2024 Jeep Gladiator Mojave X Review: Jeep’s Topless Truck Improves

Jeep’s oddly proportioned, yet uniquely cool Gladiator continues to soldier on. Part Wrangler, part pickup truck, and part convertible, it has enjoyed moderate sales success since 2019, bucking the trend by gaining momentum during the post-COVID parts shortages.

But last year sales dipped and after five years on the road, it’s time for Jeep to freshen up the vehicle. With changes inside and out, we grabbed one of the pickup’s new trims, a 2024 Jeep Gladiator Mojave X, for week of evaluation. Sun, mud, beds full of junk, and cross-city trips were on the docket for the days ahead.

What’s New for 2024:

This year sees one of the biggest updates to the Jeep Gladiator. On the outside, fans and keen observers will see there’s a new seven-slot grille and the antenna has been integrated into the windshield itself. There are two new trims, the Mojave X and Rubicon X.

Inside, Jeep has made the Gladiator a bit more comfortable with the optional 12-way power adjustable front seats for both driver and passenger. The interior also looks more modern, highlighted by 12.3-inch infotainment touchscreen that runs Uconnect5. Of course, it includes standard wireless Apple CarPlay and Android Auto.

Safety hasn’t been ignored with this refresh, as there are now first- and second-row side-curtain airbags. Forward collision warning and adaptive cruise control are standard on all Gladiators from the Sport S trim upwards.

Exterior Style:

As it’s just a refresh, the Gladiator’s dimensions haven’t really changed, as it’s still 218-inches (5,539 mm) in length, which is shorter than a Toyota Tacoma. But the Jeep’s width and boxy shape give the illusion the Gladiator is longer when that’s not the case.

Beside the new grille, our 2024 Jeep Gladiator Mojave X includes a bulging hood complete with scoop, orange accents around badging, orange tow hooks, steel bumpers, and body color wheel flares. Our tester came in Sarge Green exterior paint, which is an unsubtle connection to Jeeps’ military roots.

The Gladiator comes with a 60.3-inch (1,531 mm) long truck bed that can carry up to 35.5 cu ft of gear under the soft tonneau cover. Our test included both the spray-in bed liner and Cargo Group with Trail Rail System options.

Powertrain and Fuel Economy:

Unchanged this year is the powertrain. The Gladiator continues to have a singular unit, the 3.6-liter V6, although it has been announced the 4xe will be coming in the future. For now, the Gladiator makes 285 hp and 260 lb-ft of torque. These are decent figures but are tasked with hauling around 5,004 lbs (2,269 kg) of curb weight. In the city, acceleration is decent as the truck grunts its way up to speed. On the highway, maintaining a pace of 70 mph and higher is obtainable, but requires a bit more effort, with frequent bursts of throttle to keep up.

The Gladiator still comes standard with a six-speed manual transmission which is awesome. Our tester is equipped with the more popular choice, an 8-speed automatic. In the city, this configuration is rated for 17 mpg (13.7L/100 km) city and while highway consumption rates at 22 mpg (10.7 L/100 km).

Handling and Drivability:

The Gladiator is meant for off-roading, so we don’t really need to comment on the truck’s merely adequate paved road handling. The Mojave trim sits somewhat parallel with the better-known Rubicon trim. Whereas the Rubicon is the off-roader designed to crawl through rock-strewn trails, the Mojave is more a high-speed desert runner, which makes sense given the name. Like the Wrangler, the Gladiator has solid axles front and rear. The Mojave has an open front differential and locking rear differential.

There’s a good deal of off-road ready suspension bits included with this package, like a FOX hydraulic jounce bumper, FOX 2.5-inch diameter aluminum internal bypass shock absorbers with external reservoirs, Dana front and rear axles, as well as copious amounts of skid plates and tow hooks. The Mojave has 11.6-inches of ground clearance – the most of any trim, even the Rubicon. This leads to an impressive 44.7-degree approach angle, as well as a decent 20.9-degree breakover angle, and a 25.5-degree departure angle.

Our test traded in the standard All-Terrain tires for a set of 285/70R17 Falken Wildpeak M/T (Mud Terrain) tires. These made our jaunts through unmaintained farm access roads a breeze. Even in greasy mud, there was minimal slip as the tires continued the Jeep’s forward progress. The FOX suspension bits make beaten-up, rutted, ‘roads’ like these deceivingly undramatic. We can visually see out the windshield how torn-up the road appears, but the Gladiator barely bounces over these wash-basin sized potholes.

Ride Quality and Comfort:

Great off-road ride quality usually comes at the expense of on-road comfort. With the Gladiator, Jeep has done a good job on the Mojave in calibrating the suspension to not get jittery over broken pavement. Maybe it’s the 2024 updates, or the Mojave trim specifically, but I don’t remember Wranglers or Gladiators being this smooth previously.

What hasn’t changed are the truck’s other asphalt behaviours. Steering requires minor, yet semifrequent corrections to remain in its lane and the brakes require a firm application. The Gladiator could easily still be used as a daily driver, but it wouldn’t be near the top of our list.

Up front, passengers have plenty of space, with headroom listed at 40.8-inches (1,036 mm) and legroom at 41.2-nches (1,038 mm). Both front row occupants get a 12-way power adjustable seat as well. Due to the boxy cabin shape, rear seat passengers get the same 40.8-inches (1,036 mm) of headroom and an ample 38.3-inches (966 mm) of legroom.

Interior Style and Quality:

Inside, the Gladiator has what’s referred to as a black and green interior. The biggest change is the larger infotainment screen perched up high on the dashboard. The driver’s compartment is still very Wrangler-esque with the tall, shallow dash.

Despite undated technology like a digital driver information center, and color full switch gear, there’s still a utilitarian feel inside the Gladiator. This is not a posh interior full of rare materials. It’s a purposeful design that can be wiped down when muddy.

Value Dollars and Sense:

The 2024 Jeep Gladiator Mojave X starts at a price of $64,890 (all prices include destination charges), or $71,140 in Canada. That puts it close to the Toyota Tacoma TRD Pro: another off-road built mid-size pickup truck.

As tested, our truck climbed up to a price of $72,470 ($89,985 CAD). Although this continues to keep pace with a loaded-up Tacoma, it’s a fair bit pricier than a 2024 Ford Ranger Raptor.

Final Thoughts:

The Jeep Gladiator remains unique in a landscape full of sameness. For the 2024 model year, the updated truck, especially the Mojave X, has been made more livable without sacrificing any of its off-roading prowess.

There are better mid-size pickup trucks on the market for the price, but if one’s shopping list includes a five-foot bed, removable roof, and high off-road capability, well, there really is only one choice: the Gladiator.