2021 Jeep Gladiator Reviews, Pricing & Specs

To create the Gladiator, Jeep started with a Wrangler, stretched and fortified the frame for serious towing and hauling, and crafted a short 5-foot (1,531 mm) cargo bed designed to preserve as much departure angle as possible while still providing the utility midsize pickup buyers need. The result is something special.

Yes, it looks odd. A little too tall, long, and narrow, especially with the Wrangler-based bodywork. Until you get used to the idea, it causes cognitive dissonance. But, to drive the Gladiator is to love it, especially if you take it to far-flung places while inviting the outside in.

This year, a new Willys grade adds a blacked-out grille, limited-slip rear differential, rock rails, and 32-inch all-terrain tires to the Sport or Sport S trim levels. At the top of the lineup, a High Altitude luxury model with body-colour detailing, black 20-inch wheels, and premium Nappa leather debuts.

Pricing starts at $49,315 for a Jeep Gladiator Sport S with a manual transmission, highway-terrain tires, a soft top (a hard top becomes standard at Overland), and a radio with a 7-inch display. Our test truck was not entry-level, however. Equipped with Overland trim, it had almost every option box checked, plus the new turbo-diesel engine, which requires the 8-speed automatic transmission. Including MSRP plus the destination charge ($1,895 to $2,795, depending on location), our total came to $77,475 (Canadian, estimated).

With its extra-cost heated front seats and steering wheel, leather upholstery, and top-shelf infotainment and sound systems, the test truck’s interior was just about as nice as it gets with a Gladiator. But make no mistake. This Jeep remains a vehicle designed to get down and dirty, so durable materials are the rule rather than the exception.

The Gladiator’s cabin is nearly an exact copy of the Wrangler’s, with modifications to the rear seating area. Utility and purpose are the themes, from the manual transfer case lever to the rubber-sealed surround for the touchscreen infotainment display. Naturally, you’ll find Jeep Easter eggs throughout, small design details that, in combination with the Jeep Wave, make you feel like you’re a part of an exclusive club.

Until now, a 3.6-litre Pentastar gasoline V6 engine was the only engine available in the Gladiator. For 2021, a 3.0-litre EcoDiesel turbo-diesel V6 is a new option that lightens your bank account by $9,190 in Canada. You can install it on any version of the Gladiator you want to, except for the Gladiator Mojave.

Making 260 horsepower at 3,600 rpm and a whopping 442 pound-feet of torque from 1,400 rpm to 2,800 rpm, the diesel delivers substantial low-end grunt while returning noticeably better fuel efficiency than the gas engine. We averaged 10.4 litres per 100 kilometres during testing on a mountainous loop, coming up short of the Natural Resources Canada estimated 9.8 L/100 km in combined driving. Still, during a 2020 Gladiator Overland test-drive that included mostly highway travel, the truck’s standard V6 returned 11.6 L/100 km.

A Gladiator Sport S can tow as much as 3,469 kilograms (7,650 pounds) with the standard engine, eight-speed automatic transmission, and 4.10 axle ratio. Sport versions can also haul up to 771 kg (1,700 pounds) of payload with that same engine and a six-speed manual transmission.

The turbo-diesel powertrain can’t beat those figures. When it comes to towing capacity, the reason is mainly because of engine-cooling restrictions due to the Jeep-signature seven-slot grille. Nevertheless, the diesel pulls 2,720 to 2,948 kilograms (6,000-6,500 pounds) of trailer across applications, matching or besting several of the Gladiator’s other powertrain configurations. And the diesel’s payload capacity is in the same neighborhood as most other Gladiators.

We didn’t tow or haul anything, but we did take a diesel-powered Jeep Gladiator Rubicon trim on a challenging off-road course. In this low-speed environment, the stump-pulling torque makes an even better case for itself. In low range, with the Jeep’s Selec-Speed off-road cruise control system engaged, the Gladiator effortlessly tackled tough trails. There is no need for the engine to build revs to access the torque. Like ‘80s crooner Richard Marx, all 442 lb-ft of twist is right there, waiting for you, at just 1,400 rpm.

Driving the diesel-powered Gladiator Overland on a paved loop, the truck exhibited the same charms and aggravations the standard gasoline version does, only with loads of low-end grunt, combined with a muted but characteristic clatter. The steering is relatively slow and sloppy, while the ride is stiff and jouncy. There’s plenty of wind noise on the freeway, and curvy mountain roads are incompatible with the Gladiator’s driving characteristics.

However, this is all a part of this truck’s charm, if you choose to think of it that way. And the turbo-diesel engine simply adds to it.

Comfort is not the Gladiator’s reason for being. The seats are agreeable enough, offering proper support front and rear. However, the truck’s small door openings, the snug seating positions within the cab, the driver’s close proximity to the steering wheel and windshield, and the cramped rear legroom all take some acclimation.

Believe it or not, a Gladiator with side steps or rails is more challenging to enter and exit than one without them. They’re mounted high to preserve breakover angle, but this also makes them practically useless, forcing you to step wide and over them to get in and out of this Jeep. If you get the side steps or rails muddy, your clothing will be too.

In-cabin storage spaces include netting on the door panels, a small centre console bin under the armrest, cupholders, a dash-top tray, and an (undersized) glove compartment. A locking and removable storage bin under the rear seat is also available.

The Gladiator’s 1,531 mm (5-foot) steel cargo box is 33.9 inches (861 mm) deep, holds 1,005 litres of cargo, and includes multiple tie-down hooks. It features an adjustable tailgate that accommodates sheets of plywood lying flat on the wheel wells and the tailgate lip. A spray-in bedliner is available, along with several tonneau covers and a Trail Rail cargo organizer. Aside from the Gladiator Sport S’s maximum figure, payload ratings range from 487 kilograms (1,075 pounds) to 696 kilograms (1,535 pounds), depending on trim level, engine, and transmission.

While a Jeep Gladiator is an inherently old school truck, it is not without modern technology. Aside from drivetrain innovations like Selec-Speed, and off-road hardware like an electronic-disconnecting sway bar, the Gladiator offers a comprehensively-equipped infotainment system.

The Uconnect 4 system with a 7-inch touchscreen display is standard in Canada and incorporates Bluetooth as well as Apple CarPlay and Android Auto connectivity.

The High Country comes with the top-shelf Uconnect 4C system, with an 8.4-inch touchscreen and navigation. An Alpine premium sound system comes with this infotainment system and is optional with the 7-inch screen.

Equipped with large volume and tuning knobs, and a user-friendly interface, Uconnect 4C is easy enough to use, but the underlying technology is aging. Relatively slow system load and response times provide evidence, as well as voice recognition technology that requires specific prompts during use. Despite these emerging criticisms, however, it remains intuitive and straightforward.

For 2021, Jeep offers its forward-facing Trail Cam. We used it during our off-road adventure in the Gladiator Rubicon, and it works well to help drivers know what they don’t know about what lies ahead and out of sight due to the hood obstructing the view. It also assists drivers in picking a path around and over obstacles ahead.

In standard specification, the Gladiator is simple in terms of safety features. You get a reversing camera and not much else. Depending on the trim level and other equipment, you can upgrade the truck with advanced driving assistance systems (ADAS) such as adaptive cruise control, forward collision warning, automatic emergency braking, blind-spot monitoring, rear cross-traffic alert, and automatic high beams.

Our test truck had all of these features. You’ll definitely want the blind-spot monitoring technology, in part because the Gladiator’s side mirrors are narrow. The adaptive cruise control worked well during a short examination on the freeway, and Jeep thoughtfully offers both adaptive and standard cruise control, just in case you’re uncomfortable with the system’s software handling distance management.

As this review is published, just a couple of crash-test results are available for this truck. The National Highway Traffic Safety Administration (NHTSA) gives it a four-star frontal-impact rating with the standard gasoline engine, and the rollover resistance rating is three stars regardless of engine selection.

A Jeep Gladiator is not a cost-effective solution to your midsize truck needs. It is expensive to start with, and upgrades add up fast.

The value in this truck lies in its appeal to lifestyle owners who want a Jeep, who love the Jeep Wrangler for its open-air sense of freedom and take-no-prisoners off-road capability, and who prefer a cargo bed instead of a cargo area. For this type of truck buyer, the 2021 Gladiator is perfect.

But if you just need a midsize pickup truck, or if the Gladiator’s styling and capabilities don’t fit your preferences and requirements, there are more cost-effective choices in the segment.