What is the Jeep Gladiator Mojave? The Gladiator Mojave package is to desert pre-running, sand, and undulating terrain what the Rubicon package is to rock-crawling. In short, the Gladiator Mojave is an off-road package for the Jeep pickup buyer who wants to go fast off-road. Or even go slow off-road. Or carve up a sand dune. Or tear down a wash without getting beaten up. Or haul some stuff across town. Or haul stuff across the country. Or just drive the kids to school. Or just go shopping. Basically, the Mojave is the Jeep Gladiator you can do pretty much anything in. But before we get ahead of ourselves, let’s back up. When Jeep unveiled its Rubicon package for the 2003 Wrangler TJ, it was literally an off-roader’s dream come true. With upgraded Dana 44 axles sporting 4.10 gears and lockers, rocker-panel armor, and a 4:1 NVG241 T-case, the Wrangler Rubicon delivered many of the hard-core bits and pieces the enthusiast off-road Jeeper had to purchase through the aftermarket, but with a factory warranty and a payment plan that was a whole lot easier to swallow that a trip to the local off-road shop.
At first, Jeep expected to only sell a handful of Rubicons, but before anybody knew it the package was a runaway smash, with orders flooding dealerships necessitating increases in manufacturing to meet the insane demand. Rubicon had proven the case for an OE off-road package in the North American market and opened the door for others to follow suit with off-road packages of their own. Were it not for the success of the Wrangler Rubicon package, we seriously doubt there would be similar off-road packages in the market today like Ford’s Raptor, Toyota’s TRD Pro, or Chevy’s ZR2, to name just a few. At least not packages offering the level of off-highway performance we enjoy today. And now to directly combat these models there’s the Jeep Gladiator Mojave package, with a serious go-fast suspension, reinforced frame, heavy duty axles, and more that Jeep decided had earned a new moniker and badge: “Desert Rated.” While we have yet to drive a Gladiator Mojave as of this writing, we thought you’d be interested in seeing how the Mojave package compares with the original, and still most successful OE off-road package, the Rubicon. We think given Mojave’s carefully selected components and performance envelope, it might just become the go-to option for the light-pickup buyer seeking the highest degree of versatility both on- and off-road. Could Mojave dethrone the Rubicon as the reigning champ? Which would you want?
Jeep Gladiator Mojave vs. Rubicon: Engine and Transmission
For 2020, both Gladiator Mojave and Rubicon packages can be had only with Jeep’s 3.6L V-6 putting out 285 horsepower and 260 lb-ft of torque. Unlike in the Wrangler Rubicon, there is no 2.0L turbocharged four-cylinder or turbodiesel option available as of this time, although Jeep says a 3.0L EcoDiesel V-6 should be available for regular and Rubicon Gladiators sometime in 2020. The Pentastar V-6 features variable valve timing (VVT) and engine stop-start (ESS) and both Gladiator Mojave and Rubicon are offered with either the AL6 six-speed manual as standard or 850RE eight-speed automatic as an extra-cost option.
Jeep Gladiator Mojave vs. Rubicon: Transfer Case
Where the Jeep Gladiator Rubicon package features the Rock-Trac NV241OR transfer case with a 4.0:1 low-range ratio, the Jeep Gladiator Mojave package uses the Command-Trac NV241 transfer case with the standard 2.72:1 low-range ratio. The numerically shorter ratio in the Mojave T-case allows a higher top speed of up to 50 mph in low range. The Gladiator Mojave can generate much higher wheel speeds in low range than the Rubicon for driving on sand dunes and pre-running. That said, the Jeep Gladiator Mojave still delivers a very impressive crawl ratio of 57.3:1 with the AL6 six-speed and 52.6:1 with the 850RE eight-speed auto. The 3.6L-powered Jeep Gladiator Rubicon crawl ratio is 84.2:1 with the manual AL6 six-speed and 77.2:1 with the 850RE eight-speed auto.
No electric shift nonsense to engage the Jeep Gladiator Mojave Command-Trac NV241 transfer case. Yank on the lever to shift from 2Hi to 4Hi on the fly, or come to a brief stop, put the transmission in Neutral or Park, and toggle down to 4Lo to add an extra 2.72:1 gear reduction off-road up to 50 mph.
Jeep Gladiator Mojave vs. Rubicon: Axles
Jeep has been contemplating the Mojave package since the early days of the Gladiator’s design. In terms of the third-generation Dana 44 axles found under the Gladiator off-road packages, it’s not a case of Rubicon influencing Mojave as much as Mojave influencing Rubicon. To better cope with the rigors of pounding through unforgiving terrain at speed, the Mojave front axle required an increase in axle-tube wall thickness to 10mm, which is thicker than the Rubicon technically required. The Rubicon features lighter aluminum knuckles, but the Mojave needed high-strength cast iron knuckles to better survive impacts at high speed and other rigors of desert pre-running. Also, where the Rubicon has a Tru-Lok locking diff up front, the Mojave runs an open differential. The rear axles are the same for Rubicon or Mojave, both sporting 4.10 gearing and electric Tru-Lok locking differential.
So, to recap, the Rubicon package’s front axle is the wide-track third-gen Dana 44 front with 10mm axle tubes, aluminum steering knuckles, 4.10 gears, and Tru-Lok electric locking differential. The Mojave package’s front axle is the wide-track third-gen Dana 44 front with 10mm axle tubes, cast-iron steering knuckles, 4.10 gears, and an open differential. And both the Rubicon and Mojave packages’ rear axles are the same third-gen Dana 44s with 4.10 gears and Tru-Lok electric locking differential.
Jeep Gladiator Mojave vs. Rubicon: Suspension
The Jeep Gladiator Mojave package represents the high-water mark of Jeep suspensions to date. While the Rubicon package employs specially tuned springs and monotube Fox shocks front and rear, the Mojave ups the ante, literally. Mojave features a different spring rate than Rubicon, resulting in Mojave sitting 1.0-inch taller. The extra lift is thanks to the need for more upward travel before the suspension bottoms during hard running off-road and the spring’s tuning to complement the Fox shocks. The shocks are specially designed Fox 2.5-inch internal-bypass units with remote reservoirs that mount behind the front bumper under a special silver skidplate. In lieu of the standard foam-cell jounce bumpers found on the Rubicon, the front of the Mojave package features Fox hydraulic jounce bumpers, also known as bump stops.
The Fox hydraulic bump shafts are protected by a rubbery sleeve to prevent rock, sand, and chip damage. Out back, internal bypass Fox 2.5-inch shocks with external piggyback reservoirs pull damping duties and a reformulated foam jounce bumpers—with increased impact handling characteristics compared with Rubicon’s rear jounce bumpers—keep the axle from crashing into the frame. As with all bypass shock designs, the internal-bypass Fox 2.5-inch units allow for a smooth, comfortable ride in small-chatter, low-impact situations on- and off-road, while still being able to ramp up damping force to handle hard hits and landings. The external bypass cans allow increased fluid capacity and aid in shock cooling for fade-free performance in extreme conditions. And finally, where Rubicon package features an electronic-disconnect front sway bar, the Mojave sway bar is fixed and not able to be disconnected.
The rear springs on the Jeep Gladiator Mojave package also feature a higher rate than those found on Rubicon. The higher rate was carefully selected to work in conjunction with the internal bypass shocks found at all four corners. The beauty of a bypass shock is that the bypass ports can be configured to allow for a softer, smoother ride with comparable heavier springs in the first sections of spring and shock travel, and then ramp up the damping force and pressure as the shock and spring cycle to compression. In short, smoother ride down low under slower, normal conditions with plenty of high-impact, rowdy time damping when you’re pushing it off-road.
Unlike the front suspension where packaging constraints dictated a fully remote reservoir, the rear Fox 2.5-inch internal bypass shocks have enough room to mount the external reservoir right on the body, a feature known in off-road parlance as a piggyback reservoir. Like the fronts, the internal bypass valving is geared toward providing a comfortable ride on road for normal driving and towing, but ramps up to control things as the vehicle is pushed hard off road.
Jeep Gladiator Mojave vs. Rubicon: Frame and Suspension Strength Increases
The Rubicon frame and suspension is pretty stout in its own right, but going fast and pre-running through the desert is a whole different ball of wax. To cope with the rigors of repeated landings and impacts, the Gladiator Mojave frame and suspension were bolstered in many areas as compared with the Gladiator Rubicon. For starters, the Mojave front upper control arms feature an increase in strength for greater buckle resistance. The front lower-control-arm mounting areas on the Mojave’s frame are also strengthened, but the lower front and rear control arms themselves are the same between Mojave and Rubicon. The rear bump-stop cup on the frame is reinforced on the Mojave, as are the transmission and engine mounts. The Mojave and Rubicon use the same engine-mount isolators and transmission mounts, but the metal on the crossmembers and frame to which they mount has been strengthened on the Mojave. And the Mojave rear track bar has a larger outer diameter, larger bushings, and a higher strength tube than Rubicon. And finally, the shock towers themselves were reinforced and strengthened in the Mojave.
Jeep Gladiator Mojave vs. Rubicon: Tires, Wheels, and a Wider Track
Mojave and Rubicon Gladiator packages both come standard with 33-inch 285/70R17 Falken Wildpeak A/T tires or optional 285/70R15 Falken Wildpeak M/T tires. However, where the Rubicon features unique 17×7.5 gray or black wheels, the Mojave wheels feature a special 7.5mm-shallower backspacing that punches the front track 15mm wider than the Rubicon’s. The wider track provides needed clearance for the front shock package, helps the Gladiator Mojave’s stability off-roading at speed, and just looks more aesthetically pleasing with the 1.0-inch-taller suspension. Color-wise, the Mojave wheels come standard in all black or an optional black/polished look.
The 33-inch-tall rubber provides a best-in-class ground clearance of 11.6 inches and contributes to Gladiator Mojave’s 44.7 degree approach, 20.9 degree breakover, and 25.5 degree departure angles. With 1.0-inch less suspension height but slight differences in body and bumper, the Rubicon’s numbers are 43.6 degrees (approach), 20.3 degrees (breakover), and 26 degrees (departure).
Jeep Gladiator Mojave vs. Rubicon: Styling and “Desert Rated” Badge
From a simple first glance, it’s apparent that Mojave features some identifying styling that will run through the line as other Jeep models likely earn the Mojave’s new Desert Rated badge. Just as Rubicon made red tow hooks and optional all-steel winch-ready bumpers synonymous with the model, the Mojave has its own list of tricks and treats. For starters, in addition to the aforementioned Desert Rated badging, Mojave features special orange-colored tow hooks and orange accents throughout. A special hood (which looks an awful lot like a Euro-spec diesel JL hood with a non-functioning vent stuck in it) is standard on the Mojave, as are Sand Slider steel rocker guards, special cloth or leather seats with orange stitching and deep upper side bolsters to keep you planted during hard maneuvering, special “racing grips” embedded in the steering wheel, and your choice of black or gray interior colors. Unlike the Rubicon, the all-steel bumpers aren’t an option, but the Mojave does come standard with the “Max Tow” cooling package that features a larger fan for cooler engine temps when punishing the Gladiator Mojave off-road in the summer.
Jeep Gladiator Mojave vs. Rubicon: Off Road Plus
The Mojave features an Off Road Plus feature that, when the button is depressed for five seconds, will disable the ESP and allow for the rear locker to be used in 4×4 high range. While we probably wouldn’t utilize it for pre-running in most instances, we love the fact that the rear locker will finally be able to be engaged in a Jeep in high-range for sand-dune driving. With a payload of 1,200 pounds and a 6,000-pound towing capacity, despite its thoroughbred suspension, the Jeep Gladiator Mojave package gives up nothing in the way utility.
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Source: WORLD NEWS
