The Jeep Gladiator remains the only body-on-frame midsize pickup truck with a removable top and doors, and for buyers who want trail-ready capability without sacrificing an open-air driving experience, it occupies a category of one. The 2027 model year carries over without major changes, which for buyers means a predictable pricing environment, well-established dealer inventory, and ongoing manufacturer support through competitive incentive programs. Here is what dealers paid and what you should target.
The 2027 Gladiator lineup spans nine trims, all 4×4, all powered by the same 3.6-liter V6. Prices below exclude the destination charge. The invoice gaps are tighter on lower trims and widen meaningfully on the X variants.
| Trim | MSRP | Invoice | Gap |
|---|---|---|---|
| Sport S | $42,100 | $41,216 | $884 |
| Texas Trail | $46,695 | $45,352 | $1,343 |
| Willys | $47,445 | $46,026 | $1,419 |
| Sahara | $48,400 | $47,190 | $1,210 |
| Sport RHD | $49,500 | $48,461 | $1,039 |
| Rewind | $51,540 | $49,711 | $1,829 |
| Rubicon | $55,700 | $53,973 | $1,727 |
| Mojave | $56,200 | $54,458 | $1,742 |
| Mojave X | $63,295 | $60,844 | $2,451 |
| Rubicon X | $64,995 | $62,339 | $2,656 |
Note: Some pricing sources show higher MSRPs on select trims. KBB lists the Sport S at $44,590 and the Rubicon at $57,695, for example. Verify the current MSRP on the window sticker before making an offer.
Jeep charges $1,995 for destination and delivery on the 2027 Gladiator. With destination included, the range runs from $44,095 on the Sport S to $66,990 on the Rubicon X.
The 2027 Jeep Gladiator carries over from 2026 without major mechanical or feature changes. The Sahara trim, which was briefly removed from the lineup, returns for 2027 with a modest price increase. The 4xe plug-in hybrid powertrain has been discontinued, leaving the 3.6-liter V6 as the sole engine option across the entire lineup.
The Rewind special edition continues into 2027, offering a retro-inspired appearance package. The Texas Trail trim, introduced in 2026 for buyers who want off-road capability at a lower price point than the Rubicon, remains in the lineup.
For buyers, a carryover year on the Gladiator is largely positive: the truck’s strengths are well-documented, reliability data is established, and any remaining 2026 units on dealer lots may carry stronger incentives than the freshly-arrived 2027 inventory.
All 2027 Gladiator trims share a single powertrain: the 3.6-liter Pentastar V6 producing 285 horsepower at 6,400 RPM and 260 lb-ft of torque at 4,400 RPM, paired with an 8-speed automatic transmission and standard 4×4. Regular fuel is recommended. The diesel option is no longer available for 2027.
EPA fuel economy: 17 city, 22 highway, 19 combined mpg across all trims. Real-world fuel economy will vary with load, terrain, and tire selection, particularly on Rubicon and Mojave trims with their larger off-road tires.
Towing: Maximum towing capacity is 7,700 lbs when properly equipped on Sport and Sport S configurations with the max tow package. The Rubicon is rated up to 7,000 lbs. Towing capacity varies by trim, configuration, and options — confirm the specific rating for your intended build with the dealer and on the vehicle’s door jamb sticker before towing.
Payload: The Gladiator’s 5-foot bed is unique in the midsize truck class for its open-air capability, but payload ratings vary by trim and should be verified on the individual vehicle’s certification label. The Gladiator’s bed is shorter than competitors like the Tacoma’s optional 6-foot bed, which is a practical consideration for buyers who haul long materials.
Dimensions: The Gladiator rides on a 137.3-inch wheelbase with an overall length of 218.0 inches. Ground clearance is 11.1 inches on Rubicon, 11.0 inches on Mojave, and 8.1 inches on Sahara and lower trims. Curb weight ranges from approximately 4,695 lbs on lighter trims to 5,069 lbs on the Rubicon.
The Sport S ($42,100) is the volume entry point. Standard equipment includes the 3.6L V6, 8-speed automatic, 4×4 with Command-Trac part-time system, a 12.3-inch Uconnect touchscreen, wireless Apple CarPlay and Android Auto, power windows and locks, and the removable doors and fold-down windshield that are standard across the entire Gladiator lineup. Automatic emergency braking and adaptive cruise control are optional on the Sport S. A tow hitch is also optional.
The Texas Trail ($46,695) is positioned as an accessible off-road-capable trim below the Rubicon and Willys price points. It adds off-road-oriented content at a lower entry cost than the traditional off-road trims.
The Willys ($47,445) brings dedicated trail capability with heavy-duty Dana 44 front and rear axles, Rock-Trac 4×4 with a 4:1 crawl ratio, 33-inch off-road tires, and Trac-Lok rear limited-slip differential. The Willys is oriented toward buyers who want genuine rock-crawling ability without paying Rubicon prices. A Sarge military-inspired appearance package is available on the Willys with green interior accents, a hood star decal, and bronze tow hooks.
The Sahara ($48,400) is the comfort-oriented trim. Unlike the off-road trims, the Sahara includes body-color fender flares, body-color hardtop options, leather-trimmed seating, automatic climate control, and appearance content aimed at buyers who want Jeep styling in everyday driving without prioritizing extreme off-road use. Standard automatic emergency braking, adaptive cruise control, and remote start distinguish the Sahara from the lower trims. It uses the Selec-Trac full-time 4×4 system rather than the off-road-specific Command-Trac.
The Sport RHD ($49,500) is a right-hand-drive configuration produced for rural mail carriers and other buyers with specific occupational needs for right-hand drive. It is a specialty trim with limited appeal outside its target use case.
The Rewind ($51,540) is a heritage-styled special edition with retro-inspired graphics and trim elements. Feature content is based on the Sport S with appearance upgrades rather than capability upgrades.
The Rubicon ($55,700) is Jeep’s benchmark off-road truck. It adds Selec-Speed Control, front and rear electronic locking differentials, sway bar disconnect, 33-inch mud-terrain tires on beadlock-capable wheels, rock rails, and the most capable 4×4 system in the lineup. Standard automatic emergency braking and adaptive cruise come standard. A tow hitch is standard on the Rubicon. The Rubicon is for buyers who will actually use the capability it delivers.
The Mojave ($56,200) is the desert-performance counterpart to the Rubicon’s rock-crawling focus. It uses a high-speed off-road suspension with hydraulic jounce bumpers designed to absorb hard landings at speed over rough terrain. The Mojave is for buyers who run desert washes and rough dirt roads at pace rather than slow-speed boulder fields. Both Rubicon and Mojave share standard AEB and adaptive cruise.
The Mojave X ($63,295) and Rubicon X ($64,995) are the fully-loaded top trims in their respective off-road philosophies. Both add the most complete feature and equipment packages available, with the Mojave X focused on desert-performance content and the Rubicon X on ultimate trail capability. Remote start is not available on either X trim.
Jeep has not yet published dedicated manufacturer incentives on 2027 Gladiator inventory. As of late October 2026, published lease, APR, and cash rebate programs are running on 2026 Gladiator units still on dealer lots, with current offers expiring November 2, 2026. Those 2026 programs include 0% APR for 36 months on eligible trims, lease offers ranging from approximately $613 to $763 per month on 42-month terms with $0 down, and cash rebates of up to $7,821 on higher trims such as the Mojave X.
Real-world market data shows 2027 Gladiators selling at approximately 5 percent below MSRP on average, which aligns with the invoice gap data above on most trims. As 2027 inventory builds and Jeep rolls out formal incentive programs for the new model year, buyers can expect structured offers to emerge.
Conditional bonuses available on the Gladiator include a $500 Military Appreciation Bonus. Verify current offers at Jeep’s website or through your dealer before finalizing any purchase, as incentives change monthly.
The Gladiator is a specialty truck with a loyal buyer base, and its combination of off-road capability, open-air design, and unique market position means it does not discount as aggressively as mainstream pickups. That said, it is not a supply-constrained vehicle, and dealers in competitive markets will negotiate.
Know your trim category before you shop. The Gladiator’s lineup separates into three buyer types: comfort-focused buyers (Sahara), everyday off-road buyers (Texas Trail, Willys, Rewind), and serious capability buyers (Rubicon, Mojave, and their X variants). Choosing the right category first saves time and prevents upsell pressure on features you will not use.
Invoice is your anchor, but the Sport S gap is tight. At $884 between MSRP and invoice on the Sport S, there is less room to negotiate on the entry trim than on the Rubicon X with its $2,656 gap. Buyers at the upper end of the lineup have more realistic room to work with. On a Rubicon at $55,700 MSRP, a realistic opening offer is $54,500 to $55,000 before destination — above invoice but meaningfully below sticker.
2026 units are a legitimate alternative. With rebates of up to $7,800 reported on 2026 Gladiators and 0% APR available on remaining inventory, a 2026 unit may represent stronger value than a 2027 at or near MSRP, particularly on higher trims. The 2026 and 2027 are mechanically identical, so the model year difference is primarily about incentive depth rather than product content.
Options packages move the number significantly. The Gladiator’s capability packages, appearance packages, and tech bundles can add several thousand dollars to the price. Running the option list through the invoice calculator before you arrive at the dealer shows you what the package pricing should look like at invoice rather than MSRP.
Shop multiple dealers by email. Jeep dealers in competitive metro markets will work harder than rural single-franchise stores. The Gladiator is a national-inventory vehicle, and dealers in the same region will have similar stock. Send the same specific trim and option request to three or four dealers and let them respond with out-the-door pricing before visiting any of them.
The Gladiator’s primary midsize truck competitors are the Toyota Tacoma and the Ford Ranger, with the Chevrolet Colorado and GMC Canyon as additional alternatives. None of them offer removable doors, a fold-down windshield, or the open-air experience the Gladiator delivers. That distinction is either irrelevant or decisive depending on the buyer.
On towing, the Gladiator’s 7,700-lb maximum matches the Toyota Tacoma’s top rating and the Chevy Colorado’s class-leading figure. The Ford Ranger can tow up to 7,500 lbs. All four trucks are closely matched at the top of the towing chart, and the practical differences between them at typical recreational loads are minimal.
On off-road capability, the Rubicon is the benchmark against which competitors are measured, not the other way around. The Toyota Tacoma TRD Pro and Ford Ranger Raptor are the most serious competitors, but neither matches the Rubicon’s locking differentials, sway bar disconnect, and crawl ratio in stock form.
On everyday driving comfort and fuel economy, the Gladiator trails the Tacoma and Ranger. Its body-on-frame construction and live rear axle give it more articulation off-road and less refinement on the highway. At 19 combined mpg, it runs about even with the V6 Tacoma and slightly behind the Ranger’s 2.3-liter turbocharged four-cylinder. Buyers who spend 90 percent of their miles on pavement will find the Tacoma or Ranger a more polished daily experience; buyers who want the 10 percent off-road to feel genuinely different will find nothing in the class that replicates what a Rubicon delivers.
The Gladiator’s strongest single argument remains its uniqueness. No other truck at any price offers a body-off experience on a frame capable of towing 7,700 lbs and crawling a rock trail with locking diffs front and rear. For buyers who want exactly that, the 2027 Gladiator is the only answer on the market.
Darryl Taylor Dowe is a seasoned automotive professional with a proven track record of leading successful ventures and providing strategic consultation across the automotive industry. With years of hands-on experience in both business operations and market development, Darryl has played a key role in helping automotive brands grow and adapt in a rapidly evolving landscape. His insight and leadership have earned him recognition as a trusted expert, and his contributions to Automotive Addicts reflect his deep knowledge and passion for the business side of the car world.
