The new Equator has been treating us well thus far. Over the past few months we have taken it on various adventures through canyons, across dunes and even tested our fate through race course whoops. Out of the box, the truck is great; it's stable across all terrain and provides plenty of power. What it needs is a little more height, a bunch more wheel travel and some beefy tires.
This is where PRG Products comes into play. Its Titan Swap suspension was created for the Nissan Frontier, and because of the similar platform it shares with our Suzuki, it's capatible with the Equator. The kit that PRG owner and designer Greg Gagnon put together for us is modified from the kit you will find on his website, so please keep that in mind when ordering. You can build your kit with a couple different shock choices and rear spring options. Our kit uses 2.5-inch PRG/Sway-A-Way coilovers, PRG upper control arms with Aurora uniballs and FK rod ends, PRG steering extensions, PRG/Sway-A-Way axles, stock Nissan Titan OEM lower control arms, 2.25-inch PRG/Sway-a-Way piggy-back reservoir shocks, and a custom-designed Deaver spring pack, only available at PRG.
The installation of the suspension is straightforward and can be done in your driveway. If you are installing this on a 4WD truck, we suggest having someone around who has experience removing CV boots and axles. You don't need to be a certified mechanic, but you do need a little automotive know-how.
How Do We Like It?
New suspension makes a truck look great, but the ride is what its all about. The Equator now rides like an off-road truck. With some creative fender well trimming, we were able to fit BFG ATKO 285/75R16 tires. During a recent trip to Ocotillo Wells, California, we got a chance to push the new suspension to the limits. In the dirt, the new suspension and tires allowed us to push the truck harder and faster than possible when stock. Whoop sections that would've once spelled death for this truck have now become smooth and controlled. The truck now grips the terrain and flows through rough sections when previously the terrain seemed to move the truck. The increased wheel travel and width up front gives us a new found stability driving the truck both on and off the road. The removal of the OEM anti-swaybar allows each side of the truck to move independently as an off-road truck should. The truck now sites 3 inches higher in the front and 2.5 inches higher in the rear. The front coilovers can be adjusted via the coil collar and CV angles don't seem to be a problem as they often are on competitive mid-sized truck lifts. Enough talk. The dirt is calling to us. We must go back out and play. See you in the dirt.