A ride only a trucker could love

Hey there, time traveller!
This article was published 03/01/2020 (2407 days ago), so information in it may no longer be current.

Let’s start with the obvious — this is one goofy-looking truck.

Some folks won’t agree with that statement, but that’s OK: niche vehicles thrive on polarizing styling.

Jeep’s new Gladiator pickup may not look like a niche entry at first glance, but it has two traits that seal the deal.

First, Jeep is going after a very thin slice of the market. The Gladiator is based on the new Wrangler platform (code-named JL) that was introduced for the 2018 model year. The Wrangler itself caters to a fiercely loyal group of buyers who value off-road capability (whether they use it or not) above all else. The fact that the Gladiator looks like a Jeep (from the front, at least) doesn’t hurt matters either, as it’s one of the most distinctive SUVs on the market.

The Wrangler itself is no niche product though: according to goodcarbadcar.net, year-to-date Canadian sales show the Wrangler as the sales leader among mid-size SUVs, a segment that includes no less than 24 entries.

But put a pickup bed on a Wrangler, and you have an instant niche player. You have to find a buyer who wants some of the Wrangler’s looks and most of its off-road prowess, but also has a need for the box or higher towing capacity.

And there’s that second part of what makes this a niche model as well — the price.

Where the Wrangler starts at $37,590 in Sport soft top trim (including destination), the least expensive Gladiator is almost $12,000 more in Sport S trim.

Fiat Chrysler Automobiles saw fit to spoil us with a mid-trim Overland model, which carries a sticker price of $50,995. That price includes the capable 3.6-litre V-6 Pentastar engine and a six-speed manual gearbox. Also along for the ride are a part-time 4WD system with low range, trailer tow prep, 115-volt outlet, 18-inch wheels, a three-piece “Freedom” hard top, and a bunch more goodies.

And all the things that make this a real Jeep are present and accounted for, including skid plates for the fuel tank and transfer case, Dana front and rear axles, removable top and doors, and a fold-down windshield.

Options on our tester included leather seats, tow package (for a maximum tow rating of 3,469 kg), heated steering wheel and front seats, remote start, LED lighting, Uconnect 4C, parking sensors, blind-spot monitoring, auxiliary switches, an eight-speed automatic transmission with skid plate, locking rear differential, and a few other goodies. All in, our tester rang through the register at $64,085 including destination.

Jeep touts this as the most capable midsize truck ever, and it’s hard to argue with that claim. Show me another truck in this class that has 30 inches of water fording capability. Or 11.1 inches of ground clearance, along with approach, breakover, and departure angles that will have competitors running for the pavement.

The Gladiator’s body measures a full 30 inches longer than the Wrangler’s, 19 of which are added to the wheelbase, while 11 inches are added to the rear overhang. These measurements really mess with the Gladiator’s proportions, enough so that the truck loses most of the cool factor that the Wrangler has enjoyed for generations.

The challenge is perhaps most evident in profile, where the awkward body stretch is obvious because the rear doors are the same as those on the Wrangler. On the Wrangler, the door tapers sharply to accommodate the rear wheel well. On the Gladiator, it tapers sharply to accommodate… nothing. Our tester was equipped with side steps, presumably to aid in getting in and out of the truck. But they were placed up at the door sill height to preserve ground clearance, so they effectively serve only to hinder access by making the already-wide sill even wider. When I tried to use the step, I had to be careful not to hit my head on the way in since the step is mounted so high. My advice — skip the side step.

The Gladiator is equipped with the kind of modern technology people expect in a new ride. So those same people might be a bit surprised by the lack of civility in the truck’s handling dynamics. Most notably, the steering is slow and ponderous and wind noise and cabin drafts are epic.

15 minutes on the Perimeter Highway one windy evening made me thankful I was only on a short drive. Constant corrections were required to stay in my lane and the noise and drafts made this anything but fun.

The only surprise as far as the truck’s off-road focus is that there is no left foot dead pedal. A dead pedal allows the driver to rest his or her left foot while driving, but even more importantly, provides a way to brace oneself on the trails. It’s a surprising omission, but a quick internet search reveals that there are many aftermarket suppliers out there.

These quibbles don’t affect whether the Gladiator is recommended or not, but rather it’s important that buyers know what they’re getting, and not getting, if they are considering one of these.

 

autoreviews@mymts.net

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