Head-to-Head: 2010 JK vs. 2018 JL

This Jeep showdown became a battle of supremacy as each rig was put to the test in more ways than one.

by

Words by J.D Keating; Images by Brad Morris @Dads_That_Wheel

For our latest adventure, we set two classic Jeep rivals against one another. For our JK versus JL battle, we took two very well built – and daily driven – Jeep Unlimited rigs and put them to the test on a myriad of challenges. Two generations of engineering, loaded with all the right aftermarket parts, go head-to-head to find out which Jeep is truly the best, and how much has really changed over the years.

Most off-roaders don’t keep their vehicles stock for long. While adding a lift and aftermarket parts can improve off road capabilities, it can also result in the vehicle not performing as well on the road. The intent with our 2018 Jeep Rubicon Unlimited (JLUR) build was to keep its street manners as close to stock as possible, while also improving its off-road prowess.

After getting through some misleading info on the lift kits for our new JL, we went with a four-inch Skyjacker long travel lift. We then added 40” Cooper Discoverer STT PROs along with a set of RCV front shafts, front and rear Adam’s drive shafts, and a Warn Zeon Platinum winch up front. Other than that, it was stock.

For our JK challenger, we called up Dale Beaver with his 2010 Jeep JK Unlimited. Dale has a reputation for being a calm guy and a proven history of conquering difficult trails. With a laundry list of upgrades, it’s safe to say that Dale’s JK was capable of the challenge.

His rig was equipped with G2 core front with 4340 chromoly gold placer series shafts along with G2 4:88s ARB lockers, a Rock Krawler truss, Tom Woods 1350 front/rear drive shafts, and a G2 big brake kit front and rear. It was also upgraded with a Dodge 2500 brake booster; centre force dual friction clutch; Poison Spyder skids; PSC Big Bore XD steering kit; Rock Krawler 3.5 X factor long arm; 3 link front and rear; Fox 2.0 performance reservoir shocks; Rock Krawler 2.5 aluminum tie rod and drag link, TMR front bumper , Smittybuilt arc 9500 winch, Smittybuilt flat fenders, Trail Cat heat reduction hood, Poison Spyder bfh rear bumper with custom carrier by D3 Offroad, Smittybuilt sport cage, D3 custom rear doors, Braum racing venom seats, 40x13.5x17 Nitto trail grapplers, KMC machete crawl beadlocks, ARB on-board air , power tank, Bully dog GT tuner, K&N air intake, Magna Flow exhaust, and Currie aluminum anti-rock sway bars. Suffice to say, it is built stronger than the Millennium Falcon. With unlimited aftermarket choices, the JK can truly be customized to your exact needs. Score one for the JK here.

The Street Tests

To accurately compare the two Jeeps, our initial test began on a paved road. We all know how a stock jeep runs down the street, but what about a new four-door JL on the 40s? With its stock gears and the auto 8HP ZF transmission (that debuted in the BMW 7 Series), it raced from 0-96 km/h (0-60 mph) with impressive times. It zipped along with no concern when merging, racing uphill, or even passing. The interior is also refined with road noise muffled by its improved insulation. In this instance, the JL interior trumps the JK by a long shot. With all of these factors combined – one point for the JL.

The Trail Tests

Now, what about on the trail? Would the JL’s shiny coloured-matched, large fenders make the grade in trying to keep up with a seriously rigged JK? To answer our question, we chose some of the gnarliest trails in effort to challenge each Jeep. With a 4-linked YJ on 42s as our guide, we were sure to get into something serious.

On the first obstacle, we let the older generation Jeep JK lead the way. Truth be told, we were confidant our JL would tackle the tough obstacles, but didn’t yet know its limits. We have been consistently impressed with its capabilities, but Dale’s JK is a legit beast. On the first rock ledge, our limiting factor was our break-over angle. Dale’s long arm JK certainly proved its mettle over our short-arm, JL belly buster. Two points for the JK.

The second challenge was an off camber turn leading into a flat rock hill climb. Our on-board inclinometer read 17 degrees, so we knew it was safe – not so much for Dale. Off camber is exaggerated from the inside of your vehicle and always feels much worse than it really is. The in-dash pitch-and-roll feature on the JL is very comforting for these situations.

One point for the JL.

On the flat rock hill climb, our guide had to heat his TSL Super Swampers tires up to crest the top of the hill, so we expected some slippage. Dale’s JK made it up, but it took some finesse. However, our trusted Cooper STT Pros’ stuck to the rock like glue and we made it up the hill merely idling. Another point for the JL.

The JL and JK continued clearing further difficult obstacles with relative ease, so our guide decided we needed a bigger challenge and took us to more demanding terrain. With tight turns, exposed roots, mud puddles and huge sharp rock ledges, we were finally at the proving grounds for our head-to-head challenge.

A huge rock step, covered in mud and rutted out from years of abuse, had both Jeeps begging for mercy. We were both hung up on the crux of this trail. Our JL teetered on the aggressive overhanging rock ledge and forced us to take the super-tight go-around. Dale was also high centered on this tight outcropping, but chose to winch up and over instead – no points for either (let’s call this one a tie – 0 points for either vehicle).

The Overall Results

To our surprise, the Jeeps were relatively equal. The slight wheelbase difference (JL 118.4/JK 116) actually plagued us a little. We were both hung up on a few aggressive break-over angles, and quickly realized that a slightly higher lift would have helped.

Dale’s Rock Krawler long arm suspension provided some great belly clearance, another point for the JK, but the JL wasn’t too far behind. What the JL lacked in undercarriage clearance and protection, it made up for in turning radius. Steering has also been improved to provide a tighter turning radius and it has a much lower first gear of 4.71:1, compared to the JK’s 3.59:1.

In several instances, we were able to crawl up obstacles that our rival typically needed a little extra acceleration to tackle. We were shocked (and super pumped) to discover we could keep up with a built JK. However, our wider stance did have us picking our lines very carefully so as to not scratch too much of its pretty paint.

Trail performance was basically identical in both rigs. The new JL has improved upon all the weaknesses the Jeep community outlines. The JL has a nicer interior, better road manners, and is just as capable with minor modifications, but all of this improvement comes at a hefty new price tag.

The classic JK platform is trail tested, tried and trusted. It has every imaginable aftermarket accessory available from countless parts suppliers, plus an unlimited amount of modification information available at your fingertips. The JL doesn’t yet have as much aftermarket support but it is slowly building. Most of the available options are basically prototypes and have yet to be put through their paces off-road.

The JL needs to test its skills, off-road prowess, and prove it can handle many obstacles that come its way. However, one thing is for certain, Jeep learned a lot from the previous decades, and the new platform owes its skills and technology to its predecessor.

It doesn’t matter what era your rig is from as it’s not the gadgets, nor the simplicity of your rig that makes a difference. It’s getting out, exploring, learning, laughing and challenging yourself with good friends.