What Transmission Is in the Jeep Gladiator? Complete Specs and Options
The Jeep Gladiator uses the ZF 850RE 8-speed automatic transmission as its sole option for 2025 and later models, paired exclusively with the 3.6-liter Pentastar V6 engine. Earlier model years (2020-2024) offered a choice between this automatic, a 6-speed manual, or the 8HP75 automatic with the discontinued EcoDiesel engine.
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Current Transmission Configuration
All 2025 and 2026 Gladiators ship with the ZF 850RE 8-speed automatic transmission. This electronically controlled unit features adaptive shift technology that adjusts patterns based on driving conditions. The 850RE handles up to 369 pound-feet of torque, matching the Pentastar V6’s 260 pound-feet output with substantial headroom for towing and payload demands.
Gear ratios span from 4.71:1 in first gear to 0.67:1 in eighth, providing a 7.0:1 overall spread. This wide ratio range delivers strong acceleration from standstill while maintaining efficient highway cruising at lower engine speeds. The transmission includes Electronic Range Select mode, allowing drivers to manually control gear selection through paddle shifters or the gear selector.
Transmission Options by Model Year
Model years 2020 through 2024 offered three distinct transmission choices depending on trim level and engine selection. The NSG370 6-speed manual came standard on Sport, Willys, Rubicon, and Mojave trims. Freedom, Overland, and High Altitude models shipped with the 850RE automatic as standard equipment, though buyers could downgrade to the manual on most configurations.
The 8HP75 automatic appeared exclusively with the 3.0-liter EcoDiesel V6 from 2021 to 2023. This German-built ZF transmission handled over 500 pound-feet of torque from the diesel’s 442 pound-feet output. When buyers comparing Jeep Gladiator Overland vs Rubicon, selecting the diesel engine, the 8HP75 replaced the 850RE regardless of trim level.
| Transmission | Type | Speeds | Torque Capacity | Engine | Years Available |
|---|---|---|---|---|---|
| NSG370 | Manual | 6 | 272 lb-ft | 3.6L V6 | 2020-2024 |
| ZF 850RE | Automatic | 8 | 369 lb-ft | 3.6L V6 | 2020-present |
| ZF 8HP75 | Automatic | 8 | 500+ lb-ft | 3.0L Diesel | 2021-2023 |
ZF 850RE Automatic Transmission Details
Stellantis manufactures the 850RE under license from ZF at its Indiana transmission plant. While ZF engineers designed the unit, domestic production reduces costs and simplifies parts availability. The transmission shares core architecture with ZF’s 8HP50 European model but incorporates clutch pack modifications specific to Jeep applications.
The 850RE includes a multi-disc torque converter clutch that locks in multiple gears, reducing slippage and improving fuel economy. Adaptive logic monitors throttle position, vehicle speed, and load conditions to optimize shift timing. During spirited driving, the system holds gears longer and executes quicker downshifts. When cruising, it upshifts earlier to maximize efficiency.
Fuel economy reaches 17 mpg city and 22 mpg highway with the automatic transmission. Combined ratings match the discontinued manual at 19 mpg despite the automatic’s additional weight and parasitic losses. Buyers researching how much can a Jeep Gladiator tow will find that the automatic delivers the truck’s maximum 7,700-pound towing capacity more effectively than the manual.
Manual Transmission History and Discontinuation
The NSG370 6-speed manual served as standard equipment on most Gladiator trims through 2024. Mercedes-Benz originally designed this transmission during Chrysler’s Daimler partnership, introducing it across Jeep, Dodge, and Chrysler products starting in 2005. The unit features a top-mounted shifter, fully synchronized gears, and a direct-drive fifth gear with overdrive sixth.
Jeep eliminated the manual option for 2025, citing low take rates and customer preference for automatic transmissions in midsize trucks. The company declined to disclose exact manual selection percentages but confirmed most buyers chose the automatic. Base pricing dropped $2,295 for 2025 despite making the previously optional automatic standard, offsetting customer concerns about losing choice.
The manual’s discontinuation leaves the Toyota Tacoma as the only remaining new pickup truck with a manual transmission option in the United States. Buyers seeking three-pedal engagement must turn to the Jeep Wrangler or Ford Bronco, both of which retain manual gearboxes for 2025 and beyond. Those exploring what are the Jeep Gladiator trim levels will find automatic-only configurations across all eight trim options.
Diesel Automatic: 8HP75 Specifications
The 8HP75 automatic paired exclusively with the 3.0-liter EcoDiesel V6 from 2021 to 2023. Built by ZF in Germany rather than under Stellantis license, this transmission featured reinforced clutch packs and upgraded internals to handle diesel torque characteristics. The diesel engine generated 260 horsepower but delivered 442 pound-feet of torque—70% more than the gasoline V6.
Gear ratios matched the 850RE, but internal components differed substantially. Clutch materials, hydraulic pressure specifications, and cooling capacity increased to manage diesel power delivery. The 8HP75 also appeared in Ram 1500 EcoDiesel trucks and various European luxury vehicles requiring high-torque handling.
Fuel economy improved dramatically with the diesel combination: 22 mpg city, 28 mpg highway, and 24 mpg combined. Maximum towing capacity increased to 6,500 pounds with the diesel, though payload dropped slightly to 1,350 pounds compared to the gasoline engine’s configuration. Jeep discontinued both the EcoDiesel engine and 8HP75 transmission after 2023 due to emissions compliance costs and limited sales volume.
Transmission Reliability and Common Issues
The ZF 850RE generally delivers reliable service with proper maintenance, though some owners report issues during the first 20,000 miles. Hard shifts, particularly from second to third gear, appear in forum discussions alongside complaints about transmission hesitation during highway merges. Jeep issued two recalls addressing transmission overheating during extended off-road use in low-range gearing.
Manual transmission owners experienced more frequent problems. The NSG370’s synthetic shift fork pads wear prematurely, creating gear rattle and imprecise engagement. First and reverse gears developed hop-out issues on trucks equipped with 35-inch or larger tires. The transmission requires Chrysler MS-9224 specification fluid rather than standard gear oil, and using incorrect lubricant accelerates synchronizer wear.
Both automatic variants share a common weakness in Clutch A and Clutch E assemblies. These multi-disc packs experience premature wear under heavy towing loads or aggressive off-road driving. Symptoms include slipping during acceleration, delayed engagement when shifting from park to drive, and occasional error messages. Most failures occur between 40,000 and 80,000 miles on heavily used trucks. Owners considering best choice Jeep upgrades should budget for potential transmission servicing beyond factory warranty coverage.
Maintenance Requirements
The 850RE automatic requires fluid and filter changes every 60,000 miles under normal driving conditions. Severe service schedules—including frequent towing, off-road use, or dusty environments—reduce intervals to 30,000 miles. Transmission fluid capacity totals 11.4 quarts using Mopar ZF 8&9 Speed ATF or equivalent ZF Lifeguard 8 specification fluid.
The manual NSG370 holds 3.75 pints of fluid, requiring the Chrysler MS-9224 specification. Pennzoil Synchromesh meets this standard, but generic gear oils damage bronze synchronizer components. Fill and drain plugs use 14mm and 17mm hex fittings, respectively. Fluid changes every 30,000 to 50,000 miles extend transmission life, particularly on modified vehicles with larger tires or lift kits.
The Bottom Line
The ZF 850RE 8-speed automatic transmission provides the Jeep Gladiator with smooth shifts, wide gear spacing, and adequate durability for most ownership scenarios. Its elimination of manual transmission options for 2025 disappointed enthusiasts but reflects market realities—truck buyers prioritize towing capability and convenience over engagement.
The transmission’s Indiana manufacturing ensures parts availability and reasonable repair costs compared to German-built alternatives, though reliability concerns remain for high-mileage or heavily modified examples.