2024 Jeep Gladiator: Better Suited for Daily Use and Always a Nimble Off-Roader
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Moab, Utah—While attending the 2024 edition of the Easter Jeep Safari down in Utah and marveling at the colourful concepts on display, we had the opportunity to test drive the refreshed 2024 Jeep Gladiator, which boasts similar changes and improvements to the 2024 Wrangler.
You can easily recognize the latest model with a revised seven-slot grille featuring black textured slots that improve cooling, new wheel designs, a stealth antenna integrated into the front windshield and a new body colour called Anvil.
- Also: Four Colourful Concepts Star at Easter Jeep Safari 2024
- Also: Updated 2024 Jeep Gladiator Packs More, Costs More
Meanwhile, the cabin gets a sleek new 12.3-inch centre touchscreen powered by the fifth-generation Uconnect 5 system and complete with wireless Apple CarPlay and Android Auto. It’s unquestionably the most notable update inside, but we also applaud the power adjustable (finally!) front-row seats.
Safety is improved, as well. First- and second-row side-curtain airbags are now included, while Gladiator Sport S models and those above get intelligent cruise control and forward collision warning.
Trail Time
We slipped behind the wheel of a 2024 Jeep Gladiator Mojave and attacked one of the most challenging of the 62 trails included in the free Trails Offroad app that comes with the truck (with a paid subscription, you can have access to over 3,000 trails across the U.S.).
The Mojave isn’t the most skilled off-roader in the Gladiator lineup—that title goes to the Rubicon—but with plenty of loose sand and high-speed climbs ahead of us, it was arguably the most qualified for the job at hand. In fact, the few Rubicons that were part of the convoy—all driven by Jeep reps—quickly fell behind.
That’s because the Gladiator Mojave had no trouble going 30-40 km/h or even faster on this particular trail. The FOX bypass shocks with reservoirs make all the difference, resulting in the softest ride you can possibly get from a Gladiator. Then there’s the FOX front hydraulic bump stops acting as a secondary pair of shocks that provide additional damping force as the suspension reaches maximum. Their hard work can be felt every time the truck runs into a couple of bumps.
The Gladiator Mojave also benefits from Dana 44 axles with 4.10 gearing, electronic Tru-Lok locking rear differential and part-time Command-Trac transfer case with a 2.72:1 low-range ratio. Oh, and obviously the 33-inch Falken WildPeak A/T all-terrain tires.
While going up Wipeout Hill, as the folks in Moab call it, the tires showed plenty of bite on the rocky terrain. Despite the useful tips from the Jeep instructor, some of the vehicles in the convoy touched the ground while attempting to clear a pair of bumps, but our Hydro Blue Jeep Gladiator Mojave was never once bothered.
Getting to the top naturally meant shifting to 4Lo mode, locking the rear differential and selecting the Offroad+ option in the red section of the instrument panel. The fantastic drivetrain and rubber beautifully took care of the rest.
Yes, our Mojave tester got stuck for a few seconds as my driving partner struggled a bit with the sandy climb. Guess what? He had forgotten to shift from 2Hi to 4Hi using the transfer case selector next to the gear shifter. Once that was done and traction control was turned off, the truck easily continued on its way.
A Pleasant Upgrade
Our adventure with the 2024 Jeep Gladiator Mojave served as yet another illustration of the outstanding capability of the Wrangler’s sidekick. No matter which model you select (Willys, Mojave or Rubicon), the Gladiator has all the tools and skills to take on difficult trails and return home safely.
While an agile off-roader, the Gladiator is not that great on paved roads, although the Mojave proves more comfortable than the Rubicon or Willys. The new infotainment experience is highly appreciated, but make sure you’re parked before browsing through the multiple menus and apps of the UConnect 5 system.
As for the 3.6-litre Pentastar V6 under the hood, it’s a perfect match with the chassis. Thank goodness because there’s no other engine option for 2024. The 3.0-litre EcoDiesel V6 has been eliminated, and don’t even think about the 6.4-litre HEMI from the Wrangler 392. Will Jeep add a turbocharged four-cylinder or a 4xe plug-in hybrid system for 2025? We’ll see, but the former seems like a pretty long shot.
