I have been eager to get a new one 2020 Jeep Gladiator Mojave Since the first release. The specifications are on my alley: the 1-inch front lift keeps the truck level and provides more front compression travel, and the softer rear springs keep the rear better synchronized with the front and more free Adapted to the terrain, the internal bypass impact of the more sturdy 2.5-inch Fox remote storage tank has been adjusted to cope with the inevitable impact when quickly responding to desert terrain, and the hydraulic front stop can remove the edge from the heaviest impact Remove.

However, the trade-off of these high-priced hanging drill bits is to eliminate some Gladiator Rubicon function. Mojave Desert has only one rear locker, and its low-end transfer case ratio is 2.72 to 1 instead of 4 to 1. I don't think I will miss any of them. Frankly, I am more worried that there is no steel anti-scratch guardrail behind the rear tires, the guardrail also has trenches, which can protect the rear corner of the gladiator bed. The last piece missing is the electronically disconnectable front stabilizer bar. Mojave dogs are always connected.

I wonder how this last change and Mojave ’s unique suspension adjustments will affect the overall flexibility of its suspension. The timing of the Mojave Desert is perfect, I have just obtained a RTI (Ramp Travel Index) slope designed to measure it accurately. And I just tested it on the gladiator Rubicon, so I got these numbers.

The idea of ​​RTI slopes is simple. It creates an artificial but repeatable distortion of the frame, allowing you to safely reach the maximum suspension bending point and quantify it with simple measurements. The numerical score is based on the performance of the vehicle on a 20-degree ramp, which was selected some time ago and works well in stock vehicles.

Extremely modified vehicles can be tested on steeper slopes (or by lifting the wheels with a forklift), but if any of the resulting numbers are compared to it, any resulting numbers must be reversely calculated as 20 degree standard. These ones.

But it's not just about how far acceleration can drive. Wheelbase factor. why? The vehicle with a wheelbase of 8 feet drove 6 feet on the ramp, bending sharply in an impressive way. Consider the suspension angle of the front axle. I can assure you that it is more radical than what you see here. In contrast, the wheelbase of the imaginary device is 100 feet, and it can be raised to 6 feet, which is simply impossible to complete. It's like driving Subaru Put in 2×4

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There is math, but math is very simple. I call the RTI score as Flexibility index.

Flexibility index = climbing amount ÷ wheelbase x 1,000

If the rear tires reach the ramp before leaving the ground, the full score is 1,000.

Let's visit Gladiator Mojave from the perspective of maximum flexibility. This is the left front suspension. There is plenty of daylight between the Fox hydraulic crash stop (yellow arrow) and its landing plate. If the two front tires are compressed at the same time, this is a fully usable stroke, but in this case, this side is compressing and the other side is extending.

The torsional stiffness of the stabilizer bar together with the stiffness of the spring itself determines the limit of deflection. Harder springs will always make the situation worse, but the stabilizer bar here is the limiting factor. The gap between the bumpy stop and its landing pad suggests that a potential improvement can be obtained by disconnecting the stabilizer bar, just as Rubicon can do.

The opposite happened on the front right. The axle is suspended under the vehicle, but not as large as the stabilizer bar does not work against the axle.

At the rear right, the suspension is fully compressed. There is also a stabilizer bar at the back, but its influence is far less than the front stabilizer bar. You cannot disconnect in Rubicon or Mojave Desert. If you disconnect, you will lose nothing.

The important point to note here is the tire clearance. There are many if you tire of using 35-inch tires (these Falkens are 33-inch tires), you may not have trouble, and please be careful not to choose a wider tire. If you want the flag of the freak to fly, you can remove the lower dark part of the fender trajectory.

The suspension is fully displayed on the rear right. Things to say, I must say.

Okay, enough talk.

To get my number, I took out my T shape and projected the hub center perpendicular to the ramp. The upper edge of the tape represents this point. The higher is the Gladiator Mojave Desert, the lower is the Gladiator Rubicon and its stabilizer bar connected.

Therefore, the Mojave Desert is slightly more flexible. However, this is important. The reason why we can pay so much attention is they all share the same 137.3-inch wheelbase. These are two versions of the same car.

My ramp has not yet reached the ideal level, so I used the triangle method to determine the number of climbs (if the following content makes high school math class a nightmare, please feel free to skip the results shown in bold). I measured the vertical height of the furthest point on the ramp, and then divided it by the 20-degree sine, the ramp angle. This is a simpler measurement method, but there is an additional mathematical step.

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Deflection index = vertical height of furthest point ÷ sin 20 ÷ wheelbase x 1,000

Rubicon's lifting height is 21.5 inches, or 62.9 inches

The Mojave Desert has a lift height of 22 11/32 inches, or 65.3 inches of ascent distance-an increase of 2.4 inches.

Divided by the wheelbase of 137.3 inches and multiplied by 1,000, we get:

Mojave's flexibility index = 476, Rubicon with connecting rod flexibility index = 458. The difference in the Mojave Desert area can be by a total of 18 points. Not many, but not everything.

So why is the Mojave Desert better than Rubicon in normal conditions? It comes down to three factors, although I am not sure if they can all help you.

First, the rear springs were slightly softer and changed to make them more responsive to pertussis and rubbing in the desert. As a result, the towing level dropped from 7,000 to 6,000. But they are progressive, so it is difficult to know how they differ in this compression level. Let us set aside.

As you may have read, the Mojave Desert track is half an inch wider than Rubicon. This is achieved by reducing the wheel offset, which pushes the tire outwards, creating a larger internal clearance for larger Fox vibrations.

how about it? First, suppose the maximum suspension angle of the axle is the same. Now, replace the wheels so that the tires spread farther away as here. The raised wheels will be raised a bit, which means that the vehicle can go further along the ramp. I have used my own measurement jeep Before and after major tire and wheel upgrades, this involves huge deflections and tire width changes.

These pictures show the wheel deviation of Rubicon and Mojave rims. The difference between them is 7.3 mm, so changing the sides together will increase the track width by 14.6 mm. It can reach more than 9/16 inches, so Jeep seems to sell it after saying only half an inch. However, the significance of this change is not sufficient to explain most of it.

The stabilizer bar itself almost certainly held the key. The rear of the Mojave Desert is a small 1mm-20mm instead of 21mm. It may not sound like much, but the torsional stiffness of the stabilizer bar is proportional to its diameter rising to the fourth power. Under all other conditions being equal, a drop of 1 mm means that the torsional stiffness of the stabilizer bar is reduced by 18%. However, the rear bar is not as important as the front bar, so it may not be.

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However, even if both rods are 32 mm in diameter, there is a difference in the front end. The key is how they look different. Rubicon's solid bar looks very wide, it does shrink neck, so it can retract the tire. The Mojave has the extruded appearance of a hollow tube because it does.

The wall thickness of the tube is 5.1 mm, so if you mathematically all the diameters (in units of the fourth power), the torsional stiffness will be reduced by about 20%.

This number assumes that two things may be incorrect: 1) Rubicon's sliding mechanism will not negatively affect the overall stiffness of the rod in the connected state; 2) The material of the rod is the same, although one of the hollow is the other solid.

Regardless of the result, this seems to explain this. Softer stabilizer bars do help high-speed desert driving, and may represent another reason for the lower traction coefficient.

All of this begs the question: What about the gladiator Rubicon who disconnected the stick? My ramp told us that all this was destroyed. how is it 607 elasticity index catch you? Yes, you can get nearly 150 Index points by pressing a button in Rubicon.

If all of this makes you uncomfortable in the Mojave Desert, it shouldn't be. Gladiator is not that kind Wrangler Yes, that's it. You can add a stabilizer to disconnect by installing a special connector Aftermarket link. I spent less than $ 100 for the cars I added to my JK Wrangler Sport. Pressing a button is not a simple matter, you must absolutely make sure to reconnect them once you return to the sidewalk, but if you install a simple mod, Mojave can also score more than 600 points.

Special writer Dan Edmunds (Dan Edmunds) is a senior automotive engineer and reporter. He worked as a vehicle development engineer Toyota cars with Hyundai Motor Focused on chassis adjustments and served as the vehicle testing director (no relationship) at Edmunds.com for 14 years. You can find everything he has Pause deep dive On an automated blog.

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