2023 Jeep Gladiator Reviews, Pricing & Specs

Jeep hasn’t made many changes to the 2023 Gladiator. This year’s modifications include a new High Velocity Yellow paint colour, added standard equipment for the Willys model, and a new Capability Package for the High Altitude model, giving it a winch-capable steel front bumper, steel rock rails, and a front off-road camera system.

The Canadian 2023 Gladiator model lineup has six trim levels, starting with the Sport S trim at $52,295 and going through Willys, Overland, Rubicon, and Mojave before rising to $68,890 for the High Altitude trim. These prices do not including a destination charge, which varies from $1,895 to $2,595 depending on your location.

Our test truck was the Gladiator Mojave, which includes Fox 2.5-inch internal bypass shocks with external reservoirs and front hydraulic jounce bumpers, a 2.5-centimetre front suspension lift, 33-inch all-terrain tires, a locking rear differential, high-clearance front fender flares, and steel rock rails. This version of the Gladiator is made for high-speed desert driving, but the suspension modifications are practical and appealing for any kind of driving.

Jeep optioned our test vehicle with an automatic transmission instead of the standard 6-speed manual as well as Granite Crystal paint, a black hardtop with an extra-cost headliner, a spray-in bedliner, a Trailer Tow Package, a Premium LED Lighting Group, a Safety Group, an Advanced Safety Group, all-weather floor mats, and a front off-road camera (TrailCam). These upgrades bring the Canadian quoted MSRP to $73,580, including fees. A Cold Weather Group to add heated front seats and a heated steering wheel is also offered.

That’s pricey for a midsize pickup truck, but the reality is that in 2023, nobody else offers a removable top, removable doors, or a diesel engine option, and the off-roading capability of a Jeep Gladiator is among the best in the class. If you want one or all of these attributes, a Jeep dealership is the only place where you’ll find them.

Though it is based on the Wrangler, the Gladiator has a longer wheelbase and frame that is structurally fortified for pickup truck duty. The added length looks funny, like the automotive equivalent of a mullet. But the need to offer a crew cab and a functional cargo box trumps pleasing proportions.

Mojave models add a hood scoop, but it’s just for show because you don’t want to suck a bunch of grit into the engine bay. You also get purposeful high-clearance fender flares and orange detailing to help set the Mojave apart.

Inside, the Gladiator looks and feels just like a Wrangler. That means it has plenty of plastic and rubber that is easy to clean up and can get wet without damage. Jeep even drills drain holes into the floorboards so that you can hose out the foot wells.

Nevertheless, the interior’s orange air vent surrounds and contrast stitching, combined with fabric seats with patterned inserts and orange Mojave lettering, help to add a higher sense of quality to the cabin. A Gladiator is basic inside, but when compared to, say, a 1980s-era Jeep Scrambler, it’s downright decadent.

The Wrangler is available with multiple drivetrains, including a plug-in hybrid system, but the 2023 Jeep Gladiator offers a choice between only two engines. A 3.6-litre V6 engine with power specs of 285 horsepower is standard, paired with a six-speed manual transmission or an eight-speed automatic. A 260-hp, 3.0-litre turbodiesel V6 is an expensive option, and it includes an 8-speed automatic transmission to go along with its 442 lb-ft of torque. However, it can’t tow as much weight, so its primary purpose is to improve fuel economy.

Command-Trac part-time four-wheel-drive (4WD) with a two-speed transfer case is standard. With some models, you can upgrade to a Selec-Trac full-time 4WD system. Rubicon models get an exclusive Rock-Trac 4WD system with a Tru-Lok locking front differential, and both the Rubicon and Mojave have a Tru-Lok locking rear differential.

Our Mojave had the gas V6 and Command-Trac with a locking rear diff, and Natural Resources Canada says it should consume 12.3 litres per 100 kilometres in combined driving. We averaged 13.6 L/100 km on the evaluation loop, running the Mojave in rear-wheel drive (RWD) except when we took the truck off-road.

Gladiators are loud inside. The test model’s hardtop and hardtop liner help to quiet the cabin somewhat, but the engine roar and wind racket are regular companions to travel in this truck. At higher speeds, tire whir joins the cacophony, but considering the test vehicle’s 33-inch all-terrain tires, not to the degree we expected.

Jeep calibrates the Gladiator’s powertrain to deliver a punch of off-the-line acceleration and good low-speed throttle response, but passing power is adequate at best.

We blasted the Gladiator across rutted and rumpled terrain, where the Fox shocks undeniably proved their worth. Having tested a 2022 Wrangler with the Xtreme Recon Package at around the same time, we can say there is a huge difference in the Gladiator Mojave’s ability to soak up punishing surfaces at speed.

Similarly, the Mojave was more enjoyable to drive in the urban jungle, where the Wrangler can feel like a buckboard when you're bouncing along the highway. By comparison, the Gladiator Mojave glided along, unaffected by concrete slabs and heaved bridges.

However, on a two-lane highway, the Gladiator Mojave responded to a resonance in the surface in a way we’ve never felt before, so the truck isn’t impervious to such things. Still, it’s a shame the Mojave’s suspension upgrade isn’t available on more versions of this truck because it’s good for more than just blasting across the desert with wild abandon.

Due to its length, navigating a mall parking garage’s entrance and exit proved a little tricky. Otherwise, the Gladiator was an agreeable city-driving companion, soaking up imperfect pavement, chuckling at speed bumps, and laughing at speed humps. The 33-inch tires virtually guarantee that you won’t curb the wheels, while the generous approach angle means you can slant-park toward tall curbs without worrying about crunching an air dam. It’s liberating not to worry about such things.

On the highway, the noise and on-centre steering slop become tiring. You’re constantly correcting the steering, and on road with narrow lanes, this task is occasionally harrowing.

In the country, two-lane roads without shoulders are equally nerve-wracking, especially when oncoming vehicles have 18 wheels on them. The lack of steering precision in these situations is distressing. However, thanks to the Mojave’s absorbent suspension, the truck feels better connected to the surface, and it rides and handles surprisingly well on patched, lumpy pavement.

Just like with a Wrangler, the Gladiator’s daily driving characteristics can provoke a love/hate relationship with the truck. We’re always up for a challenge and typically enjoy vehicles that have unique dynamic qualities, so despite the Gladiator’s faults, we like driving this Jeep. But it certainly is a throwback to the era when trucks drove the way they looked.

Gracefully climbing into and out of a Jeep Gladiator takes practice, especially if you’re entering or exiting the back seat through the crew cab’s narrow rear doors. Also, believe it or not, the task is easier when the truck doesn’t have its optional side steps. That’s because Jeep mounts them just below the door openings in order to preserve the ground clearance, breakover angle, and maximum off-roading capabilities. Due to this location, they get in the way more than they’re actually helpful. So, skip the upgrade.

Once you’ve climbed aboard, you’ll find the manually height-adjustable driver’s seat comfortable enough. Over time, though, as you slide into and out of the Gladiator, it lowers itself because the lever is located on the outboard side of the cushion. So, regular re-adjustment is necessary. Heated front seats and a heated steering wheel are available. This helps to extend the top-off, windows-down driving season, but some Canadians may be put off by having to pay extra for these features on already-pricey higher trims.

The rear seats are roomy enough for adults, and Jeep equips the Gladiator with a supportive bottom cushion, good legroom, and rear air conditioning vents. However, the use of plastic front seatback panels with grocery bag hooks, storage netting, and MOLLE-style loops means taller passengers will likely feel some knee and shin pain.

Additional storage locations include netting on the front and rear door panels, four cupholders with two each in front and back, and a tray on the top of the dashboard. The bin underneath the centre armrest is deep but narrow, and so is the glove compartment under the front passenger’s dashboard grab handle. Jeep locates a generous storage bin underneath the back seat, and a locking lid is an option.

Among midsize pickup trucks, the Gladiator’s 1,531-millimetre (five-foot) long, 1,005-litre steel cargo box lacks depth. However, available features to enhance the truck’s utility include a spray-in bedliner, a tonneau cover, a three-position tailgate, LED lighting, and a Trail Rail Management System that adds adjustable tie-downs and a 115-volt AC power outlet in the bed.

Furthermore, you can get a portable Bluetooth speaker to use during tailgate parties and beach bonfires held at a distance from the Gladiator. And, in the right trim level and specification, Jeep says its midsize truck supplies a best-in-class payload capacity of 775 kilograms (1,710 pounds).

Though a Jeep Gladiator looks and feels low-tech, there is more here than meets the eye. For example, our Mojave test truck had an Off-Road+ driving mode to optimize high-speed performance on sandy surfaces and an optional TrailCam forward-facing camera to assist on tricky trails. Additionally, through the Off-Road Pages program, you can assess various data points related to your adventures right on the Uconnect touchscreen infotainment system.

A 7-inch touchscreen is standard in the Gladiator. This Uconnect 4 system shared with Chrysler, Ram, and Dodge products includes Bluetooth, Apple CarPlay and Android Auto connectivity, a USB data and charging port, and an eight-speaker stereo. You don’t need much more than this to find satisfaction.

However, if you want all of the infotainment bells and whistles, there is an 8.4-inch touchscreen infotainment system with a navigation system, connected services, and access to a Wi-Fi hotspot. Additionally, this setup includes SiriusXM satellite radio, and Jeep also offers a portable Bluetooth speaker that you can remove from the Jeep and take with you and a nine-speaker Alpine premium sound system.

Our test vehicle had all of these features, and they certainly fill almost any infotainment need. However, the voice recognition system leaves something to be desired. It responded accurately to just a couple of our standard testing commands. Otherwise, it seemed to have trouble understanding us or would return dissatisfying results. And for a couple of our testing prompts, it flat-out failed.

Additional tech on our test vehicle included a passive keyless entry system that recognizes the presence of the key fob and allows you to open the door by pushing a button on the handle. Also, the dual-zone automatic climate control system has an air filter that Jeep says can eliminate 95% of all particulates in the cabin. Considering how often Gladiators are driven open-air style, this is rather amusing.

The Jeep Gladiator comes with a bare minimum of standard safety features, and the list of available technologies is a short one.

Our test vehicle had SiriusXM Guardian Services. Three plans are available, and, depending on which you select, the Gladiator’s connected services can include an SOS emergency calling system, an automatic collision notification system, a Family Drive Alerts system, and notifications related to vehicle speed, driver curfew, and a geographic boundary alert.

A Safety Group is optional, adding a blind-spot monitoring system, rear cross-traffic alert, and rear parking sensors. We recommend this upgrade because the Gladiator’s exterior mirrors are small, and the truck earns a three-star rollover resistance rating from the National Highway Traffic Safety Administration (NHTSA). That rating indicates mediocrity.

An Advanced Safety Group builds on the Safety Group with adaptive cruise control, forward-collision warning, automatic emergency braking, and automatic high-beam headlights. Note that Jeep does not offer a lane-departure warning or lane-keeping assistance system for the Gladiator.

Our test truck had both of these option packages. We found the adaptive cruise control to be effective and smooth and both the blind-spot monitoring and rear cross-traffic alert systems to be effective.

Crash testing is incomplete. The NHTSA gives the truck a four-star rating for frontal-impact protection, while the Insurance Institute for Highway Safety (IIHS) says the Gladiator’s headlights—even the optional LEDs—are Marginal at best.

The Jeep Gladiator is the most expensive midsize truck you can buy, so if you don’t care much about the attributes that make it unique, you’re better served by one of its competitors.

However, we find those things compelling. From its removable top and doors to its Jeep Wrangler look and feel, the Gladiator is one of a kind. Add its competitive maximum payload and towing capacities (admittedly applicable only to a handful of versions), its available fuel-efficient turbodiesel V6, and the impressive off-roading talents of the Gladiator Rubicon and Mojave models, and there are numerous good reasons to choose this truck.

Note: Images show a US model.