2024 Jeep Gladiator

Bigger changes come inside, where a new 12.3-inch touchscreen takes up center stage. Surface materials vary by trim level, ranging from basic plastics at the bottom of the food chain all the way up to fairly classy stitched synthetic leather. 

Most versions offer at least a limited-slip rear differential, while locking front and rear differentials are widely available. 

No Gladiator is a four-wheeling slouch, but just which version is the most capable depends on how you plan to use it. Rubicons are best for slow-speed going with their electronic front sway-bar disconnect, 33-inch tires, and 17-inch wheels. They also have uprated Dana 44 axles with built-in lockers. The Mojave, meanwhile, is intended for high-speed four-wheeling. It rides on special Fox shocks that soak up just about anything underneath. It has a single locking rear differential that can be engaged at speed, too. 

How fast is the Jeep Gladiator?

It’s not especially rapid. The 3.6-liter V-6 is rated at 285 hp and 260 lb-ft of torque, which isn’t a ton of power for a vehicle that weighs over 4,650 pounds in its fleetest configuration. Rubicons and Mojaves top 5,000 pounds. The standard 6-speed manual gearbox works well enough, but this engine makes most of its power up high in the rev band. It must be wound out to keep up with traffic. The 8-speed automatic gearbox works quietly in the background, though it hardly alleviates the lack of low-end torque. For off-roading, purists will like the manual’s control, while novices may prefer the ease of the automatic. 

Note that Jeep no longer offers a turbodiesel in its Gladiator truck. 

The Gladiator’s ride is reasonable thanks mostly to its long 137.3-inch wheelbase. Generously sized tires have plenty of sidewall for soaking up big bumps. The solid axles deliver some side-to-side head bob, but overall the Gladiator rides fairly well given its off-road utility. Its steering is quick but vague, with plenty of on-center slop typical of a solid front axle. That’s fine—preferable, actually—for off-road use, where the front wheels may need to dig into an obstacle in order to surmount it. But it’s to the Gladiator’s detriment at speed, where it can wander on the highway compared to rivals with independent front suspensions more geared toward highway-speed use. 

Towing capacity varies by setup, so shop wisely. Manual gearbox Gladiators are rated between 4,000 and 4,500 pounds. Opt for the Max Trailer Tow package’s 4.10 rear axle ratio and a Rubicon or Sport automatic can tow up to 7,700 pounds. Other versions with the automatic are rated at 6,000 pounds. Payload capacity also varies greatly, ranging from just 950 pounds in a Willys with the automatic to 1,750 pounds in a Sport with the top trailer-towing package. 

Rear-seat riders have 38.3 inches of legroom, at least according to the spec sheet. Tight door openings and a flat, unsupportive bench reveal less comfort in reality. 

Not only is it cramped inside, but the Gladiator is downright loud on the highway with the standard soft top. The available hardtop quiets things down a bit, but we still recommend the insulating headliner. At least interior trim impresses, with nice surface graining and an appealing design with plenty of fun touches. 

Jeep offers just a single bed size: a 5-footer with an available spray-in bedliner, a roll-top cover, and a power outlet. The light aluminum tailgate makes loading stuff up easy enough. 

New this year are curtain side airbags integrated into the roll bar. They cover front and rear-seat riders and they join dual front and dual front seat-mounted airbags, bringing the count to six overall. 

Jeep bundles driver-assistance features including automatic emergency braking, active lane control, and adaptive cruise control. That tech is standard on all but the base Sport, while blind-spot monitors and rear park assist are optional across the range.  

Which Jeep Gladiator should I buy?

That really depends on what you’re after. If you want to tow or haul, stick with the base Sport and perhaps add a hardtop, the Max Trailer Tow group, and the Convenience Group with its heated front seats and steering wheel. 

The Willys trim adds a locking rear differential and it rides on 32-inch mud tires, which makes it a solid choice for off-roaders not looking to totally bust the budget. 

Rubicons are best for low-speed four-wheeling, though they can be outfitted with the Max Trailer Tow group, too. The Mojave, meanwhile, rides on Fox shocks that work exceptionally well off-road and aren’t so bad on pavement, either. 

Jeep has dropped the Overland trim level, so there’s no luxurious version of the Gladiator for 2024.  

How much is a fully loaded Jeep Gladiator?

The Rubicon X or Mojave X both cost about $65,000 and come with a full slew of extras such as nappa leather seats, steel bumpers, uprated audio, and other features that will help when off-roading.