What is in every trailer as standard, what the materials are and why, and what the priced options cost. No “call for pricing” anywhere on this page.
This is the baseline, not the upgrade list. Anything below can be changed; nothing below is an extra.
Every one of these costs us more than the common alternative. They are also the six decisions that decide whether a trailer is still square in ten years.
Hot-dip primed tube steel, welded by the factory that has built these for decades — not mild steel with a coat of paint, and not a bolted kit frame. Everything we hang off it is aluminum, which is why our fit-outs weigh hundreds of pounds less than the steel equivalent.
Laid over the sealed factory floor. It takes a dropped engine, a spilled jug of race gas and eleven Californian winters, and it is the cheapest single thing that stops a floor going soft.
Independent torsion with electric brakes on every wheel. Quieter at seventy than a leaf-spring setup, and considerably kinder to whatever you have strapped down inside.
Marine grade, labeled end to end, fused and diagrammed. You get the schematic with the keys, which matters when you are three states away on a Saturday.
Every rack, stand and bracket coated in house — in your team colors at no extra cost, because the powder costs the same whatever color it is.
Walls and roof as standard, floor on the cold-weather package. It is as much about condensation as temperature: gear that stays dry lasts longer.
Published prices, not “call for pricing”. These are the same figures the configurator adds up, so the two can never disagree. What a given platform already includes is shown on its model page.
Interior finish is priced per foot of trailer, so the configurator works it out from the length you pick. Option pricing is confirmed in the written quote before we place the factory order. Anything not on this list is quoted individually — roughly a third of what we build includes something that has never appeared on an option list.