Project Drift King - 2009 Suzuki Equator - Suspension

Apair of roller skates without the wheels is just an ugly pair of shoes and similarly, we couldn’t exactly call our ’09 Suzuki Equator "Project Drift King" if it didn’t have a stellar suspension that could withstand the beatings we had planned. Thankfully, a creative plan was devised to turn the not-so-easy-to-lower Equator/Frontier platform into a real beast of a midsized pickup. Back when phantom dualies were all the rage in the early’90s, coilovers were booming because of the Pro Street roots many of those custom trucks shared. Coilovers are a great upgrade to most suspensions because they allow proper fine-tuning and can be easily adjusted to meet different driving/track conditions. For Drift King, we called up QA1 and ordered a set of their trick double-adjustable shocks along with the proper length and rate coil springs. This combo would allow us to manipulate the Equator’s ride height and handling characteristics for picture-perfect drifts.

Coilovers by themselves will only lift or lower a truck a small amount and in order to get the Suzuki down to the desired ride height, we contacted Max Fish of Bio Kustoms, in lovely Winchester, California. Max gladly accepted our challenge to modify our factory spindles and transform them into three-inch drop spindles. With the front figured out, we turned our focus on the rear suspension. We had big plans for the Suzuki’s 4.0L V-6 and were hoping to make more than 300 hp to the rear tires, so whatever suspension setup we went with needed to handle serious abuse. The primary downside to rear coilover conversions on trucks is the fabrication involved, but after talking with our buddies at Street Shock, in Redondo Beach, California, they talked us into allowing them to ditch our factory leaf springs and shocks and let them fabricate a wishbone three-link. This new rear setup would center the driveshaft, plant the axle, take the horsepower abuse, and be ideal for the new QA1 coilover kit. To help our Equator perform more admirably and to make it look the part, we ordered a set of 20-inch MB Motoring Gunner 6 wheels from Discount Tire Direct. Wanting to get the most out of our new performance suspension, we wrapped the new MB Wheels in Continental CrossContact UHP high-performance light-truck tires sized 255/45R20. Bigger wheels meant better brakes, so a quick and easy Stillen Sport Rotor upgrade would handle that concern. The new wheel and tire combo really set the truck off and made us eager to get out and beat on our latest project. Read along and see how Drift King went from completely stock to ready to tear up our test course in just one day.

From the Editor:
It should be noted that the owner of Street Shock decided to retire and Project Drift King was one of the shop’s last projects. We say "Thank You" for all of their hard work every time we pull the e-brake and smoke the tires in a sideways fury.

1. This is what we rolled into Street Shock’s driveway in - 100 percent stock ’09 Suzuki Equator (before we painted it like was at THROWDOWN).
1. This is what we rolled into Street Shock’s driveway in - 100 percent stock ’09 Suzuki E
2. Shaughn Reid, owner of Street Shock in Redondo Beach, California, began the Equator’s suspension overhaul by first removing the front calipers, brake rotors, and pulling free the spindles.
2. Shaughn Reid, owner of Street Shock in Redondo Beach, California, began the Equator’s s
3. With the lower strut bolt removed and the three upper nuts busted loose, Shaughn removed the factory strut/spring assembly.
3. With the lower strut bolt removed and the three upper nuts busted loose, Shaughn remove

4. This is what will be replacing the factory struts - double adjustable shocks from QA1 and 12-inch-long coil springs with a 600-pound/inch rating. We found the appropriate size shock by determining the GVW, found on the sticker on the driver door.
4. This is what will be replacing the factory struts - double adjustable shocks from QA1 a
5. After assembling the QA1 coilover setup, Shaughn installed the unit into the factory location. Notice the blue plate between the spring perch and the top of the coilover. That piece is from a Fabtech coilover conversion kit and is part number FT30107. Some drilling was required to get the boltholes to line up just right, but it worked very well.
5. After assembling the QA1 coilover setup, Shaughn installed the unit into the factory lo
6. The new QA1 coilover assembly was then secured to the lower control arm without any modification. QA1’s double-adjustable shocks allow tweaking of the compression and rebound and with the included wrench, the coilover collar can be adjusted for the perfect ride height.
6. The new QA1 coilover assembly was then secured to the lower control arm without any mod

7. Shaughn then installed the hub bearing into the Bio Kustoms-modified spindles. Before arriving at Street Shock, we had Max Fish of Bio Kustoms modify the factory spindles creating a 3-inch drop spindle.
7. Shaughn then installed the hub bearing into the Bio Kustoms-modified spindles. Before a
8. Knowing we were adding bigger wheels and planning on big horsepower from our Equator, we had Shaughn install new Sport Rotors from Stillen.
8. Knowing we were adding bigger wheels and planning on big horsepower from our Equator, w
9. Moving to the rear, shop manager Ryan Murphy stepped in and measured the overall wheelbase (to ensure the axle positioning), pulled the Suzuki’s bed off, and then got busy removing the factory wheels and tires.
9. Moving to the rear, shop manager Ryan Murphy stepped in and measured the overall wheelb

10. Using an air impact, Ryan removed the U-bolts and shocks.
11. Next up, brute strength aided the removal of the leaf springs.
12. To prep the axle tubes for the new suspension components, all of the tabs were cut off with a cut-off wheel.
12. To prep the axle tubes for the new suspension components, all of the tabs were cut off

13. and 14. Precise measurements were taken and the axle was set for ride height, wheelbase, pinion angle, shock placement, and length of link bars.
13. and 14. Precise measurements were taken and the axle was set for ride height, wheelbas
13. and 14. Precise measurements were taken and the axle was set for ride height, wheelbase, pinion angle, shock placement, and length of link bars.
13. and 14. Precise measurements were taken and the axle was set for ride height, wheelbas
15. Another step for axle prep was to grind the axle tubes down to bare metal for welding.

16. A plumb bob was used to center the axle.
17. Next, an angle finder was used to ensure the pinion angle was perfect.
18. Before moving onto the next step, a tube was spliced into the rear crossmember for the upper shock mounts.
18. Before moving onto the next step, a tube was spliced into the rear crossmember for the

19. and 20. Technician and fabricator John Petrucci took the necessary measurements for the new upper crossmember. The 1x1/4-inch DOM tubing was then cut to length.
19. and 20. Technician and fabricator John Petrucci took the necessary measurements for th
19. and 20. Technician and fabricator John Petrucci took the necessary measurements for the new upper crossmember. The 1x1/4-inch DOM tubing was then cut to length.
19. and 20. Technician and fabricator John Petrucci took the necessary measurements for th
21. John then measured along the frame for the proper crossmember link bar. In our case, the length was 21 inches.
21. John then measured along the frame for the proper crossmember link bar. In our case, t

22. The upper link bar was cut to length and then tack-welded into place.
23. Here you can see the crossmember and link’s initial shape taking form.
24. To provide the mounting location of the wishbone, the center of the crossmember was measured and marked. In this instance, it was 39 inches.
24. To provide the mounting location of the wishbone, the center of the crossmember was me

25. Also from QA1, we ordered several heim endlinks and threaded tubes to make up the wishbone ends.
25. Also from QA1, we ordered several heim endlinks and threaded tubes to make up the wish
26. Those endlinks are important because they’ll join our wishbone to the crossmember and our link bars to their frame mounts. This shows you where the center link of the wishbone will be mounted (with the supplied tabs).
26. Those endlinks are important because they’ll join our wishbone to the crossmember and
27. It was now time for John to weld the tabs onto the crossmember. For all you brave guys out there, we do recommend gloves.
27. It was now time for John to weld the tabs onto the crossmember. For all you brave guys

28. Using a tube bender, Ryan bent the 1x1/4-inch DOM tubing for the wishbone.
29. A drill press was then used to fishmouth the tubing at the right angle so that the tubing could be joined with the center piece of the wishbone.
29. A drill press was then used to fishmouth the tubing at the right angle so that the tub
30.-32. John then expertly TIG-welded each piece of tubing to the center piece and then welded the threaded end links at each end of the tubes
30.-32. John then expertly TIG-welded each piece of tubing to the center piece and then we

30.-32. John then expertly TIG-welded each piece of tubing to the center piece and then welded the threaded end links at each end of the tubes
30.-32. John then expertly TIG-welded each piece of tubing to the center piece and then we
30.-32. John then expertly TIG-welded each piece of tubing to the center piece and then welded the threaded end links at each end of the tubes
30.-32. John then expertly TIG-welded each piece of tubing to the center piece and then we
33. Because of the endlinks threaded rod, the wishbone is adjustable. After careful measurements were taken, the rear wishbone’s tabs were welded to the axle tubes.
33. Because of the endlinks threaded rod, the wishbone is adjustable. After careful measur

34. Here you get a good idea of what the wishbone looks like and you can see the quality of the welds in place for the endlink brackets.
34. Here you get a good idea of what the wishbone looks like and you can see the quality o
35. The axle was then measured to make sure the lower link bar brackets were squared on each side. Once the spot was marked, the link bar brackets were welded in place.
35. The axle was then measured to make sure the lower link bar brackets were squared on ea
36. This shot gives you a peek of the lower link bars bolted in place. It’s important to note that at least six inches of separation between the upper and lower link bars is needed.
36. This shot gives you a peek of the lower link bars bolted in place. It’s important to n

37. Back to the rear crossmember we showed you in photo 18, the QA1 shocks were hung from the welded-in tube.
37. Back to the rear crossmember we showed you in photo 18, the QA1 shocks were hung from
38. This part is extremely important. John set t he QA1 shocks at 30 degrees so that when the Equator hit a bump with both wheels, we'd only use 75 percent of each spring rate. When one wheel hit a bump, 100 perfect of the spring rate of one coilover would be used. this setup should provide a balanced feel and give our Suzuki an improved ride.
38. This part is extremely important. John set t he QA1 shocks at 30 degrees so that when
39. John also welded these lower shock mounts and then bolted the assembled QA1 shocks and springs in place. All the tubing, including the axle, then received a coat of semi-gloss rattle can.
39. John also welded these lower shock mounts and then bolted the assembled QA1 shocks and

40. - 42. With an angle finder and tape measure in hand, the pinion angle was double-checked and the wishbone links and lower links were adjusted to get the pinion angle just right.
40. - 42. With an angle finder and tape measure in hand, the pinion angle was double-check
40. - 42. With an angle finder and tape measure in hand, the pinion angle was double-checked and the wishbone links and lower links were adjusted to get the pinion angle just right.
40. - 42. With an angle finder and tape measure in hand, the pinion angle was double-check
40. - 42. With an angle finder and tape measure in hand, the pinion angle was double-checked and the wishbone links and lower links were adjusted to get the pinion angle just right.
40. - 42. With an angle finder and tape measure in hand, the pinion angle was double-check

43. Once the bed was back in place, we bolted on our new 20-inch MB Wheels Gunner 6 wheels. Providing the contact patch and helping our Equator reach its full performance potential, we wrapped the wheels in Continental CrossContact UHP 255/45R20 high-performance tires.
43. Once the bed was back in place, we bolted on our new 20-inch MB Wheels Gunner 6 wheels
44. A nice perk about buying wheels from Discount Tire Direct is their vast inventory of locking lugnuts for your new wheels. For our combo, we used a set of Discount Tire's Gorilla Locks.
44. A nice perk about buying wheels from Discount Tire Direct is their vast inventory of l
45. and 46. With the wheels bolted on and the Equator back on terra firma, we drove the Suzuki straight to Porter's Alignment and Brake Service for an alignment. Mario used the QA1 wrench to adjust the coilover collar to achieve our desired ride height.
45. and 46. With the wheels bolted on and the Equator back on terra firma, we drove the Su

45. and 46. With the wheels bolted on and the Equator back on terra firma, we drove the Suzuki straight to Porter's Alignment and Brake Service for an alignment. Mario used the QA1 wrench to adjust the coilover collar to achieve our desired ride height.
45. and 46. With the wheels bolted on and the Equator back on terra firma, we drove the Su
We always recommend a four-wheel alignment after any suspension modifications, but in our case, it was a no-brainer. Mario had the Equator dialed in with just a couple turns of his wrenches.
We always recommend a four-wheel alignment after any suspension modifications, but in our
48. Before we left Port's Alignment, we snapped this pic of the Suzuku at ride height. The stance is perfect and thanks to Bio Kustomz and Street Shock, we should have what we need to do beautiful drifts.
48. Before we left Port's Alignment, we snapped this pic of the Suzuku at ride height. T

49. After a quick test drive, we adjusted the QA1 coilovers by tweaking the compression and rebound settings. It was as simple as turning a knob.
49. After a quick test drive, we adjusted the QA1 coilovers by tweaking the compression an
50. At our inaugural THROWDOWN performance truck shootout, the Suzuki instantly gained respect from the other truck competitors to put the power to the pavement. To see how we made more then 300 rwhp from a V-6, check out next month's issue.
50. At our inaugural THROWDOWN performance truck shootout, the Suzuki instantly gained res

From the Driver Seat
Having spent extensive time behind the wheel of both factory and lowered Equators, I was blown away by the improvement in both ride and handling of Drift King. Corner turn-in is now nice and neutral without the typical push of rear-wheel-drive trucks. The ride is stiff, yet compliant enough for long drives and freeway cruising. Bumpsteer is nonexistent and traction is incrediblethere’s no axle wrap or tire hop. Lock-to-lock steering will quickly cause the shortened spindles to run out of room, which decreases overall turning radius, but with a midsized crew cab truck, turning radius was never impressive to start with. Overall, we’re extremely pleased with the Equator’s suspension transformation and we’re looking forward to dialing it in with a bigger front sway bar to help control the body roll.

Your Questions Answered:

Time spent working:	10 hours
Degree of Difficulty:	Professional
Tools Needed:	Assorted metric wrenches and sockets, grinder, welder, drill, cut-off wheel or plasma cutter, angle finder
Parts Used:
Continental CrossContact UHP 255/45R20 Tires	$305.00 (x4)
MB Wheels Gunner 6 20x8.5-inch wheels	$156.00 (x4)
Stillen front sport rotors NIS5600	$255.75
Stillen rear sport rotos NIS5750	$232.18
QA1 double adjustable front shcoks DDR7855P	$349.00 (x2)
QA1 double adjustable rear shocks DDR5855P	$329.00 (x2)
Total:	$3,687.93

SOURCE
Discount Tire Direct 24350 N. 20th Drive Building C, Suite 134 Phoenix AZ 85085 800-589-6789 www.discounttiredirect.com	QA1 Motorsports 21730 Hanover Avenue Lakeville MN 55044 800-721-7761 www.qa1.net
Stillen 3176 Airway Avenue Costa Mesa CA 92626 866-250-5542 www.stillen.com	Bio Kustumz Hemet CA 951-654-3195 www.biokustumz.com
Continental Tires 1830 MacMillan Park Drive Fort Mill SC 29707 704-588-5895 www.conti-online.com	Porter's Alignment & Brake Service 577 Mary Add Dr Redondo Beach CA 90278 1-310-318-1682