Toyota Tacoma vs Jeep Gladiator Comparison: Statement Pickups

Both of these mid-sized pickups are left-field choices. A little different. Statement pickups.

The Jeep Gladiator is obvious about its extrovert nature. Bright green paint, a convertible roof, and the least-useful bed in the segment all see to it. This is fun first, and utility a distant second.

On the surface, the Toyota Tacoma can’t hope to compete: it’s got a decades-long reputation for reliability, a trusty, right-sized workhorse. But this is the TRD Off-Road, a rough-and-tumble trim that can still be had with an honest-to-goodness manual transmission. It’s about the least default-choice trim the segment’s default-choice vehicle can be.

When we had the Tacoma and Gladiator’s SUV siblings in for a comparison, we judged them on the basis of everyday usability. This time around, Mike Schlee and I are focusing in on the fun.

Tacoma: Mike calls this a “business truck,” at least in comparison to the fun-seeking Gladiator. Yep, while Toyota modernized its mid-sizer last year, it still does look like a Taco, with angular headlights and a big, hexagonal grille. The Off-Road gets a round of appreciated exterior tweaks, including excellent, rugged TRD alloys wrapped in mild BFGoodrich rubber. Contrast wheel arches and a smattering of TRD Off-Road stickers are welcome too, and the biggest change is the removal of the low-hanging chin spoiler found on more road-biased trims. The Off-Road’s lower bumper is cut back to improve approach angles.

Terra is a fun, no-cost paint option, a deep orange-brown that looks right at home on the trails.

Gladiator: It’s a Wrangler, but with a bed grafted on the back. And that’s okay, because everyone knows that friendly, likeable face. Mojito Green is an excellent shade for this too: if you’re getting a Gladiator please, get it in a good color. Okay, the proportions are less than ideal, with the whole thing looking too tall and narrow. Jeep not even bothering to change the rear door shape, which no longer has the rear wheels to account for, is almost charming. The Willys trim here keeps things casual too; yes, a Mojave is more accomplished for dune blasting, but if you’re not regularly doing that, it just comes across as try-hard.

The Gladiator easily noses ahead on the fun scale on account of its convertible roof, too.

Tacoma: There are a few different variations of the Tacoma’s 2.4-liter turbocharged four-cylinder available to buyers. This one takes the mid-level setup, with more power than the base engine, but stopping shy of the hybrid powerplant’s massive slug of torque. Still, with 270 horsepower and 310 pound-feet of torque (down 8 and 7 from the automatic, respectively), the Toyota has the overall power advantage here. That torque comes on early, and it all arrives with a grumbly bassline that is almost diesel-like. That contributes to the classic vibe of the Tacoma, but nothing does that quite like the three-pedal setup.

“The old school feeling continues with the six-speed manual transmission that has long throws, rubbery engagement, and a lever that dances like no one is watching on rough roads,” says Mike. And he’s not wrong: the tall lever vibrates and swings on the trails, enough to have me worried it’ll pop out of gear. Toyota does include automatic rev-matching and anti-stall tech too, so buyers do get some modern helping hands. Mike sums it up: “This does civilize the experience a bit, providing an easier downshifting experience.”

Fuel economy is neither truck’s strength. The Tacoma posts an okay 18 mpg (13.2 L/100 km) in the city and 23 mpg (10.3 L/100 km) on the highway.

Gladiator: Look, it’s important to note the Gladiator could be had with a manual too—just no longer for 2025. But even if we did spec the six-speed here, we’d end up with the same 3.6-liter Pentastar V6. It’s a good match for the truck, with 285 hp and 260 lb-ft of torque. The eight-speed auto is smooth and quick, and of course there is a two-speed transfer case for low-speed ‘froading. (There is in the Tacoma, as well.) The Jeep is quick enough in most situations but lacks the off-the-line oomph of the Taco. The V6 needs to be revved to deliver the goods, and drivers need to be mindful of maintaining speeds on steep climbs.

The flip-side to the atmospheric V6’s lack of torque is cleaner, more predictable delivery. On the trails, it puts down its power without nearly as much traction control interference, though that could be down to its more aggressive all-terrain tires.

Tacoma: Both of these trucks handle inner-city driving about as well as you expect: they’re big and cumbersome, but the Toyota is the more tolerable dance partner. Its soft springs make it more comfortable around town, where its modest rubber also gives the Tacoma a ride advantage.

“Other off-road bits include an electronically controlled locking rear differential and 265/70R17 all-terrain tires,” notes Mike. “The tires may not be as aggressive as those on the Gladiator, but they still tackle moderate off-road conditions quite well. It’s unsurprisingly here where the Tacoma TRD Off-Road really shines. In the city or highway, the Taco drives well enough, better than Gladiator no doubt, but the six-speed does nothing to add to the driving experience. In the dirt and mud, that changes and row-you-own Toyota is more engaging.”

One unique feature of the manual: slightly reduced ground clearance, to 10.7 inches (272 millimeters) from 11.0 inches (280 mm) for the auto. “Most likely, a part of the transmission’s housing sits a fraction lower,” posits Mike.

Gladiator: The Gladiator rides better than most Wranglers, largely due to its increased wheelbase. Yes, it’s still a vague steer on the highway, as the nose will wander if not constantly babysat. But there’s a stability through corners that is absent in even the four-door Wrangler.

Naturally, the Gladiator feels more at home on the dirt. The Jeep finds grip where the Tacoma can slip, and the steering that feels loose on the tarmac becomes forgiving and smooth on trails. The ride is busier but come on, you expect that, right? The Gladiator and Wrangler remain unique experiences in the automotive world, and the truck might just be the most accessible.

Tacoma: We hope you like black plastic, because that’s what dominates in the Tacoma. To be fair, there are plenty of metallic-finish bits too, all interspersed in a blocky, architectural style that feels bang-on for the Taco’s mission statement. And it will no doubt live forever, too. Like the Jeep, the Toyota continues to use plenty of physical controls—huzzah!

Cloth seats are comfortable and offer a wide range of adjustments. Neither rear row is great here, though.

Gladiator: Jeep updated the Gladiator and Wrangler cabins for 2024 with new textures and a bigger screen. We like the knit across the dashboard for its visual and tactile contrast, along with the bronze accents throughout. The wall of buttons cascading down the center console is useful too, though the lower controls can be somewhat awkward to maneuver around the shifters. 

Like the Tacoma, the Gladiator comes with cloth seats, fantastic for their heat resistance here in the summer, and still plenty comfortable. The tiny rear doors limit the access to the rear, and once there, passengers are going to have to get comfortable staring at the big crossmember stretching across the roof.

Tacoma: Not that size matters here, but the Tacoma’s touchscreen is just 8.0 inches. The bezel around it is huge, serving as a constant reminder of what you could have had. Toyota’s infotainment is easy enough to use, though even Mike admits “the software is nowhere near as easy and intuitive to use as the one found in the Gladiator.”

Even as a manual, the Tacoma has a vast safety suite under the Toyota Safety Sense 3.0 umbrella, including a pre-collision warning and good lane-keep assist. Blind-spot monitoring with rear cross-traffic alert is also standard.

Tacoma: Without any options packages, the Tacoma rings in at $43,7895 including destination in America. Canadian buyers can expect an MSRP of $51,829 CAD, again including destination.

Gladiator: Before options, the Gladiator isn’t far off the Tacoma, at $47,195. This tester adds roughly $6,000 in options however, putting it well clear. At Jeep, fun will cost ya.

It’s a different story in Canada, where the Willys starts from a slightly shocking $68,690 CAD. Ouch.

Despite its agricultural feel, the 2025 Toyota Tacoma TRD Off-Road in manual form is not a work truck. It’s a very considered choice: if you want a manual pickup, in 2025 this is it. While manual typically means fun, this one still feels very serious, a feel that matches the Taco’s stern face.

The Jeep is not serious. It is pricey, not great at hauling, and lacks the powertrain options of the Wrangler. Yet it drives better than its SUV sibling, has the nicer interior of this match-up, and has a roof that opens up to the world. It’s more fun, and that makes it the winner here.

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