Dave's Jeep JT Gladiator: The 'Gator

Meanwhile, in Australia, the JT Rubicon (3.6 with auto trans, the same damn truck as in the US) is sold with an advertised payload of 693 kg or 1527 lbs. My gut feeling is that they are using the Max Tow coils on the JTR in Australia.

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The GVWR on the US spec Gladiatior varies widely by model, with the Sport "Max Tow" version in the US seeing a huge increase. Here are the differences on the US spec models:

Sport
Curb Weight
Automatic 4672lb
Manual 4650lb
Payload
Manual w/ 3.73 axle 1600lb
Automatic w/ 3.37 axle 1105lb
Automatic w/ 4.10 axle 1105lb
Automatic w/ 4.10 w/ Max Tow package 1535lb
GAWR Front/Rear / GCWR / Max Trailer
Manual w/ 3.73 axle 3100/3750lb / 9100lb / 4000lb
Automatic w/ 3.37 axle 3100/3750lb / 9650lb / 4500lb
Automatic w/ 4.10 axle 3100/3750lb / 11100lb / 6000lb
Automatic w/ 4.10 w/ Max Tow 3100/3750lb / 12800lb / 7650lb

Sport S
Curb Weight
Automatic 4672lb
Manual 4650lb

Payload
Manual w/ 3.73 axle 1600lb
Automatic w/ 3.37 axle 1105lb
Automatic w/ 4.10 axle 1105lb
Automatic w/ 4.10 w/ Max Tow package 1535lb

GAWR Front/Rear / GCWR / Max Trailer
Manual w/ 3.73 axle 3100/3750lb / 9100lb / 4000lb
Automatic w/ 3.37 axle 3100/3750lb / 9650lb / 4500lb
Automatic w/ 4.10 axle 3100/3750lb / 11100lb / 6000lb
Automatic w/ 4.10 w/ Max Tow 3100/3750lb / 12800lb / 7650lb

Overland
Curb Weight
Automatic 4742lb
Manual 4720lb

Payload
Manual w/ 3.73 axle 1140lb
Automatic w/ 3.37 axle 1120lb

GAWR Front/Rear / GCWR / Max Trailer
Manual w/ 3.73 axle 3100/3750lb / 9100lb / 4000lb
Automatic w/ 3.37 axle 3100/3750lb / 11100lb / 6000lb

Rubicon
Curb Weight
Automatic 5072lb
Manual 5050lb

Payload
Manual w/ 4.10 axle 1200lb
Automatic w/ 4.10 axle 1160lb

GAWR Front/Rear / GCWR / Max Trailer
Manual w/ 4.10 axle 3100/3750lb / 1000lb / 4500lb
Automatic w/ 4.10 axle 3100/3750lb / 12450lb / 7000lb

So what's the REAL difference between the US spec Gladiator Sport S with "Max Tow" package and the Gladiator Rubicon?

Rear coil springs.

Literally EVERY PART that is germane to this discussion of GVWR is the same. Frame, axles, brakes etc. And although the Sport with "Max Tow" option doesn't get a rear locker, the Dana 44 axle is the same housing and wheel bearings, brakes etc. The only part in question for me is the Max Tow rear sway bar, but upgrading that to the HD unit from Hellwig nullifies any concerns for me.

All that said, I'm pretty happy with how I'm set up, and once the rear springs are upgraded, I can sleep at night knowing that I'm well within the capabilities of the vehicle.

Sadly, my dreams of a steel full length belly pan skid plate have been dashed here on the rocks of priorities and GVWR reality.

:)
 
Speaking of the Hellwig sway bar upgrade, check that off the list. Made in USA too (Visalia, California)

:independence

There's no doubt about the beefiness here, it's a big, solid, heat treated chromoly sway bar.

The end links are a MASSIVE upgrade and heavier than anything else on the market for the JT. And best of all, they have almost limitless adjustment which allows you to dial them in perfectly if you take the time to do it right. For anyone with a RTT or carrying heavy "overland" type loads, I HIGHLY recommend this upgrade.

There are two versions, the regular one for stock ride height (P/N: 7779), and this HD version for trucks with 3-5" of lift (P/N: 7843). Note that the HD version is what gets you the burly adjustable end links.

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Back in the day I added a Hellwig anti sway bar to the rear of my 1984 K5 Blazer just before moving from CO to WA. Made a massive difference towing the 6x12 uhaul trailer.
 
One more back burner project completed today. ASFIR aluminum skid plates for Gladiator's vulnerable engine/transmission, exhaust and transfer case.

The engine and transmission skid weighs 21 lbs.

Total combined weight for both skid plates? 29 lbs :D

Excellent quality. Instructions are terrible. Here’s some shots that may help others make sense of the parts and installation.

The zinc plated steel stanchions for the skids up front attach to the existing motor mount bolts. This part is clear as mud in the instructions, these photos will help you. Use LockTite, and assemble everything very loos to begin with. Once you have all the hardware connected and the skids aligned, start tightening from front to back.

Here is the right/passenger side.

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Here is the left/drivers side stanchion. Use LockTite!!!

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Middle OEM crossmember attachement. The two clips go into the holes in the OEM crossmember to attach the two middle bolts on the skid. Make sure you get them in the correct position so that you can align the countersink hardware. The provide countersink armor is very robust and should keep the bolt heads viable.

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Middle OEM crossmember countersink detail.

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Almost done. I hung the skid off the back tow bolys (very loose) so that I could adddress the middle OEM crossmember and the clips before moving to the front. Once thr front hardware is good, aling everything one last time (fore and aft/left to right) and start tightening hardware from front to back.

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All hardware installed, view from the passenger side front looking back.

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Front skid installed, looking rearward.

Note the provision for oil change without needing to remove the skid, and the drain/ventilation holes where the exhaust (now protected!) crosses over in front of that OEM crossmember.

For the price, and a mere 29 lbs extra weight, this is a smart addition to the Gladiator and great peace of mind.

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ASFIR aluminum transfer case skid. This plate beefs up the OEM skid and expands the coverage a bit and adds a nice ramp up front. This skid only weighs 8 lbs.

Before and after. The OEM skid sort of leaves the front edge/front of the case exposed as you see here.

E1522F57-84D5-4ED7-B418-F8208BA5B3D6.jpeg


View from the front. Note the improved coverage for the front of the case and "ramp" on the leading edge.

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Bolt heads are well protected.

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Mounted up, here's the view from the back side looking forward. You can also see how exposed the trans and oil pan are up front.

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Dave said:
Meanwhile, in Australia, the JT Rubicon (3.6 with auto trans, the same damn truck as in the US) is sold with an advertised payload of 693 kg or 1527 lbs. My gut feeling is that they are using the Max Tow coils on the JTR in Australia.

View attachment 57634

The GVWR on the US spec Gladiatior varies widely by model, with the Sport "Max Tow" version in the US seeing a huge increase. Here are the differences on the US spec models:

Sport
Curb Weight
Automatic 4672lb
Manual 4650lb
Payload
Manual w/ 3.73 axle 1600lb
Automatic w/ 3.37 axle 1105lb
Automatic w/ 4.10 axle 1105lb
Automatic w/ 4.10 w/ Max Tow package 1535lb
GAWR Front/Rear / GCWR / Max Trailer
Manual w/ 3.73 axle 3100/3750lb / 9100lb / 4000lb
Automatic w/ 3.37 axle 3100/3750lb / 9650lb / 4500lb
Automatic w/ 4.10 axle 3100/3750lb / 11100lb / 6000lb
Automatic w/ 4.10 w/ Max Tow 3100/3750lb / 12800lb / 7650lb

Sport S
Curb Weight
Automatic 4672lb
Manual 4650lb

Payload
Manual w/ 3.73 axle 1600lb
Automatic w/ 3.37 axle 1105lb
Automatic w/ 4.10 axle 1105lb
Automatic w/ 4.10 w/ Max Tow package 1535lb

GAWR Front/Rear / GCWR / Max Trailer
Manual w/ 3.73 axle 3100/3750lb / 9100lb / 4000lb
Automatic w/ 3.37 axle 3100/3750lb / 9650lb / 4500lb
Automatic w/ 4.10 axle 3100/3750lb / 11100lb / 6000lb
Automatic w/ 4.10 w/ Max Tow 3100/3750lb / 12800lb / 7650lb

Overland
Curb Weight
Automatic 4742lb
Manual 4720lb

Payload
Manual w/ 3.73 axle 1140lb
Automatic w/ 3.37 axle 1120lb

GAWR Front/Rear / GCWR / Max Trailer
Manual w/ 3.73 axle 3100/3750lb / 9100lb / 4000lb
Automatic w/ 3.37 axle 3100/3750lb / 11100lb / 6000lb

Rubicon
Curb Weight
Automatic 5072lb
Manual 5050lb

Payload
Manual w/ 4.10 axle 1200lb
Automatic w/ 4.10 axle 1160lb

GAWR Front/Rear / GCWR / Max Trailer
Manual w/ 4.10 axle 3100/3750lb / 1000lb / 4500lb
Automatic w/ 4.10 axle 3100/3750lb / 12450lb / 7000lb

So what's the REAL difference between the US spec Gladiator Sport S with "Max Tow" package and the Gladiator Rubicon?

Rear coil springs.

Literally EVERY PART that is germane to this discussion of GVWR is the same. Frame, axles, brakes etc. And although the Sport with "Max Tow" option doesn't get a rear locker, the Dana 44 axle is the same housing and wheel bearings, brakes etc. The only part in question for me is the Max Tow rear sway bar, but upgrading that to the HD unit from Hellwig nullifies any concerns for me.

All that said, I'm pretty happy with how I'm set up, and once the rear springs are upgraded, I can sleep at night knowing that I'm well within the capabilities of the vehicle.

Sadly, my dreams of a steel full length belly pan skid plate have been dashed here on the rocks of priorities and GVWR reality.

:)
Click to expand...

The other big difference in the Aussie version is that they use smaller tires. I don’t have the spec’s off the top o my head but remember that the Rubicon model’s tires are smaller (and lighter).
 
smlobx said:
The other big difference in the Aussie version is that they use smaller tires. I don’t have the spec’s off the top o my head but remember that the Rubicon model’s tires are smaller (and lighter).
Click to expand...

Dan Grec’s Aussie JTR came with 32’s IIRC. He put 33’s on it, I guess 33’s are “big” down under.

Edit: Aussie JTR comes with 32’s / 255/75R17 LINK

Honestly, I don’t see 255’s positively impacting payload or GVWR, I’d be interested to see what load range they are. My Tacoma was squirrely when fully loaded on 255’s. It was a BIG improvement on pavement when I went to 285’s. YMMV.

:)
 
The BFG’s are lighter than the Falkens even in an E rated tire that is why when these wear out I’ll be switching to them.

Edit to add that there may be different standards they use to certify payload than the SAE standards we use here…just spitballin‘ here.
 
Headed to New Mexico for some I4WDTA continuing education. Maybe I'll see snow there again.

SNOW PHOTO EDIT reduced size.jpg
 
One small mod before the long road trip. In addition to the Desert Does It seat jackers, I installed this dead pedal from M.O.R.E. Offroad. This should improve ergonomics on 10 hour cross continental flights.

Warning: This dead pedal was a 10/10 PITA to install! ;)

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