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Jeep engineers and public relations representatives wereted no time in telling the media in Sacramento that the all-new Jeep Gladiator 2020 pickup truck was more than just a Wrangler truck whose crate loading was hit in the back.
Technically speaking, it's true – there are major mechanical and structural differences. So, no one who said this statement was lying.
But although these mechanical differences are important, they do not change the fact that the Gladiator remains feels just like a Wrangler with a bed. Whatever you say about a Jeep, the Gladiator is kind of a Wrangler with a bed.
And it will be a good thing for many, if not most, potential buyers.
(Full disclosure: Jeep took me by plane to Sacramento, put me in a nice hotel and fed me some good meals.The company offered me a hat that I did not take.)
While a diesel will be available in 2020, the only engine available at launch is a 3.6-liter V6 developing 285 horsepower and 260 lb-ft of torque. Regardless of the finish, you can line up via a six-speed manual gearbox or opt for an eight-speed automatic gearbox.
On the road, the gladiator's mores are what you expect. At best, the V6 offers good value for money, the lack of low-end torque forcing drivers of manual examples to demote frequently.
Moving the handle is a mixed bag – the clutch is snappy and eye catching with a strangely high commitment point. You will be as serene as a student of the first day, at least until you get used to it. The shifter itself has a long reach, but it's easy to find the right door. When you do, you get a satisfactory "hang". The automatic can make it easier to draw in the low-end torque, but the manual is a little more fun to drive, even when cranking the clutch.
Constant steering corrections are needed to keep the truck from going astray and tight turns are taken slowly as the handling of the truck does not inspire much confidence. The ride is softer than that of a Wrangler thanks to its longer wheelbase (although there is some float and wake), but even if it is relative, it is still a truck.
And yet, with any other truck, all these qualities would probably be considered negative. For Jeep buyers, however, they can be considered quirks. Or the compromises to make for an off-road capability – such as solid front and rear axles.
Ah yes. This. Here's the good news: the Gladiator plays in the dust like any Wrangler. Yes, the increased length may be a problem on some trails, but other than that, the Gladiator has gone through a muddy off-road course with a few piles of stones, without any sweat. I hit the pads here and there, but that's why they're here.
Of course, Jeep was not going to build a trail that we could not cross, but the off-road course was not easy. I'm not sure that all mid-size trucks on the market will be able to pass, although I bet the Toyota Tacomas, more off-road oriented, and the Chevrolet Colorado ZR2 Bison would have a reasonable chance.
The off-road magic of Jeep depends partly on modern technology. A switch in the cockpit on Rubicon models allows you to disconnect the front stabilizer bar. The front and rear differentials of the Rubicon are also electronically lockable. Available Off Road + mode can further adjust the powertrain, shift and chassis settings for certain applications.
The Dana 44 heavy duty axles are part of the equation, and the non-Rubicon models have a 2.72: 1 low range ratio with the two-speed transfer case and an axle ratio 3.73. On the Rubicon, the numbers are 4.0: 1 and 4.10.
You can equip your Gladiator with 17 or 18-inch wheels and the Rubicon gets 33-inch tires. The Rubicon is also available with a camera that can help you overcome obstacles.
Other key figures include a payload of 1,600 pounds, the ability to tow up to 7,650 pounds and the ability to ford in the water up to 30 inches deep. The ground clearance is 10 inches on Sports and Overlands and 11.1 on Rubicons. The angle of approach is 40.8 degrees on the Sport and Overland and 43.4 on the Rubicon.
The tilt angle is 18.4 degrees on the bottom edges and 20.3 on the Rubicon and the starting angle is 25 degrees (26 on Rubicon).
Trucks are not just meant to be off-road tools. The Gladiator cabin, built by Wrangler, includes storage space behind the rear seats. These same seats can be folded flat to accommodate larger items with access to the five-foot cargo area. The benches can be elevated, stadium-style, to reveal storage bins under the seats.
Speaking of the backseat, I had no problem putting my long legs back there. The space was a little tight, but sufficient for most large adults in most situations. However, the available steps are misplaced and even in their absence, we risk dirty their pants by sliding against the bottom of the doors. Entrances and exits must be handled with care in bad weather or off-road.
As it suits Jeep, you can remove the top, be it soft or any of the two available hard drives (black or body color), and you can of course remove the doors. And yes, the windshield folds, even if the mirror stays in place. Opt for a hardtop and you will get a manual sliding rear window.
Removable doors, roof and off-road tires mean that the Gladiator is noisy on the road. So loud that I could not tell the sound of wind and tires – everything was blurry.
The Gladiator certainly looks cool: the cargo box seems a natural fit, and it's safe to say that we turned our heads on the highway. The interior is more or less the same as the current Wrangler, and that's a good thing, since Jeep finally upgraded its Wrangler cabs with the latest design. It's not perfect – some materials are way too hard – but the controls are logically arranged and the availability of 5, 7 or 8.4 inch touch screens is nice. The Fiat Chrysler UConnect information system is available, and one of the most interesting applications are the "off-road pages". This application displays information such as pitch and roll or altitude.
The available features are many. Among them, heated front seats, heated steering wheel, push button start, Apple CarPlay, Android Auto, five USB ports, a subwoofer, a wireless speaker, an adaptive cruise control, a monitoring of the Blind spot, reverse cross path detection, satellite radio and forward collision warning. Off-road features include skid plates, front and rear tow hooks, reinforced bumper (Rubicon) and front bumper ready for winch (Rubicon).
The cargo box is made of steel, but the tailgate is aluminum and the screws you see in the cab are metal. You can fold the top for easy access to the sky and, as always with Jeep, many hidden Easter eggs (logos and others).
The biggest differences from the Wrangler include payload and towing figures, a wider grille for better cooling, increased storage capacity in the cab and a rear suspension. This last change sees the control arms move under the rails of the frame; Jeep also borrowed the Ram 1500 rail.
The fuel economy of the V6 is 17 mpg in the city / 22 mpg in the highway / 19 mpg in combination with the automatic transmission and the 16/23/19 for the joystick.
You can have your Gladiator as soon as May and Mopar already has 200 spare parts on the market. For Sport trim, you'll earn over $ 33,545 and a Sport S will earn you $ 36,745. Go to Overland, and the sticker goes to $ 40,395. A Rubicon will start at $ 43,545. All versions are subject to a destination tax of $ 1,495.
Jeep at offered buyers the opportunity to spend more, however. A launch edition, limited to 4,190 units (a reference to the Toledo area code), triggers the registry at $ 60,815. Orders are open on April 4 (National All-Terrain Vehicle Day, as it is 4 × 4). This version will be available in five colors, combine body-hug and body-color flares, 17-inch black gloss wheels with 33-inch off-road tires and check all Rubicon option boxes. . A buyer of the Launch Edition participating in Jeep's "Find Your Freedom" contest will win $ 100,000.
Jeep staff members told me over lunch that the brand targeted all potential buyers of mid-size trucks, not just Jeep fans or hardcore off-road bikers. I do not think they will succeed in this mission, but I think there are enough Jeep fans to make it irrelevant.
Consider that the Honda Ridgeline has awesome ways on the road. The same goes for the "new" Ford Ranger (new to America) – Jeep had one for road testing and I was surprised at the quality of its performance on the roadway. Consider now that the Gladiator, like the Wrangler, is swapping road behavior for off-road prowess. I can not imagine a buyer buying the most complete device that selects the Gladiator.
Which, again, would normally be problematic, but not in this case. Jeeps are Assumed be difficult on the road so that they can conquer the off-road. Not only that, but some Jeep shoppers will line up for this truck simply because it looks so cool. They may never venture on paved surfaces, but they will walk the city without doors or on top. They will clutter the tailgate with "it's a Jeep thing, you would not understand" bumper stickers. They will not complain about how hard it is to keep track of the truck in the center, or how strong it is on the highway. That will make them smile, and that's all that matters.
Some vehicles are popular although they are not particularly well behaved. Indeed, they are sometimes popular because of this. The Wrangler is one of those vehicles. The same goes for the truck version of Wrangler, despite the changes under the skin.
Of course, from a mechanical point of view, it's more than a Wrangler with a collapsed pickup bed. But it's still a Jeep truck, for better or for worse.
That's all you really need. That's what people want, after all.
[Images © 2019 Tim Healey/TTAC]
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