2021 Jeep Gladiator vs 2021 Honda Ridgeline

The 2021 Jeep Gladiator captured attention with its distinctive design, crafted from a Wrangler base but stretched and fortified for serious towing and hauling needs. Jeep ensured the Gladiator maintained a utility-focused 5-foot cargo bed while still preserving optimal departure angles. However, the Gladiator's appearance was divisive. It was notably tall, long, and narrow, which led to some initial cognitive dissonance until drivers accustomed themselves to its unique aesthetic. Yet, those who drove the Gladiator found it to be a lovable vehicle, especially when taken on adventurous, off-road journeys.

In 2021, new special editions such as the Willys and the 80th Anniversary Edition added unique styling touches and off-road capabilities to the Gladiator lineup. At its apex, the High Altitude model offered luxurious features like body-color detailing and premium leather. The entry-level price started at $33,545 for the Sport trim with manual transmission. But our test truck, equipped with the Overland trim and a host of options including a turbo-diesel engine, was priced at $58,525.

Despite the added comforts, the Gladiator's interior remained durable and purpose-built. The cabin, heavily influenced by the Wrangler, featured practical elements like a manual transfer case lever and weather-sealed touchscreens. And true to Jeep tradition, the Gladiator was filled with "Easter eggs"—small design details that made owners feel part of an exclusive community.

The HPD Package, available across all trims—Sport, RTL, RTL-E, and Black Edition—added flair with bronze wheels, oversized fender trims, a unique grille, and bold bed stickers. The price ranged from $36,490 to $43,920, excluding the $1,175 destination charge.

Our Sport-trim test Ridgeline included a few extra features, bringing the total to $41,039. Its interior, even in basic form, provided impressive functionality, with ample storage and user-friendly hard plastic surfaces, emphasizing the Ridgeline's practicality and comfort.

Until 2021, the Jeep Gladiator was exclusively available with a 3.6-liter gasoline V6. The introduction of a 3.0-liter turbo-diesel V6 marked a significant change, adding $4,000 to the price tag. This engine delivered 260 horsepower at 3,600 rpm and a hefty 442 pound-feet of torque from 1,400 rpm to 2,800 rpm. It ensured better fuel economy, with an average of 22.6 mpg during testing, although this was slightly below the EPA's estimated 24 mpg.

The Gladiator Sport with the standard gasoline engine and specific configurations could tow up to 7,650 pounds and had a payload capacity of up to 1,700 pounds. The turbo-diesel could tow between 6,000 and 6,500 pounds, depending on cooling constraints from the signature Jeep grille, and the payload hovered around standard figures for other Gladiator trims.

During off-road testing, the diesel Gladiator Rubicon showcased its strengths, effortlessly handling challenging terrains thanks to its impressive torque available at low revs. However, on paved roads, the Gladiator remained a mixed bag with slow and sloppy steering, stiff rides, and wind noise, traits that added to its rugged character.

The 2021 Honda Ridgeline, equipped solely with a 280-horsepower V6 at 6,000 rpm and 262 pound-feet of torque at 4,700 rpm, provided a smooth and refined driving experience. It came with a nine-speed automatic transmission and standard all-wheel drive featuring Honda’s Intelligent Variable Torque Management (i-VTM4). This system could direct up to 70% of the engine’s power to a single rear wheel, enhancing handling and stability.

Its Intelligent Traction Management (ITM) included settings for Snow, Sand, and Mud, though not for rock-crawling. With 7.64 inches of ground clearance, the Ridgeline was better suited to flat terrain rather than rugged off-road adventures. Nonetheless, it handled well, thanks to its unibody architecture, independent rear suspension, and torque-vectoring AWD. It offered a maximum towing capacity of 5,000 pounds and a competitive payload capacity of 1,583 pounds.

At Honda’s proving grounds, the Ridgeline demonstrated its off-pavement capabilities, handling various terrains with ease. While not suitable for extreme off-roading, it proved competent for most adventures when driven within its limits.

Comfort was not the primary focus of the 2021 Jeep Gladiator. Its seats, though supportive front and rear, had to contend with small door openings, snug seating positions, and cramped rear legroom. Door steps or rails, while beneficial for preserving breakover angles, could be more of a hassle than a help, especially when muddy.

Storage was practical but limited, with netting on door panels, a small center console bin, cupholders, a dash-top tray, and a small glove compartment. The Gladiator’s cargo box, measuring 18 inches deep and holding 35.5 cubic feet, featured multiple tie-down hooks and could accommodate large items like plywood.

The 2021 Honda Ridgeline, contrastingly, excelled in comfort and utility. Its Sport trim offered manually adjustable front seats with supportive inboard armrests and a height-adjustable driver’s seat. The rear seats were the roomiest in the segment, and the standard triple-zone climate control added to the comfort.

Higher trims offered leather seats, heated front seats, a power-adjustable driver’s seat, a sunroof, and ambient lighting. Storage was a strong point, with a large center console, front-door storage shelves, dashboard slots, and various bins throughout the cabin.

The Ridgeline's composite cargo bed boasted a 33.9 cubic-foot capacity with minimal wheel well intrusion, making it ideal for flat-loading materials. Its dual-action tailgate, capable of dropping or swinging open, and a 7.3 cubic-foot in-bed trunk with a drain plug, made the Ridgeline exceptionally versatile for cargo and tailgating purposes.

The 2021 Jeep Gladiator, though designed with old-school ruggedness, incorporated modern tech. It offered Selec-Speed and off-road-oriented features like an electronic-disconnecting sway bar. The standard infotainment system was the Uconnect 3 with a 5-inch display, which was rather basic. Opting for the Uconnect 4 with a 7-inch display introduced Apple CarPlay and Android Auto.

The tested Gladiator had the Uconnect 4C system with an 8.4-inch touchscreen, navigation, and features like SiriusXM Guardian services, an Alpine premium sound system, and Amazon Alexa integration. Despite its intuitive interface, the system showed signs of aging, evidenced by slower load and response times.

New for 2021 was the forward-facing Trail Cam, available with the Overland trim. This feature proved useful for off-road navigation, helping drivers see obstacles that were otherwise out of sight.

In contrast, the 2021 Honda Ridgeline came standard with an 8-inch touchscreen infotainment system, featuring Bluetooth, Apple CarPlay, Android Auto, and a seven-speaker sound system. Higher trims added features like SiriusXM, HD Radio, navigation, voice recognition, and wireless charging. Our test truck, a Sport trim, did not include these upgrades but still provided essential connectivity.

Technology-wise, the Ridgeline remained quite straightforward, appealing to those preferring a more analog driving experience.

For 2021, the Jeep Gladiator came standard with a reversing camera, with optional upgrades for advanced driving assistance systems (ADAS). These included adaptive cruise control, forward collision warning, automatic emergency braking, blind-spot monitoring, rear cross-traffic alert, and automatic high beams. The test model was equipped with all these features, enhancing safety despite the standard narrow side mirrors. It received a four-star frontal-impact rating and a three-star rollover rating from the NHTSA.

Honda’s 2021 Ridgeline included the Honda Sensing suite as standard across all trims. This package featured adaptive cruise control, automatic emergency braking, lane-departure warning, lane-keeping assistance, and lane-centering assistance. While mostly effective, the adaptive cruise control occasionally misidentified adjacent slow-moving vehicles, causing abrupt braking.

Additional safety features included a multi-angle reversing camera, blind-spot warning with rear cross-traffic alert on most trims, and automatic high beams at higher trims. The Ridgeline adhered to Honda’s Advanced Compatibility Engineering (ACE) standards, contributing to its high safety ratings from both the NHTSA and IIHS in previous years.