When Jeeps were platform trucks in the 1960s through the 1980s, the Jeep Gladiator nameplate was already familiar to customers. Stellantis Group, a US off-road vehicle expert, reintroduced the Gladiator in 2019 as a pickup up to 5.6 meters in length. The Jeep Wrangler is the new model's technical backbone, a tried and true system. But the Gladiator is Jeep's first pickup truck.
To some, gladiator battles represent the apex of Roman culture. Some people consider them a sad sign of the decline of the Roman Empire. Jeeps will still be around long after the new Jeep Gladiator pickup truck hits the market, and it may even mark the beginning of a new era for the brand. But until then, he has a formidable challenge. It must compete with the Nissan Navara, the Renault Alaskan, the Mercedes X-Class, the Toyota Hilux, the Mitsubishi L200, the Volkswagen Amarok, and the Ford Ranger in the marketplace. We will be putting the pickup through its paces in the test by driving it around the city, over the country, and off-road.
Before we can do that, we need to determine precisely where the Jeep Gladiator begins and ends. It's not immediately obvious, yet that shouldn't be seen as an indication that the design is doomed to failure. The actual length of the pickup is 5,591 millimeters, with a wide gap between its beginning and its end. The base width of the Jeep Gladiator is 1,894 millimeters, but the height can range from 1,843 millimeters to 1,905 millimeters, depending on whether a hard or soft top is specified. Lastly, the distance between the wheels' axles is 349 millimeters. Having a strong mentality is essential for success in any endeavor.
You can't do much with a delicate transporter in everyday life, so a square build isn't a disadvantage in a pickup like the new Jeep Gladiator. The new Jeep's apparent fragility belies its nearly 2.4-ton curb weight. Jeep markets the Gladiator as a double-cab, truck-bed Wrangler, but how much weight can it haul? Its length is 1.5 meters, its width is almost as much, and its height is almost as much again (44.5 centimeters); the distance between the wheel wells is 114 cm.
The new Jeep Gladiator distinguishes itself from the old by having a truck bed with cut-outs for the wheel arches instead of a flatbed. Another thing that sets the modern Jeep apart from its rivals is its bigger-than-average loading area, which is typically a few centimeters longer. The scenario is the same as the permissible payload. The Jeep Gladiator has a maximum cargo capacity of 565 kilograms, while the VW Amarok can hold approximately 900 kilograms, and the Ford Ranger can carry almost 1.2 tons. In the Gladiator's favor, the cargo must be hoisted over a loading sill that is only 89 centimeters in height. As a result, the rule of "the fewer, the lighter" must be observed.
The Jeep Gladiator's loading sill is exceptionally high, even for a pickup. Volkswagen drops the Amarok's lip by 10 millimeters. With the trio of Navara, Alaskan, and X-Class, it is 82 centimeters high; with the Ranger, it is 84 cm. In addition, the Gladiator loses when it comes to the maximum weight that can be hauled by a trailer equipped with brakes. A Renault Alaska or Ford Ranger could tow 3.5 tons, but he could only pull 2.8 tons. Given the pickup's size, it should be no surprise that our first trip into the city was a wrong choice. In fact, in the most trying circumstances, you and your companion really bond.
Undoubtedly, one of those is navigating the city in a Jeep Gladiator. The pickup truck is as unwieldy and baffling as a tanker. The standard reversing camera helps when parking; the optional front camera is more helpful off-road. In closing, we will state: Due to a tight turning radius of around 14 meters, you'll need to give some consideration to the streets you choose to investigate. Yes, the Jeep Gladiator has a place to call home, but it's far from the city and the sidewalks. The pickup revealed its Jeep Wrangler ancestry on the drive there. It, too, is constructed on a ladder frame, making it fun to drive off-road but a pain to drive on regular streets. It's true that the Gladiator can be painful, but only to a certain extent. The unique design of the rear axle and the high quality of the dampers have a lot to do with the car's excellent performance.
They thrive in the rugged terrain that the Jeep Gladiator was designed for. The Ford Ranger is the only vehicle capable of keeping up with him. In the Jeep Wrangler, the "Command-Trac" four-wheel drive system is standard, and the "Selec-Trac" transfer case is entirely automatic, two-stage, and active. Two powerful "Dana 44" axles and high-tech electronics support the transfer case's off-road 2.72:1 ratio. She has expertise in five distinct methods of procedure. While "2H" refers to a rear-wheel drive configuration with a road ratio, "4H Part-Time" refers to a four-wheel drive configuration that only engages when necessary. When traveling at speeds of up to about 110 miles per hour (70 kilometers per hour), we can switch between the two modes.
Nevertheless, permanent four-wheel drive (4H Auto) with a fully automatic transmission is an option. A multi-plate clutch is responsible for the automatic distribution of torque. The part-time four-wheel drive option is the way to go if you need to pull a cart out of the mud. "4L" mode, which is permanent four-wheel drive with off-road reduction, is recommended for use in rough terrain. Trac-locking Lok's differential boosts traction, while Select-Speed Control lets the Jeep Gladiator pickup truck fine-tune its own cruising velocity.
However, these technical specifications would only be useful with the proper off-road equipment. Of course, it doesn't lack that, being a Wrangler cousin and all. The most crucial data: Ground clearance is a healthy 25 centimeters, ramp angle is 18.5 degrees, and wading depth is a generous 76 centimeters. The front angle of departure is 41 degrees, and the rear is 25 degrees. Ford's Ranger is the only SUV to drive through water without problems.
In Europe, the Jeep Gladiator gets its juice from a 3.0 liter V6 diesel, the Multijet, which produces 264 hp and 600 Nm and is mated to an 8-speed automatic transmission (combined fuel consumption NEDC: 8.8 liters per 100 km, 231 grams of CO2 per kilometer, and energy efficiency class E). The 230-kilogram unit's six cylinders pack a serious punch. The heavyweight can reach its top speed of 177 km/h and complete the 0-100-meter dash in an impressive 8.7 seconds. Because the Gladiator quickly became as loud as the Colosseum during prime time, we decided against trying it.
The Gladiator's cabin is as comfortable as it is durable off-road. There is no evidence that this is a commercial or off-road vehicle. Ex-works, such as those found in the "Overland" equipment, "Soft Touch" surfaces, a superior sound system, and a "Uconnect Smartouch" infotainment system with an 8-inch touchscreen and 3D navigation, are all available. The "80th Anniversary" package upgrades the interior with a leather-covered instrument panel, leather seat covers, and a more soundproof headliner. This is not available for the Sunrider soft top, though. It is only available for the three-piece modular hard top.
Two clamping arches and gas spring elements make opening and closing a breeze; however, loading area pickups with no tops are not permitted. From its semi-autonomous speed and distance management system to its lateral movement detection, the Gladiator pulls out all the stops regarding safety (Adaptive Cruise Control). The price, though, will likely shock the majority of consumers. The price of a Jeep Gladiator starts at around 70,000 euros.
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