2020 GMC Sierra 1500 vs 2020 Jeep Gladiator

On the day the Gladiator's video review was shot, Los Angeles saw its first 80-degree day in months. The Malibu beaches were brimming with people, and the infamous Pacific Coast Highway was clogged with traffic. Our Firecracker Red 2020 Jeep Gladiator Overland instantly drew attention.

I had driven the Gladiator from Sacramento to Los Angeles, and it was a conversation starter at every stop. People were snapping photos and shooting videos, making me feel like a celebrity. However, not everyone admired the Gladiator. After returning it, a neighbor bluntly asked about its price out of sheer curiosity, calling it ugly.

The Gladiator was available in Sport, Sport S, Overland, and Rubicon trims. Each had a 3.6-liter V6 engine and a 6-speed manual gearbox with an optional automatic transmission. Prices ranged from $33,545 for the base Sport to $43,545 for the Rubicon, excluding destination charges. Opting for an automatic transmission added $2,000, while a hardtop could set you back an additional $1,200. My Overland test truck, loaded with nearly every upgrade, cost $52,920.

From the front doors forward, the Gladiator resembled a Wrangler but featured unique wheel designs and a wider grille. Behind the front doors, it was all-new with a 5-foot high-strength steel cargo bed. Its wheelbase was extended to accommodate the spacious cab and bed, affecting its maneuverability and breakover angle compared to a Wrangler.

Inside, the Gladiator was designed for rugged activities. My test model came with slush mats, a necessary addition if you frequently encounter mud, snow, or dirt. While not a beacon of refinement, the Gladiator had sturdy interiors that you could hose out after intense use.

The 2020 GMC Sierra 1500, redesigned in 2019, maintained much of the older model’s aesthetic with its timeless, stoic design similar to the “GMT 400” trucks from the late 1980s and '90s. However, its interior remained almost identical to the older 2018 model, with a flatter dash giving it a somewhat outdated "jukebox" appearance.

The Sierra came in six trims: Base, SLE, Elevation, SLT, Denali, and the AT4. Standard features on the Base model included a V6 engine, a 7-inch touchscreen, Apple CarPlay, Android Auto, Bluetooth, a USB port, and LED headlights. The AT4 model, which I drove, included features from the Denali trim but with less chrome and additional off-road capabilities such as all-terrain tires and red tow hooks. Its interior sported black leather seats with brown accents, elevating its rugged charm.

The Denali trim epitomized luxury with exterior chrome accents, 22-inch wheels, a head-up display (HUD), navigation, and wireless charging.

Driving the 2020 Jeep Gladiator down Interstate 5, I encountered splattered bugs against its vertical windshield and an unrelenting roar from wind, road, and engine. With its 3.6-liter V6 engine producing 285 horsepower and 260 lb-ft of torque, mated to an 8-speed automatic transmission, the Gladiator delivered smooth acceleration. However, it struggled somewhat when towing 5,000 pounds of trailer and ski boat, especially uphill.

Off-road, the Gladiator excelled. The Rubicon trim featured an 84:1 crawl ratio in 4-Lo, and with sway bars disconnected and differentials locked, it proved nearly unstoppable on rugged terrain. The Overland trim, with less aggressive tires, still managed well on rocky trails using the Command-Trac 4WD system’s 4-Hi mode. Selectable Speed Control, working like off-road cruise control, made descending steep hills easier.

Driving on regular roads, the Gladiator felt like a conventional truck, with slow steering and a live-axle suspension that communicated every bump. Gas mileage was rated at 19 mpg combined, but I averaged 20.3 mpg, mostly from highway driving. Despite its truck-like driving experience, the Gladiator was a blast with its removable top, doors, and foldable windshield, making it a convertible pickup.

The 2020 GMC Sierra 1500 offered a range of five engines. The base 4.3-liter V6 produced 285 horsepower and 305 lb-ft of torque, while a new 2.7-liter turbocharged 4-cylinder engine generated 310 hp and 348 lb-ft of torque. A 3.0-liter Duramax turbodiesel engine delivered 277 hp and 460 lb-ft of torque, and there were two V8 options: a 5.3-liter with 355 hp and 383 lb-ft of torque, and a 6.2-liter V8 with 420 hp and 460 lb-ft of torque.

Our AT4 test model had the 6.2-liter V8, paired with a 10-speed automatic transmission operated via a column shifter. This engine provided robust acceleration and impressive towing capacity up to 12,100 pounds. The AT4 trim also boasted beefy skid plates, upgraded suspension, hill-descent control, and all-terrain tires, making it adept at off-roading. However, this setup resulted in a rough on-road ride. Fuel economy for the AT4 was 15 mpg city, 19 highway, and 17 combined, with the most efficient Sierra being the turbodiesel at 23/30/26.

The Jeep Gladiator’s cargo bed, when the tailgate was down, could accommodate 95% of motorcycles. Maximum payload capacity was 1,600 pounds, and the tailgate's step load rating exceeded the truck’s payload at 1,800 pounds. The shallow bed allowed tall individuals to reach over and touch the floor. Tie-downs and a middle tailgate mode allowed for easier transportation of materials like plywood or drywall.

My Overland test truck featured heated front seats and a heated steering wheel. Black cloth upholstery covered the seats, and the optional hardtop came with headliner panels for improved cabin insulation. Entry and exit were easy, although the Overland’s side steps could get in the way.

The Gladiator’s interior offered ample room for front and rear passengers, with numerous storage compartments. Rear seat passengers had access to air vents and USB charging ports. The Gladiator’s convertible nature meant the soft top was more practical for frequent use, while the hard top required storage space and was more cumbersome to remove.

The GMC Sierra 1500 offered various configurations, including a single cab with a long bed, a double cab with a standard bed, or a crew cab with either a standard or short bed. Our test model featured GMC’s new carbon-fiber bed, reducing weight and aiding fuel efficiency, and the MultiPro tailgate, which functioned as a bed extender or steps.

The Sierra’s cabin was equipped with numerous cupholders, cubbies, and storage units. Rear seats could fold up, providing substantial storage space inside the cabin for valuable items.

Aside from the Gladiator’s sophisticated drivetrain technologies, it had relatively basic tech features. Standard Bluetooth, Apple CarPlay, Android Auto, and satellite radio came with the mid-level Uconnect 4 system, while the top infotainment system included an 8.4-inch touchscreen, navigation, a Wi-Fi hotspot, and Alpine premium speakers.

The infotainment system was user-friendly, with responsive inputs and large on-screen buttons. It also featured an Off-Road Pages system for real-time performance tracking but lacked a breadcrumb function for off-road navigation. The Gladiator’s unique removable Bluetooth speaker offered added convenience for outdoor activities.

The GMC Sierra 1500’s infotainment system was praised for its clear graphics, large icons, and sensory menu. Our AT4 trim featured an HUD, wireless charging, multiple USB ports, and outlets. Despite competition from other trucks with massive touchscreens, the Sierra’s tactile controls for essential functions were appreciated for their simplicity.

The Jeep Gladiator offered optional Active Safety Group and Advanced Safety Group packages. The Active Safety Group included blind-spot monitoring, rear parking-assist sensors, and LED taillights, while the Advanced Safety Group added adaptive cruise control and forward-collision warning. My Gladiator Overland had both packages, enhancing safety during long drives.

Historically, Jeep Wranglers struggled with side-impact protection, and since the redesigned Wrangler JL wasn’t tested at the time, the Gladiator’s crash protection remained uncertain. The Gladiator’s lack of automatic emergency braking contributed to a conservative safety score.

The GMC Sierra 1500 came with standard safety features such as a reversing camera, traction control, and a full array of airbags. Our AT4 test model included a surround-view camera, parking sensors, and advanced driver assistance features like forward-collision warning, lane-departure warning, automatic high beams, and adaptive cruise control. Additional features like blind-spot monitoring, lane-keeping assist, and rear cross-traffic alert were also available.

The Sierra’s rear camera mirror, projecting a digital image of the rear view, offered a helpful but slightly unusual adjustment.