2025 Jeep Gladiator Rubicon Review

The midsize truck segment is suddenly crowded with seriously capable off-road machines.

There’s the second-generation Chevrolet Colorado ZR2 Bison, the new Ford Ranger Raptor, and two rugged versions of the redesigned Toyota Tacoma to pick from. And while each of them has earned more power, technology, and complexity, the decidedly old-school 2025 Jeep Gladiator Rubicon soldiers on. 

Power: 7/10

Like its competitors, Jeep is adding some technology to the Gladiator by giving the truck the 4xe treatment for the first time. That means later this year, the Gladiator will be offered as a plug-in hybrid (PHEV), resulting in not only improved efficiency and modest all-electric range, but also 375 hp and 470 lb-ft of torque. Importantly, that lofty torque figure will best the competitors in terms of bragging rights.

In the meantime, the Gladiator’s only other powertrain is the venerable 3.6L V6 mated to an eight-speed automatic transmission (the manual is no more). Its 285 hp is decent, but being a normally-aspirated engine in an age of turbocharging and electrification means its 260 lb-ft of torque isn’t only a bit soft, but it requires more revs — 4,400 of them, to be exact — to reach that peak.

Driving around unladen, the 2,282-kg (5,000-lb) truck gets out of its own way well enough, but when hauling a small teardrop trailer that weighed less than half the Gladiator’s advertised maximum tow rating of 3,492 kg (7,700 lb), it needed plenty of revs to keep charging along. When climbing the Rocky Mountains, the transmission held third gear (and nearly 6,000 rpm) for long stints, and left us lamenting the demise of the 3.0L diesel that was formerly offered.

Fuel Economy: 6/10

12.3 L/100 km combined isn’t likely to win any frugality awards, but the Gladiator’s fuel consumption rating puts it ahead of the Ranger Raptor and Colorado ZR2, and behind the hybrid Tacoma models. 13.7 L/100 km is the Gladiator’s city rating, while its 10.7 L/100 km figure for the highway seems optimistic. Even without the trailer connected, the Rubicon version tested here, with its meaty off-road tires, proved thirsty. When towing, it was reluctant to gulp back regular-grade gas at a rate of less than 20.0 L/100 km, forcing a refill every 350 to 400 km. 

Practicality: 7/10

While the Gladiator boasts a class-leading towing capacity, that’s only possible when optioned with the Max Tow package that’s exclusive to the entry-level Sport S trim. The Willys, Rubicon, and Mojave each have various types of locking differentials, which limit towing capabilities in the interest of off-road aptitude. The truck tested here, for example, was limited to 2,041 kg (4,500 lb) with its standard tow package and no trailer brake controller.

The Gladiator’s five-foot box is the only length offered and is typical of the off-road truck class. Our tester had a pair of screwed-on tiedown eyelets at the front corners of the box, and a pair of more secure ones toward the back. Meanwhile, the cabin will accommodate two occupants up front and three across the rear seat, and while not class-leading in size, it’s certainly competitive in the segment. 

Driving Feel: 7/10

The Gladiator and its Wrangler cousin are highly compromised vehicles. Buyers who understand this are likely the ones who will benefit most from the off-road prowess that makes them so formidable. The Gladiator’s steering requires constant attention, especially at highway speed, where the truck can feel unsettled. Taking curves on imperfect pavement exacerbates the Gladiator’s skittish behaviour, and body roll is considerable. 

All of these aspects that can be tiring on-road become assets when tackling rocky trails (or going completely off-trail), where the seeming indestructibility of its industrial-feeling suspension components can withstand the sort of abuse that would render most other vehicles — including many trucks — a pile of miscellaneous bolts and scrap metal. The Mojave trim’s dual by-pass Fox shocks can withstand higher speed off-road punishment, but as an all-round off-road weapon, the Gladiator Rubicon crawled, climbed, bounced, and banged over some seriously gnarly terrain, getting us to incredible locations without breaking anything.

The Gladiator’s mass and longer wheelbase relative to the Wrangler make it a solid-feeling and stable tow vehicle, and even with serious cross-winds, the tail (trailer) never threatened to wag the dog (truck). 

Comfort: 5/10

The Gladiator’s awesome off-road capability forces other compromises in terms of ride quality — it’s pretty rough and bouncy, just like trucks used to be — and it’s noisy. The boxy shape, exposed hinges, and big mirrors all contribute to wind noise. There’s plenty of rumble from the off-road tires, and without the optional sound-deadening mats, the removable roof panels transmit plenty of noise to the cabin, too.

The seats are not only extremely firm, but offer little in the way of support, lacking especially in lumbar bolstering, leading to plenty of back aches during the 8,000-km roundtrip to Utah and back to Ontario. 

Features: 8/10

The options list for Gladiator is lengthy, giving buyers the opportunity to build their truck to suit their specific needs. The Rubicon tested here featured serious off-road hardware including heavy-duty locking front and rear differentials, an electrically-actuated sway bar disconnect, and Jeep’s Off-Road+ system that enables precisely-controlled low-speed crawling. 

Besides adding the PHEV powertrain and a new shade of blue paint, the only other change for 2025 is the addition of Active Cabin Ventilation on some models that allows owners to precondition the cockpit via a mobile app.

User-Friendliness: 7/10

The climb up to the Gladiator’s cabin can be a long one, but Jeep fits the interior with plenty of grab points to help haul oneself inside. Once there, the boxy shape and short, upright windshield take a bit of getting used to for drivers accustomed to most other modern machines, but Jeep has done a good job of laying out most of the controls sensibly with all the primary switchgear for climate and audio accessible via big knobs or easy-to-locate buttons. Last year, all Gladiators got a new 12.3-inch touchscreen for the infotainment system that features sensible menus, a handy fixed series of vertical shortcuts on the left side, and an incredibly bright screen that remains legible even with the roof off.

For the most part, the wireless smartphone connectivity worked with our group’s various iPhones, and we appreciated the ability to have two phones connected at once, with one providing mapping directions, and another the tunes.

Safety: 6/10

In 2024, Jeep updated the Gladiator’s safety by adding first- and second-row side curtain airbags, plus a forward collision warning system and adaptive cruise control. The latter occasionally freaked out during this test, randomly decelerating on the highway as if spooked by some phantom vehicle when nothing was around. This tester also had the optional Safety Group that included rear parking sensors, blind-spot monitoring with rear cross-traffic alert, plus automatic high-beam control for the headlights. Those lights could use better self-levelling, however, with the trailer leaving them pointed high enough to bother drivers in oncoming vehicles.

Styling: 7/10

There are no two ways about it: for lovers of the Jeep brand, the Gladiator looks exactly as one would expect a truck version of the Wrangler to look. The front end is indistinguishable from its SUV counterpart, which is a global icon. The Gladiator’s profile can be a bit awkward, with the pickup box looking like a tacked-on afterthought and throwing off the familiar proportions of the Wrangler, but that’s the price one pays for its greater utility.

It’s a similar story inside, with tradition and the Jeep’s rugged persona dictating much of the style. Still, the dashboard was updated last year with a new textured finish, and the central touchscreen looks decidedly modern. 

Value: 7/10

On the surface, It’s tough to consider such a seemingly archaic and unsophisticated rock-bashing machine as a good value at nearly $80,000 before tax, but when used as Jeep intended for the Gladiator — as a utility machine capable of serious work and play — it starts to make sense for the buyer whose lifestyle has those needs. The level of equipment fitted to the Rubicon to make it such an awesome off-road machine is impressive enough, but the recent updates to its safety and onboard technology make it more competitive with other models in the segment that are priced similarly (like the Colorado ZR2), and those priced higher (like the Tacoma Trailhunter and Ranger Raptor). That Jeep lets its customers spec their Gladiators to be as basic or loaded as they want helps, too.

The Verdict

As a daily driver, the 2025 Jeep Gladiator can feel like a rather crude and somewhat old-fashioned beast. Those are just the compromises required to make a truck as capable as the Gladiator is at doing utilitarian work, and serious rock-bashing in places it’s likely few other pick-ups can get in — and out — without serious damage. The Gladiator Rubicon is the real deal as a genuine Jeep, but also a functional work tool, and its evolutionary updates help keep it tolerable for most drivers even when they’re not bashing through the wilds. Pop the roof and door panels off, and the Gladiator remains a true one-of-a-kind.