[Auto] The Jeep Gladiator Mojave Isn't the Desert Runner You Want

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This truck did get a few updates for 2024, though. The seven-slot grille is slightly sleeker, the headlights are a touch cleaner-looking, and Jeep smartly removed the old-school antenna for a windshield-embedded unit instead. The truck looks better in general, but mostly the same; You only spot the subtle updates when this Gladiator parks next to the previous one.

This truck did get a few updates for 2024, though. The seven-slot grille is slightly sleeker, the headlights are a touch cleaner-looking, and Jeep smartly removed the old-school antenna for a windshield-embedded unit instead. The truck looks better in general, but mostly the same; You only spot the subtle updates when this Gladiator parks next to the previous one.

The V-6 is kinda punchy off the line. It has just enough thrust to launch the Gladiator from a stoplight with decent enthusiasm. Torque doesn't peak until 4,400 rpm and it still takes more than 8 seconds for the Gladiator Mojave to reach 60 miles per hour, but most buyers will be happy with the amount of torque. Only on the highway does the V-6 start to feel wheezy. The Mojave model weighs 4,982 pounds and the lack of forced induction means the naturally aspirated V-6 struggles to keep up with the truck's heft at higher speeds. You really have to bury your foot to pass. The Mojave model has a uniquely tuned suspension that makes it the only "Desert Rated" Gladiator on sale. That means—like some of the other desert-running trucks—this one is made for traveling fast over sand and rock. In theory.

It starts with thicker 2.5-inch Fox remote reservoir internal bypass shocks. These shocks are tuned to handle high-speed off-roading and come with a hydraulic bump stock up front for better rebound control over the exceptionally tough stuff. The front end also sits 1.0-inch taller than the rear and the springs are tuned softer out back. The entire setup rides on 33-inch Falken Wildpeak all-terrain tires. Here's the good: The Mojave absolutely glides over dirt roads. Even at speed, this truck floats smoothly over sticks and stones with barely a hit to the ride quality. And with a shorter 2.72:1 low-range ratio than the Rubicon, the Mojave actually has a higher top-speed in low range. It can hit 50 miles per hour… in theory. That's the bad news: The solid front axle still feels 10 years behind the competition. Most modern desert runners, like the Colorado ZR2 and Ranger Raptor, have independent front axles with fancy coilovers and are far more composed at speed. The Gladiator Mojave is still too sketchy for high-speed stuff, especially with the vague steering feel; there’s a ton of wiggle on center. And unlike the Gladiator Rubicon model, the Mojave doesn't have a disconnecting stabilizer bar. Not that this Gladiator was designed for rock-crawling anyway.

https://www.motor1.com/reviews/722737/2024-jeep-gladiator-mojave-review/