2026 Jeep Gladiator Rubicon review: Australian first drive

Jeep isn't a brand synonymous with evolution and innovation, at least these days. While the brand broke ground with the first Willys Jeep back in the 1940s, and brought things like the Wagoneer and earlier Station Wagon, things have been more about preservation and tradition in the modern day.

Now with a mid-cycle facelift for the current Jeep Gladiator dual-cab ute, there isn't really much wholesale change going on. There's the same engine, same transmission and same driveline. Plus, we've still got the same unique combination of live axles, a removable roof and doors, and a removable windscreen.

From an off-road point of view, the Rubicon remains steadfast with a 4:1 transfer case, heavy-duty locking differentials with lowered ratios, 32-inch BFGoodrich Mud Terrain tyres, and a selectable front swaybar.

Combine this kind of capability with the body style Australians love so much, and the Jeep Gladiator could be an absolute knock-out blow. But sales figures have been meagre in recent years, and there are some obvious compromises that buyers need to keep in mind.

Because there's nothing else like a Jeep in this day and age. And that's equal parts good and bad.

Prospective buyers were once able to pick through a range of trim levels, but that has since been condensed down to one for this new model. It's Rubicon or nothing these days, with an asking price of $82,990 plus on-road costs.

Much of the Rubicon goodness comes down to mechanical bits and bolt-ons. Along with the gear I mentioned before (for a gloriously-low crawl ratio and great off-road traction), you also get rock sliders, underbody protection and some extra barwork around the rear quarter areas.

This 2026 model gets an improved infotainment display measuring in at 12.3 inches and using the newer 'UConnect 5' operating system.

The previously optional 'Lifestyle Adventure Group' is rolled in as standard kit now, which includes a higher-output alternator, a lockable under-seat storage setup, a Bluetooth speaker hiding in a charging dock behind the rear seats, and a spray-in tub liner.

This 2026 model also gets nappa leather seat trimming as standard, along with body-coloured fender flares (instead of being black as standard), a new front grille, hidden antenna and some other updates to the interior.

So, you could argue that this new model is better value. However, it's still a relatively high price. And as much as being a unique offering, buyers might be considering other off-road models like the Toyota LandCruiser 70 Series or Ford Ranger Raptor for similar money.

Check out the range of new, near-new and second-hand Gladiators for sale at the moment on Drive Marketplace. You never know, you might pick up a bargain.

The overall dimensions of the 2026 Jeep Gladiator haven't changed, which means it's still a big boy. It's particularly long overall, slightly more than 5.5 metres.

The wheelbase is huge as well at 3488mm. For reference, this is more than 200mm longer between the axles than a Ford Ranger.

This is good for keeping the approach and departure angles respectable, but it doesn't do any favours for the rampover angle or turning circle.

On the inside, you've got a decent amount of space for a dual-cab ute. Although, it can feel a little cramped thanks to the removable roof, internal frame and bulky, nappa leather seats. Window apertures are relatively small as well compared to the curved glass of a more modern vehicle design.

The seats are at least quite comfortable, with a broad and lounge-like feel to them. Available adjustment is good, but you'll soon notice there isn't much room amongst the pedals for your left foot. It's a hangover of the left-to-right relocation of the steering wheel, and is something that could be annoying for longer-limbed drivers.

Otherwise, the Gladiator does feel nice, even though it can be a little bit cramped and a little lacking in storage.

In the back, extra storage under the rear seat is nicely executed and quite handy. You can fit a complete recovery kit for example, and it's lockable if needed. Dig around the rear for the removable Bluetooth speaker, which is sturdily made and lives in its own charging space when not in use.

Space and comfort for adults is okay in the back, and my testing found you can fit three (relatively narrow) child seats across the rear bench – only just. There are air vents and cupholders located on the floor for a bit of extra convenience.

An upgraded infotainment system, expanding from a modest 8.4 inches to a more modern 12.3 inches, goes a long way toward bringing the Gladiator up to speed in 2026.

The operating system is better, it's more slick and responsive to interact with from the upgraded operating system, and has wireless Apple CarPlay and Android Auto. However, it doesn't have any kind of companion app or remote functionality.

Crash safety and active safety equipment aren't strong suits of the Jeep Gladiator, with a below-par three-star score from 2019. These test results piggy-back off testing done to the Wrangler, with Jeep providing enough technical information to ANCAP to allow the same rating to flow across to the Gladiator ute.

This score is only valid until the end of December 2025, too.

There's a relatively low 60 per cent protection score for adult occupants, while the child occupant protection score fares better at 80 per cent. Vulnerable road users (pedestrians) get a 49 per cent score, while the on-board safety systems of the Gladiator accrue 51 per cent.

There's a range of reasons why the Jeep Gladiator isn't very fuel-efficient. There's a relatively large petrol V6 for a start, which is devoid of any kind of turbocharging or electrification. The shape of the vehicle doesn't help, with one that is allergic to wind tunnels. The mud-terrain tyres – as excellent as they might be off-road – also provide a big chunk of energy-sapping rolling resistance.

And against a claim of 12.4 litres per 100 kilometres, we saw a number that was a little higher than that. After a long stint of highway driving followed up by a day of off-roading, we saw a figure of 13.5L/100km in our testing.

The more time you spend on the highway in the Gladiator, the less appealing the driving experience becomes. It's particularly noisy as it hammers along, developing a lot of whistling around the doors, windscreen and roof.

The engine also needs to rev quite a lot to get a wriggle on, dropping ratios and roaring towards the top end of the tachometer. At a cruise, it's more agreeable at a low ebb.

Steering is typically slow by modern standards, owing to that live axle that persists in the Gladiator. It's something you tend to get used to, however.

If you're looking to use the Gladiator in more of an urban area, the turning circle would be tougher to get used to. It's 13.6m, and you'll be pulling plenty of three-point (or more) turns and avoiding shopping centre carpark altercations. Actually, that could be seen as a good thing.

Ride quality – noisy and knobbly tyres aside – is pretty good. It's not as stiff and unforgiving as a regular dual-cab ute, and the outright length of the wheelbase certainly helps. Dynamics are not a strong point, however. This is not a car that drives well through the corners in an enjoyable way. It's well mannered and predictable, but on-road capability is not like what it is off-road.

When almost all utes use torquey turbocharged diesel power, the Gladiator's revvy, non-turbo petrol engine provides a significantly different experience. It's not as rough and rattly, sure. However, it is also missing the reassuring wave of torque that most would be used to. Peak torque is decent at nearly 350Nm, but it is a long way up the rev range, and the engine really needs to start chugging hard – after a gear change or two – to keep things going.

When you're off-road, the engine does perform well. It's a little bit heavy on fuel (especially compared to a diesel), but the momentous reduction through the gearing means you have excellent control and torque through the throttle.

Soft suspension gives excellent traction and stability off-road, and that's before you need to flick on the locking differentials. Loosening the front swaybar helps with suspension balance front-to-rear (which is excellent, by the way) and allows the Gladiator to feel unperturbed on even the most rutted climbs.

That is, until you run out of underbelly clearance and start scraping around. That's the weakness of this car, owing to the long wheelbase. However, it's also a strength for stability on steep tracks.

And the more time you spend off-road, the more the Gladiator makes sense. It's an inherently capable vehicle, and so much so that you start looking over the on-road compromises that this vehicle brings.

Throw in the ability to remove the roof and doors, as well as lowering the windscreen over the bonnet (which requires taking off the windscreen wiper) and the cool-factor that the Gladiator brings to the Australian new car scene is undeniable.

Although, I need to make a confession. I only had a few days with this new Gladiator, and started working on removing the roof and wipers one afternoon. As dark clouds started coalescing overhead, however, I bailed on my plans and left everything intact. And I wondered: as cool as this feature is, how many times would owners actually do it?

A quick perusal of the specifications tells you that the Jeep Gladiator isn't so much a workhorse utility, with a relatively low payload and towing capacity.

However, a 2.7-tonne braked tow rating shouldn't be sniffed at, and does allow the possibility of dragging a relatively heavy trailer or caravan around. Just be prepared for a sharp increase in fuel consumption if you do so.

The near 700kg payload is low for a ute as well, but should be enough for most from a recreational point of view. Although, if you're looking to fill the cabin up with adults and adding in a couple of heavy accessories, then you might be flying a little too close to the sun.

In terms of raw off-road capability (and a basis for more hardcore modifications), then the Jeep Gladiator takes some beating. It feels right at home off-road, and has a huge bandwidth of natural, raw ability on steep tracks and rough terrain.

A Wrangler does feel more balanced without that extra-long wheelbase, while a short-wheelbase Wrangler is the king of off-road nimbleness and capability. Although, this Gladiator does feel particularly stable and happy on steep terrain.

While there are some nice upgrades, the 2026 Jeep Gladiator remains the same wonderfully compromised offering as always. When judged against regular metrics of safety, efficiency, refinement and value, the Gladiator doesn't fare well.

But let's face it. This isn't a head decision. It's a matter of the heart. And if you want something with unrivalled old-school off-road ability, and like the idea of shedding exterior panels like a leper losing limbs, then the Gladiator sits in a class of its own.

Sam Purcell has been writing about cars, four-wheel driving and camping since 2013, and obsessed with anything that goes brum-brum longer than he can remember. Sam joined the team at CarAdvice/Drive as the off-road Editor in 2018, after cutting his teeth at Unsealed 4X4 and Pat Callinan’s 4X4 Adventures. Off-road writer of the Year, Winner - Sam Purcell

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