Suzuki Equator

Until Suzuki launched its new Equator pickup truck, owners of its motorcycles and off-road sport vehicles were forced to tow or haul around their toys in some other brand’s truck. Believing they were missing some automatic sales from those Suzuki-loyal customers zipping around on their ATVs and dirt bikes, the decision makers at Suzuki brainstormed over the issue. The resulting a-ha moment sent them off to Nissan to contract for a version of its midsize Frontier pickup. Built side by side on the same assembly line in Nissan’s Smyrna, Tenn. plant, Equator and Frontier share a number of mechanicals and other elements, but there are a few distinctions as well.

Out of the box the Equator comes with a better powertrain warranty and six standard airbags rather than Frontier’s two. Adding the front side-impact and side curtain airbags in the Frontier will set you back an extra $550. The factory spray-on bedliner is standard on all Equators, but optional on some Frontier King Cabs and will set you back $430. The Frontier has a full-size spare tire while the Equator’s is a temporary spare.

Virtually every exterior piece from the A-pillar rearward is identical with the exception of the badging. The Equator does, however, get its own unique hood, grille, bumpers and front fenders. Inside the seating fabric and the badging are all that sets the Frontier and Equator apart. Most of what you don’t see from the curb is borrowed from the Frontier.

My test Equator was the front-wheel-drive $28,095 Crew Cab Sport with the six-foot cargo box. It is toward the top of the Equator food chain. When shopping the Equator, you can choose between the four-door Crew Cab and the two-door Extended Cab. The Extended Cab comes in Base, Comfort, Premium and Sport trim. No factory options are available on any Equator. If you want a particular feature, you have to move up to the trim level offering it. All Extended Cabs get the six-foot box. Only the Sport, though, can be outfitted with four-wheel drive. The least pricy of the various Equator trims and combinations, the Extended Cab Base rings the register at $17,995.

Powering the Extended Cab Base is a 152-horsepower 2.5-liter four-cylinder engine. A five-speed manual transmission escorts engine output to the rear wheels. A four-speed automatic transmission is available with the 2.5L, but you have to opt for the $22,450 Premium trim to get it. The Extended Cab Sport is only available with the 261-horsepower 4-liter V6 and the four-speed automatic.

Offered in Base, Sport and the more off-road capable RMZ-4 and RMZ-4 Sport trims, the Crew Cab can be fitted with either a five-foot or six-foot cargo box; although the RMZ-4 versions only come with the short bed. All Crew Cabs generate power from the V6 and four-speed automatic tranny. The Sport trim level is the only one offering either FWD or 4WD. The Crew Cab Base is only FWD, while the two RMZ-4 trims are only 4WD. The top-of-the-line RMZ-4 Sport totals out at $31,375.

This is a body-on-frame design with a boxed frame. That is to say, it’s a truck. All Extended Cabs and the Crew Cabs with the five-foot box ride on a 125.9-inch wheelbase. The overall length is 206.6 inches. Opting for the six-foot box on the Crew Cab increases the wheelbase to 139.9 inches and an overall length of 220.1 inches. A double-wishbone setup in the front and a solid rear axle with leaf springs in the rear comprise the primary suspension components. Over pavement the ride is more civilized than you might expect. Most surface inconsistencies are absorbed before reaching the seat of your pants. Long suspension travel improves off-road prowess.

Controlled by a part-time two-speed shift-on-the-fly transfer case, the available 4WD is engineered for more than simply snowy roads. Serious off-roaders have the opportunity to move up to the enthusiast-targeted RMZ-4 that can include Hill Descent Control and Hill Hold Control.

Monitored by an antilock system, front and rear disc brakes bring Equators to a stop. Electronic brakeforce distribution is standard, but only Sport and RMZ-4 versions have traction control and only the RMZ-4 Sport has stability control.

There is not much in the Equator’s cabin to differentiate it from the Frontier. The dashboard, instrumentation and switchgear are all the same. Air conditioning is standard in all trim levels, as is a fold-flat front passenger seat. The front seats are firm, offering generous side bolsters. The 60/40 split rear seat in the Crew Cab can have its bottom cushions folded up or the entire seat folded down for an elevated storage area. Although rear-seat legroom is a bit tight, most backseat occupants should be comfortable enough even when seated three abreast.

The standard audio system is a six-speaker setup with AM/FM receiver and CD player. To get an upgrade as basic as an auxiliary input jack for personal listening devices, you have to move all the way up to the RMZ-4 Sport trim with its eight-speaker Rockfor-Fosgate system.

Suzuki isn’t making any predictions regarding sales numbers; however, expectations are modest. This is a growth segment for Suzuki and any sales will be more than it had before. Despite the Extended Cab being the pickup’s price leader, current estimates have the sales about evenly split between it and the more expensive Crew Cab. In the meantime, Suzuki is already cross promoting the Equator and its sport vehicles. No doubt there will be a lot of back slapping going on at American Suzuki in Brea, Calif. if this marketing idea works. What next, a Suzuki RV?

By Russ Heaps
MyCarData