The Mojave looks tough, even if it’s just parked. With 285 horsepower and 260 pound-feet of torque from this naturally aspirated V6, the Mojave definitely isn't as quick as a The Mojave's four-wheel-drive system is upgraded to handle higher off-road speeds, too. I'd be interested to put the two up against each other in the desert, and since a loaded Colorado ZR2 Bison is about $10,000 less than my test Mojave, it might prove to be a better overall bargain. Yes, any Gladiator can do things like this, but with its 1-inch front lift and completely retuned suspension, the Mojave will get through this kind of terrain easier and faster.Both the front and rear suspension get revised Fox internal-bypass shocks with remote reservoirs. $62,000 is a lot for this truck, as tested. Combine this with the Gladiator's long, narrow proportions and you get a truck that wants to hop to the side over mid-corner bumps and bounce off-course at the slightest provocation. On the face of it, comparing Jeep's 285-hp midsize truck to the snarling, flared-fender Raptor with its 450-hp twin-turbo engine seems nuts. A less-costly version of Jeep's solid-axle 4x4 will offer just as much fun, with more off-road capability than most people ever need. It’s loud inside and acceleration is adequate but not brisk.

The orange accents continue inside, but they're less egregious here, offering a neat contrast against the black or gray interior color schemes.Otherwise, the Mojave's cabin is just like every other Gladiator, with an available 8.4-inch Uconnect infotainment screen. The Mojave also gets Jeep's Command-Trac four-wheel drive system and 2.72:1 transfer case, rather than the Rubicon's 4.0:1 Rock-Trac system, … The Mojave can handle 1,200 pounds of payload and tow up to 6,000 pounds with the automatic transmission.

And while it may have Raptor-inspired desert prowess, this top-spec Gladiator doesn't have anywhere near the on-road charm or playfulness of the big Ford. From the vague steering to the way that pavement defects reverberate throughout the vehicle, it's more of a chore around town and on the highway than other midsize trucks. Combined with the sand-focused Off-Road Plus driving mode and the standard, 33-inch all-terrain tires, these myriad improvements should make the Gladiator Mojave a certified monster on sand dunes. No amount of optioning a Gladiator (or Wrangler) will ever turn it into a do-it-all luxury truck. The Mojave also has 11.6 inches of ground clearance, which is a skosh higher than the Rubicon.Up front, there's a 1-inch lift compared with a Gladiator Rubicon, as well as a hydraulic Fox jounce shock for better damping.When the going does get rocky, the Mojave has a 57.3:1 crawl ratio with the manual transmission, or 52.6:1 with the automatic. Jeep knocked down the low-range ratio on the Mojave to the standard 2.72:1 compared to the Rubicon's 4.10:1, so it can go faster in four-low, but it's still electronically limited to 45 mph. The Mojave feels slow and ponderous on pavement, only coming into its own when you're really pushing it on fast, undulating dirt roads or, assumedly, desert moguls.

The Mojave will do all the things a standard Gladiator can do, but the price premium is really only worth it if you're going to visit the dunes. In daily driving, the Mojave doesn't provide the composure or solidity you'd expect from a vehicle with a $43,875 base price. Mojave models also come with a one-inch lift for more suspension travel and a wider track to improve stability. It's also only available with Jeep's 3.6-liter V6 engine, and while a six-speed manual transmission is standard, you can opt for an eight-speed automatic for $2,000.This is also the first vehicle to get Jeep's new Desert Rated badge.


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