Thirteen Trims, One Engine
One 285-horsepower V6, one eight-speed automatic and one five-foot bed serve the entire lineup. Prices run from $39,820 to $61,210 before destination. So the entire trim decision is about hardware, ratings and comfort content, which makes it easier to get right than most trim ladders.
Most trim ladders ask you to buy power you may not need. This one does not. Jeep sells the 2026 Gladiator in thirteen trims and gives all of them the same engine, so what you are really choosing is how much traction hardware, how much tow rating and how much cabin comfort you want to pay for. Around here that question has a local shape: how many weekends a year do you actually end up on soft sand with your tires deflated, and how many do you spend pulling a trailer up a wet ramp? Those two answers point at two different trims, and the expensive one is not always the right one.
Premier Cape Cod stocks the lineup and this page walks all of it: every trim with its starting price, the full side-by-side matrix, the comparisons people actually run, and a step-up guide that says plainly where the money stops buying capability and starts buying appearance. New to the model? The Gladiator overview is the faster read, and every dimension and capacity sits on the full specifications page.
All thirteen 2026 trims and their starting prices are below. Eleven are buildable in Jeep's online configurator; Texas Trail and Rewind are listed for 2026 but are not currently shown there, so check with us on availability before you commit to one. All prices exclude the $1,995 destination charge.
| Trim | Starting MSRP | Positioning in one line |
|---|---|---|
| Sport | $39,820 | The honest base truck. Same axles and bed as everything above it. |
| Sport S | $43,015 | The volume trim, and the one Jeep's maximum tow and payload claims attach to. |
| Willys | $45,750 | All-terrain tires and a 6,000-pound rating on the Sport chassis. |
| 85th Anniversary Edition | $46,810 | Anniversary appearance and content package. |
| Sahara | $48,115 | New for 2026. Comfort content, not extra traction hardware. |
| Willys '41 | $48,360 | Olive-drab heritage edition with a tan interior treatment. |
| Rubicon | $52,520 | Lockers, 33-inch tires, and the highest tow rating in the lineup as it sits. |
| Mojave | $53,215 | Desert Rated. Highest ground clearance of any Gladiator. |
| Shadow Ops | $57,515 | Blacked-out appearance and content edition. |
| Rubicon X | $60,515 | Rubicon hardware with the finished cabin included rather than optioned. |
| Mojave X | $61,210 | The same arrangement on the desert branch. |
| Texas Trail | $45,820 | Trail-themed edition on the Sport-family chassis. |
| Rewind | $49,245 | Retro-styled edition, new to the 2026 listings. |
Starting MSRP excludes the $1,995 destination charge, taxes, title and registration. Optional equipment and paint are extra. Dealer price will vary; ask us for the out-the-door number on a specific truck.
Engine: 3.6L V6, the only one offered. Drivetrain: part-time four-wheel drive, standard, with no two-wheel-drive option anywhere in the lineup. Cab and bed: Crew Cab and the five-foot steel bed, which is the only configuration Jeep builds. Standard equipment worth naming: styled steel wheels in 17 by 7.5 inches on P245/75R17 all-season tires, manual air conditioning, halogen headlights, the 12.3-inch Uconnect 5 touchscreen with wireless Apple CarPlay and Android Auto, eight speakers, and the same Dana 44 solid axles, steel skid plates and forged tow hooks as every trim above it. Ratings: 4,500 pounds towing, 1,025 pounds of payload, 5,800-pound GVWR, 9,650-pound GCWR, 4,695 pounds at the curb. Adaptive cruise control is not fitted. Who it is for: the buyer who wants the truck, not the trim.
Same engine, transmission, drivetrain and bed. What the step up from the Sport buys: aluminum wheels in place of steel, automatic dual-zone climate control in place of manual air conditioning, and the convenience content most shoppers assume is standard on a truck at this price. Ratings as it sits are identical to Sport at 4,500 pounds towing and 1,025 pounds of payload. What makes this trim matter is the ceiling above it: Jeep ties both the 7,700-pound maximum towing figure and the 1,720-pound maximum payload figure to Sport S models, properly equipped. The Max Tow Package with the 4.10 axle ratio is $1,995. Headlights remain halogen and adaptive cruise is not fitted. Who it is for: the household that tows most weekends and wants the highest numbers Jeep publishes.
The off-road-look rung on the Sport-family chassis, and it is more than a sticker package. Willys moves to LT255/75R17 all-terrain tires on aluminum wheels, and the ratings step up with it: 6,000 pounds of towing, an 11,150-pound GCWR and a 5,950-pound GVWR, at 4,860 pounds curb weight. Payload stays at 1,025 pounds. Climate is manual, headlights halogen, adaptive cruise not fitted. Who it is for: the buyer who wants real all-terrain rubber and a meaningful tow bump without paying Rubicon money.
An anniversary appearance and content package rather than a capability step. It sits between Willys and Sahara on price. We have not published its individual weight and rating figures here because Jeep does not break them out on a dedicated specification page the way it does for Sport, Sport S, Willys, Rubicon and Mojave. Ask us and we will read the ratings off the build sheet of the specific truck.
New to the Gladiator for 2026, and the most misunderstood trim in the lineup because of where it sits on price. Sahara is the comfort branch: interior and body-color content rather than lockers, taller suspension or bigger tires. If you are cross-shopping it against a Rubicon because they are close in price, you are comparing two different products. Who it is for: the buyer who wants the open-air truck and the nicer cabin, and who is honest about not needing rock-crawl hardware.
A heritage edition with its own paint and interior treatment, priced just above Sahara. Same powertrain, same bed, same axles. Character buy rather than a ladder rung.
The rock-crawl branch, and the trim with the highest towing rating in the lineup as delivered. Standard: front and rear locking differentials, 33-inch LT285/70R17 all-terrain tires on 17 by 7.5-inch aluminum wheels, LED low and high beam headlights with LED daytime running and fog lights, automatic dual-zone climate, and adaptive cruise control with traffic stop-and-go, which none of the trims below it carry. Ratings: 7,000 pounds towing, 1,200 pounds payload, 6,250-pound GVWR, 12,450-pound GCWR, 5,031 pounds curb weight, on a 64.4-inch track and a 76.1-inch roofline. Who it is for: the buyer who runs technical, low-speed ground and wants the traction hardware from the factory rather than the aftermarket.
Aimed the other direction from Rubicon: speed over sand and washboard rather than crawling over rock. Jeep gives it a reinforced frame, strengthened iron steering knuckles and enhanced suspension, and it is the only Jeep vehicle to carry the Desert Rated badge. Ground clearance reaches up to 11.6 inches, the highest of any Gladiator, on the widest track in the lineup at 65 inches. It shares the Rubicon's 33-inch LT285/70R17 tires, LED lighting, automatic climate and adaptive cruise with stop-and-go. Ratings: 6,000 pounds towing, 1,100 pounds payload, 6,250-pound GVWR, 11,150-pound GCWR, 5,042 pounds curb. Note the trade against Rubicon, because it surprises people: Mojave costs more and tows a thousand pounds less.
A blacked-out appearance and content edition. Same single powertrain and same bed as the rest of the lineup.
Rubicon underneath, with the finished interior and appearance content included rather than optioned. The traction hardware is the same as the $52,520 Rubicon. That is the whole proposition, and whether it is worth $7,995 depends entirely on how much of that content you would have added anyway.
The same arrangement on the desert branch: Mojave hardware, premium content included, $7,995 above the Mojave. The top of the published lineup.
Jeep publishes a dedicated specification page for five trims. Those are the five with genuinely different weights, ratings and hardware, and they are the five below. The remaining trims are appearance and content editions built on these chassis. One engine, one gearbox, one cab and one bed across the whole lineup, so every rating in this table is a 3.6-liter V6 Crew Cab on four-wheel drive with a conventional hitch behind it. Nothing but the trim changes.
| Spec | Sport | Sport S | Willys | Rubicon | Mojave |
|---|---|---|---|---|---|
| Starting MSRP | $39,820 | $43,015 | $45,750 | $52,520 | $53,215 |
| Engine and transmission | 3.6L V6, 285 hp, 260 lb-ft, eight-speed automatic, every trim | ||||
| Drivetrain | Part-time four-wheel drive, standard, every trim | ||||
| Cab and bed | Crew Cab and the 5-foot steel bed, every trim | ||||
| Towing, as delivered | 4,500 lbs | 4,500 lbs | 6,000 lbs | 7,000 lbs | 6,000 lbs |
| Payload | 1,025 pounds | 1,025 pounds | 1,025 pounds | 1,200 pounds | 1,100 pounds |
| GVWR | 5,800 pounds | 5,800 pounds | 5,950 pounds | 6,250 pounds | 6,250 pounds |
| Tires | P245/75R17 all-season | P245/75R17 all-season | LT255/75R17 all-terrain | LT285/70R17 all-terrain | LT285/70R17 all-terrain |
| Wheels | Styled steel | Aluminum | Aluminum | Aluminum | Aluminum |
| Lockers | Not standard | Not standard | Not standard | Front and rear, standard | Not standard |
| Headlights | Halogen | Halogen | Halogen | LED | LED |
| Climate control | Manual | Automatic dual-zone | Manual | Automatic dual-zone | Automatic dual-zone |
| Adaptive cruise | Not fitted | Not fitted | Not fitted | Standard, with stop-and-go | Standard, with stop-and-go |
| Touchscreen | 12.3-inch Uconnect 5, standard on every trim | ||||
| Seating | 5, every trim | ||||
A step that changes nothing mechanical. You get aluminum wheels instead of steel and automatic dual-zone climate instead of manual, and the ratings stay at 4,500 pounds towing and 1,025 pounds of payload. The step-up table below carries the exact price difference. The reason to take it anyway is the ceiling: Jeep attaches the 7,700-pound maximum tow and the 1,720-pound maximum payload to Sport S models when properly equipped, so if you intend to tow near the top of the range, this is where that conversation starts. If you will never pull more than a small utility trailer, the Sport is not a compromise, it is just the cheaper truck.
The most common real cross-shop, and the widest step in the table below. Willys gives you all-terrain tires and a 6,000-pound tow rating on the Sport chassis with halogen lights and manual climate. Rubicon adds front and rear locking differentials, 33-inch tires, LED lighting, automatic climate, adaptive cruise with stop-and-go, and a 7,000-pound tow rating. The deciding question is not budget, it is lockers. If you are running soft sand and shallow ruts, all-terrain tires and correct tire pressure do most of the work and Willys is enough truck. If you are getting into anything where a wheel leaves the ground, the lockers are the thing you cannot add cheaply later.
Barely any price difference between them, and not a ladder step at all. Rubicon is built for slow and technical: lockers, 33-inch tires, and a 7,000-pound tow rating. Mojave is built for fast and loose: reinforced frame, strengthened steering knuckles, the widest track in the lineup at 65 inches, up to 11.6 inches of ground clearance, and the Desert Rated badge no other Jeep carries. It tows 6,000 pounds, a thousand less than the cheaper Rubicon. On a peninsula where the terrain is sand rather than rock, Mojave's tuning is arguably the better match, right up until you hook up a boat.
Priced within a few thousand dollars of each other, and answering different questions. Sahara is the comfort branch and Rubicon is the traction branch. Buyers get into trouble here by reading the price gap as a capability gap and assuming the more expensive truck is more capable at everything. It is more capable off pavement and it is not a nicer place to sit. Decide which of those you are buying before you look at the sticker.
Sweet spot: Sport S, $43,015. It carries the convenience content most buyers assume is standard, it is the trim Jeep's own maximum tow and payload figures are attached to, and it leaves the Max Tow Package as a deliberate $1,995 add rather than a bundled premium you pay whether or not you tow.
Overpay risk: Rubicon X and Mojave X. Both are $7,995 above the trim below them, and in both cases the off-road hardware underneath is identical. The premium is cabin and appearance content. If the lockers or the desert suspension are not going to be used, that same money buys a Sahara with options and leaves change.
| Step | Price difference | What you actually get |
|---|---|---|
| Sport to Sport S | $3,195 | Aluminum wheels, automatic dual-zone climate, and access to the maximum tow and payload ratings. |
| Sport S to Willys | $2,735 | All-terrain tires and a 1,500-pound jump in as-delivered tow rating. |
| Willys to Sahara | $2,365 | Lateral, different intent. Comfort content in place of all-terrain hardware. |
| Sahara to Rubicon | $4,405 | Front and rear lockers, 33-inch tires, LED lighting, adaptive cruise, and 7,000 pounds of towing. |
| Rubicon to Mojave | $695 | Lateral, different intent. Desert hardware and clearance, but 1,000 pounds less towing. |
| Rubicon to Rubicon X | $7,995 | Cabin and appearance content. The off-road hardware is unchanged. |
| Mojave to Mojave X | $7,995 | The same content premium on the desert branch. |
Start from a Sport S and specify the Max Tow Package. Jeep's ceiling figures attach to that configuration, and a launch ramp dropping straight into salt water asks for rating headroom rather than traction hardware. See Sport S inventory.
Willys at $45,750 if you are honest that deflated all-terrain tires do most of the work, or Rubicon at $52,520 if you want lockers you will occasionally need. Both are more truck than the graded access road onto Sandy Neck requires, which is a good problem to have.
Sahara at $48,115, or Rubicon at $52,520 if the adaptive cruise matters to you. Sitting in a Sagamore Bridge backup in August is the condition that makes stop-and-go cruise worth more than most option-sheet items.
Sport at $39,820. Same axles, same bed, same skid plates, same tow hooks. See Sport inventory.
Rubicon at $52,520. The highest as-delivered tow rating, the lockers, the LED lighting and the adaptive cruise in one build, with no package sheet to work through.
Our lot sits off the Route 132 corridor in Hyannis, and we sell across the Cape and up toward Falmouth. Trim availability moves, and the trims that sit on a lot are not always the trims people want, so if you have landed on a specific build it is worth telling us early. Ordering takes longer than buying from stock, and on a truck where the trim decision is really a hardware decision, ordering the right one usually beats settling for the one that is here.
Call (508) 815-5000, book a test drive, get pre-approved, or value your trade. Salt season runs long enough here that the service department is part of the ownership decision, not an afterthought.
As delivered, the Rubicon at 7,000 pounds. The highest figure Jeep publishes for the lineup is 7,700 pounds, and Jeep attaches that to Sport S models when properly equipped. Willys and Mojave sit at 6,000 pounds, and Sport and Sport S at 4,500 pounds in base form.
$7,995, and cabin and appearance content. The off-road hardware is the same: front and rear lockers, 33-inch all-terrain tires, the same axles and the same ratings. Rubicon X includes content you would otherwise option or go without.
No. Every 2026 Gladiator uses the 3.6-liter V6 with 285 horsepower and 260 lb-ft, paired to an eight-speed automatic. There is no engine option, no manual transmission, no diesel and no plug-in hybrid version of the Gladiator.
Front and rear locking differentials are standard on Rubicon. They are not standard on Sport, Sport S, Willys or Mojave. Mojave's off-road hardware is aimed at higher-speed sand and desert running rather than at low-speed articulation.
Jeep lists distance-pacing cruise control with traffic stop-and-go as standard on Rubicon and Mojave. It is not fitted on Sport, Sport S or Willys in their base configurations. If you commute in summer traffic, this is a real reason to look up the ladder.
Sahara at $48,115 if you want the comfort content, or Sport S at $43,015 if you would rather keep the money. Neither adds traction hardware you would not use, and both carry the same engine, bed and axles as every other Gladiator.
Texas Trail starts at $45,820 and Rewind at $49,245, both excluding the $1,995 destination charge. Neither currently appears in Jeep's online configurator, so availability is the thing to check before you order one. Call us and we will tell you what is actually reachable.
Trim is hardware on this truck, and hardware is the expensive thing to change afterwards. A lot with your exact build on it settles the question. Without one, ordering usually beats accepting a trim built for someone else's weekend. Ask us where lead times stand before you commit.
Tell us how you will use it and we will point you at the right build, in stock or on order.
* The advertised price does not include sales tax, vehicle registration fees, other fees required by law, finance charges and any documentation charges. A negotiable administration fee, up to $115, may be added to the price of the vehicle.
* Images, prices, and options shown, including vehicle color, trim, options, pricing and other specifications are subject to availability, incentive offerings, current pricing and credit worthiness.