BTB: Equipt Expedition Outfitters

Editor’s Note:  Over the last year, we’ve dropped in on a number of companies in the adventure travel industry to see what life is like behind the Employees Only doors at the companies that make and sell the products we use day in and day out.  Over the winter we’ll be sharing our experiences with you so if you can’t get out and play, we’ve got some cool new content to tide you over until the springtime.

Apparently there’s some big thing happening with the sun and the moon today, but despite the fact that thousands of people are positioning themselves along a very specific path across the country, I’m slightly more focused on getting to a certain address in Salt Lake City, Utah.  My destination is Equipt Expedition Outfitters, and I’m going to spend a few hours learning all about the one of the most well-known and respected companies our industry. Many folks know Equipt Expedition Outfitters because they know Paul May.  But I have a confession to make: I don’t know Paul very well. I’ve certainly had the chance to chat with the man over the years at Overland Expo, where I’ve appreciated his hospitality (the man knows how to make a proper drink), but I’m honestly feeling like I’m not the most qualified guy to be writing the profile on a company whose Founder and Owner is so well known.

Pulling into the parking lot, the first thing that you fixate on are the rigs.  Just like that feeling you get pulling into a Rendezvous, Overland Expo or walking into SEMA for your very first time, you can’t help but feel just a little bit giddy parking next to these well-built, and more importantly well-traveled rigs.  On this Monday, the Equipt crew is just getting back from “product training” (Read: A weekend adventure with friends and family trying out new gear and learning more about current gear.) so there’s plenty of that familiar Utah dust on the rigs in the parking lot.

Step through the front door and you’re greeted with a showroom full of awesome gear.  Pictures of vehicles in epic locales cover the walls and unique decorations hold down the shelves – this is clearly the haunt of people who love to travel and explore.  I’ve barely had a chance to walk through the showroom when Raquel Donati (Equipt’s VP of Sales & Marketing) ushers me back into the warehouse, nicknamed “Big Toy Room” because it is also the place where you can play with nearly every product that Equipt sells.  But playing with things can wait – I’m here to learn more about the company, so Raquel and I sit down so she can bring me up to speed on everything Equipt.

Equipt Expedition Outfitters is the exclusive US Importer of Eezi-Awn, National Luna, Alu-Box, Escape Gear, and Kariba.  They also sell a number of other choice brands like TrekPak, MaxTrax, and Four Wheel Campers.  As Raquel puts it, “Equipt is a one-stop shop—you can find pretty much anything you need here, but regardless of how robust our product selections are, we are still highly selective about what partners we bring aboard, and which products we will carry. Our motto is Built Better, and that sentiment is the backbone of Equipt. We only offer the very best selection of gear, stuff that has proven to stand the test of time. There may be lighter options or something cheaper out there, but if you want gear that you can trust around the globe and back again, this is where you’ll find it.”

Equipt is the result of Paul May’s chance backcountry meeting with Eazi-Awn founder Jack Stuhler in the Utah desert circa 2004, where a common love for the outdoors and overlanding solidified an opportunity for Paul to become the exclusive Eezi-Awn importer in the states. Over the last 12 years, Paul has grown Equipt into the company that it is today.  I find that I really appreciate Paul’s approach to doing things, which is also something Lola Barron the Fulfillment Specialist, points out to me:  over the thousands of feet of space, there are tons of products setup so customers can come and put their hands on actual products before they buy them.  Playing with the products on the company’s rigs is also something that the crew is happy to entertain, and as long as you’re okay with getting a little dusty, you can check out real gear to your heart’s content.

Kristin is Paul’s niece and Equipt’s Chief Everything Officer and she tells me that over the last eleven years of working at Equipt, she has come to recognize the value of a relationship-based sales approach.  Customers come back to Equipt time and time again because they know that Equipt and the brands that Equipt sells stand behind their products and will go above and beyond to take care of their customers.  Integrity is also a key piece of the business model here, and I can’t think of a better way to relate that then when Paul told me that Equipt doesn’t put product on sale.  Equipt’s approach is to offer their best price to everyone, everyday.

Back in the shop, Paul is working with Craig to install a K9 Rack on Project Tundra.  These two work together like old friends and it’s clear to me that Paul spends time wearing many different hats for the company.  While the guys are putting holes in my truck, Raquel is showing me some gear from Eezi-Awn and talking about what it’s like day in and day out at Equipt.  She explains it like this:  “We have what big companies strive for.  As a small company, we do this to support a lifestyle, not to make business our lifestyle.”  As if I needed any more convincing that what Raquel is telling me is the truth and not canned-PR tripe, a bottle of champagne and some eclipse glasses suddenly materialize – because there is something pretty damn cool happening in the sky today.

The whole Equipt crew stops what they’re doing and meets out back behind the warehouse.  The eclipse is nearing it’s greatest occlusion of the Sun, and so bottles are uncorked, and eclipse glasses are donned.  It’s 11-something O’Clock on a Monday morning, and I’m watching a group of folks who are clearly happy to be together and happy in life take a minute to experience something that doesn’t happen every day.  It’s clear to me that what Lola told me is true as well – the folks at Equipt have a great time working together.  Craig is a retired electrician, but he’s here because he wants to work with Paul and the crew at Equipt.

Coming into my morning with Equipt, I have to say that I had expectations, because so many different folks over the years have told me what an outstanding guy Paul is.  While I will say that Paul is everything I’ve been lead to believe, I can tell you that he has also built a great team and a company at Equipt Expedition Outfitters.  Everyone who works at Equipt is exactly who you would want to spend time around a campfire with – and as it turns out campfire time is a big part of product training and testing.  A company can tell you a thousand tales of why they are the best or how serious explorers rely on their gear in extreme conditions, but when every single person who works at the company enjoys their work as much as the crew at Equipt does, you’ve found a great company to do business with.  Oh, and happening to sell really awesome gear helps too.

Learn more about Equipt Expedition Outfitters by visiting them at equipt1.com, or give them a call at +1 866-703-1026.  The folks at Equipt are all great people who are more than happy to chat about whatever project you’re working on, and share their expertise on everything from gear you need for the trip of a lifetime or weekend getaway, to where to find outstanding BBQ in SLC.

Equipt has been a long running sponsor of Expediton Overland, and on January 20th, 2018 at 7pm they’ll be hosting the Season 3 Wrap Party at Equipt HQ in Salt Lake City. Head here to sign up for an invitation and get the details.

 

Project Tundra // Suspension

Back in May, I installed some things on Project Tundra and something weird started happening.  I started getting this muscle soreness whenever I would drive the truck, and the problem seemed to be exacerbated by driving on dirt roads—especially when driving in a spirited manner (If I’m being honest, it happened on paved roads too….especially the twisty-windy ones.)  After seeking the help of various medical professionals with no luck, I took my problem to Google.  Rabbit holes were explored; but to no avail.  Months later, I can only conclude that I’m suffering from the thing that I hope has afflicted everyone who drives a vehicle off road:  Soreness of the face from too many Grins Per Mile.  And I put the blame squarely on the Icon Vehicle Dynamics (IVD) suspension for making my face hurt from grinning so much.

Not only has the raw enjoyment of the truck increased by installing IVD suspension, but the real world performance has improved considerably as well.  As a quiver-of-one vehicle, Project Tundra does everything from long hauls on America’s interstate system, to frequent trips on our favorite dirt roads.  Therefore, the truck’s suspension system needs to keep the vehicle rubber side down while dodging exploding semi-truck tires at 80 MPH in Utah, and soak up washboarded dirt roads in Arizona so that passengers can still play Jenga in the back seat.

Off the dealers’ lot, the stock TRD suspension is respectably capable—but there’s certainly room for improvement.  The folks at Icon Vehicle Dynamics have spent hundreds of man-hours developing suspension products specifically for the Toyota Tundra, and all of this R&D time enables them to suggest specific parts based on how you’re going to use your rig, and what you’re going to carry with it.  After talking about the end state of project tundra and how it would be used, IVD came up with a selection of parts that would make the Tundra perform like a magic carpet over a wide range of loads and roads.

PARTS OF THE PUZZLE

We were fortunate to get our hands on Icon’s new 3.0 Series coilovers and billet Upper Control Arms (UCAs) sporting the Icon Delta Joint for the front end of Project Tundra.  The 3.0 coilovers take the proven performance of the 2.5 Series coilovers and turn everything up to 11.  Everything on the 3.0’s is massive, as are the performance gains they provide over monotube shocks in every metric.  You can’t help but call the stock TRD-stickered Bilstein units ‘cute’ when they’re placed side by side with the 3.0 Series coilovers.  Installing a larger coilover assembly requires installing an aftermarket Upper Control Arm (UCA) that will clear the new coilover, yet this also provides real performance gains for suspension performance.

Icon’s Billet UCA’s with the Delta Joint give Project Tundra more wheel travel in the form of droop travel and the Delta Joint is far stronger than the stock ball joint.  Additional droop travel allows the tires to better stay in contact with the ground as the suspension (and thus tire) is what falls into a hole instead of the whole vehicle, keeping the vehicle more level.  The Delta Joint is a new product from IVD that combines the durability of a ball joint with the range of motion of a uni-ball.  The Delta Joint provides the benefits of both types of joints, and I’m quite eager to see how they hold up in the long run.  The UCA’s also allow for camber and caster adjustments, which can be used to help clear larger tires or dial in additional positive caster to tweak handling performance.

OUT BACK

To keep up with the front end, Icon provided us with their leaf expansion pack, hydraulic bump stop system, and VS 2.5 Series PBR Rear shocks with CDCV.  The leaf expansion pack provides ~1.5 inches of lift to the back of the truck and maintains the load carrying capacity without making Project Tundra ride like a dump truck.  The pack is installed between the stock main and overload spring so that factory towing and load characteristics are retained, and lift and comfort are added.  Icon has something spring related on the horizon that will be of great interest to the overland / adventure travel community and we will be updating this article as details emerge.

The hydraulic bump stop system was added to help keep the rear of Project Tundra in control, especially while carrying the additional loads that overland-style travel typically places on a vehicle.  Toyota’s stock bumpstops are about as soft as a lacrosse ball, and they instantly release all of the energy compressed into them right back out which can cause the back to the vehicle to kick or step out.  The bump stops provide bottom out control and are speed sensitive so that they can soak up big hard hits without limiting articulation and slow speed suspension movements.

Rounding out the system are Icon’s 2.5 Series shocks with Vehicle Specific (VS) valving, and the Compression Damping Control Valve (CDCV).  VS valving is the result of spending hours playing with shim-stacks, pistons, and other suspension variables to create a shock tuned specifically to the Toyota Tundra.  The CDCV allows me to dial in the amount of compression dampening we want in all of the shocks on project tundra, so we can crank up the compression for better road handling and big hits, and back it off for a more compliant ride when we’re going slow and doing technical trails.

WHEELS AND TIRES

When combined with Icon’s suspension system, a set of Icon Alloys Six Speed wheels allows project Tundra to clear a true 35 inch tire. These 17 x 8.5 inch wheels were developed with a specific +25mm offset that allows for lock-to-lock steering throughout the range of travel from full stuff to full droop. We wrapped our shiny new Six Speed wheels with Falken Tire MT01’s and A/T3Ws. Keep an eye out for a long term test on their tires, and we’ll be talking all about wheels and tires in a future Project Tundra article.

INSTALL

Installing all of these parts on Project Tundra took two days over the course of a weekend, and with the exception of an air chisel, no real specialized tools were required.  On Saturday, Chazz Layne and I were able to install everything on the front end with no real visits from Mr. Murphy.  You do have to cut a factory bumpstop to clear the new 3.0 Series coilover, and rather than take a corner off as the directions suggest, I opted to cut the whole bumpstop off, so that I could weld the bumpstop back on if I ever needed to in the future.  Likewise, you need to trim the ends of the swaybar, but I just opted to remove mine.  (DISCLAIMER:  AA and IVD can’t be held responsible for what you do to your truck…+LEGAL WORD VOMIT AS NEEDED)  We also had to elongate a hole on the reservoir mounting bracket, but other than that, everything was a bolt on installation easily completed in a leisurely day in the shop while stopping frequently to take photos.

On Sunday, I tackled the back end by myself, and here’s where you’ll need that air chisel I was mentioning.  The factory bump striker plates are riveted to the frame, so you’ll need to grind / chisel these mounts off so you can install the IVD mounts.  Installing the shocks is straightforward and took me maybe five minutes in total.  Installing the leaf expansion pack is also a pretty easy process, especially if you remove the leafs from the truck and use a jack and some planning to help haul your axle around.  With everything installed and properly torqued, the next thing to do is get the truck aligned.

SHAKEDOWN

Backing out of the garage, the difference was obvious, and things only got better from there.  The installation was done the week before Overland Expo West, and over the course of this summer I’ve taken project Tundra all over the Southwest, driving on everything from desert freeways to Colorado passes.  In every type of terrain, at high speeds and at low speeds the suspension has soaked up and confidently handled everything I’ve pointed the truck at.

Even when loaded down with the family and toys for a long weekend of play, the truck still had outstanding handling and performance.  While the addition of cargo weight obviously sags the suspension out just like it would any vehicle, being able to add compression dampening with just a few clicks helps keep the truck’s handling in check when loaded with gear.  Where a monotube shock valved for a lightly loaded truck would blow through it’s travel when saddled with additional weight, the IVD suspension keeps things in in control with a few additional clicks of compression dampening.

IT’S TIME TO REDEFINE ADVENTURE TRAVEL / OVERLANDING SUSPENSION

Just like any other sport or industry, the overlanding / adventure travel industry has its stigmas about what constitutes suspension perfection and about a million other ‘best options.’ Well, stigmas were meant to be broken.  If folks didn’t bother to break the mold and try something new, innovation wouldn’t be a thing, which is why I’m so glad that Icon Vehicle Dynamics is pushing their suspension into our industry.  Call it desert racing suspension or whatever you want, the fact of the matter is IVD’s suspension systems are brilliant for how we use our vehicles.  I’ve logged hundreds of thousands of miles on Australian-made monotube shocks, and while those systems work well and are certainly an upgrade from any stock suspension, they’re not on the same level as Icon suspension.

Going with a top shelf system from Icon Vehicle Daynamics is certainly going to cost more than a monotube shock setup—but this is an upgrade where you get what you pay for.  I know that conventional thinking in the industry would steer folks to stick with the tried and true, but I’m a big fan of tinkering, and trying new things.  Going with ‘desert racing suspension’ has worked out quite well for me and project tundra.  The performance (and safety) gains are night and day, and I don’t see any reason why these components wouldn’t last as long, if not longer with proper maintenance than anything else out there.  And besides, having suspension that can handle the occasional surprise whoop section or occasional airing out of the tires happens to be a hell of a lot of fun.

Full Disclosure: Icon Vehicle Dynamics, Icon Alloys, and Falken Tires generously contributed products for this build at no cost to Chad de Alva or American Adventurist. That said, American Adventurist staff members have been using and abusing IVD products for over a decade with zero trail failures in the some of the harshest terrain in North America.