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steelponycowboy

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If nothing else, we are getting some good dialog here with varying opinions but much good info in any case.

For the question of a Sport with Max Tow making a good start for an overland vehicle, yes it would. As for adding lockers later, that is always an expensive add on any Jeep that could run you as much as $4000 with labor. For the most part, if you have the money, it's pretty much a good bet to get those options from the factory when you order/buy.

The decrease in the tow rating on the Mojave is mainly due to the softer springs. My first change will be to replace the springs for proper springs for a combination of overlanding and towing.

Finally, the Overland model doesn't really add any option that would make it better for overlanding than any "lessor" models. For the most part you are paying for the name, not the ability to do anything better over a Sport. It's all in the mind, like the Liberty Mutual ads that say "pay for only what you need". ALL insurance companies will sell you the minimum or what you need so it's nothing more than advertising hype, just like the Overland JT
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Mike you are spot on about lockers, so far the only after market are ARB around $900 and up + install. I've started looking for them. Unluckily my Max-Tow is pre Trac-Loc standard which is the only thing I didn't get the I wanted. I figured that by now there should be a few more options out already. Heck I'd be open to install A Trac-Loc in front and rear axles being the disconnect front axle.
I think the "Overland" JT is more of a luxury, comfort enhanced model than enhanced capability vehicle (Rubicon) like the Honcho Jeep pickup of the 80s. A very capable Jeep pickup but not one you took out "mudding" more of take out VIP clients to messy property and back in comfort. Damn if it didn't ride like a Lincoln or some other luxury car back in the day fine leather seats, padding and sound proofing. Not like a pickup truck or other trucks of the time.
I think FCA is trying to make a good selection for different people's use and purpose. Rubicon for more rock crawl trail use. Sport (blank canvas builder vehicle) light / medium duty I'm budgeting pickup, Sport S Joe every day guy/ gal regular truck to haul lightly loaded golf clubs, Scuba diving gear, lawnmower ECT. Max-Tow "enhanced" Joe every day person who hauls horse trailer or toy hauler, bass boat ECT or 15 bags concrete semi regularly. Mojave "I can blast across Pismo or tow my trailer with a couple of quads with some friends. It's great that FCA is trying to stack the deck with a royal flush of 4×4 vehicle's again.
Not many people remember why the MJ was dropped from the market in 91/92 corporate didn't want competition for their Dodge pickup and the small to mid size pickup, sales was down. I seen places that I would about walk in parking lot and see 10 plus MJ's in parking lot or more. Then we all got cut off to choose from many to few choices basically 3 models from any brand 1/4-1/2, 1/2-3/4 or 1 ton up. All of the same.
 

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Who didn't love the Honcho ?

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] 97bc6670ddefeaa3a53cffecaff6fc80


Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] jeep-gladiator_100708320_h
 

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WhatExit?

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2020 Jeep Gladiator Mojave First Drive | The one you'll want

For most buyers, the Mojave will make more sense than the Rubicon

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] jeep-gladiator_100708320_h


June 2, 2020

Unless your house is at the end of a really long, rutted and rock-strewn dirt driveway, you don’t need a 2020 Jeep Gladiator Mojave. And you probably shouldn’t buy one, either. It’s awfully expensive, gets dreadful fuel mileage, and isn’t all that comfortable in the city or on highways where it’ll inevitably accrue the majority of its miles. Still, the first time you bomb down what would be charitably described as a “road,” you’re probably going to want one anyway. I certainly do, despite the fact that the Gladiator Mojave is massively more capable at high-speed off-roading than I’d ever need.

I had originally been scheduled to drive the Mojave through the deserts of Ocotillo Wells in California. Unfortunately, the coronavirus pandemic and subsequent lockdowns meant that excursion was impossible. It also meant that most of the off-road parks near my home in Ohio had also been closed up. So, to put the Mojave through its paces to the very best of my socially-distant abilities, I mapped out a route near my home that would take me across highways, city streets, established neighborhoods and, most important, a few long stretches of ugly dirt roads that were in rough shape following some of Midwest-in-May’s requisite torrential downpours.

The bits that make the Jeep Gladiator Mojave excel over obstacles taken at ludicrous speed, and therefore the focus of my testing, include a quartet of 2.5-inch Fox remote reservoir internal bypass shocks, the front two of which include hydraulic bump stops. Those shocks are a little stiffer than the lesser units used by other Gladiators, while the rear springs are a touch softer. A 1-inch lift at the front levels the Gladiator and gives the Mojave a 44.7-degree approach angle, which is the best figure of any Gladiator variant (the departure angle is 25.5 degrees and the breakover angle is 20.9 degrees). Jeep also reinforced the Gladiator Mojave’s frame and fitted it with heavy-duty Dana 44 axles borrowed from the Rubicon model.

Those suspension and chassis upgrades mean the Gladiator Mojave is worthy of a Desert Rated badge, which is a new off-road take from the brand known primarily for its rock-crawling Trail Rated designator. Desert Rated means the Mojave is designed primarily for Baja-style high-speed off-road trails as opposed to the rocky terrain typically associated with Jeep.

The Mojave will still happily mosey over boulder-sized obstacles, but not with the same capability as the Gladiator Rubicon, which features a lower crawl ratio for low-speed throttling, disconnecting sway bars for greater suspension articulation and a locking front differential in addition to the Mojave’s rear locker. On the flip side, the Mojave’s gearing allows it to stay in 4-Low up to 50 mph, whereas the Rubicon is limited to 30 mph. For many Gladiatorial drivers, that will be a positive tradeoff.

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] jeep-gladiator_100708320_h



Our Gladiator Mojave test vehicle was painted in Hydro Blue Pearl-Coat, and with the orange-highlighted emblems, stickers and tow hooks, looked especially excellent. There’s a faux hood scoop that really isn’t necessary, but at least its mesh-like insert matches those of the iconic seven-slat grille. Several tops are optional, but our tester was fitted with the standard black soft top. Fortunately, the 33-inch all-terrain tires aren’t as aggressive as those fitted to the Rubicon, so it wasn’t prohibitively noisy on the highway despite the lack of a hardtop.

There isn’t much inside the Mojave to set it apart from other Jeep Gladiator models. The basic layout is the same, but that’s no bad thing. The Gladiator and the Wrangler upon which it’s based have loads more character than any of their competitors, there’s a good amount of room inside for four adults, the switchgear is simple and well organized, and FCA’s UConnect is one of the best infotainment systems in the business. I loved the steering wheel that is meatier in the Mojave than other Gladiators, and the seats feature better bolstering to more tightly hold the driver and front passenger. The orange-hued Mojave theme continues with stitching and rings around the round air vents, which you can see more closely in the video just below.

Horsepower checks in at 285 ponies at a high 6,400 rpm while the maximum of 260 pound-feet of torque arrives at 4,400 rpm. That’s pretty peaky for an off-road specialist, and as much as I like a proper clutch pedal — and to be clear, I’d certainly opt for the row-yourself option if I were laying my own money down for a Gladiator of any kind — there’s some benefit to an automatic transmission for off-road driving. Those benefits aren’t as meaningful for the Mojave’s brand of take-no-prisoners Baja-style off-roading as they are when inching over rock-strewn trails, but at least the eight-speed gearbox shifts smoothly and has ratios that are well suited to the 3.6-liter V6’s power output.

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] jeep-gladiator_100708320_h



The Gladiator Mojave’s ride quality is better than you’d expect, considering it boasts 11.6 inches of ground clearance and a suspension setup designed to pound rocky rutted roads into submission. At highway speeds, all Gladiators require regular steering corrections to travel straight, but at least handle competently and confidently at pedestrian speeds. The Mojave’s ride is firm without being jarring — perhaps a tad firmer than a Rubicon — but soaks up big bumps and potholes without disrupting the chassis.

More important, it’s more fun to bomb down fire roads at speed in the Mojave than it is to pick your way through rocky trails in a Gladiator Rubicon, partly due to the truck’s long wheelbase, which ends up causing a disconcertingly large number of underbody scrapes. If you’re tackling the Rubicon, you really should be doing so in a Wrangler.

It’s not until the Mojave gets up to speed on the bumpiest road you can find that its suspension modifications come to the fore. In fact, the faster it’s driven over big bumps, the better those fancy Fox shocks work. I drove the Mojave over the worst dirt road I could find, and at a walking pace looked like a bobblehead, even with the better-bolstered seats. On the same road at 30 mph or so I found much smoother sailing as the solid front and rear axles soaked up the hits with aplomb. That long wheelbase we mentioned earlier means it’s not an ideal rock crawler, but that same long stretch between the axles is a boon for Baja-style terrain. And the hydraulic bump stops up front where all the weight is means the Mojave doesn’t bottom out with the harsh thud like a Rubicon.

The Gladiator Mojave’s on-road demeanor is lightyears better than Jeeps of decades past. Still, the best way to enjoy the Mojave is to use pavement sparingly — a means to get to a proper dirty destination. But that’s not how most of these off-road beasts will be used.

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] jeep-gladiator_100708320_h



Just about every vehicle Jeep sells will spend most of its time on paved roads, and while a small percentage of Mojaves will surely serve legit desert running duties, this specialist Gladiator is no different. Put simply, and as I said at the outset of this review, Mojave owners will have to put up with a lot of compromises to enjoy a trail here and there, from subpar fuel mileage — it’s rated at 16 city, 23 highway with the manual or 17/22 with the automatic, and I averaged 15.6 out of it for the week I had it — to vague steering and a bouncy ride. And it doesn’t come cheap, with a starting price of $45,370 including a hefty $1,495 destination charge and an as-tested price of $59,750. Shoppers may compare the Mojave with the $44,590 Chevy Colorado ZR2, the $45,055 Toyota Tacoma TRD Pro, or, even though it’s not in the same size class, the $55,150 Ford F-150 Raptor. If you’re cross shopping the two, a Raptor SuperCrew equipped similarly to our test Gladiator Mojave will cost right around $70,000.

If none of those compromises dissuade you from wanting to park a Gladiator in your driveway, choosing the proper version just got a lot more interesting. A base Sport for around $35,000 will offer all the topless and doorless exhilaration as the Mojave, along with the same four-door-and-a-truck-bed practicality. And it’ll boast more off-road capability than almost anyone will ever actually need. But let’s be real: Wranglers and Gladiators are emotional purchases, and who doesn’t want the version with the coolest off-road tech and most blinged-out sense of style? Buyers who live near rocky trails may still prefer a Rubicon, but since the Gladiator platform makes for a better high-speed desert runner than a rock crawler, the Mojave is the new top-shelf, most-desirable Gladiator that Jeep builds.
I don't agree with this review but it sure helps sell the Mojave. I think the Rubicon is the better way to go. Either staying stock or as a starting point for builds.

Not sure if this has been posted in this thread: https://www.jeepgladiatorforum.com/...ension-flex-test-rti-ramp-travel-index.30651/
 

Kent5

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I don't agree with this review but it sure helps sell the Mojave. I think the Rubicon is the better way to go. Either staying stock or as a starting point for builds.

Not sure if this has been posted in this thread: https://www.jeepgladiatorforum.com/...ension-flex-test-rti-ramp-travel-index.30651/
I am of the same thinking.

I like the Mojave, but NOT at the same price point as the Rubicon. For the same money, I think the Rubicon offers a lot more value.

Honestly, the Mojave would have been plenty of truck for me, but if I am spending Rubicon-size dollars, might as well get a Rubicon.
 

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I am of the same thinking.

I like the Mojave, but NOT at the same price point as the Rubicon. For the same money, I think the Rubicon offers a lot more value.

Honestly, the Mojave would have been plenty of truck for me, but if I am spending Rubicon-size dollars, might as well get a Rubicon.
If I had to do it all over again I'd have to consider which would be the most important thing for me: reinforced frame of the Mojave, lockers of the Rubicon, or payload/towing of Sport Max Tow. You can always add lockers, but you can't as easily reinforce the frame (especially like factory) or have the extra 765lbs of towing from the suspension and reduced weight of the Max Tow. Does the Mojave have the same trasnfer case as the Rubicon?
 

steelponycowboy

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If I had to do it all over again I'd have to consider which would be the most important thing for me: reinforced frame of the Mojave, lockers of the Rubicon, or payload/towing of Sport Max Tow. You can always add lockers, but you can't as easily reinforce the frame (especially like factory) or have the extra 765lbs of towing from the suspension and reduced weight of the Max Tow. Does the Mojave have the same trasnfer case as the Rubicon?
The Mojave does NOT have the 4:1 transfer case that the Rubicon has.

I see 3 things the Rubicon has that the Mojave doesn't:

1. electronic disconnect front sway bar
2. front locker
3. 4:1 transfer case

I've had 2 Rubicons now and rarely use the elec disconnect and have never needed to use the front locker on any trail, even the tough ones. I prefer the manual disconnects I had for so many years, I've seen issues with the elec one on several Jeeps.

As for the 4:1 transfer case, I did well without it for 40 years in 34 other Jeeps, I've done plenty of trails in Moab with a regular transfer case as have so many others who don't have Rubicons. I think the 4:1 for most people is a crutch for lack of experience.

The Mojave has the changes to the frame and mounting points which is a major update. It has a more sophisticated suspension and the special off road mode that the Rubicon doesn't have.

I guess it all comes down to what you are looking for. I can always add a front locker if I want one when I do a gear change for bigger tires. I've seen the 4:1 transfer case at junk yards for $500 but like I said, I've done some of the toughest trails in Moab with a standard transfer case so I see no need for the Rock Trac case.
 

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I am of the same thinking.

I like the Mojave, but NOT at the same price point as the Rubicon. For the same money, I think the Rubicon offers a lot more value.

Honestly, the Mojave would have been plenty of truck for me, but if I am spending Rubicon-size dollars, might as well get a Rubicon.
And anyone modding a Rubicon will likely upgrade the shocks which will go a long way to improving the Gladiator's performance at any/higher speeds.
The Mojave does NOT have the 4:1 transfer case that the Rubicon has.

I see 3 things the Rubicon has that the Mojave doesn't:

1. electronic disconnect front sway bar
2. front locker
3. 4:1 transfer case

I've had 2 Rubicons now and rarely use the elec disconnect and have never needed to use the front locker on any trail, even the tough ones. I prefer the manual disconnects I had for so many years, I've seen issues with the elec one on several Jeeps.

As for the 4:1 transfer case, I did well without it for 40 years in 34 other Jeeps, I've done plenty of trails in Moab with a regular transfer case as have so many others who don't have Rubicons. I think the 4:1 for most people is a crutch for lack of experience.

The Mojave has the changes to the frame and mounting points which is a major update. It has a more sophisticated suspension and the special off road mode that the Rubicon doesn't have.

I guess it all comes down to what you are looking for. I can always add a front locker if I want one when I do a gear change for bigger tires. I've seen the 4:1 transfer case at junk yards for $500 but like I said, I've done some of the toughest trails in Moab with a standard transfer case so I see no need for the Rock Trac case.

So, are you a Mojave owner?

The fact that you've owned 2 Rubicons and "rarely use the swaybar disconnect" tells me (1) you don't off road much or, (2) your offroading is fire trails or, (3) you don't understand what disconnecting the sway bars do.
 

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steelponycowboy

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And anyone modding a Rubicon will likely upgrade the shocks which will go a long way to improving the Gladiator's performance at any/higher speeds.



So, are you a Mojave owner?

The fact that you've owned 2 Rubicons and "rarely use the swaybar disconnect" tells me (1) you don't off road much or, (2) your offroading is fire trails or, (3) you don't understand what disconnecting the sway bars do.
I have been so used to the manual PIA sway bar disconnects that I rarely used because they are a pain in the ass that I just never bothered with the elec discos on the Rubicon. I've been able to coax plenty of articulation with the sway bar connected with my builds that I never bothered too much. Same as airing down every time I hit dirt, another waste of time IMO. As for off roading, I spend about 100 days and nights a year off roading mainly overlanding such as the Continental Divide trail, Trans America Trail, all of the BDRs and I have 51 Jeep Badge of Honor trails under my belt over the last 7 years so I would think that my off roading experience most likely trumps yours. In 2021 I plan on doing the last 6 of the new badge of honor trails although it seems as if none of them will be much of a challenge. Two old pictures from 2019 but you get the "picture"

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] 20200125_125812

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] Trip Badges
Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] 20200125_125812
Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] Trip Badges


As for the Mojave. No, but my plans were to order a Mojave in November, change the gears out to 4.56s and add a front locker. That was when I thought I could get the diesel in the Mojave. Now I'm thinking either a Mojave with a 3.6 an add a super charger or just trade the Rubicon I have now on a diesel Rubicon.
 

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I have been so used to the manual PIA sway bar disconnects that I rarely used because they are a pain in the ass that I just never bothered with the elec discos on the Rubicon. I've been able to coax plenty of articulation with the sway bar connected with my builds that I never bothered too much. Same as airing down every time I hit dirt, another waste of time IMO. As for off roading, I spend about 100 days and nights a year off roading mainly overlanding such as the Continental Divide trail, Trans America Trail, all of the BDRs and I have 51 Jeep Badge of Honor trails under my belt over the last 7 years so I would think that my off roading experience most likely trumps yours. In 2021 I plan on doing the last 6 of the new badge of honor trails although it seems as if none of them will be much of a challenge. Two old pictures from 2019 but you get the "picture"

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] Trip Badges

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] Trip Badges
Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] Trip Badges
Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] Trip Badges


As for the Mojave. No, but my plans were to order a Mojave in November, change the gears out to 4.56s and add a front locker. That was when I thought I could get the diesel in the Mojave. Now I'm thinking either a Mojave with a 3.6 an add a super charger or just trade the Rubicon I have now on a diesel Rubicon.
But have you done any of those trails on a donkey yet?
 

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I have been so used to the manual PIA sway bar disconnects that I rarely used because they are a pain in the ass that I just never bothered with the elec discos on the Rubicon. I've been able to coax plenty of articulation with the sway bar connected with my builds that I never bothered too much. Same as airing down every time I hit dirt, another waste of time IMO. As for off roading, I spend about 100 days and nights a year off roading mainly overlanding such as the Continental Divide trail, Trans America Trail, all of the BDRs and I have 51 Jeep Badge of Honor trails under my belt over the last 7 years so I would think that my off roading experience most likely trumps yours. In 2021 I plan on doing the last 6 of the new badge of honor trails although it seems as if none of them will be much of a challenge. Two old pictures from 2019 but you get the "picture"

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] Trip Badges

Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] Trip Badges
Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] Trip Badges
Jeep Gladiator 2020 Gladiator Mojave Review: For most buyers, the Mojave will make more sense than the Rubicon [Autoblog] Trip Badges


As for the Mojave. No, but my plans were to order a Mojave in November, change the gears out to 4.56s and add a front locker. That was when I thought I could get the diesel in the Mojave. Now I'm thinking either a Mojave with a 3.6 an add a super charger or just trade the Rubicon I have now on a diesel Rubicon.
Shots. Fired.

That is absolutely impressive right there! I have done an insane amount of off-roading as well and never needed a front locker. Two previous Jeeps and Tacoma.

Also, if I was interested in advanced levels of off-roading that would absolutely require a front locker and electronic disconnect, I would not be doing it in a Gladiator. The angles are garbage on these things for things that technical. I would be in a 4 door or 2 door JL if I was looking for a Rubicon.

The Mojave seemed like the best place to put money at for this specific platforms intended purpose.
 

MaybeAMojave?

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Totally just noticed you're about to make the same switch I did - TRD Pro (6spd?) to Mojave 6spd. I was torn between white/calvary blue for my Tacoma, went with white. Missed out on Punkin', was torn between Hydro and Silver for the Mojave. You have good taste, friend!

Shots. Fired.

That is absolutely impressive right there! I have done an insane amount of off-roading as well and never needed a front locker. Two previous Jeeps and Tacoma.

Also, if I was interested in advanced levels of off-roading that would absolutely require a front locker and electronic disconnect, I would not be doing it in a Gladiator. The angles are garbage on these things for things that technical. I would be in a 4 door or 2 door JL if I was looking for a Rubicon.

The Mojave seemed like the best place to put money at for this specific platforms intended purpose.
 

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The only people who NEEDED to have their sway bars disconnected and lockers engaged on the trails I go on here in KY are the Toyotas
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