2021 Jeep Gladiator vs 2021 GMC Sierra 1500

The 2021 Jeep Gladiator was a unique creation, born from the iconic Wrangler but extended and reinforced for enhanced towing and hauling capabilities. Its design included a compact 5-foot cargo bed, maintaining a favourable departure angle while offering the utility midsize pickup buyers sought. Initially, its appearance seemed unconventional, with its tall, long, and narrow stance, especially when paired with the Wrangler-inspired bodywork. However, driving the Gladiator, particularly in remote locations with the top down, revealed its true charm. The 2021 model introduced a new Willys grade with distinctive features like a blacked-out grille and 32-inch all-terrain tires, while the High Altitude luxury model added body-colour detailing and premium Nappa leather.

Pricing for the Gladiator started at $49,315 for the Sport S trim with a manual transmission and basic features. Our test model, however, was an Overland trim, nearly fully loaded with options, including the new turbo-diesel engine, bringing the total to an estimated $77,475 Canadian. The interior, equipped with heated front seats, leather upholstery, and advanced infotainment systems, was as refined as a Gladiator could get. Yet, it remained a rugged vehicle, with durable materials and a cabin layout reminiscent of the Wrangler, featuring practical elements like a manual transfer case lever and rubber-sealed touchscreen surround. Jeep's signature Easter eggs added a sense of belonging to an exclusive club.

The 2021 GMC Sierra 1500, on the other hand, was a full-size pickup that stood out for its styling and the upscale Denali trim. The Denali was synonymous with luxury in truck circles, akin to owning a Mercedes. However, other Sierra variants could also be optioned to reach similar price points. Our test truck, the Sierra AT4, was priced at $78,938 Canadian, including destination charges. The AT4 was the off-road-ready version, featuring a factory-installed suspension lift, Rancho monotube shocks, skid plates, and a locking rear differential. It also boasted unique design elements like red front recovery hooks and body-colour trim.

The Sierra AT4's aggressive mud-terrain tires and CarbonPro Edition Package, with a carbon fibre composite cargo bed, highlighted its off-road prowess. The truck's black-on-black colour scheme looked striking but was challenging to keep clean. Inside, the Sierra's cabin was dominated by black plastic, with some caramel seat trim and metallic accents. While the rubber floor mats provided practicality, the overall design felt dated. Despite its high price, the Sierra's interior didn't quite match the luxury expected from a truck that could exceed $80,000 in Denali trim.

The 2021 Jeep Gladiator offered a new 3.0-litre EcoDiesel turbo-diesel V6 engine, priced at $9,190 Canadian, as an alternative to the standard 3.6-litre Pentastar gasoline V6. The diesel engine produced 260 horsepower at 3,600 rpm and an impressive 442 pound-feet of torque from 1,400 to 2,800 rpm, providing substantial low-end power and improved fuel efficiency. During testing, the diesel Gladiator averaged 10.4 litres per 100 kilometres, slightly above the estimated 9.8 L/100 km. The Gladiator Sport S, with the standard engine, could tow up to 3,469 kilograms and haul up to 771 kg of payload. However, the diesel powertrain had lower towing capacity due to engine-cooling restrictions but still managed to pull between 2,720 and 2,948 kilograms.

The diesel-powered Gladiator excelled in off-road conditions, with its torque making challenging trails more manageable. On paved roads, it shared the same driving characteristics as the gasoline version, with slow steering, a stiff ride, and noticeable wind noise. Despite these quirks, the turbo-diesel engine added to the Gladiator's appeal.

In contrast, the 2021 GMC Sierra 1500 offered a 3.0-litre Duramax turbodiesel six-cylinder engine, priced at $1,995 Canadian. It delivered 277 horsepower at 3,750 rpm and 460 pound-feet of torque from 1,500 rpm, matching the torque of the Sierra's 6.2-litre V8 but at a lower rpm. The Duramax was paired with a 10-speed automatic transmission, providing seamless gear changes and optimal torque delivery. The Sierra's automatic 4WD system allowed for easy switching between RWD and 4WD modes.

During testing, the Sierra averaged 11.1 litres per 100 kilometres, slightly above the estimated 9.1 L/100 km. The AT4's suspension handled rough terrain with ease, offering a more comfortable ride than standard Sierra models. While the test day weather limited handling tests, the Sierra's off-road capabilities were evident. Properly equipped, the Sierra could tow up to 4,173 kilograms and carry a payload of 962 kilograms.

The 2021 Jeep Gladiator prioritized utility over comfort. While the seats provided adequate support, the small door openings, snug seating positions, and limited rear legroom required adjustment. Side steps or rails, mounted high for breakover angle preservation, made entry and exit more challenging. In-cabin storage included netting on door panels, a small centre console bin, cupholders, and a dash-top tray. The Gladiator's 1,531 mm steel cargo box held 1,005 litres of cargo and featured an adjustable tailgate for accommodating plywood sheets. Payload ratings varied from 487 to 696 kilograms, depending on the configuration.

The 2021 GMC Sierra 1500 offered spacious and comfortable seating, with large front chairs and ample rear seat space. The test truck's leather seats, while durable, lacked a sense of luxury. Both front seats had power adjustments, and the heated steering wheel was a welcome feature. Rear passengers enjoyed heated seats and air conditioning vents. High-clearance side rails and the Multipro tailgate's wide step facilitated access to the cargo bed. The CarbonPro Edition's carbon fibre composite bed improved durability and increased payload capacity. The Sierra's bed held between 1,781 and 2,523 litres of cargo, with multiple tie-downs for added utility. However, in-cabin storage was less impressive compared to other full-size pickups.

The 2021 Jeep Gladiator combined old-school charm with modern technology. The Uconnect 4 system, with a 7-inch touchscreen, was standard and included Bluetooth, Apple CarPlay, and Android Auto. The High Country trim featured the Uconnect 4C system with an 8.4-inch touchscreen and navigation. While user-friendly, the system showed signs of aging with slow load times and specific voice recognition prompts. The forward-facing Trail Cam was a valuable addition for off-road adventures, aiding in navigating obstacles.

The 2021 GMC Sierra 1500 offered advanced camera-based technologies, including a surround-view camera, trailer- and bed-view cameras, and a rear camera mirror. The optional Technology Package added a 15-inch head-up display and an 8-inch driver information display. The Sierra's infotainment system featured a choice between 7-inch and 8-inch touchscreens, with fast load times and responsive input. The test truck had the 8-inch display, with physical controls for ease of use. Wireless Apple CarPlay, Android Auto, Bluetooth, SiriusXM, and a 4G LTE WiFi hotspot were standard. The available Bose sound system was adequate but not exceptional.

The 2021 Jeep Gladiator's standard safety features were basic, with a reversing camera as the primary offering. Depending on the trim, advanced driving assistance systems like adaptive cruise control, forward collision warning, and blind-spot monitoring were available. Our test truck included these features, with blind-spot monitoring proving essential due to narrow side mirrors. The NHTSA awarded the Gladiator a four-star frontal-impact rating and a three-star rollover resistance rating.

The 2021 GMC Sierra 1500's safety features were optional, even on higher trims like the Denali. Forward collision warning, pedestrian braking, and automatic emergency braking were available but not standard. The Denali included blind-spot warning and rear cross-traffic warning. Adaptive cruise control was optional on select trims and performed well during testing. The Sierra's crash-test ratings were mixed, with a four-star overall rating from the NHTSA and "Marginal" ratings from the IIHS for certain tests. The Sierra's LATCH anchors also received a "Marginal" rating for accessibility.