2025 Jeep Gladiator — Transmission & Axle Gear Ratios

Transmission gear ratios

8-speed automatic (850RE)

6-speed manual (Aisin D478)

Notes:

• These are the internal transmission ratios. Overall wheel torque also depends on your transfer case (Command-Trac 2.72:1 on most trims; Rock-Trac 4.0:1 on Rubicon) and your axle ratio below.

Available axle ratios

Axles: Most Gladiator models use the Dana Advantek M210 front and M220 rear. Rubicon/Mojave trims add wide‑track housings and lockers (Rubicon uses Tru‑Lok front/rear lockers; Mojave is tuned for high-speed desert use and retains 4.10 gearing without front locker engagement in 4HI).

How to identify your axle ratio

• Jeep build sheet (VIN): Enter your VIN on the official Mopar build‑sheet lookup to see line items such as “Axle Ratio 3.73 (DMF)” or “Axle Ratio 4.10 (DMR).” This is the most straightforward way for Jeep/Jeep Truck.
• Axle tube tag (Dana BOM): On the rear M220, look for a small metal tag under a cover bolt or on the axle tube. It lists a Dana Bill of Material (BOM) number and often the ratio (e.g., “3.73”). You can decode the BOM on Dana’s site for exact specs.
• Window sticker/Monroney: Under “Mechanical,” it usually lists the axle ratio.
• VIN decoders: Third‑party VIN decoders and Chrysler dealer systems can pull the sales codes (DMF/DMR) tied to your VIN.
• For GM vehicles (general tip): Many GM trucks/SUVs list axle RPO codes (e.g., GU6 for 3.42) on the driver‑door/jamb Service Parts Identification label.
• For Ford/Ram (general tip): Look for the metal axle tag or sticker on the differential cover/axle tube for the axle code, then decode via the manufacturer chart.

Towing vs MPG impact

• Numerically lower axle ratios (e.g., 3.73) keep engine rpm lower at highway speed. That typically improves fuel economy and reduces cabin noise, but it also softens launch torque and can lead to more frequent downshifts on grades—acceptable for light towing and daily driving.
• Numerically higher ratios (e.g., 4.10) multiply torque more. You’ll feel stronger launch and better gradeability, which is ideal for towing, heavy payloads, larger tires, and technical off‑road. Expect slightly higher cruise rpm and a modest MPG penalty versus 3.73.
• Transmission pairing: The 8‑speed’s deep 1st (4.71) and tall 8th (0.67) make 4.10 very livable on‑road while maximizing crawl and towing. The 6‑speed manual’s 5.13 1st provides excellent crawl with 4.10; with 3.73 it’s still capable but slightly less aggressive. If you plan 35–37 inch tires, 4.10 is the better starting point; re‑gearing beyond factory may be advisable for larger tires or frequent mountain towing.

Common issues

While the Dana 44 AdvanTEK axles in the Gladiator are robust, owners and shops most frequently report:

• Ring and pinion whine: Often most noticeable between 45–65 mph on light throttle/decel. Can stem from gear wear, improper setup after gear swaps, or pinion bearing wear. Proper pattern/contact setup is critical if gears were changed for larger tires.
• Carrier (center support) bearing wear: The Gladiator uses a two‑piece rear driveshaft on many trims. A failing center support bearing can cause vibration or droning under load. Inspect the rubber isolator and bearing play.
• Limited‑slip clutch wear/chatter: Trac‑Lok rear LSD (if equipped on non‑Rubicon trims) can chatter on tight turns as friction material ages or if the wrong gear oil/friction modifier is used. Fresh fluid with the correct additive often restores smooth operation.
• Locker/e‑actuator notes (Rubicon): Less common but seen—wiring or connector issues for the electronic lockers after off‑road exposure. Ensure harness routing is intact and connectors are sealed.

Preventive tips: Maintain correct differential fluid spec and intervals, re‑torque suspension and driveline hardware after off‑road trips, and verify pinion angle if you’ve added lifts or changed driveshafts.

Find a driveline shop on Repairius.