Hitch 7 700 lb to the back of most midsize pickups, and they’ll struggle. The Gladiator doesn’t, if it’s wearing the Max Tow Package.
This isn’t a bolt-on gimmick. It’s a factory-built hardware stack dialed for payload, axle torque, and cooling. Jeep limits it to the Sport and Sport S trims for one reason: lower curb weight equals higher tow ratings.
With Max Tow, the Gladiator tops out at 7,700 lb trailer and 1,725 lb payload, best in class for a gas-powered midsize.
But numbers alone don’t explain how it pulls, or how the Pentastar sounds at full tilt, dragging a 30-footer uphill. This guide breaks down the trims, the hardware, the GVWR math, and the towing quirks real owners run into when the load gets serious.
1. What Max Tow really adds, on paper and under pressure
The numbers that set Max Tow apart from a base Gladiator
Hit the Max Tow checkbox on a Sport or Sport S, and the Gladiator jumps to 7,700 lb of trailer and 1,725 lb of payload, Jeep’s top-rated gas tow figure in the midsize class.
That’s backed by a 4.10 axle, a 12,850-lb GCWR, and a 6,500-lb GVWR. As of 2025, the 8-speed automatic is standard across all trims, so there’s no manual to bottleneck the numbers.
Why gearing and trim choice shape the sticker
Max Tow leans on lighter trims because every extra pound chips away at payload, and payload limits tongue weight. The package forces a 4.10 final drive and bolts on wide-track Dana axles, an antispin rear diff, heavy-duty cooling, and a Class IV hitch.
That setup pushes the GVWR to 6,500 lb. Rubicon runs the same 4.10 gears, but off-road kit drags it down to 7 000 lb trailer and around 1,100 lb payload. Mojave’s desert tuning pulls it even further, 6,000 lb trailer, 11,450 GCWR.
Where the big numbers live in 2025
| Trim | Axle ratio | Max trailer | Max payload | GCWR |
|---|---|---|---|---|
| Sport/Sport S w/ Max Tow | 4.10 | 7,700 lb | up to 1,725 lb | 12,850 lb |
| Willys | 3.73 | 6,000 lb | ~950 lb | 11,150 lb |
| Rubicon | 4.10 | 7,000 lb | ~1,100 lb | 12,450 lb |
| Mojave | 4.10 | 6,000 lb | 1,050 lb | 11,450 lb |
Figures from Jeep’s 2025 specs confirm Sport S with Max Tow carries both “unsurpassed-in-class” tow and “best-in-class” 4×4 payload.
How it actually drives when the trailer’s hooked
The 4.10 gears keep the Pentastar in its sweet spot under strain, expect steady downshifts and revs climbing near redline on grades. The wide M210/M220 axles and Trac-Lok diff help it stay planted off the line with a loaded tongue.
Max Tow also bundles trailer sway control and a Class IV receiver straight from the factory, so structural and legal tow points are covered before a brake controller enters the mix.
2. The hardware that transforms a Gladiator into a real hauler
Why axle width and gearing do the grunt work
The 4.10:1 final drive keeps the V6 in its torque band instead of lugging. Dana’s M210 wide front and M220 wide rear axles stretch the track from 62.9 to 65 inches, giving it a broader stance and firmer hold against trailer sway.
This combo is exclusive to Sport/Sport S Max Tow builds, and it’s the gatekeeper to the full-rated numbers.
How cooling and amps make it survive the climb
Max Tow adds a high-capacity cooling system built for long grades and stop-start loads. A 240-amp alternator runs the fans and trailer charge circuit without dipping voltage at idle.
Jeep wires these features into the spec sheet, not just the options list, so thermal headroom is built in from day one.
The traction and hitching setup that holds up under load
The antispin rear diff helps launch straight on slippery ramps with 800 lb on the hitch. The Class IV receiver is frame-mounted and rated for 7,700-lb loads and weight-distribution setups.
Max Tow also comes with high-clearance flares and A/T tires to match the wider track and keep the rubber fully covered under compression.
Max Tow parts and what they’re built to do
| Component | Factory Detail | What It Does Under Load |
|---|---|---|
| 4.10:1 axle ratio | Included on Sport/Sport S Max Tow | Keeps engine in power band, multiplies torque at wheels |
| Dana M210 wide front axle | Max Tow exclusive | Increases lateral stability under tongue load |
| Dana M220 wide rear axle | Max Tow exclusive | Handles trailer brake and launch forces |
| Heavy-duty engine cooling | Max Tow exclusive | Prevents heat soak on grades and in traffic |
| Antispin rear differential | Max Tow exclusive | Helps traction on gravel and boat ramps |
| Class IV hitch receiver | Max Tow exclusive | Rated for 7,700 lb with WD systems |
| High-clearance flares + A/T tires | Max Tow exclusive | Matches track width and keeps fenders legal |
| 240-amp alternator | Listed across trims in 2025 | Runs fans and trailer lights without voltage sag |
What the paperwork says, and why it matters
Sport/Sport S with Max Tow gets a factory-rated GVWR of 6,500 lb, not the lower figures seen on other builds. That number appears alongside the 12,850 GCWR, 7,700-lb trailer rating, and 1,725-lb payload in Jeep’s official tables.
Even the 65.0-inch front/rear track is stamped into the spec sheets, linking the chassis upgrades directly to the weight numbers on the door tag.
3. The real numbers behind trailer limits, not just what the sticker says
GCWR sets the ceiling, but payload sets the limit
Ratings don’t lie, but they do rely on each other. A Sport or Sport S Gladiator with Max Tow and 4.10 gearing gets a GCWR of 12,850 lb, max trailer of 7,700 lb, and payload of 1,725 lb.
Those numbers are locked together; truck, passengers, gear, and trailer all have to sit under that combined cap. Rubicon steps down to 12,450 GCWR and a 7,000-lb trailer. Mojave drops further, 11,450 GCWR and 6,000 lb max.
How the factory numbers gate your setup
| Config | Axle | GCWR | Max trailer | Payload |
|---|---|---|---|---|
| Sport/Sport S, Max Tow | 4.10 | 12 850 lb | 7,700 lb | 1,725 lb |
| Willys | 3.73 | 11 150 lb | 6,000 lb | 950 lb |
| Rubicon | 4.10 | 12 450 lb | 7,000 lb | 1,100 lb |
| Mojave | 4.10 | 11 450 lb | 6,000 lb | 1,050 lb |
All data pulled from Jeep’s 2025 official spec tables.
Tongue weight is your first payload deduction
A stable trailer usually presses 10–15% of its weight onto the hitch. For a 7,700-lb trailer, that’s 770–1,155 lb sitting directly on the rear axle.
Every pound of it subtracts from your payload before anyone even opens a door. That’s why the 1,725-lb payload in Sport/Sport S Max Tow isn’t just impressive, it’s essential.
Why Max Tow stays on the light end of the lineup
Weight drags ratings down. Curb mass eats payload. Payload governs tongue weight. And tongue weight sets your legal trailer ceiling. Sport Max Tow trims keep curb weight low while still adding the 65-inch track width and upgraded driveline.
That balance is how they hit 7,700 lb. Rubicon and Mojave carry more off-road gear, so the table trims their numbers even if gearing stays the same.
The GVWR line is what actually caps you
Jeep’s spec math shows a Sport Max Tow curb weight of 4,738 lb, with 1,725 lb of payload. Together, that puts GVWR just under 6,500 lb. That’s the number that matters.
It’s the total truck weight with fuel, passengers, cargo, and tongue weight. Go past it, even if your trailer is under the max, and you’re outside the rating.
4. Off-road Gladiators give up ratings to gain trail gear
Why Rubicon and Mojave take a hit on paper
Rubicon loads up on lockers, big tires, off-road shocks, and underbody armor. That adds mass, up to 5,031 lb curb, while payload shrinks to just 1,100 lb. Its trailer line drops to 7,000 lb.
Mojave carries similar off-road gear with slightly less mass, landing at 5,004 lb curb, 1,050 lb payload, and a 6,000-lb trailer ceiling. The engine and transmission stay the same. It’s the weight that shifts the math.
The gears are identical, the payload isn’t
Every trim here runs 4.10 gearing. But only Sport Max Tow hits the full 7,700-lb trailer spec. Why? Because its base curb weight, 4,738 lb, leaves room for payload.
Rubicon runs the same final drive but weighs 300 lb more. That’s what costs it 700 lb in trailer rating. The axle ratio isn’t the problem. The mass is.
How added curb weight trims the big number
| Trim / Axle | Curb weight | Payload | GCWR | Max trailer |
|---|---|---|---|---|
| Sport/Sport S 4.10 | 4,738 lb | 1,725 lb | 12,850 lb | 7,700 lb |
| Rubicon 4.10 | 5,031 lb | 1,100 lb | 12,450 lb | 7,000 lb |
| Mojave 4.10 | 5,004 lb | 1,050 lb | 11,450 lb | 6,000 lb |
Figures pulled from Jeep’s 2025 specification data.
Axle ratings confirm where the limits land
Each trim comes with its own axle hardware and GAWR numbers, and that’s what locks in the rating before you ever hitch up. Sport Max Tow lists 3 100 lb GAWR front, 3 750 rear, enough to support a loaded trailer tongue and full cab.
Rubicon shows the same 3,100/3,750 split but can’t match the payload because of its higher curb weight. Mojave actually bumps front GAWR to 3,300, but still lands in the 6,000-lb trailer box because of heavier wheels and suspension.
5. How it actually tows when the weight’s real
The 4.10 keeps the V6 working, not wandering
With 4.10 gears, the Gladiator doesn’t loaf on grades. The 8-speed holds 5th or 6th longer, keeps the Pentastar in torque, then upshifts clean once the slope breaks.
The 850RE’s tight ratios bring quick downshifts without flailing for gears, no long windups, just controlled rpm rises. That driveline behavior matches what Jeep shows for Sport Max Tow’s setup.
Fuel burn jumps fast once the trailer’s hooked
Towing a box slams fuel economy, and Gladiator’s no exception. A 4,000-lb trailer brought one real-world test down to just under 9 mpg.
Owners running 5,000–6,500 lb commonly report 10–12 mpg at 60–65 mph, with numbers nosediving in wind or on hills. Drag hurts more than mass, especially with tall RVs.
Feels stable until crosswinds pick a fight
Wide M210 and M220 axles give the Gladiator a confident stance with a full tongue load. But it’s still shorter and lighter than a half-ton. When a gust hits or a semi blasts by, you’ll need to guide it with a firmer hand.
Owners say it tracks well on clean stretches but ask for focus when the wind whips. Jeep’s built-in sway control helps catch yaw before it builds.
Steps out clean, even with tongue weight on slick ground
With 800–1,100 lb on the ball, wet ramps and gravel can make one rear tire break loose. The Trac-Lok diff steps in, pushing torque to the tire with bite so it launches smooth without axle hop. It’s standard in the Max Tow spec, right alongside the 4.10 gears.
What you feel with Max Tow, and why
| Situation | What you notice | Why it happens |
|---|---|---|
| 6,000–7,700 lb on a grade | High rpm, tight downshifts, steady speed | 4.10 gearing holds torque; 850RE closes shift gaps |
| Flat highway, 5,000-lb trailer | 10–12 mpg at 60–65 mph | Aerodynamic drag takes over; weight matters less |
| Same route, headwind | MPG drops hard, more downshifts | Wind load rises fast with speed, eats into efficiency |
| Crosswinds, tall RV | More steering input than half-ton | Shorter wheelbase, lighter curb, TSC, and wide axles help |
6. The tow tech that’s actually wired and working
Factory systems that steady, steer, and zoom
Trailer Sway Damping lives in the ESC module, no gimmick. It applies one-wheel brake pressure to snuff yaw the moment sway begins. Jeep lists it in the 2025 safety sheet, not just a promo line.
Trailer Hitch Zoom is tied to ParkView. With the camera in zoom mode, you get a centered 4× view right over the ball to line up solo. It’s shown in Jeep’s feature grid and demo video.
Max Tow builds also raise GVWR to 6,500 and bolt in the Class IV receiver. All that’s listed under content code AJQ.
The Trailer Tow and Auxiliary Switch Group brings the 7-pin and 4-pin wiring, 240-amp alternator, and camera zoom, documented on Sport window stickers right next to Max Tow.
Brake controller is left out on purpose
The integrated brake controller isn’t bundled. It’s listed as separate item XHC. That means it must be selected on the build sheet or added later.
Jeep leaves a dedicated tow-package pigtail under the dash, driver’s side. Mopar’s controller plugs right in, no splicing or module swap needed. It mounts under the column with a center-stack gain wheel.
Only early 2020 trucks ever needed ABS programming (see bulletin 08-102-20). Most 2021–2023 builds are truly plug-and-play. Owners point to the exact plug and confirm no dealer visit was needed once hardware was installed.
Tow electronics, where they are and why they matter
| Item | Where it lives | What it does | Source |
|---|---|---|---|
| Trailer Sway Damping | ESC module (standard) | Applies brake pressure to trim yaw before it grows | Stellantis Fleet |
| Trailer Hitch Zoom | Tow/Aux Group (also in Willys) | 4× crop view centers the ball for easy solo hitching | Stellantis Fleet |
| Class IV receiver | Max Tow content (code AJQ) | Certified for 7,700 lb; pairs with cooling and 6,500 GVWR | Stellantis Fleet |
| 7- and 4-pin wiring | Trailer Tow and Aux Group on Sport/Sport S | Supports lighting, charge, reverse, and electric brakes | Auburn CDJR |
| Integrated brake controller | Optional accessory (code XHC) | Plugs into factory dash pigtail, adds gain wheel, no rewire | Stellantis Fleet, Mopar docs |
What powers the setup and keeps batteries topped off
Sport models start with a 180-amp alternator, but 240-amp is available and standard on Willys, Mojave, and Rubicon. That headroom matters with fans running and a trailer battery sipping through the 7-pin. Jeep’s 2025 spec sheet maps alternator ratings by trim.
Need a second 4-flat for utility trailers? Aftermarket adapters plug directly into the OEM 7-way. Some fresh builds may require dealer activation, normal for CAN-controlled trucks. Suppliers like etrailer list those requirements in their 2025 JT fit notes.
The gear you touch at every hookup
Back up with Hitch Zoom. Drop your coupler,2-inch or 2-5/16-inch, onto the Class IV receiver. Hook chains, click the 7-blade plug, and go. Sway control is already active in the ESC brain.
If you installed the Mopar controller, the gain wheel lives in the center stack where your fingers are. Every part, plug, receiver, wiring is confirmed in the order guide and Mopar’s own docs, not just forum chatter.
7. What it really costs, and how to spec it without wrecking your rating
What you pay to reach the 7,700-lb number
Max Tow runs about $1,995 on Sport or Sport S. Dealers list it as “Max Tow Package w/ 4.10 Axle Ratio,” and it includes the full hardware stack: wide-track Dana axles, antispin diff, Class IV hitch, A/T tires, and the 6,500-lb GVWR line that makes the max rating real.
Most buyers also tack on the Trailer Tow and Auxiliary Switch Group, typically $1,295. That adds trailer-hitch zoom, the four AUX switches, heavy-duty cooling, and the same hitch receiver already included in Max Tow. Even though Jeep splits them in the order guide, window stickers often bundle both.
The integrated trailer brake controller doesn’t come standard. Mopar part 82215652AD lists at $421 MSRP, with street prices around $358. It plugs into the factory tow harness under the dash, no rewiring needed.
Build it light, or the ratings won’t hold
Start with Sport or Sport S. The 8-speed auto is standard for 2025. Then add Max Tow (code AJQ) to lock in 4.10 gears, wide Dana axles, HD cooling, Trac-Lok diff, Class IV receiver, high-clearance flares, A/T tires, and that crucial 6,500-lb GVWR.
That spec is what lands the 12,850 GCWR, 7,700-lb trailer, and 1,725-lb payload. Add weight elsewhere, like tech bundles or off-road trim, and curb weight creeps up, cutting payload and trailer ratings even with the same gears.
Codes that actually mean something on the build sheet
• AJQ = Max Tow Package with 4.10. Adds wide axles, GVWR bump, and towing hardware.
• Trailer Tow & Auxiliary Switch Group = Hitch zoom, cooling, wiring, switches, lives in its own row.
• XHC = Trailer Brake Controller. Optional, late availability may be dealer-installed later.
Builder quirks and real dealer quotes to expect
Jeep’s builder and fleet PDFs list AJQ and the Trailer Tow group separately, but many 2025 builds show them stacked together online. That brings the common upgrade total close to $3,290, not including the brake controller.
Window stickers confirm it. Several dealer listings spell out the $1,995 Max Tow line with exact parts: wide axles, 4.10, cooling, Class IV hitch, and 6,500 GVWR. Treat that list as your real-time audit when scanning trucks on the lot.
What the typical Max Tow stack costs in the real world
| Item | What it usually includes | Typical Price | Source |
|---|---|---|---|
| Max Tow Package w/ 4.10 (AJQ) | Wide M210/M220 axles, 4.10, Trac-Lok diff, HD cooling, Class IV hitch, A/T tires, 6,500 GVWR | $1,995 | Greenway Auto Group, others |
| Trailer Tow & Aux Switch Group | Hitch zoom, HD cooling, AUX switches, trailer wiring | $1,295 | Edmunds, Jeep builder |
| Integrated Brake Controller (XHC) | Mopar controller, gain wheel, factory tow plug | $421 MSRP (~$358 street) | MoparGenuineParts.com |
Build it lean, load it smart, and let the numbers hold
Order clean. Sport or Sport S, 3.6 V6, 8-speed, Max Tow with 4.10. That combo brings wide-track Dana axles, heavy-duty cooling, Class IV hitch, and the 6,500 GVWR tag that turns 7,700 lb from theory to reality. Skip the excess trim; every add-on eats payload before the trailer’s even hitched.
Know the math. Subtract people and gear from payload first, then account for tongue weight, typically 10–15% of trailer mass. A 7,000-lb RV means 700–1,050 lb on the ball.
If that number crowds the payload line on the door sticker, downsize the trailer or switch to a lower-drag profile. The powertrain feels stronger when drag isn’t fighting you every mile.
Set it up right. Use the integrated brake controller that talks to the truck. Run a weight-distribution hitch if tongue load climbs. Level the rig. Check tire pressure for the full load range.
Confirm charge at the 7-way. Roll the gain wheel while testing on a flat, safe stretch before you head for hills. If the numbers are right, the 4.10 will hold torque, the wide stance will keep it planted, and you’ll feel every part doing its job, exactly as rated.
Sources & References
- 2025 Jeep Gladiator Towing Capacity | Don Franklin Monticello Chrysler Dodge Jeep Ram
- Jeep Gladiator Towing Capacity Guide
- Jeep Gladiator Towing Capacity
- 2025 Jeep Gladiator Engine & Towing Capacity | Bainbridge, GA
- Jeep Gladiator Hauling and Towing Guide | Auburn CDJR
- New 2025 Jeep Gladiator Sport S 4WD Crew Cab Pickup – Greenway Auto Group
- Jeep Gladiator Towing Capacity: Towing Specs & Features – Moore Chrysler-Jeep
- Can the New 2020 Jeep Gladiator Tow a Trailer With The Best Of Them? Highway MPG Review (Video) – The Fast Lane Truck
- Jeep Gladiator Towing Capacity
- 2025 Jeep® Gladiator SPECIFICATIONS – Product Information
- Jeep Gladiator Towing Capacity | A Closer Look at Its Hauling Power at Capital Chrysler Jeep Dodge Ram
- Axle Ratio on Gladiators?
- Max Tow Package. Not the value you would think? – Jeep Gladiator Forum
- How Much Can a Jeep Gladiator Tow?
- Max Tow Package : r/JeepGladiator – Reddit
- 2025 JEEP® GLADIATOR
- 2025 Jeep® Gladiator Specs – Dimensions, Weight, Price
- 2025 OWNER’S MANUAL – Jeep – Dealer E Process
- Real World Towing and Mileage : r/JeepGladiator – Reddit
- 22 Sport S Max Tow, Three Years / 30K in Review – Jeep Gladiator Forum
- Anyone Driving a Sport S w/Max Tow Package – Jeep Gladiator Forum
- 2021 Gladiator trailer brake controller
- Mopar Jeep Trailer Brake Controller: DIY Install in 17 Steps (JL/JT)
- Step-by-Step Mopar Trailer Brake Controller Install (Jeep Gladiator/Wrangler) – YouTube
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Rami Hasan is the founder of CherishYourCar.com, where he combines his web publishing experience with a passion for the automotive world. He’s committed to creating clear, practical guides that help drivers take better care of their vehicles and get more out of every mile.