2019 Ford Ranger XL vs. 2020 Jeep Gladiator Sport: Work Truck Showdown

One approach to choosing a work truck is to select something as no-frills as possible; a truck you can beat up, leave dirty, and not worry about—at the expense of actual enjoyment. Another is to buy past basicness for something suited to daily versatility, plus fun on those weekends we all work for in the first place.

Squaring off the Ford Ranger XL and Jeep Gladiator Sport around those factors bodes well for either. But when only one can be chosen, we’d pick the truck that works as well on a jobsite as it does far beyond. Step in the ring and find out why.

On the road

Our Ranger test truck was a SuperCab 4×2 model equipped with a 270-hp, 310 lb-ft turbocharged 2.3-liter I-4, connected to a 10-speed automatic transmission. It’s relatively quick—0–60 comes in 6.3 seconds. Features editor Christian Seabaugh called the powertrain a “bright spot,” saying, “Though it can be a bit rough, the engine is efficient and has a torquey punch—it really feels work-capable.” It returns good fuel economy, too, rated at 21/26 mpg city/highway.

Compared to similar trucks, its steering is enjoyably car-like, feeling quick and direct. However, don’t mistake that for sport or composure. Detroit editor Alisa Priddle took issue with its soft suspension, saying, “The body roll can make you sick as it wallows down the road.” Features editor Scott Evans noted the same, saying, “The body is never not in motion, which means you’re constantly moving around, too.” There’s plenty of dive under braking, compounded by the pedal’s bafflingly nonlinear response.

The Gladiator’s engine is a 3.6-liter V-6 making 285 hp and 260 lb-ft, here connected to—believe it or not—a six-speed manual transmission. Don’t get excited, though; this drivetrain is hardly an enthusiast’s dream. The engine is gutless low in the rev range; you have to take it to 4,000 rpm to get any meaningful twist. That’s made worse by the long and widely spaced gears. “First goes through 30 mph, second through 60, and third through around 100,” Seabaugh said, continuing, “For a truck that’s supposed to work and off-road, that’s insane—I’d halve those ratios.” The Gladiator gets to 60 mph in 7.9 seconds.

The shifter isn’t inspiring to work, either, with a bulky knob, long throws, and play in the gates, plus a high clutch catch point. The available eight-speed automatic is the better choice; it could also improve fuel economy over this manual truck’s rated of 16/23 mpg city/highway.

Ride and handling will feel familiar to previous Jeep drivers. It’s similar, although perhaps smoother, than the Wrangler it shares DNA with. That is to say, it’s bouncy, unsettled, and requires constant input on the slow steering, all of which are very much part of the Jeep experience.

Off to work

Put your wondering to bed: The Ranger’s 6-foot box tops the Gladiator’s 5-foot cargo area. Priddle quips that 5 feet is “barely big enough to qualify as a pickup, but it gets the job done.” Those 12 inches might matter to some, but how each vehicle utilizes that cargo space might matter more.

In the Ford, six hard-mounted tie-downs aid versatility, but the undamped tailgate hints at cost cutting. By comparison, the Jeep’s bed features a few party pieces. Four tie-downs are fixed in place, but our test truck had four additional adjustable tie-downs that slide on rails near the top of the bed. The tailgate is damped and has a mid-open position to help contain longer items. Molded into the front of the bedliner are two tire tread marks, intended to help motorcycle enthusiasts align bikes side by side. Both of our testers had spray-in bedliner and a 110-volt power outlet in the back.

Compact work trucks need to be able to haul and tow confidently, even if their capabilities don’t compare to bigger players. Our 4×2 rear-wheel-drive Ranger was rated for a 1,860-pound maximum payload and 7,500-pound towing capacity, and we found that it carries and pulls impressively. Evans called the Ranger’s trailering aptitude “the truck’s greatest strength,” noting that the torquey engine and big side-view mirrors make things easy when hitched up. After a stint towing a 7,200-pound trailer, MotorTrend en Español managing editor Miguel Cortina said, “That this engine can tow such weight so effortlessly is noteworthy.”

Our Gladiator’s capacities were affected by its manual transmission. Certain automatic-equipped Sport models have a maximum payload of 1,105 pounds, but the stick shift elevates that rating to 1,600 pounds. However, whereas automatic Gladiators can be equipped to tow up to 7,650 pounds, manual models max out at 4,000 pounds. Even pulling that relatively light weight, the low-torque V-6 struggles. “It’s easy to stall because there’s no twist,” Evans said. “Once you’re moving, all the power is on the top end, right where you don’t want it.” He succinctly summed up our sentiment: “Maybe don’t trailer with the manual.” Again, the eight-speed automatic would help remedy those foibles.

Interior gear

Given its rough ’n‘ tumble pretenses, the Gladiator’s interior is appropriately focused—far from luxurious, but not cheap. Much of it is hard plastic, but touchpoints are treated with soft padding or leather-like materials. Buttons across the dashboard are well laid out and operate with solid tactility. Our tester’s upgraded 7.0-inch touchscreen was bright and highly responsive; Apple CarPlay ran seamlessly on Jeep’s Uconnect infotainment system. The view from the rear camera is remarkably high-resolution.

Driver’s seat ergonomics were perplexing. The seat doesn’t slide back very far, which, combined with the shallow footwell, results in an upright, chair-like position with limited legroom. It was somehow compromised for petite and tall members of our editorial team. That said, second-row space is ample, and the locking, removable storage box under the seat bottoms is a brilliant option.

Hop in the Ranger XL, though, and the Gladiator suddenly seems lavish. Its interior is an expanse of chintzy hard plastic, devoid of niceties to make it feel anywhere beyond basic. The molded plastic steering wheel reminds you of the car’s cheapness every time you touch it, which is frequently. A low-resolution infotainment display about the size of a credit card completes the low-end feel.

While the Ranger’s driver’s seat offers more space and adjustability, its second row is extremely cramped. “Are we serious with these rear seats?” Evans asked. “Who does Ford think it’s kidding?” Even kids would find legroom limited, but more problematic to their use is the completely vertical seatback position. While these seats also have storage beneath the cushions, it’s a comparatively limited amount. Given its uselessness for carrying passengers, Ford would have been smarter to allocate this space to improved area for cargo or gear.

When driving either truck, noise is omnipresent. In the Jeep it’s justified; the upright windshield and dirt-ready tires generate lots of resistance. Its folding soft-top roof is sound-permeable and generates some flapping noises, but the tradeoff is that you can let it back for open-air enjoyment. It’s confusing, then, how the Ranger is nearly as noisy given its more raked windshield and hard-top body. Wind and engine noise are constant, making the truck seem even less refined.

Truck for the buck

Value is a deciding factor for many work truck buyers, but value is subjective. Some may approach it purely as a cost consideration, in which case the Ford is the clear choice. A basic Ranger XL starts at $25,495; our lightly optioned truck rang up to $29,445.

Impressed as we were by the Ranger’s peppy engine and laden capability, it comes across as cheap—and we don’t mean inexpensive. Basic and brittle interior materials, a useless back seat, tinny exterior sheetmetal, and a noisy, unrefined drive make it hard to believe this is a 2019 vehicle. Even a decade ago, it would have felt entry-level. For those seeking a truck purely for work, the Ranger may be acceptable for getting to and from a jobsite, but not much else.

Value can also be considered in usefulness per dollar, in which case the Gladiator makes better sense. Its base price is more expensive, at $35,040, and our test truck loaded with plenty of options tallied an eye-popping $46,185.

Still, it seems like the better buy, and the better truck. Even with its lackadaisical engine and agriculture-grade manual transmission, it’s a better tool for time spent clocked in or out. Good light truck capability and superior build quality count on weekdays. On weekends, it packs the versatility and adventurous charisma that make Jeeps so fun. Not to mention, it has usable seating capacity for driving with coworkers or family.

For these reasons, the work-hard-play-hard Jeep Gladiator wins this comparison over the bargain-basement Ford Ranger XL.

The post 2019 Ford Ranger XL vs. 2020 Jeep Gladiator Sport: Work Truck Showdown appeared first on MotorTrend.

Source: WORLD NEWS