I find it interesting that the auto tows less than the manual.
Looking back over the spec sheet, that's also the case for every version of the Gladiator.
Photography by David S. Wallens
If you love doing Truck Stuff™, but also like parking on top of boulders when you go shopping at the mall, you’re going to love our loaner this week.
That’s right, we have a 2024 Jeep Gladiator to drive and review–in Mojave flavor, no less.
Whereas the Rubicon is the trim level with rock-crawling in mind, the Mojave is more intended to speed in and around (and likely over) sand dunes.
All versions of the Gladiator are powered by a Pentastar V6 rated at 285 horsepower and 260 lb.-ft. of torque, though you have a choice between a six-speed manual or an eight-speed automatic–our tester comes equipped with the latter of the two.
Compared to the rest of the lineup, the Mojave gets exclusive Fox aluminum internal bypass shock absorbers with external reservoirs, front hydraulic jounce bumpers–also from Fox–and beefier rear bushings.
As for truck-specific stuff, the Gladiator’s bed measures roughly 5 feet long and 4.7 feet wide, for a total of about 23.5 square feet. As currently outfitted, our Mojave is rated to tow a maximum of 6000 pounds. (Pick the six-speed manual, however, and that number drops to 4500 pounds.)
Fuel economy? Rated for 17 mpg in the city and 22 mpg on the highway, with a combined 19 mpg. (The manual, on the other hand, is estimated to deliver the same combined mpg, though slightly better on the highway and marginally worse in the city: 16 mpg city, 12 mpg highway and 19 mpg combined.)
MSRP for the most basic Gladiator, the Sport trim, starts at $37,895, with the Mojave starting at $53,590.
Take into account the Hydro Blue Pearl paint ($595), all-weather floor mats ($170), eight-speed auto ($2500), Cargo package with Trail Rail system ($2095), Convenience package ($1095), Technology package ($2295), hard top headliner ($655), tri-fold tonneau cover ($625), three-piece “Freedom” hard top ($1595), trailer brake controller ($395), dark gray-painted wheels ($1095), plus spray-in bedliner ($555), and our Mojave carries a sticker price of $64,795, not including destination.
Questions? Comments? Drop them below, and follow along as we review this 2024 Jeep Gladiator Mojave in real time.
I find it interesting that the auto tows less than the manual.
Looking back over the spec sheet, that's also the case for every version of the Gladiator.
Have you jumped it yet? It's got hydraulic bumpstops so it's basically a trophy truck.
Not easy to get in and out of.
Wanders on the highway.
Longer than you think.
Wind noise at speed.
Not exactly fuel efficient.
Not exactly quick, either.
$66k as delivered.
I guess it’s a Jeep thing.
Take the top off and drive it on the beach. You'll pick up all the frat boys!
Gladiators are odd. They're big, but not capacious. They sit in a weird off-roader pickup convertible niche. But I'll bet Jeep sells every one they can make.
Keith Tanner said:Gladiators are odd. They're big, but not capacious. They sit in a weird off-roader pickup convertible niche. But I'll bet Jeep sells every one they can make.
I am told they make surprisingly good field trucks where you need something smaller than a full size.
For car guys, Jeeps drive terrible. I would hate to drive one on a trip! They wander, wind noise is unreal, gas mileage is terrible, and they aren't that comfortable. But they sell tons of them, so I guess it is a Jeep thing.
In reply to Keith Tanner :
Not sure if they’re still selling like hotcakes.
According to Stellantis, up through Q3 they sold 32,670 units, down 21%.
Colin Wood said:I find it interesting that the auto tows less than the manual.
Looking back over the spec sheet, that's also the case for every version of the Gladiator.
Isn't it the opposite? Auto tows more in every configuration I've seen.
TR7 said:Keith Tanner said:Gladiators are odd. They're big, but not capacious. They sit in a weird off-roader pickup convertible niche. But I'll bet Jeep sells every one they can make.
I am told they make surprisingly good field trucks where you need something smaller than a full size.
That's one of the reasons I bought one. A full size wouldn't fit in my garage, but this will. Plus, taking the doors and roof off is always fun.
People that think of them as "convertible trucks" will never understand why people buy them. If you think of it as a Wrangler with the convenience of a truck bed for dirty and/or bulky stuff, you get it. I thought they were dumb, but here we are...
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