2026 Jeep Gladiator

Only powertrain is the 3.6L Pentastar V6; the 3.0L EcoDiesel was dropped after 2023 and no hybrid/PHEV is offered on Gladiator. Output is unchanged for 2026 and is the lowest in the mid-size truck class.

3.6L Pentastar V6's peak torque is well below every turbo/hybrid rival in the mid-size class and near the bottom of the truck normalization band.

Edmunds instrumented the 2026 Rubicon at 8.5 s; the lighter Sport S on street tires is estimated in the mid-7-second range consistent with the outgoing model. Well off turbocharged/hybrid rivals (Ranger, Tacoma iForce Max, Colorado/Canyon 2.7T).

Pentastar V6 is smooth and long-proven but reviewers consistently call it underpowered for the truck's weight; throttle response is linear with no turbo lag, but you feel every pound when merging or climbing. No hybrid transition quirks to manage.

ZF-derived 8-speed automatic (850RE) is well-calibrated with prompt, smooth shifts and sensible gear holds; it's the strongest half of the powertrain and rarely hunts. No CVT drone or hybrid handoff issues.

Best-case rating requires the base Sport with Max Tow Package, 3.73 axle, and hard top — off-road trims (Rubicon, Mojave) drop to roughly 6,000 lbs. Ties Colorado/Canyon at the top for mid-size but well behind full-size and full-EV pickups.

Payload is on the lower end of the mid-size class; solid-axle setup and heavy body-on-frame chassis eat into the rating.

Trailer sway control and Max Tow Package (7- and 4-pin harness, Class IV hitch, HD alternator) are available, plus tow/haul mode and rear-view camera. Integrated trailer brake controller is available but not standard, and Gladiator lacks the camera-based trailer backup steering assist, trailer scales, and 360° trailer views offered by Ford, GM, and Toyota rivals.

Part-time 4WD with a two-speed transfer case is standard on every trim — unique in the mid-size truck segment. Sport uses Command-Trac (2.72:1 low), Sport S/Willys/Sahara upgrade to Selec-Trac full-time capable, and Rubicon gets Rock-Trac with a 4:1 low range. No 2WD-only version exists.

Rubicon delivers segment-leading rockcrawl hardware: 11.1 in ground clearance, 44.7° approach / 26° departure / 20.9° breakover, Dana 44 axles with front and rear Tru-Lok electronic lockers, electronic disconnecting front sway bar, 4:1 low range for a 77:1 crawl ratio, 33-inch mud terrains, and skid plates. Mojave is a factory desert-runner with FOX 2.5 internal-bypass shocks and reinforced frame — a class-exclusive Desert Rated badge. Broadest and most credible factory off-road lineup of any mid-size truck.

Single powertrain across the entire lineup: 3.6L Pentastar V6 with 8-speed automatic. No manual, no diesel (EcoDiesel dropped after 2023), and Jeep has not extended the Wrangler's 4xe PHEV to Gladiator. Narrowest lineup among mainstream mid-size trucks and a real weakness versus Tacoma (iForce Max hybrid), Ranger (turbo I4 + Raptor twin-turbo V6), and Colorado/Canyon.

2026 Gladiator continues the 3.6L Pentastar V6 (285 hp) with 8-speed automatic — sole powertrain since the EcoDiesel V6 was dropped after 2023. EPA rates it 17/22/19 MPG city/hwy/combined for 4WD auto (volume config); manual gets 16/23/19.

Body-on-frame construction, standard 4WD, removable doors/roof and brick-like aerodynamics all penalize city stop-and-go economy. No engine start/stop hybrid assist available.

Highway figure is the Gladiator's strongest EPA number but still trails other mid-size trucks (Ranger 26 hwy, Colorado 27 hwy, Ridgeline 24 hwy) because the vertical windshield and open-air-capable body hurt drag.

22-gallon fuel tank paired with the 19 MPG combined rating yields roughly 418 mi of range. Modest for the mid-size truck class since gains from the larger tank are erased by the thirsty V6.

EPA estimates roughly $2,900/yr in fuel at the reference regular-gas price. Cost runs higher than most rivals because the low 19 combined MPG rating is only partially offset by using regular unleaded.

The 3.6L Pentastar V6 is designed for regular 87-octane unleaded — no premium requirement or recommendation. No diesel or E85 option in 2026, but the fuel that is required is the cheapest and most widely available.

NHTSA has not published a combined overall star rating for the Gladiator; the frontal and side sub-tests fall in the 4-star band with a 3-star rollover, and the truck shares its passenger safety cage with the 4-door Wrangler (4 stars overall). Carried forward for 2026 with no crash-relevant structural updates.

No IIHS Top Safety Pick. The Gladiator shares JL Wrangler crash structure and has posted Marginal driver-side small-overlap results; the updated moderate-overlap and side tests have not returned Good ratings, and removable doors/roof compromise structural rigidity claims.

Forward-collision warning with Active Braking is standard from Sport S upward (the volume trim range), along with rear park assist. Blind-spot monitoring, rear cross-path detection, adaptive cruise, and LaneSense remain bundled in the optional Advanced Safety Group — a meaningful gap versus Tacoma, Ridgeline, and Frontier where these are standard.

Radar-based FCW with Active Braking satisfies NHTSA's voluntary commitment; adequate daytime vehicle-to-vehicle behavior in reviewer testing but no IIHS Superior/Advanced front crash prevention or nighttime pedestrian result has been published for the Gladiator.

Blind-spot monitoring with rear cross-path detection is optional on Sport/Sport S via Advanced Safety Group and standard on Rubicon/Mojave/High Altitude. Alert-only (no active steering intervention), no trailer-aware coverage, and the BSM radars are disabled when the doors are removed.

LaneSense provides lane departure warning with a mild steering nudge on trims with the Advanced Safety Group; there is no true lane-centering system. Solid-axle chassis, quick steering ratio, and long wheelbase make highway tracking work for the driver even with assistance active.

Full-speed adaptive cruise with stop-and-go is available via the Advanced Safety Group and works acceptably in real-world highway use, but there is no integrated highway-assist system pairing ACC with lane centering — significantly behind Toyota's TSS 3.0 (Tacoma) or Ford's Co-Pilot360 (Ranger).

Jeep offers no hands-free highway driving system on any 2026 Gladiator trim (no BlueCruise, Super Cruise, or equivalent). Stellantis has not extended a Level 2+ hands-free product to the Jeep truck/SUV line.

Volume Sport/Sport S trims still use halogen reflector headlights that IIHS has rated Marginal on the platform; LED headlights are optional on Sport S and standard on Rubicon/Mojave/High Altitude, with materially better reviewer illumination scores. No adaptive or matrix-beam system is offered.

Upright seating, tall glass, thin A-pillars, and the boxy greenhouse deliver excellent forward and side sightlines — a defining Jeep strength. The five-foot bed and spare-tire location partially obstruct straight-back visibility, but the standard rearview camera compensates and doors/roof can be removed for open-air visibility.

The crew-cab Gladiator has two outboard LATCH positions and a tether-only center; anchors are buried between seat cushions and require some digging. Rear-door openings are narrower than mainstream mid-size trucks, but the tall roofline and upright seatbacks make loading rear-facing seats manageable. The truck is only sold as a 4-door crew cab.

2026 Gladiator is sold only as a four-door crew cab seating five — no regular or extended-cab configurations exist.

Tall, boxy JT body with removable tops yields class-leading front headroom, well above the truck-segment band.

Front legroom is barely above the truck-segment band's low end — modest by mid-size truck standards.

Removable-top JT body gives class-leading rear headroom, well above the top of the truck band.

Rear legroom trails most mid-size crew cabs (Tacoma, Ranger, Colorado) — the JT's shorter cab prioritizes bed and off-road geometry.

Gladiator only offers a 5-foot bed — no 6-foot or long-bed options — placing it near the bottom of the truck bed-length band.

Short 5-foot steel bed yields modest cargo volume, well below full-size trucks and behind long-bed mid-sizers.

Fold-flat rear seatback with lockable under-seat storage, removable roof/doors, standard tie-downs and available 240-amp alternator/aux switches are outdoor-friendly touches; console/door bins are only average and there's no in-bed trunk or frunk to lift it into the standout tier.

Fairly flat, upright chairs and short rear-seat cushions draw the usual JT criticism; new 12-way heated power fronts on higher trims help but the rear bench remains compromised.

Solid front and rear axles plus a body-on-frame chassis produce a jittery, choppy unladen ride — a consistent knock in Gladiator reviews and a clear weak spot versus segment leaders like the Colorado/Canyon and Ridgeline.

Removable roof and doors plus aggressive tires (especially on Rubicon/Willys) let in substantial wind and road noise at highway speeds — well below segment norms.

Dual-zone climate, heated front seats and heated steering wheel available on mid-trims and up; 12.3-inch touchscreen with wireless CarPlay/Android Auto is now standard for 2026. No ventilated seats and no rear climate controls keep it out of the top tier.

The 2026 Gladiator Sport 4x4 opens at roughly $39,895 MSRP plus $1,995 destination — a premium over most mid-size trucks (Tacoma SR ~$33k, Colorado WT ~$32k, Ranger XL ~$34k) reflecting Jeep's off-road positioning and standard 4WD-only strategy.

The Willys is the everyday volume pick — 33-inch mud-terrain tires, Dana 44 axles, and a Rock-Trac transfer case at just under $48k delivered. Sport S trades some off-road hardware for luxury and lands mid-$40s; Rubicon and Mojave clear $54k.

Body-on-frame construction with the 3.6L Pentastar V6 keeps scheduled maintenance moderate, though solid axles, transfer case fluid changes, and off-road wear items (tires, brakes, driveline) add repair exposure. Slightly above Wrangler due to truck-specific components.

Gladiator retains a strong 58–65% of MSRP at 5 years — enthusiast demand and the only convertible-top pickup on the market prop up residuals, though depreciation runs faster than Wrangler because of higher transaction prices and softening 2024–2025 sales.

Standard Jeep bumper-to-bumper coverage: 3 years or 36,000 miles. Trails Hyundai/Kia (5 yr) and matches most mainstream mid-size truck competitors (Toyota, Chevy, Ford, Nissan).

Standard Jeep powertrain coverage: 5 years or 60,000 miles. Well behind Hyundai/Kia (10 yr/100k) and Mitsubishi (10 yr/100k); matches Ford/Chevy but trails Nissan's 5-year/100k-mile powertrain coverage on the Frontier.

No complimentary scheduled maintenance from Jeep. Included perks are limited to 5-year/60,000-mile 24-hour roadside assistance and a short Uconnect connected-services trial — noticeably thinner than Toyota's 2-year ToyotaCare or Chevy's 1-year complimentary service on the Colorado.

$47,490 volume-trim price minus its estimated resale value after 5 years (62% retained, or about $29,444) leaves about $18,046 in depreciation. Add the projected $5,900 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $23,946 in total.

Consumer Reports has repeatedly ranked the Gladiator among the least-reliable mid-size trucks, and J.D. Power dependability for the JT sits below segment average. The 2024 refresh (12.3-inch Uconnect 5, revised electronics) carries into 2026 without powertrain changes, so predicted reliability tracks the established pattern.

Jeep continues to finish in the bottom third of Consumer Reports brand reliability rankings and below the industry average in J.D. Power's Vehicle Dependability Study, driven by persistent electrical and build issues across the Stellantis lineup.

The JT Gladiator has drawn multiple recalls since launch — including rear driveshaft, clutch pressure plate on manuals, tailgate latch, and the JL-shared steering damper/'death wobble' TSB — plus scattered frame and electrical issues. Recall cadence runs elevated versus Tacoma/Ridgeline norms without any single systemic fire or catastrophic defect campaign.

The sole 2026 powertrain — 3.6L Pentastar V6 with the ZF 8HP eight-speed automatic — is a proven, long-service combination with well-documented high-mileage durability. Solid front and rear axles and a mechanically simple part-time 4WD system further reduce failure surface area versus more complex crossovers.

The 2024 refresh carried into 2026 upgraded the cabin with more soft-touch surfaces, standard 12.3-inch Uconnect 5 display, and improved switchgear. Materials remain purposeful and wash-out-friendly rather than premium — expected for a body-on-frame off-roader — with hard plastics still visible in lower zones.

Removable doors, roof, and folding windshield inherently generate wind noise and occasional rattles that reviewers consistently flag on long-term tests. Body-on-frame assembly is acceptable but does not match unibody rivals like the Ridgeline for tightness, and Jeep sits below the industry average in J.D. Power's Initial Quality Study.

Jeep operates one of the largest US dealer networks — roughly 2,500 rooftops — providing strong coverage in both metro and rural markets, which matters for a truck often used far from home. Service satisfaction, however, ranks below the industry average in J.D. Power's customer service surveys.

The Gladiator inherits the Wrangler's exceptional aftermarket ecosystem — OEM Mopar, off-road specialists, and DIY-friendly service — with strong parts availability and modest repair costs. Slightly narrower aftermarket depth than the pure Wrangler due to lower sales volume, but still class-leading among mid-size trucks.

The 2024 mid-cycle refresh made the 12.3-inch Uconnect 5 touchscreen standard on every Gladiator trim (Sport, Willys, Rubicon, Mojave), and 2026 carries it over unchanged — the largest screen the Gladiator has ever shipped with.

Uconnect 5, shared with the Wrangler, is regularly cited by reviewers as one of the better mainstream systems — quick boot, logical menu structure, and — importantly — retention of physical HVAC and volume knobs alongside the big screen.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2026 Gladiator trim (Sport, Willys, Rubicon, Mojave) — a strong 'standard on base' configuration for a mid-size truck.

Uconnect 5 pairs natural-language voice recognition with Amazon Alexa Built-in, and TomTom-based connected navigation is available on upper trims; base Sport lacks embedded nav and relies on phone projection.

Base 8-speaker Alpine setup is competent; the optional 9-speaker Alpine premium with subwoofer and 552-watt amp is acceptable but not class-leading — a removable-top cabin inherently limits fidelity versus the sealed cabins of the Tacoma or Canyon.

A 10.25-inch full-color digital gauge cluster is available on Rubicon/Mojave and higher trims; volume Willys and Sport S retain a partial-digital 7-inch driver information display flanked by analog gauges.

Uconnect 5 supports over-the-air updates for the infotainment stack and connected services (maps, apps), but not full-vehicle software or powertrain updates in the Tesla/Rivian sense.

The Jeep app supports remote start, lock/unlock, locate, and vehicle status; a 12-month connected-services trial ships with the vehicle, after which most remote functions move behind a paid subscription and there is no phone-as-key.

Multiple USB-C and USB-A ports front and rear on Willys and above, wireless charging pad optional on Rubicon, and a 400-watt AC inverter with an in-bed outlet — genuinely useful for jobsite/campsite use versus rivals lacking bed power.

Passive/proximity entry and push-button start are standard on Willys and above; base Sport still ships with traditional key entry. Remote start is available via the Jeep app, but no phone-as-key and no power tailgate (the cargo bed's tailgate is manual).

Rear backup camera is standard, a lens-washing off-road TrailCam facing forward is available (genuinely useful over obstacles), and a surround-view camera is bundled in the Convenience/Advanced Safety groups on Rubicon/Mojave. Parking sensors are optional, not standard.

The Gladiator does not offer a head-up display at any trim level — Jeep's shared Wrangler/Gladiator architecture has never been engineered for HUD, so buyers must rely on the digital cluster.

Crew-cab-only body gives 38.3 in rear legroom with LATCH anchors accessible in the outboard rear positions and a fold-up rear seat cushion that hides in-cabin storage, and the open bed lets kid gear (strollers, bikes) live outside the passenger compartment — a real family win versus the Wrangler. But the 11.1-in ride height on Rubicon (Sport ~10 in) still forces lifting toddlers over a tall sill, the rear bench is flat and firm, and there are no rear climate vents on lower trims.

Not an IIHS Top Safety Pick and historically Marginal/Acceptable on updated moderate-overlap and side tests, with a 4-star NHTSA overall and 3-star rollover rating driven by the tall body-on-frame architecture with removable roof and doors. Blind-spot monitoring and rear cross-path became standard from the 2024 refresh, but forward collision warning with AEB and adaptive cruise are still bundled in the optional Advanced Safety Group — a real safety gap at the family-buyable Sport S price point.

The longer 137.3-in wheelbase settles the ride versus the Wrangler and the 5-ft bed (with optional tonneau) frees the cabin from luggage on multi-day trips, but the solid-axle chassis, flat firm seats, and loud open-air-capable body still make it a tiring cabin for four occupants over multi-hour stints. No rear climate zone or entertainment amenities, and 17 MPG city / 22 highway / 19 combined on regular fuel means frequent gas stops.

Body-on-frame construction with solid front axle, vague on-center steering, and a loud cabin make the Gladiator among the least-relaxing midsize trucks to commute in — the 137.3-in wheelbase does help highway stability versus the Wrangler, but it does not close the gap to Ridgeline/Tacoma. Uconnect 5 on the 12.3-in screen is quick and the ZF 8-speed automatic is smooth, but there is no lane centering and base cruise is not adaptive.

EPA 17/22/19 MPG on the 3.6L Pentastar V6 with 8AT (regular unleaded) puts the Gladiator at the bottom of the midsize-truck class for fuel cost — roughly $2,900/yr at 15k miles, well behind the Tacoma i-Force MAX hybrid (23 combined) and Maverick hybrid (37 combined). Insurance is average for a midsize truck; a deep DIY aftermarket keeps out-of-warranty repair costs manageable.

At 218 in long with a ~44.8 ft turning circle, the Gladiator is one of the longest and least-nimble midsize trucks in tight urban settings — 30 in longer than a Wrangler Unlimited and unable to shrink for parallel parking. The upright greenhouse, low beltline, and short front overhang give unusually good sightlines and rear camera is standard, but 360-view camera and ParkSense sensors are gated to option groups on Sahara/Rubicon.

Best-in-class 7,700 lb tow rating (Sport/Willys 4WD with Max Tow package) and up to 1,725 lb payload put the Gladiator at the top of the midsize-truck field for capacity, and the Pentastar V6 (285 hp / 260 lb-ft) with the ZF 8-speed pulls honestly. The 5-ft bed limits full sheets of plywood versus a Tacoma or Ranger long-bed, and the Rubicon's off-road gearing cuts tow to 6,000 lb — but for a work tool the numbers are genuinely competitive.

Genuine body-on-frame architecture with Dana solid axles, the 15-year-in-production Pentastar V6, and the industry-benchmark ZF 8HP eight-speed automatic combine to make the Gladiator one of the toughest current pickups on hard-use duty. Optional all-weather rubber flooring with drain plugs in the tub floor completes an abuse-tolerant package — the offsetting weakness is Jeep's below-average brand reliability rankings in Consumer Reports and J.D. Power.

5-ft steel bed with Trail Rail cargo management system, damped tailgate, optional 400W AC inverter with 115V bed outlet, spray-in bedliner, integrated tie-downs, and four auxiliary switches for accessory wiring — plus arguably the deepest work/upfit aftermarket ecosystem of any current midsize truck (Quadratec, Mopar Performance, ARB, Rough Country). Bed length is short versus a Colorado long-bed, and 360-view/parking sensors are gated to option packages.

The longer wheelbase softens the Wrangler's live-axle chatter enough to make highway cruising tolerable, and the 22-gal tank × 19 MPG delivers roughly 418 mi of usable range between fill-ups. Firm flat seats, high wind noise from the removable top, and optional-only adaptive cruise / lane departure warning (no lane centering) still make it a poor mile-eater versus Ridgeline or Tacoma. Standard 12.3-in Uconnect 5 with wireless Apple CarPlay/Android Auto helps.

Best-in-class off-road hardware in a truck body: standard 4WD on every trim, Rubicon adds Rock-Trac 4:1 low range, front + rear electronic-locking Dana 44 axles, front sway-bar disconnect, 33-in KO2 all-terrains, skid plates, 11.1 in ground clearance, 43.6°/20.3°/26° angles, and 30-in wading depth. Removable top, removable doors, and fold-down windshield are unique to this segment, and the 5-ft bed with 7,700 lb tow rating carries dirt bikes, kayaks, or a small camper trailer — a genuine adventure benchmark that only the F-150 Raptor and Colorado ZR2 approach.

5-ft open bed with 44.8 in between wheel wells (accepts sheet materials on their side), fold-flat rear seat with in-cabin storage bins, removable top and doors that let owners haul odd-shaped cargo no other truck can accommodate, standard tie-downs, optional Trail Rail cargo management, roof-rack systems, and a hitch that supports 7,700 lb pulls. Combined with the removable-panel body, it is arguably the most flexible gear-hauling package in midsize trucks.

Solid front and rear axles, tall body-on-frame construction and off-road-biased suspension make the Gladiator the least composed handler in the mid-size truck class; body roll and lateral pitching are pronounced, and grip on all-terrain rubber trails Colorado, Ranger, and Tacoma. Trails only Ram/Ridgeline-style unibody rivals significantly.

Recirculating-ball steering box (shared with Wrangler) is vague on-center, requires frequent corrections at highway speed, and telegraphs almost no cornering feedback. A well-documented weakness that the 2024 refresh's revised steering damper only partially mitigates.

Stopping distances are adequate but nose-dive is noticeable, pedal is soft with a long initial travel, and heavy off-road tires on Rubicon/Willys lengthen distances further. Consistent and fade-resistant, just not confidence-inspiring.

3.6L Pentastar V6 (285 hp / 260 lb-ft) paired with an 8-speed automatic is the sole 2026 powertrain after the 6-speed manual and EcoDiesel were dropped. Smooth once rolling but off-idle response is soft — the naturally aspirated V6 needs revs, and the transmission occasionally hunts under partial throttle.

Pentastar V6 turns coarse and vocal above 4,000 rpm; solid axles transmit impact harshness through the floor; and the removable hardtop/soft-top design leaks appreciably more wind and tire noise than sealed-cab rivals at highway speed. Idle refinement is fine.

Long 137.3-inch wheelbase yields a wider turn radius than most mid-size trucks, but the volume Sport/Willys trim's 44.8 ft is respectable within the segment; Rubicon with 33-inch tires widens to ~47.1 ft.

Tall, commanding seating position with a boxy greenhouse offers excellent forward visibility, but ingress requires a real step-up, seat travel is limited, and the steering wheel is tilt-only on Sport trims (telescoping available on higher trims). Controls are logically grouped and physical.

On-road dynamics are poor, but the Gladiator's character — removable doors, folding windshield, removable roof, class-leading off-road capability with disconnecting sway bars and locking diffs — delivers a genuinely unique driving experience that no other mid-size truck offers. Enthusiast appeal is real even if the driving isn't sporty.

Base Sport is famously spartan for the price — cloth seats, manual A/C, small screen on Sport, and even Sport S lacks blind-spot monitor as standard on some builds. Removable roof/doors and part-time 4WD are the standout inclusions, but content-for-price at ~$40K base lags Tacoma SR5, Ranger XLT, and Colorado LT trims.

Rubicon at ~$54K delivers class-benchmark off-road hardware (Dana 44 axles, electronic lockers, sway-bar disconnect, 4:1 low range) no rival matches; however towing (max 7,700 lb) and payload (~1,725 lb) trail Tacoma/Colorado at similar prices, and mid-trim Sahara/Mojave feel overpriced for on-road refinement. Off-road bang-for-buck is strong; overall-truck value is weak.

Six trims (Sport, Sport S, Willys, Mojave, Rubicon, Nighthawk) with hard top or soft top choice — but only one body style (crew cab, 5-ft bed), one powertrain (3.6L Pentastar V6 + 8-speed auto) for 2026, and no diesel/hybrid. Narrower than the Wrangler and much narrower than Tacoma's cab/bed permutations.

Sales have collapsed from a 2021 peak of ~89K to roughly 41K in 2024 — a >50% decline — as buyers gravitated to redesigned Tacoma, Ranger, and Colorado. Well behind segment leader Tacoma (~230K) and mid-pack Ranger/Colorado, and the trajectory continues downward heading into 2026.

Inherits the Wrangler's iconic brand equity — 80+ years of Jeep heritage, exceptionally loyal owner base, and unrivaled aftermarket/lifestyle ecosystem. The 'only open-air pickup' identity gives it a distinct halo no rival offers.

With volume down sharply and Stellantis aggressively clearing 2025/2026 inventory, sub-MSRP transactions and dealer discounts of $4K–$7K on Sport S/Sahara/Mojave are routine. Manufacturer cash and low-APR financing offers regularly stacked. Rubicon still holds firmer but often negotiable below sticker.

JT generation launched for the 2020 model year, mid-cycle refresh in 2024 (revised grille, 12.3-in Uconnect 5, updated interior, standard 8-speed auto, new safety tech). By 2026 the platform is 6+ years old and shares its architecture with the JL Wrangler, whose next-gen replacement is expected 2027–2028 — Gladiator successor likely to follow.

Reviews are polarized: universal praise for off-road capability and open-air character, but consistent criticism for on-road ride/handling, wind noise, ergonomics, and value versus Tacoma and Colorado. Rarely wins modern truck comparison tests outside pure off-road shootouts; MotorTrend named Tacoma its Truck of the Year 2024, not Gladiator.