Are You Not Entertained? The 2020 Jeep Gladiator JT Pickup in Photos

The 2020 Jeep Gladiator JT pickup easily is one of the most-anticipated vehicles-and worst-kept secrets-in recent memory. Fully functional Jeep Gladiator mules have been prowling the roads of southeastern Michigan, northern Ohio, and other locales for nearly two years now, but their three-box profile revealed few of the significant details of the new pickup's design. While everyone expected the new pickup would be Wrangler-based, essentially a modern Scrambler, the truth is that the Gladiator is well beyond a Wrangler with a pickup bed. Jeep ensured its new mid-size truck could hold its own against other mid-size trucks in towing, payload, and general usefulness.

Aware that a Wrangler with a bed would certainly find its share of fans, Jeep realized that a real mid-size truck, one that could compete with the latest off-road offerings in the suddenly revitalized segment, would pay long-term dividends for the brand.

That meant offering serious towing and payload capacity without compromising any of the truck's off-road capability, and Jeep brings it: Rated to tow a maximum of 7650 pounds, the Toledo-built 2020 Gladiator Sport with the V-6 and eight-speed automatic turning 4.10:1 axles surpasses the 3500-pound towing capacity of the most capable Jeep Wrangler JL by more than two tons.

When equipped with a six-speed manual, also in Sport trim, the Gladiator's five-foot bed is rated to haul 1600 pounds, topping the JL's capacity by more than 700 pounds.

The Gladiator's tow rating is 2650 pounds more robust than the 5000-pound tow rating of the Chevrolet Colorado ZR2, a vehicle Jeep considers to be a direct competitor to the Gladiator.

And the Gladiator packs 650 more pounds of tow capability than the upcoming 2019 Ford Ranger's stated max of 7000 pounds. (To be fair, non-ZR2 Chevy Colorados can tow up to 7000 pounds when equipped with the 3.6-liter V-6 and 7700 pounds with the 2.8-liter diesel engine, but these models lack the off-road hardware and chutzpah of the ZR2 and the Gladiator.

Rubicon models get a new High-Speed off-road mode that locks the rear differential, but leaves the front open and the automatic sway bars connected.

Jeep claims the Gladiator shares less than 50 percent of its parts with the Wrangler JL. While numerous factors play into reengineering the Wrangler's DNA for work as well as play, the basic building blocks consist of an entirely new, truck-centric frame and beefy Dana 44 live axles front and rear.

The frame measures 30.6 inches longer than that which underpins the current Wrangler JL four-door and gives the Gladiator a 137.3-inch wheelbase, a considerable 19.9 inches longer than that of the Wrangler JL 4-door; as you can see here, it also looks a lot longer than the Wrangler.

While the Wrangler's five-link coil-spring suspension design is used up front, at the rear is a Gladiator-exclusive five-link design with forged steel trailing arms and a Panhard rod.

That rear suspension setup positions the trailing arms under the frame rails, while the rear gas-tuned dampers face forward to provide consistent damping for ride comfort and load management.

The suspension is tuned to provide a balance of on-road handling and off-road capability as well as a comfortable ride with or without cargo.

It's no secret that a longer wheelbase can provide a better ride, and Jeep claims that the positioning of the Gladiator bed's centerline slightly aft of the rear axle centerline contributes to improved ride quality relative to the JL Wrangler when loaded with cargo.

It also is worth noting that, true to its mission statement, Jeep isn't even offering a rear-drive version of the Gladiator. Every last one will have four-wheel drive standard.

Good for 285 horsepower and 260 lb-ft of torque, the Pentastar V-6 is a known quantity if not a groundbreaking one. An eight-speed automatic is optional. At this point, Jeep has no intention of offering the Wrangler's eTorque mild-hybrid inline-four in the Gladiator.

While the body section and interior are nearly identical to the Wrangler's, the Gladiator wears a redesigned grille (designed to deliver more cooling to the engine for towing and hauling tasks), hood, and front fenders. The Rubicon Exclusive forward facing camera can focus on obstacles directly in front of the front bumper to aid in navigating hazardous terrain.

Arriving midway through 2019, at long last, is Jeep's Wrangler-affiliated pickup truck. Officially named the Gladiator, the mid-size segment’s newest member looks like a Wrangler with a pickup bed, but is so much more than that. The frame is all-new and optimized for truck duty, and Jeep ensured the Gladiator could do real truck things, including tow up to 7650 pounds and carry 1600 pounds of stuff in its bed. It is, of course, designed to excel off-road, and includes large off-road tires, a sturdy suspension, and advanced four-wheel-drive systems. While a diesel-powered V-6 will arrive eventually, only a gasoline V-6 will be available when this truck-‘ute launches. Our ranking of the Gladiator will have to wait until we drive it, but the truck is too important not to mention here.

Oh, and don't forget the Rubicon's 33-inch tires. Jeep says 35s will fit without modification. So, now you know.

Like the Wrangler, the Gladiator will be available in four trims: Sport, Sport S, Overland, and Rubicon. Sport and Overland models come with the Command-Trac four-wheel-drive system featuring a two-speed transfer case with a 2.72:1 low-range gear ratio, and Dana 44 front and rear axles with 3.73:1 gears. With the standard 31-inch tires, this translates into a 40.8-degree approach angle, an 18.4-degree breakover angle, a 25.0-degree departure angle, and 10.0 inches of ground clearance.

Both trims get a complement of skid plates to protect the fuel tank, transfer case, and automatic transmission, and Rubicon models feature heavy-gauge tubular steel rock rails for the body and bed corners to minimize damage while still allowing for plenty of off-road fun.

The rear seat folds up to reveal a lockable storage compartment.

Large enough to secure numerous personal electronic devices, wallets and small firearms, it’s also big enough to store a dozen or more twelve-ounce cans of your favorite beverage. (We know this because we tried it on the stand, using some of Jeep's available canned refreshments.)

A removeable Bluetooth speaker is available; it recharges automatically when it’s nestled in its base behind the rear seatback.

Jeep rightfully claims segment-leading rear-seat legroom, bettering the Colorado Crew Cab's 35.8 inches and the Honda Ridgeline's 36.7 inches with 38.0 inches of legroom.

Hardtop models come with a three-piece removable top and manual sliding rear window.

Jeep took special care to make sure the wiring connections stay protected when disconnected (when the top is removed) with these little storage containers.

The front roof panels are identical to the Wrangler's Freedom top, but the Gladiator employs a single removable panel over the rear passenger area to ensure the sunburns are distributed democratically.

And, of course, the doors come off, too.

The return of the Jeep pickup has been a long time coming, and the market for mid-size pickups hasn't been this lively since the 1980s.

Price, of course, will play a large role in the Gladiator's success or lack thereof, but judging by the seemingly insatiable demand for the Wrangler, the Gladiator will receive a warm welcome.

After years of rumor and speculation, Jeep's homegrown, Wrangler pickup debuts as the 2020-model-year Gladiator. Only it isn't as "Wrangler-based" as everyone expected. Instead, unlike a modern Scrambler-i.e., a Wrangler with a bed bolted onto the back-the Gladiator pickup was designed from the ground up to compete in the mid-size truck segment. The frame is all-new and tougher than the Wrangler's for class-competitive towing; the front end, though similar to the Wrangler's, is massaged to enhance engine cooling (again, for towing); and there are numerous outdoor lifestyle–enhancing features unique to the truck.