2026 Jeep Gladiator Rubicon review (video)

This is one of those vehicles that you want to love, but some things just don’t add up for Aussie lifestyles. It’s the 2026 Jeep Gladiator Rubicon. Otherwise known as the mini Hummer.

Okay, maybe mini Hummer is a stretch but there is no denying its military-influenced styling which dates back to actual military vehicles; the original Willys Jeep. And in that sense it is quite a unique and distinctive option in the overcrowded 4×4 dual-cab ute scene at the moment.

But Jeep in Australia has a bit of a problem; sales. Or lack thereof. During 2025 Jeep delivered just 1585 new vehicles in total, according to VFACTS figures. That was down 33.3 per cent on the year before. And of those, 332 were a Gladiator.

Now to contrast that, Isuzu shifted 5754 D-Max 4x2s the same year. Just the 4×2 models, and 21,085 4×4 D-Maxs. In other words, the Gladiator is not a popular model at all, yet it is in one of the biggest market segments. What’s the go?

2026 Jeep Gladiator Rubicon: Specifications

Engine: 3.6-litre petrol V6
Output: 209kW@6400rpm / 347Nm@4100rpm
Gearbox: Eight-speed auto
Drive type: RWD/4WD with 4A, front + rear diff lock
Wheels: F & R: 17×7.5, 255/75
ANCAP: Five stars
Tare weight: 2223kg
Power-to-weight: 10.63:1 (kg:kW)
Official consumption: 12.4L/100km
Our consumption: 13.9L/100km
Fuel tank/Fuel type: 83L/91 RON

Power efficiency: 16.85kW:L/100km
0-60km/h: 4.30 seconds*
0-100km/h: 9.52 seconds*
60-110km/h: 6.88 seconds*
1/4 mile: 16.94 seconds at 134.9km/h*
Max acceleration: 0.703g*
100-0km/h braking: 45.84m in 3.62 seconds*
Max deceleration: -1.100g*
Decibel at idle: 40*
Peak decibel at 60-100km/h: 87*
Starting price: $84,990

*Figures as tested by Driving Enthusiast on the day. Manufacturers’ claims may be different

2026 Jeep Gladiator Rubicon: How much does it cost?

There is only variant on sale in Australia now, which would obviously limit sales, as the previous Overland and Night Eagle have been dropped leaving the rugged Rubicon as the sole trader. Prices start from $84,990 (excluding on-roads), placing it at the peak of the segment. So, just one variant and it is expensive.

However, it does come with a lot of hardcore components that are not included in many closely-priced rivals, such as front and rear diff locks, a sway bar disconnect system, and earth-ripping mud-terrain tyres. This stuff would cost a packet if fitted as aftermarket accessories, but, here, it’s included in the initial price.

Jeep provides a five-year/100,000km warranty for the Gladiator. That’s down on most rivals that offer coverage for five years for unlimited kilometres. Service intervals are 12,000km or 12 months, whichever comes first.

2026 Jeep Gladiator Rubicon: Interior & packaging

Taking a look inside, this interior is awesome. Jump in one and you’ll see for yourself. It’s just so cool and characterful. Not as practical as some, due to a lack of storage areas and a bulky roll cage, but you can pop the roof panels off and take off the doors. No rivals can match that level of fun.

Build quality inside is surprisingly good. Surprisingly because it looks like a 1960s army vessel on the outside. Leather and leatherette trim is everywhere, including across the dash and door cards. And it all feels tightly stitched, with soft-touch or rubber-like surfaces almost everywhere else. Even the cup holders have little springy rubber bubbles in them to adjust to different size cups.

Jeep’s Uconnect touch-screen is always a standout, and the same can be said here. A new horizontal screen replaces the big square screen from earlier models, but you get the same simple grid layout for the apps, and a main menu tab down the left side to make it easier to use while driving.

Down below you have a dedicated climate control panel with complete physical buttons and knobs for all settings. Keep it simple, stupid. That’s the formula applied here and it totally works. How needlessly difficult is it to adjust climate temp in some rivals that are fully embedded into the touch-screen? Not here. You can twist the fan speed up without even looking, while you’re driving.

Passenger space is decent but we wouldn’t describe this cabin as ‘open and airy’. The chunky roll cage does take up a bit of space, and the perception of space, making it feel a little cluttered at times. Thanks to the boxy cabin, though, you’re unlikely to bump your head getting in or out. Legroom in the front is also slightly confined due to the thick driveline tunnel, mainly for width.

Rear seat accommodation is comfortable and supportive of long journeys. Twin cup holders are permanently fixed to the back of the centre console (with those rubbery bubble bits), but you also have a flip-down arm rest from the centre seat with two more cup holders. Separate climate vents are also featured, but no charging ports.

Again, the bulky roll cage system does seem to sap some space at first, but doesn’t actually impede headroom most of the time because the cross bar is mounted forward, in the middle of the roof. It is thick and drops down, so, if you’re tall, you’ll definitely notice it. But again, you can take the roof off. No rivals offer that ability, legally.

So, how does it perform as a ute? A spray-in tub-liner provides a level of robustness and ready-for-work attitude, with tie-down hooks mounted low down on the sidewalls so you can strap down items rather than strap against. There’s also a tonneau cover available (not shown here), and a damped tailgate (damping is in the hinges).

A payload of 690kg doesn’t stack up that well against rivals, and the braked towing capacity of 2721kg falls short of the segment benchmark of 3500kg. Even at 2721kg, you have 690kg leftover payload from the 5681kg GCM, although, you’ll run into the 2960kg GVM first, with 418kg leftover at max towing (including 272kg download). This is all okay but not near the best in the class.

2026 Jeep Gladiator Rubicon: Powertrain & handling

One of this vehicle’s biggest problems, in my opinion, is the engine. It’s a 3.6-litre ‘Pentastar’ petrol V6. Sure, it produces 209kW, making it a lot more powerful than many diesel rivals. But once you factor in the 2270kg kerb weight, and the lack of low-end torque, you’ll soon discover all of that power doesn’t actually translate on the road.

Peak torque is just 347Nm, well down on many 450Nm-plus rivals. Not only that, you need 4100rpm to achieve peak torque. That means you’re having to rev this thing to get the most out of it. And when you do that you’ll see the fuel gauge needle drop as quick as your jaw.

Fuel consumption is officially stamped at 12.4L/100km, and during this test over a week of mixed driving conditions, this example gave us an average of 13.9L/100km. For perspective, the Ranger Raptor has an official rating of 11.5L/100km and our last test returned a real-world average of 12.8L/100km.

Now, you might think, well that’s fine then. It’s just a bit more than a Raptor uses. The Raptor’s twin-turbo V6 belts out 292kW; it is a lot quicker than this. And it develops 583Nm of torque, from 3500rpm. So, a more useable configuration in the real world. You don’t need to rev it as high to achieve greater results.

We timed the usual sprints on a private road with a Vbox, with 0-100km/h coming up in 9.52 seconds and the quarter-mile crossed in 16.94 seconds at 134.9km/h. All decent figures and certainly quicker than most diesel four-cylinder competitors. Although, we havee timed the Isuzu D-Max X-Rider dual-cab in 9.45 seconds for 0-100km/h and the X-Terrain in 9.56 seconds. Not much in it.

Jeep has a number of engine options under its Stellantis parent umbrella, including the new 2.0L ‘Hurricane EVO’ turbo-petrol four-cylinder. It produces around 238kW and 450Nm. That would make a lot more sense in this. Even the old VM Motori 3.0-litre turbo-diesel V6 from the previous-gen Grand Cherokee would be ideal, tuned for modern regulations and with AdBlue. But that engine is no longer available.

Aside from those downsides, this engine does produce a nice throaty soundtrack, and it feels fast, even if it is not. It’s a more engaging drive experience than any of those new-age plug-in hybrids, that’s for sure. When you rev this, it’ll go faster. PHEVs usually rev independently while providing acceleration from silent electric motors, often not in sync with the combustion engine. Faster and more powerful, yes. But not as interactive.

The eight-speed auto in this is excellent as well, downshifting when needed and not immediately upshifting too soon in the hunt for saving drops of fuel. It just means it behaves in a comfortable and intuitive manner. There isn’t a sport or eco mode.

Off road performance should be awesome. You’ve got 249mm of ground clearance, which is more than many rivals, as well as an impressive 40.7-degree approach angle and 25.1-degree departure angle. The break-over angle is not so impressive, at 18.4 degrees. That’s mainly due to the 3488mm wheelbase. Measuring 5591mm long overall doesn’t bode well in tight and technical situations, either.

During our hill climb tests this example conquered every line. It struggled in some areas mainly because of the belly scrubbing out on the dirt. Suspension flexibility/articulation is awesome, and disconnecting the front sway bar opens up wheel travel even more.

Front and rear diffs locked and a 4L+ mode helped it get up the gnarly ‘beast’ section of our climb, but it did take a few attempts (70 Series LandCruiser, Ford Ranger Super Duty, Kia Tasman X-Pro, and Tank 500 have all made it up with slightly less effort). However, this did it in damp conditions.

Instead of tight scenarios, the Gladiator seems like it would enjoy open sand dunes and muddy fields more. And in those environments, we’re sure it would excel. Having that petrol V6 would make sense in such conditions as well as you tend to need revs to pull you through.

Overall, the Gladiator is a genuinely fun vehicle to drive. It’s like being a kid and getting to sit in a fire truck for the first time. It has that personality about it, driving in the city or out in the bush. For that reason, it is more enjoyable to drive than most of the boring diesel offerings in this space. If only Jeep could provide a more efficient engine.

2026 Jeep Gladiator Rubicon: Key attractions/reasons to buy

• Army tank character: This is not a boring ute, including just sitting inside and looking around and driving, there is plenty of character here.
• Off-road hardware as standard: The Rubicon comes with front and rear diff locks, front sway bar disconnect, proper mud-terrain tyres, recovery points, and serious off-road driving modes.
• Petrol engine: Petrol engines have some advantages in some scenarios, such as on sand. It’s also simply refreshing to hear a nice roaring engine for a change. Obviously has downsides too.
• Good mix of technology and tactile interaction: Excellent Uconnect touch-screen but a proper climate control panel with physical controls. This is peak interior configuration in our view.
• Removable roof: Yes, it is pretty silly but until you drive one with the roof off, you won’t understand the fun it adds. And no others can do it.

2026 Jeep Gladiator Rubicon: Key considerations before you buy

• Thirsty: Very thirsty. On paper, 12.4L/100km. In our tests, 13.9L/100km. That’s similar to a Ford Ranger Raptor and Nissan Patrol Y62 V8. Both of which offer heaps more power and torque.
• Clunky interior space: Thick roll cage can get in the way, even if just visually.
• Too long: Almost 3.5m wheelbase means it is not as agile off road as many rivals. Also being near 5.6m long overall isn’t great in the city.
• Jeep’s sales are falling very low: This could put question marks over the brand’s future in Australia, potentially impacting customer confidence and resale value.

2026 Jeep Gladiator Rubicon: Video