2021 jeep gladiator diesel release date

2021 Jeep Gladiator

Review, Pricing, and Specs

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• Highs Always off-road-ready, doorless and roofless configurability, can haul and tow more than a Wrangler.
• Lows Busy behavior on the highway, unimpressive fuel economy, not as nimble on the trails as a Wrangler.
• Verdict The Gladiator gives Jeep fans and off-roaders a more versatile tool that’s still really cool.

Overview

Jeep hasn’t offered a model with a cargo bed since the early ’90s, but the 2021 Gladiator finally gives the brand’s fans a cool and useful tool. The mid-size pickup truck is basically a more versatile version of the popular Jeep Wrangler, which earned it an Editors’ Choice award. It tows more (up to 7760 pounds versus 3500) than its SUV counterpart, and its longer wheelbase helps it ride better, too. Still, the truck requires regular steering inputs when cruising on the highway to keep it from straying, and it’s not as easy to maneuver on the trails as the smaller Wrangler. Along with a strong V-6 and a standard stick-shift transmission, the Gladiator offers a torquey diesel engine option with 442 lb-ft. While the 2021 Gladiator can get pricey in a hurry, its removable body panels and rugged persona make it one of the best pickups around.

What’s New for 2021?

Jeep hasn’t announced the full roster of changes to the 2021 Gladiator lineup, but it has confirmed what we’ve known for a while: the truck with a seven-slot grille will add a diesel engine option. The oil-burning 3.0-liter V-6 will develop 260 horsepower and a substantial 442 lb-ft of torque. Although we’re still waiting on pricing and EPA fuel-economy figures, we’re told the diesel will be offered on the Sport, Overland, and Rubicon models.

Pricing and Which One to Buy

We think the Sport S is the perfect canvas to create our ideal Gladiator. It comes standard with the 285-hp V-6 and a manual transmission. Ours would wear flashy Hydro Blue paint with the optional color-matched fenders. We’d also choose the all-terrain tires and anti-spin rear differential for improved traction when the blacktop ends, and we’d add the side steps to make getting in out and easier. We’d also select the three-piece hard top for its ability to quickly open up the roof. Inside, we’d add the headliner for better noise and temperature insulation and upgrade to the larger 8.4-inch touchscreen, because it adds navigation and is more sophisticated than the standard 5.0-inch unit. Our other preferred options include the Cargo Management pack (400-watt power inverter, an under-seat storage bin, and a bed-mounted 115-volt outlet) and the auxiliary switches and upgraded charging system for any lightbars or accessories that we’ll surely add for maximum Jeepness.

Engine, Transmission, and Performance

The Gladiator is powered by a 3.6-liter V-6 that produces 285 horsepower and 260 lb-ft of torque routed through a standard six-speed manual transmission or an optional eight-speed automatic. We tested an Overland model with the automatic, which needed 7.2 seconds to scoot to 60 mph. In other words, it’s slightly slower than most competitors. The Jeep adds a diesel 3.0-liter V-6, which develops 260 ponies and a mighty 442 lb-ft of twist. Compared with the regular Wrangler, the Gladiator has an extra 19.4 inches between the front and rear wheels. Jeep says this helps improve the pickup’s ride and handling. Now that we’ve driven several examples, we can confirm that it drives much like the Wrangler. The truck’s steering isn’t extremely precise and the ride can be busy on uneven surfaces. Still, these characteristics are part of the formula that make the Gladiator both a legitimate pickup truck and a trail-ready tool. Most enthusiasts care about the truck’s off-road equipment anyways, which includes everything from copious skid plates to rock-crawling axle ratios to the ability to ford up to 30 inches of water. Generous ground clearance and approach/departure angles further help the Gladiator conquer parts unknown.

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2021 Jeep Gladiator EcoDiesel First Drive Review: Do The Twist

Jeep’s novel pickup gets treated to a grunty diesel engine.

The Jeep Gladiator is a unique proposition on the truck market, offering the personality of a Wrangler in a longer, more cargo- and towing-friendly form. Of course, that means it comes with all of the compromises of a Wrangler, including a rather soulless standard 3.6-liter V6. While the corporate Pentastar engine does well enough in cars and minivans, it’s not torquey enough for off-road truck duty. Enter the 2021 Jeep Gladiator EcoDiesel.

It’s not all that surprising to see Jeep offer the 3.0-liter EcoDiesel V6 on the Gladiator, given it arrived in the Wrangler Unlimited for the 2020 model year. Available on every trim level but the Mojave, the turbodiesel mill thoroughly transforms the Gladiator’s character, both on-road and off, by adding more torque over the standard Pentastar V6. Even though it technically loses some ponies, trust us, you won’t miss them.»

Husky Hauler

Adding 178 pound-feet can have that effect – the Gladiator EcoDiesel produces 442 stump-pulling units of twist, compared to just 260 for the Pentastar V6. Accompanying that torque is 260 horsepower, down 25 compared to the gasser.

In around-town driving, the Gladiator EcoDiesel has some unavoidable turbo lag, but off-the-line response is at least as good as the gas V6. And once that turbocharger kicks in, a smooth rush of torque – with a peak that lasts from 1,400 to 2,800 rpm – pushes the decidedly un-aerodynamic Gladiator through the breeze with authority. Passing and merging maneuvers that might require a flat foot in the Pentastar only need a big toe’s worth of pressure in the EcoDiesel, its eight-speed automatic gearbox doling out twist dutifully without requiring a screaming downshift.

The small-displacement diesel also produces only a little perceptible shake at idle, and the behavior smooths out completely once underway. What’s more, with the doors and roof panels installed, the oil-burning power plant under the hood makes its presence known with a mere whisper of diesel clatter, growing in volume (but not harshness) when the driver adds some throttle. Diesel owners appreciate some audible feedback that they’re driving something a bit different, so the noise is totally welcome in this application.

And surprisingly, the much heavier EcoDiesel improves the Gladiator’s on-road handling somewhat – equivalent models gain about 300 pounds in the switch from Pentastar to EcoDiesel. The engine’s extra weight calms down the vague, meandering front end, giving the driver more confidence on twisting roads and at speed.

The trailer weight rating tells a different story. In spite of its added grunt, the EcoDiesel’s maximum towing capacity is only 6,500 pounds, down from the 3.6-liter V6’s 7,650. The Gladiator Rubicon EcoDiesel, meanwhile, is only rated to tow 6,000 pounds, down from the gasser’s 7,000. Jeep admitted that the seven-slot grille couldn’t provide the airflow needed to keep the turbocharged diesel cool when lugging that much weight, and the Gladiator’s solid bumpers and short front overhang don’t leave enough space to mount an auxiliary engine cooler. Nevertheless, we suspect an EcoDiesel would still haul with more authority up to that max than a Pentastar.

Clean Diesel, Dirty Fun

To no one’s surprise, the Gladiator is a riot off-road. On the steep, narrow trail Jeep chose for our drive, an EcoDiesel-equipped Rubicon might as well have been a bighorn sheep for how adroitly it handled obstacles. As on gas-equipped Gladiators, the EcoDiesel Rubicon gets a two-speed transfer case with a shorter low range – 4.0:1 as opposed to 2.72:1 on the Sport and Overland. The diesel engine’s brawny twist and the transfer case’s aggressive torque multiplication allow the Gladiator to idle over large obstacles, even without throttle application. That kind of control in off-road situations is a wonderful thing.

Helping in the truck’s rugged mission are the Rubicon’s standard selectable front and rear lockers. The locked differentials provide plenty of traction, ensuring power gets to the ground even when one wheel is in the air. Preventing that phenomenon is the work of the electronic-disconnecting front sway bar. With the sway bar disengaged, axle articulation is incredible, helping keep both front wheels on the ground even when traversing a large ditch diagonally or driving through rutted terrain.

Although our time off-road was short, it was enough to prove that the presence of the hulking EcoDiesel’s V6 torque would only improve the Gladiator’s off-road aspirations.

Making Cents

The EcoDiesel demands $4,000 over an equivalent, automatic-equipped Pentastar Gladiator, and since the EcoDiesel isn’t available with a manual transmission, it costs $6,000 over the base powertrain. That brings the Gladiator Sport EcoDiesel’s base price up to $39,545 plus $1,495 for destination, while the Rubicon starts at $49,875. At the top of the range is the luxurious Gladiator High Altitude, demanding $55,500 for the EcoDiesel variant plus destination and options.

Improved fuel economy helps blunt that cost – the EPA rates the Gladiator EcoDiesel at 22 miles per gallon city, 28 highway, and 24 combined, while the Gladiator Rubicon achieves 21 city, 27 highway, and 24 combined. That’s up from an auto-equipped Pentastar’s 17, 22, and 19 mpg.

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2021 Jeep Gladiator Ecodiesel Arrives With 442 LB-FT In Q3

The diesel engine also adds Dana 44 axles.

After joining the lineup for the 2020 Jeep Wrangler, the 2021 Gladiator pickup finally gets the 3.0-liter EcoDiesel V6 as an option in its powertrain range. The mill continues to make 260 horsepower (194 kilowatts) and 442 pound-feet (600 Newton-meters) and run through an eight-speed automatic gearbox. Deliveries begin in the third quarter of 2020.

The Gladiator with the EcoDiesel V6 gets the tougher Dana 44 axles at the front and rear that usually come on Rubicon models. Like other powertrain options of the truck, the Sport and Overland trim levels use the Command-Trac part-time four-wheel-drive system with a 2.72:1 low-range gear ratio. The Rubicon has Rock-Track part-time 4WD with a 4.0:1 low-range ratio.

The Gladiator Enters The Pickup Fight:

The 3.0-liter EcoDiesel V-6 uses a block cast from compacted graphite iron. There’s a 60-degree angle between the cylinder banks. The mill uses forged steel for the crankshaft and connecting rods. The pistons are aluminum. There are chain-driver dual overhead camshafts with four valves per cylinder.

Gallery: 2020 Jeep Gladiator Rubicon: Rubicon Trail

The turbocharged engine’s charge air cooler sits at the base of the grille ahead of the radiator. The mounting is the same position as the piece for the turbo gasoline powerplant.

Next to the fuel filler, there’s a place to add the diesel exhaust fluid. Jeep says the 5.1-gallon tank lasts up to 10,000 miles between refilling. There’s a gauge for monitoring the level on the instrument cluster.

Jeep isn’t yet disclosing the diesel-powered Gladiator’s tow rating. The max figure among the existing models is 7,650 pounds (3,470 kilograms).

The company also isn’t yet discussing pricing for the Gladiator EcoDiesel. For the Wrangler, the powertrain adds $6,000 to the bottom line, which comes from $4,000 for the engine and $2,000 for the automatic gearbox.

New 2021 Jeep® Gladiator EcoDiesel: Ultimate Capability and Driving Range, With 442 lb.-ft. of Torque for Improved Performance
Unmatched off-road capability with 442 lb.-ft. of torque
3.0-liter EcoDiesel V-6 engine available with Jeep® Gladiator Sport, Overland and Rubicon models
Diesel-powered Gladiator offered for the first time in response to overwhelming consumer demand
Gladiator EcoDiesel open for customer orders now; arriving in Jeep showrooms in third quarter
July 10, 2020 , Auburn Hills, Mich. — The 2021 Jeep® Gladiator – the most capable midsize truck ever – offers the most torque and best driving range with the introduction of the 3.0-liter EcoDiesel V-6 engine. The expected fuel economy ratings will deliver the highest driving range on one tank of fuel ever for Gladiator.

“Before we introduced Gladiator, one of the most common questions consumers asked us was, ‘Will you please offer a Jeep truck?,’ followed closely by, ‘Will it be offered with a diesel engine?’ While we know the answer to the first question, I’m pleased to answer the second with a resounding, ‘Yes!’,” said Jim Morrison, Head of Jeep Brand – North America. “Gladiator’s combination of unmatched off-road capability and the vehicle’s fun-to-drive on-road performance, best-ever Gladiator fuel economy and incredible driving range underwrite the fact that our customers knew exactly what they were asking for.”

The new 3.0-liter EcoDiesel V-6 engine, rated at 260 horsepower and 442 lb.-ft. of torque, with engine stop-start (ESS) technology standard, is available on Gladiator Sport, Overland and Rubicon models. To handle greater torque loads, the EcoDiesel V-6 connects to a newly added TorqueFlite 8HP75 eight-speed automatic transmission, calibrated for low RPM shifts and the on- and off-road rigors of Jeep Gladiator duty. There are more than 40 individual shift maps to optimize shift points for fuel economy, performance and 4×4 capability.

Jeep Gladiator EcoDiesel Sport, Overland, and Rubicon models feature third-generation Dana 44 front and rear heavy-duty axles. Additionally, all Gladiator EcoDiesel models feature a 3.73 axle ratio. The Rock-Trac two-speed transfer case with a 4.0:1 low-range gear ratio is standard on Rubicon models and the Command-Trac part-time two-speed transfer case with a 2.72:1 low-range gear ratio on Sport and Overland models.

The 2021 Jeep Gladiator EcoDiesel goes on sale in the third quarter of 2020 and customers can order now.

All-new EcoDiesel engine
The third generation of the turbocharged 3.0-liter EcoDiesel V-6 engine delivers increased torque and horsepower, along with superb fuel economy and minimal levels of noise, vibration and harshness (NVH) to meet the needs of Gladiator customers.

Several significant changes contribute to the new EcoDiesel’s improved dynamic and fuel economy performance:A new-generation water-cooled turbocharger with variable geometry turbine (VGT) and low-friction bearing increases efficiency and responsiveness during transient conditions
Redesigned cylinder head intake ports with higher flow capability improve swirl and flow, increasing performance and fuel economy
The exhaust gas recirculation (EGR) system design has been updated to a dual loop (low and high pressure) system. The added low-pressure circulation system draws gases after the diesel particulate filter, thus minimizing turbocharger energy losses, which increases fuel economy
The compression ratio has been optimized to 16.0:1 from 16.5:1 to improve fuel economy and reduce engine noise
High-pressure (29,000 psi/2,000 bar) direct-injection fuel injector nozzles were redesigned to match the newly designed and optimized combustion chamber, reducing fuel consumption
Lightweight aluminum alloy pistons were completely redesigned to include thinner rings and low-friction diamond-like carbon coating on the pin and compression piston ring to reduce parasitic losses
NVH has been improved by offsetting the piston pin 0.3 millimeters from the centerline
The lower portion of the two-piece oil sump uses a lightweight sandwiched polymer/metal material, which further reduces NVH
The 3.0-liter EcoDiesel V-6 uses dual overhead camshafts (DOHC) with four valves per cylinder and a 60-degree angle between the cylinder banks. The block is cast with compacted graphite iron, which provides strength to dampen vibrations, but weighs less than gray cast iron. A compacted graphite iron bedplate adds rigidity to the block.

The EcoDiesel V-6 engine uses a forged steel crankshaft and connecting rods for strength and durability. The aluminum alloy pistons are cooled on the underside via oil jets. Heat-treated aluminum cylinder heads use individual bearing caps to reduce friction and minimize NVH. The chain-driven overhead camshafts employ roller-finger followers.

The diesel engine’s turbo Charge Air Cooler (CAC) is located at the base of the grille, in front of the radiator, to maximize cooler temperatures. The CAC uses the same mounting position as in the four-cylinder gasoline turbo engine, helping to reduce complexity.

A new 5.1-gallon diesel exhaust fluid (DEF) tank is located immediately behind the fuel tank with refill location next to the diesel fuel filler. DEF refills align with oil changes lasting up to 10,000 miles. Levels are monitored via a new DEF gauge in the front cluster.

The 3.0-liter EcoDiesel V-6 engine is produced at the FCA Cento facility in Ferrara, Italy.

Jeep Brand
Built on nearly 80 years of legendary heritage, Jeep is the authentic SUV with class-leading capability, craftsmanship and versatility for people who seek extraordinary journeys. The Jeep brand delivers an open invitation to live life to the fullest by offering a full line of vehicles that continue to provide owners with a sense of security to handle any journey with confidence.

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