2019 Ford Ranger Vs. 2020 Jeep Gladiator: Tale of the Tape


With new mid-size pickup trucks from Ford and Jeep set to duke it out, it's time to measure the upcoming 2019 Ford Ranger and  to see how they stack up, as we've already done with the . We'll be comparing the Gladiator to the Super Crew 4×4 version of the Ranger, since those are the most comparable. They'd be even more comparable if Ford started offering a removable top and doors and fold-down windshield on the Ranger, but that seems unlikely.

Related: More 2018 L.A. Auto Show Coverage

The Basics

The Gladiator enters the ring with a length of 218 inches, a wheelbase of 137.3 inches, a width of 73.8 inches and a track width of either 62.9 inches front and rear, or 64.4 inches front and rear for Rubicon and Sport Max Tow models. Height depends on trim and top style: With a soft-top, most Gladiators are 75 inches tall while the Rubicon is 76.1 inches; with a hardtop, those figures drop to 73.1, or 74.1 for the Rubicon.

The Ranger, on the other hand, measures a shorter 210.8 inches long with a wheelbase of 126.8 inches. The Ford is a foot wider at 85.8 inches(that likely is the width from side mirror to side mirror unlike the Gladiator's width) but has a narrower track width of 61.4 inches front and rear, and it's a bit shorter at 71.5 inches tall.


The Gladiator's approach, breakover and departure angles are impressive. For Sport and Overland models, the numbers are 40.8/18.4/25 degrees approach/breakover/departure. The more off-road focused Rubicon boasts 43.4/20.3/26 degrees approach/breakover/departure. Ground clearance is 10 inches for the Sport and Overland and 11.1 inches for the Rubicon. Front and rear overhangs are consistent across all models at 29.7 inches in front and 51 inches in the rear.

The Ranger, meanwhile, has angles of 28.7/21.5/25.4 degrees approach/breakover/departure, ground clearance of 8.9 inches, and front and rear overhangs of 35.8 and 48.2 inches, respectively. Its shorter length and wheelbase helps the Ranger when it comes to breakover angles, and the shorter rear overhang keeps it respectable when it comes to departure angles, but the Gladiator can definitely attack tougher stuff up front.

Towing and Payload

Currently, we only have max payload and towing capacities for the Ranger Super Crew 4×4, at 1,560 and 7,500 pounds respectively. There's no word on how options and features will affect those figures. Gross combined weight and gross vehicle weight ratings are also unknown. As of now, the Ranger is only available with the 2.3-liter EcoBoost four-cylinder and 10-speed automatic with a 3.73:1 axle ratio.

The Gladiator is also a single-engine vehicle, with a 3.6-liter V-6 as its only current power plant. It does, however, offer different transmission options and two axle ratios, meaning its towing and payload figures vary considerably depending on configuration.


Sport models equipped with the six-speed manual and 3.73:1 axle ratio have a towing capacity of 4,000 pounds. With the eight-speed automatic, that figure increases to 4,500 pounds. Keep the automatic and change the axle ratio to 4.10:1 and max towing jumps to 6,000 pounds. Finally, adding the Max Towing Package to all that gives a max trailer weight of 7,650 pounds. Payload capacities for Sport models start at 1,105 for automatic models with either axle ratio; those with the Max Towing Package can carry 1,535 pounds. The bare-bones manual Sport model can carry 1,600.

Gladiator Overland models can carry 1,140 pounds with the manual transmission or 1,120 pounds with the automatic. The beefed-up suspension of the Rubicon lets it carry more, but all the extra off-roading goodies likely cut into its payload capacity, so it's only a little more than the Overland at 1,200 pounds with the manual or 1,160 pounds with the automatic. graphic by Paul Dolan; manufacturer images



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Road Test Editor Brian Normile joined the automotive industry and in 2013 and became part of the Editorial staff in 2014. Brian spent his childhood devouring every car magazine he got his hands on — not literally, eventually — and now reviews and tests vehicles to help consumers make informed choices. Someday, Brian hopes to learn what to do with his hands when he’s reviewing a car on camera, and to turn his 2021 Hyundai Veloster N into a tribute to the great Renault mid-engine, rear-wheel-drive hatchbacks. He would daily-drive an Alfa Romeo 4C if he could. Email Brian Normile

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