Joining the Jeep Gladiator lineup this year is the Mojave variant which is the first Jeep to get the brand’s Desert Rated badge. The new rating is based on several pillars: ride control and stability, traction, ground clearance, maneuverability and desert prowess. The Gladiator Mojave comes with specially tuned Fox 2.5-inch internal-bypass shocks with external reservoirs, industry-exclusive Fox front hydraulic jounce bumpers, a reinforced frame, a 1-inch front suspension lift with a silver front skid plate, stronger axles with cast-iron steering knuckles, aggressive front seats with integrated upper bolsters and standard 33-inch Falken Wildpeak all-terrain tires. Here’s a roundup of snippets of Gladiator Mojave reviews from the automotive media.

“While the changes Jeep makes to turn the Gladiator into a Mojave certainly help its off-road capability, they detract from its on-road manners, which were pretty compromised in the first place. The extra ride height makes getting in and out a chore, especially when the rock rails are caked with mud. The highway ride also becomes tedious due to more prevalent bounding motions caused by the ride height and the vague recirculating ball steering that requires constant corrections. However, the standard 17-inch wheels, wide sidewall tires and long wheelbase do help the Mojave soak up potholes quite well.”

— Kirk Bell, Motor Authority

“It sits a tad higher than a Rubicon, just a half inch, not enough to be noticeable. For more challenging situations, the Mojave’s four-wheel-drive system can be employed. It also differs from the one you’d find on a Rubicon — it’s not the Rock-Trac system that the Rubi uses, with its 4:1 final drive ratio, but the Command-Trac system with its 2.72:1 rear gear. The key to going quickly off-road in sand is to keep your revs and speed up, and the Command-Trac system is better for this. Adding the ability both to engage the 4-Low transfer case at speeds up to 50 mph (not limited to 30 mph as in the Rubicon) and to lock the rear differential in 4-High makes the Mojave trim uniquely suited to that kind of use.

“Sadly, I didn’t have any terrain suitable to test that, but I did get to spend a few hours blasting down rural Michigan farm roads, which aren’t exactly smooth and glassy blacktop. From that similar taste, I can say what’s most remarkable about the Mojave is just how unremarkable it is — it feels very much like a Rubicon on- and off-road, combining the Gladiator’s fantastic ride quality (thanks to its super-long wheelbase) with the soft yet controlled motions of the fancier shocks. Going 50 mph plus on rutted, ridiculous dirt roads was no challenge at all; the Mojave handled it with ease and comfort.

“But it also feels exceptionally well composed on-road as well, with a quietness that the Rubicon lacks, despite the canvas soft top that was fitted to my test vehicle. The reason for this: the tires, which are Falken Wildpeak All-Terrain rubber, not the more aggressive BFGoodrich Mud Terrains or Goodyear Wrangler DuraTracs often seen on Jeep’s Trail Rated trucks. They’re made more for sand driving than mudding or rock crawling and as such have a less aggressive tread pattern that results in a quieter ride on pavement.”

— Aaron Bragman, PickupTrucks.com

“As for the Mojave’s on-road manners, it drives like any other Gladiator. That is to say, it wanders a bit and the steering is pretty vague. The ride quality is really nice, though, especially for a truck with a solid-axle configuration. Where Jeeps were once relegated to the slow lane, toddling along at 60 mph because anything faster felt dangerous, the Gladiator’s modern chassis and great suspension mean I can set the cruise control at 75 mph and relax. Yes, there’s a lot of road noise from the 33-inch Falken Wildpeak tires, but considering their meaty tread, it’s to be expected.”

— Emme Hall, Roadshow by CNET

“The test truck was outfitted with the much-desired manual gearbox, and despite my general penchant for three-pedal setups, there’s a compelling case to be made for the eight-speed here. Clutch uptake is pretty vague and fairly high on the pedal stroke, and considering the fact that the Mojave weighs roughly 5,000 pounds, the V-6 is tasked with propelling quite a bit of mass in this application.

“Unladen at highway cruising speed in sixth gear, the truck will lose pace on moderate inclines even with the throttle pressed to the floorboard, making downshifts a recurring necessity in order to keep up with the rest of traffic. Tall overdrive gears aside, on the road the Gladiator Mojave is as civil as the Rubicon, which ostensibly boils down to surprisingly good ride quality but steering that tends to wander with a noticeable dead spot on center. Part of that can be attributed to the 33-inch Falken Wildpeak all-terrains — a necessary compromise — and part of it is the old-school recirculating-ball steering setup that its solid front axle requires. Still, cradled in the leather buckets with the Alpine audio system cranked and Apple CarPlay at the ready, piloting this tester in everyday use hardly feels like roughing it.”

— Bradley Iger, The Drive

“Back on the road home, the Gladiator Mojave offers a smooth and compliant ride, with no real indication of the performance potential lurking under the body. However, like other Gladiators we’ve tested, the Mojave still exhibits some road wander. Although it feels like there isn’t enough caster, part of this could be related to the tires. What is really interesting to us, though, is that the Wrangler, with essentially the same front suspension design and a shorter wheelbase, seems more directionally stable on the highway. So, it should be an easy fix for the good folks at Jeep to make.

“After our time in the driver’s seat, one thing became clear: If you are like us, solid-axle fans who also happen to enjoy going fast, you will not be disappointed with the Mojave. This Gladiator is a riot to drive in the dirt and is faster and more competent than you would ever expect.”

— Sean P. Holman, Four Wheeler

“When patrolling normal roads the 2020 Jeep Gladiator Mojave drives much like any other Gladiator. It’s loud inside and acceleration is adequate but not brisk. However, ride quality is suppler than we recall from our last Gladiator drive. That trait provides an early hint of the Mojave’s off-road strengths.

“As you’d imagine, the ‘desert rated’ Gladiator is best appreciated on undulating, sandy trails. Venturing into the Gladiator Mojave’s namesake desert, we learned to trust the Fox 2.5-inch internal-bypass shocks. With enough speed, the Mojave simply glides over massive bumps and ruts. Well, technically the body glides while the wheels and tires launch up and down with frightening intensity.”

— Micah Muzio, Kelley Blue Book