Americans just love things that are big.
Big egos. Big personalities. Big dreams.
Big meals. Big bellies.
And big cars.
American-based models have all but withdrawn from Australia after the Holden/Ford capitulation. Those models still being sold here by the good old USA are … big.
Think about the Dodge RAM models - the biggest trucks, with the biggest engines and no doubt the biggest thirst of anything on the market.
To those monuments to bigness, you can add the Jeep Gladiator. A hulking fit-everything, go-anywhere, intimidate-everybody behemoth that’s been on the Australian market for a couple of years.
Now with a recent facelift, the Gladiator is - yep - bigger. Well, to be specific it has increased the load-carrying capacity.
There were plenty of misgivings when picking up the keys of this retro-styled bush-basher, which looked rough and rugged, intimidating and just a little bit old-style.
And it was most of those things.
But the Gladiator is surprisingly fun to drive - sitting perched up high and surveying the people in normal cars buzzing around near your feet.
Not to mention it snaps apart like a Lego toy, with all manner of removable panels around its sturdy frame.
The folks at Jeep call it an “open truck” which pretty much sums it up.
The Rubicon reference is bestowed upon all of Jeep’s most capable off-road variants and named after the manufacturer’s favourite torture-track, the Rubicon Tail.
Even in one of these macho machines it will take you about five hours to traverse the 22 tooth-shaking miles (about 35km) of the Rubicon.
So there’s no mistaking the Gladiator’s mission in life - to go places others can’t - and transport a large load of gear with you.
The big cabin fits five adults comfortably, particularly with roof panels removed to reduce weight to deliver the ultimate outdoorsy experience.
But despite its tough, durable interior the big Jeep is quite comfortable to ride in and is fitted out with enough technology and creature comforts to justify its $80,000 price tag.
The test machine came with an capably smooth 3.6-litre Pentastar V6 petrol engine (for some reason there is no diesel variant of the Gladiator). It puts those 209kW and 347kW quite efficiently to the ground via a relatively refined eight-speed automatic transmission.
Those wanting to plunge deeper into the mud can ramp up the Gladiator’s on-demand 4x4 capability; coupled with heavy duty axles, under-body skid plates and heavy-duty rock rails.
Of course, the all-terrain kit brings two-wheel, four-wheel high or low-range via the two gearshifters (one for low-range and AWD) and a chunky handbrake (a manual version is far preferred for serious climbing and descents).
In typical Jeep language, these things are given names like Rock-Trac (Tru-Lok front and rear locking differentials; a 4.1 transfer case and a 77.21:1 crawl ratio).
The whole open-air, back-in-time appearance leaves no doubt that the Gladiator gets its heritage from perhaps the most famous Jeep model, the Wrangler - whose design dates back to the model’s connection to the American military with the original Jeep.
So how can a vehicle designed to survive such dangerous and unyielding trails such as the Rubicon also hold its own in urban driving? Pretty well.
Of course there are compromises to be made.
The Gladiator is difficult to climb into, thanks to that massive ground clearance (sacrificing a side step).
Its turning circle is fairly diabolical and the ride is firm. The big, chunky-blocked tyres are patently designed to provide grip on terrain from knee-deep mud to slippery, steep rocks. No surprise they generate sufficient road noise that you’ll need to turn the radio up.
Big side and centre mirrors (assisted by a slightly temperamental reversing camera and alert) make reverse-parking the Gladiator less onerous they you would think.
Despite its gargantuan appearance (it’s more than 6m long) it’s not actually as wide or tall as you might imagine. But it’s worth planning ahead if you’re going to be parking in the city or an underground complex.
Handling resembles a rhinoceros sneaking around a corner - no problem if you take things steady, but it can get ugly if you allow gravity to take control.
Still, given its propensity for climbing up near-vertical streams and tracks, the Gladiator has become pretty adept at not losing its footing.
Inside, it’s surprisingly stylish - not least the red colourful fascia panel that runs the width of the dash.
At first, the placement of the electric window switches way down on the centre console, all four of them bunched together, was intriguing. But logic explains why - you can’t put electric switches onto doors that are designed to removed.
On the creature comfort side, there’s Jeep’s capable if unexciting U-Connect touch-screen infotainment and cabin management system.
A little unexpected were the nicely trimmed, heated leather bucket seats while the massive cargo tray has room for even the biggest of beach toys.
The cost is certain to grab your attention, too, with a drive-away price of just over $92,000. Not cheap, but perhaps not too bad when compared to Toyota’s retro-buddy LandCruiser 100 Series - or even some of its American rivals.
The entry-level Gladiator, the provocatively-named Night Eagle, surprisingly described by Jeep as “sleek and stylish”, can be had for a surprisingly accessible $68,450 plus on road costs.
The premium Rubicon starts from $76,950 but also offers a handful of enhancements, including $2950 lifestyle pack; premium pack (body colours on your flares and roof panels); and a $2000 on a “trail ready” pack.
And all come in just one size. Big, of course.
JEEP GLADIATOR RUBICON
HOW BIG?
About 6m long and weighs 2935kg.
HOW FAST?
Jeep says the big rig can reach the speed limit in just under 9 seconds. It’s happier cruising about 90km/h on the freeway.
HOW THIRSTY?
Official consumption is 12.4L/100km. Not great, but unsurprising for a vehicle weighing almost 3 tonnes.
HOW MUCH?
Prices start from the late 60s; but the tested Gladiator Rubicon starts from $76,950 plus on-road costs.
