized up
the Wrangler and Power Wagon against
the Gladiator.
The Launch Edition I ordered, named
Sparrow, is a fully loaded Rubicon model
with a proprietary bronze badge on the
t ailgate denoting that it is one of 4,19 0
built. All of the features on the Launch
Edition are available to order—except the
badge. I am luc k y enough to also own
both a 2018 JL Unlimited Rubicon with
the 2.0 Turbo eTorque (Ginger) and a 2017
Power Wagon (Ellie). The Wrangler, Power
Wagon, and Gladiator have all receivedsome mild modifications, including
suspension, tire, and wheel upgrades. As
most of you already know, all of these rigs
c ome with fac tor y a xle loc k and power
sway bar disconnect.
A “real-world” testdrive like this means
having my usual 500 pounds of equipment
and tools, along with what I consider a few
basic upgrades, like extra undercarriage
armor, a suspension lift, and larger tires. On
the Gladiator, we installed the Mopar 2-inch
suspension lift and 35-inch Falken Wildpeak
A/T3W tires. I also added the extra 200
pounds of my oversized rooftop tent held
up by a Thule Xsporter Pro bed rack.
Behind the wheel, I noticed the usual
Wrangler wind noise and splatted insects
collecting on the windshield, but her
longer wheelbase made her track better
than the Wrangler. On the trail, it was a
dream. Only a few tight turns gave notice
to the extra wheelbase compared to the
Wrangler, but it was still far more maneu-
verable between the rocks and trees than
my Power Wagon. Although I had added
so much weight to her, she did not seem
to feel it much, either in ac c eleration or
ride qualit y. My f uel range c ombined
was 16-17 mpg overall, with an average
of about 10 mpg while on the easy 4x4
portions of the Rimrocker Trail that climb
from 4,500 to 9,500 feet in elevation.
A s for my expec t ations of the Gladiator
overall, I must say it surpassed them.- This is real-world testing in my Gladiator with lift, tires, and 500 pounds of equipment and
camping gear. 2. A side-by-side photo barely captures the size difference between the two
trucks. 3. Yep, it’s a truck, complete with tools, fridge, and firewood. I also love having a tailgate
to function as a table, desk, viewing platform, etc. 4. Although Wrangler Rubicons and Power
Wagons both provide axle lock, sway bar disconnect, and Hill Descent Control, currently only
the Gladiator offers the magical Off-Road Plus button, which allows a sportier performance in
high range by minimizing the stability control program’s interference in your power-cornering or
whoop-hopping. 5. The select speed control button, which sets your speed and holds it down
and up hills and obstacles, is currently only available on Gladiators and Cherokee Trailhawks.
A little eerie, but it’s amazing. 6. Another feature currently found only on the Gladiator is the
handy front camera, which made the spooky breakover on the Hell’s Revenge exit a non-issue. - Though she sips noticeably more than my 2.0 eTorque Wrangler, the Gladiator ran an average
16 mpg or better with a combination of backcountry highway with high crosswinds and overland-
ing roads 5 to 25 mph, and all while carrying a rooftop tent and my makeup bag. With my Power
Wagon, I am excited to hit double digits. 8. Though we have our Wranglers to run trails like Hell’s
Revenge and tougher, the Gladiator’s only drawback on gnarly trails is her obvious truck-like
backside, now complete with rock rash on the hitch. 9. I call this the “penthouse suite.”
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