Mini Aceman vs Jeep Gladiator

What's the difference?

In many ways - range, performance and purchase price, for instance - the Mini Aceman is decent value, somewhat par for the course and would give its logical competition a proper marketplace run. But it’s better than that. The car’s big point of difference is its retro charm and the fact that it’s been tuned to be a fun drive rather than the non-confronting experience some carmakers strive for.

The performance is strong and the handling and steering serve up a bit of entertainment as well as giving the car a particular flavour. Which, as electric drivelines threaten to homogenise cars even further, must count for something.

Yes, some of what you’re paying goes towards that arguably nebulous notion of 'driving-spice' but once you’ve driven it, you’ll probably know what we’re talking about. A new car purchase is always special, so why not make that specialness last a bit longer with a car that will still be an entertainer long after the showroom thrill has worn off.

Meantime, it’s easy to see why Mini has already begun to run-out stocks of the cheaper E model. The SE still manages to play on that cheeky charm, but offers a more mature vehicle into the bargain. Not a bad trick, really.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

The Jeep Gladiator Rubicon is a very capable off-roader and it's not as terrible on-road as some people might assume.

But while it's a whole lot of fun to steer around on the dirt, it lacks the versatility, safety tech, and refinement that would shift it from simply being a decent hard-core 4WD ute to a good general-purpose vehicle.

However, by focussing on those factors, you're in danger of missing the Gladiator's point entirely. This is a purpose-built 4WD fun machine, which is perfect for its intended use. But, the problem is, it's not perfect, or even very good, at anything else.

Though vaguely retro on the outside, the real nostalgia hit comes when you step inside the Aceman.

The huge, round central display that’s been associated with the Mini brand since day one, returns, but this time in 240mm, OLED screen form.

The display is also where you get to choose how the instrumentation and information looks, with configurable display incorporating a total of eight modes that alter the colours, sounds and visuals of the screen. Is it cool? Er, yes, actually.

There’s also the Mini personal assistant at your service to crank up the heat when you’re cold and switch on the air conditioning when you’re not (all voice activated) and the personal assistant can also learn stuff such as knowing particular navigation co-ordinates mean you’re at the entrance to an underground car-park, at which point the car will wind down the driver’s window so you can flash your credit card. If you think about it too hard, that’s going to be more creepy than cool for some of us.

The move to electrification, of course, is environmentally driven, so the Aceman’s ethos leans into that, too. There is, for example, a complete absence of leather or chrome, the alloy wheels contain as much as 70 per cent recycled material and are produced with renewable energy.

The floor mats, floor structure and interior surfaces are made from at least 90 per cent recycled polyester, and Mini claims a 98 per cent reduction in greenhouse gases compared with the same stuff made from leather.

The Jeep Gladiator appears built for purpose if your purpose is to head bush and have fun. And in Rubicon form it sure looks like it's capable of tackling hard-core 4WDing.

The Gladiator looks very much like its stablemate, the iconic Wrangler, with its chunky front end and blocky body.

It has more than the inkling of a US-style pick-up's presence at 5591mm long (with a 3488mm-long wheelbase), 1894mm wide, 1909mm high, and with a kerb weight of 2242kg.

Perhaps it’s the packaging designed to play the retro card, but I can’t help feeling the door openings on this car are pretty tight. The rear doors, in particular, seem designed for someone smaller than I, and even once I’m in the news doesn’t really improve.

The Aceman’s rear pew seems tight for both foot and legroom and should you have an adult in the back seat, they’re only going to fit by having somebody smaller in the front seats. The chances of a six-footer (183cm) sitting behind a driver of similar stature are pretty slim (over a distance, anyway).

This is all to do with Mini keeping the overall length of the car to just over four metres, and stuffing a compact SUV into that space.

Perhaps that also explains the giant blind spot formed by the thick B-pillar. Either way, taller drivers will find themselves peering around it when crossing or tuning into intersections.

The seats themselves, however, are quite charming. They look a bit small with their cloth trim, but in reality, they’re comfy and supportive. The pleated John Cooper Works front seats that are standard in the SE are phenomenally good. The only thing missing is that distinct smell of leather we’d normally associate with a 60-grand car.

The traditional row of toggle switches under the central screen remains… sort of. These days, they’ve been modified to act as the starter button for the keyless start system and also the gear selector. The problem is that they’re gloss black on a black background, so they can seem a bit indistinct.

The gear selector has also been reinvented – again – with a separate Park button now to the side of the toggle. The other ergonomic glitch I noticed was every time I went for the interior door handle to leave the car, I fumbled for a second till I located it, tucked up under the armrest.

The clean, uncluttered dashboard means a couple of items have moved to the space between the front seats. So, there’s a pair of cupholders, a small, lidded compartments and a pair of USB charge-points all living in the real estate between the front chairs. That’s in the SE, anyway, because the cheaper E retains only the cupholders.

The luggage space is deeper than a lot of EVs manage and the rear seat folds 60/40 to open up a huge area if you don’t need the seats. With the rear seat up, there’s 300 litres of capacity and, with the seat folded, that leaps to 1005 litres.

There are three child restraint tether points, and the luggage space is served by a 12 volt socket.

There’s also a luggage cover that can be quickly removed for taller items. The tailgate is manually operated.

There are also three ISOFIX attachment points for child seats; two on the rear seat and one on the front passenger seat.

You have to give Jeep's designers credit because they know their outdoorsy stuff. The Gladiator's interior is nothing if not practical.

The ute has a squared-off and action-ready interior that seems up to the task of copping the dirt of an outdoors life.

The cabin feels like it's water- and weather-proof, even if that may not literally be the case. 

It's a snug interior and build quality generally feels solid.

The 8.4-inch multimedia touch screen is clear and easy enough to read while on the go, but it's too small. The Jeep's 'Uconnect' system is simple enough to get your head around and Apple CarPlay and Android Auto are easy to get working.

There's also a 7.0-inch LED driver-information display, which shows tyre pressure, tyre-fill alert, digital speed readout and more.

All controls, dials and switchgear are chunky, making for easy operation, no matter how bumpy the terrain you're traversing is.

The reach-and-rake-adjustable steering wheel incorporates audio, voice and cruise control controls.

Storage spaces are few, but at least they're well suited to adventure, such as tensioned mesh pockets on the doors and seat backs and small spaces with textured bases for your bits and pieces.

There are two USB-A ports and a USB-C port up front and two for back-seat passengers. There's also a 230V outlet up front on the centre console.

Seating is decent all-around but anyone taller than Tom Cruise's stunt double has to mind their head so they don't thump it on the unforgivingly hard ceiling of the detachable top.

There's a shallow storage space under the rear seat and, when that 60/40 split rear seat is folded flat, there are LED lights behind to illuminate the narrow storage space in the rear of the cabin, where there are also storage nets.

The tub's load space is 1442mm wide – 1137mm between the wheel arches so not wide enough for a pallet – and it is 1531mm long. Load height is 885mm at the tailgate.

The tray has integrated tie-down points and under-rail LED lights.

Payload is now a claimed 693kg, which is better than its previous 680kg but still rather ordinary when compared to a lot of dual-cab utes available in Australia.

Gross vehicle mass and gross combined mass are listed as 2935kg and 5656kg, respectively.

The Gladiator has a maximum towing capacity of 750kg (unbraked), and its 2721kg braked towing figure is a let-down against the 3500kg capacity of most other rivals.

This is a ute better suited to weekend camping trips than load-lugging work duties.

Another bonus for tourers though: the spare wheel is a full-size steel one.

The 2023 Jeep Gladiator Rubicon has an official list price of $87,250, excluding on-road costs.

This variant's more notable standard features include Jeep's 'Rock-Trac Active On-Demand II' 4x4 system (4:1 transfer case), 'Tru-Lok' front and rear locking differentials, sway-bar disconnect, Tenneco 2.0-inch diameter aluminium-bodied shocks (front and rear; Fox shocks on previous versions), a 'TrailCam' off-road camera, selectable tyre-fill alert, BFGoodrich Mud Terrain tyres (255/75 R17), and 17-inch machined-black alloy wheels.

It also has an 8.4-inch touchscreen multimedia system (with navigation, Apple CarPlay and Android Auto), as well as LED headlights/tail-lights/daytime running lights/fog lights, forward collision warning, plus adaptive cruise control, blind-spot monitor with rear cross-path detection, remote proximity keyless entry and a nine-speaker Alpine Premium audio system.

Gladiator paint choices include standard black and 'Bright White', as well as $895 premium paint options including 'Sarge Green', 'Silver Zynith', 'Firecracker Red', 'Sting Grey', 'Hydro Blue', 'Granite Crystal' and 'High Velocity' (yellow/green).

The accessories range for the Gladiator is a line-up of more than 70 bits of gear, and includes everything from Jeep windscreen sunshades to a cargo bed storage system (drawers).

Things kick off the with the E model’s 135kW electric motor that also produces 290Nm of torque. That, says Mini, is enough to get it from rest to 100km/h in just under eight seconds. The motor is powered by a 38.5kWh battery living under the floor

The SE gets more battery and more power; 49.2kWh and 160kW, respectively, with 330Nm of torque on tap as well. The claimed 0-100km/h time falls almost a second to 7.1sec.

A single-speed reduction transmission is fitted and the electric motor in both models is a single one, driving the front wheels in true Mini tradition.

Of course, the other aspect of a Mini’s driving experience is its go-kart handling. To that end, the Mini EV is tuned for handling and response and features a MacPherson strut front end and a multi-link suspension arrangement at the rear. Potentially offsetting that sidestep, however, is the car’s heft which, at 1.6 tonnes, is very un-Mini.

The Gladiator Rubicon has the Wrangler's 3.6-litre Pentastar V6 petrol engine (209kW at 6400rpm and 347Nm at 4100rpm) and eight-speed automatic transmission.

The V6 has a lot of punch for on- and off-road driving and plenty of low-end torque for low-range 4WDing and, matched with the eight-speed auto, it's a well-proven team-up that consistently works well.

Mini claims a power consumption figure of 14kWh per 100km for the E and 14.4 for the SE. Theoretically, that should give the E a (WLPT) range of 310km and the SE a claimed maximum of 406km.

In reality, you’ll be looking for a power-point before that, because those are both maximum range projections and, in highway conditions, without the regeneration potential of suburban running, you’ll use more power per 100km travelled.

Both version of the Mini EV can use fast chargers, the E model capable of 75kW DC charging, and the SE’s bigger battery able to handle 95kW. Charging at home on an 11kW AC outlet is also possible but, obviously, takes a lot longer to reach full charge.

For DC charging, the Mini uses a CCS Type 2 charging plug.

Speaking of which, on that 75kW fast charger, the E’s battery will go from 10 to 80 per cent charged in 28 minutes, while the bigger battery in the SE will take 31 minutes, its faster charging offset by its larger battery capacity.

At 11kW AC, the Aceman E can go from discharged to fully charged in four hours, 15 minutes, while the SE will take five-and-a-half hours.

The Gladiator Rubicon has listed fuel consumption of 12.4L/100km on a combined cycle. 

On test I recorded actual fuel consumption of 12.9L/100km, from fill to fill.

The Gladiator has an 83-litre tank, so, going by my on-test fuel-use figure, you could reasonably expect a driving range of approximately 643km from a full tank.

Much is made by Mini of its tradition of go-kart-like handling. And fair enough, it’s one of the things that allows the Mini brand to justify a premium price-point. And the good news is that this version, electric driveline notwithstanding, continues that theme. Position the manually-adjustable steering column to the right spot and suddenly, you’re in a car that encourages you to enjoy the drive.

The steering is light but accurate and is actually one of the better calibrated modern, electrically-assisted set-ups we’ve sampled for a while.

The only thing it doesn’t do is give the feeling that you’re sitting right over the physical point in the car that it rotates around when it corners.

Instead, you get the impression of there being a fair bit of Mini nose jutting out in front of you, with the driver’s seat positioned well back in the cabin.

Given the extra length of the five-door layout, that’s not completely unexpected, but it’s something drivers of short-wheelbase Minis will perhaps note.

What that doesn’t affect is the way the car feels tied down pretty well, but never degenerates into a crashing, buck-board. Despite the flat cornering, there’s always some suspension travel left, it seems, and the damping is clearly spot on as it arrests wheel movement without interfering with the fun.

There’s plenty of grip, too, and if you play the Mini game and hustle it through a few corners, the Aceman quickly reveals its fun side, which is precisely the point here.

The instant urge of an electric drivetrain is also very much in evidence and flooring the throttle pedal results in an instant surge of Newton-metres. I could do without the Warner Brothers soundtrack (and I did, by turning it off) but the acceleration itself is pretty impressive without being confronting (as some EVs with their brutal delivery can feel).

The only other thing we’d comment on is a level of tyre and road noise that is far from best in class. Okay, so a bit of tyre roar is okay, and it’s only audible at all because silence from traditional mechanical sources is such an EV thing.

It's certainly an experience, but the Gladiator is not as atrocious on-road as you may assume.

This vehicle is a lot of fun to drive because it demands a lot of attention and input to keep it on target.

The steering is floaty, with plenty of play in the wheel and understeer through corners, and there's a fair bit of tyre rumble from the BFG muddies.

The wing mirrors generate noticeable wind noise, but the Gladiator's not as awkward or unrefined as you might expect.

Because it's essentially a stretched Wrangler – with a 787mm longer body and a 480mm longer wheelbase than its stablemate – the Gladiator has a solid stance on the road and, for such an unashamedly off-road-oriented vehicle, it feels even more settled and composed than the Wrangler does on sealed surfaces.

This 2242kg ute is built for tough fun with a body-on-frame design and reinforced chassis, but the Gladiator manages to be nimble around town.

Ride quality is generally impressive with this ute cruising comfortably on live axles front and rear with coil springs and, in 2023 onward versions, Tenneco shocks all-around rather than the previous Fox Shocks set-up.

Aspects of the Gladiator experience will annoy some people. Visibility is compromised in all directions, the throttle is touchy, the 13.6m turning circle may add a degree of difficulty in attempts at fast turnarounds (on a city street or in a busy country pub car park) and all that driver attention and input the Gladiator demands of its steerer will become tiresome for a few drivers.

But, as expected, the Gladiator's true spirit is only ever fully revealed when you head off-road. It's a hell of a lot of fun in the dirt. Drop tyre pressures, do up your seat belt and let the Gladiator off the leash.

The 'Trail Rated' Gladiator is loaded with off-road mechanicals, from a 4X4 system with 4:1 low-range (contributing to a 77.2:1 crawl ratio), front and rear diff-locks, heavy-duty Dana 44 axles (front and rear), sway-bar disconnect and BFGoodrich Mud Terrain tyres, as well as a stack of driver-assist tech aimed at making you feel like Australian 4WD expedition legend Ron Moon.

Shocks engineered for off-roading add a welcome dimension of comfort and handling to the Gladiator on fast dirt and gravel tracks on the way to your chosen off-roading destination.

That 77.2:1 crawl ratio means nothing to most of us until you have the opportunity to experience the feeling of all that terrain-gripping torque for yourself.

In 4WD low-range first gear, and with both diffs locked, the Gladiator feels unstoppable. It climbed with ease a short steep rocky hill where I've seen drivers of modified vehicles opt for the ‘chicken' tracks either side.

The only thing is, because of the Gladiator's 3488mm-long wheelbase and 18.4-degree ramp-over angle, there's a real risk of bellying out or at least grinding the undercarriage on earth when you crest these steep hills, which is why you must drive with concentrated focus.

But that's part of the fun. It really is a driver-direct experience. You need to be aware of everything that's going on, you never feel like you're one step removed from the situation, or the terrain or the consequences of your driving… you feel dialled into the terrain and that's guaranteed to put a smile on any 4WD enthusiast's face.

Besides, the Gladiator does have substantial underbody skid-plates, protecting the fuel tank, transmission and transfer case, as well as heavy-gauge tubular steel rock rails to soak up off-road hits.

With an approach angle of 40.7 degrees, a departure angle of 25.1 degrees and a listed ground clearance of 249mm and a wading depth of 760mm, the Gladiator has decent off-road measures.

Suspension travel is okay, but to get even more stretch, you can hit the sway-bar disconnect button to drop a wheel to the dirt – or as close as possible depending on how deep the ruts are.
 
The Gladiator has 'Selec-Speed Control' (effectively an adjustable low-speed cruise control for 4WDing that can be set between 1.0-8.0km/h), and 'Off-Road+', which tweaks throttle and traction control, among other systems, to best suit the terrain.

It also has a forward-facing off-road camera so the driver has a chance to see any obstacles that might otherwise go unnoticed until it's too late, such as branches, rocks, tree stumps and hard rubbish.

The Gladiator has a three-star ANCAP safety rating from testing in 2019.

Its safety gear includes four airbags, full-speed forward collision warning plus, reversing camera, adaptive cruise control, blind-spot monitoring, rear cross-path detection, tyre-pressure monitoring system, and more.

It also has hill start assist, hill descent control, and trailer sway control.

It has dual ISOFIX child seat anchor points and three top-tether attachments in the rear seat.

The Mini factory warranty was extended a couple of years ago to five years/unlimited kilometres. That’s an improvement on the three years the brand previously covered, but it’s still well short of the seven, eight and even 10 years of some competitors. In the fully electric Aceman’s case, there’s also eight years/160,000km worth of cover for the high-voltage battery. There’s also five years of roadside assistance thrown in.

There are no set service intervals for the Aceman, Mini instead preferring to use the concept of condition based servicing which involves the car telling you when its ready for maintenance. There’s capped price servicing available which costs $1371 for the first four years.

Beyond that, running costs will depend heavily on where and how your charge the car. Charging at home form a solar array will be the cheapest, while using commercial fast-chargers will inevitably ratchet up your running costs.

The Gladiator has Jeep's five-year/100,000km factory warranty, five-year capped price scheduled servicing, and lifetime roadside assistance.

The first five services are capped at $399 each and scheduled servicing is due every 12 months or 12,000 km, whichever comes first.