How 2020 Jeep Gladiator Mojave is In Its Own Class
Mojave is beefed-up version of Jeep’s midsize truck designed for high-speed desert action…and immediately compared to a certain Ford.
Back in February, Jeep introduced everyone at the Chicago Auto Show to the 2020 Gladiator Mojave. Jeep took its new Gladiator pickup and reworked it to handle high-speed off-roading. Hmmm… a truck designed to blast across sand and jump dunes. It was only a matter of time until people started mentioning the Mojave and the Ford Raptor in the same sentence – and drawing comparisons.
In one of TFLnow‘s newest videos, host Andre Smirnov gets his hands on the newest variant of the Gladiator (base price: $43,875; as-tested price: $60,805). It doesn’t take him long to drop the “R word.” Thankfully, he doesn’t spend his entire time on camera comparing the Mojave to the Raptor. That would be a waste of time focusing on what the Mojave isn’t and ignoring what it is.
In terms of size and power, the Mojave is not a direct competitor to the Raptor. They’re miles apart as far as output goes. The Blue Oval puts a twin-turbo 3.5-liter V6 with 450 horsepower and 510 lb-ft of torque under the hood of the Raptor; the Mojave only gets a naturally aspirated 3.6-liter Pentastar V6 with 285 horsepower and 260 lb-ft. Jeep’s desert truck is a midsizer whereas Ford’s is based on the full-size F-150. Jeep could drop a Hemi in the Mojave, but that would lessen the impact of Ram’s upcoming half-ton, all-out Raptor competitor, the Rebel TRX.
It’s better to think of the Mojave as a purpose-built version of the Gladiator that covers the other end of the off-road spectrum that the Rubicon doesn’t. With its locking front and rear differentials and electronic sway bar disconnect, the Rubicon’s primary function is to go over rocks and other challenging uneven terrain methodically and slowly. The Mojave is made for flying over desert floors and dunes at higher speeds. That explains the new “Desert Rated” badge on the front driver-side fender.
Jeep may have not put big power between the Mojave’s front fenders (or made the hood scoop functional), but it beefed up just about every thing else. Engineers reinforced the Dana 44 front and rear axles and installed cast-iron steering knuckles. Smirnov says, “Jeep also updated the frame … on the Mojave. They thickened it.” They made the most significant changes to the suspension. In addition to a one-inch lift, the front end features a pair of 2.5-inch, internal-bypass Fox shocks with remote reservoirs. Hydraulic jounce bumpers “soften impacts and prevent bottoming out in harsh off-road situations at speed,” according to Jeep. In the back, there’s another pair of 2.5-inch internal-bypass Fox shocks, except with piggyback reservoirs.
Orange is the Mojave’s distinctive accent color and can be found on the tow hooks and various interior elements, such as the accent stitching, vent surrounds and “Mojave” seatback embroidery. Jeep designed the Mojave for fast driving so it made sure to add bolstering to the front seats and thicken the steering wheel to make it easier to grip.
Another key difference between the Gladiator Rubicon and the Mojave is the transfer case and differential setup. The Mojave only gets a locking rear diff. There is no electronic sway bar disconnect. Smirnov says, “And you also don’t get the 4:1 low range transfer case. You still have 4LO … but it’s now 2.72:1.” There’s a bright side to the Mojave’s configuration, though. Smirnov says, “You can lock the differential in high-range four-wheel drive.” If you need 4LO, you can use it all the way up to 55 mph.
We can’t wait to do that, but we’re going to have to. The 2020 Gladiator Mojave won’t be in Jeep dealerships until sometime in the second quarter of this year.
Join the JK-Forum now!
