A car having: a frame; two rear drive wheels; two rear suspensions, which support the two rear wheels; a drivetrain having two axle shafts, which transmit the motion to the rear drive wheels; a rear subframe, which is fixed to the frame in four fixing points through the interposition of elastic isolating elements, directly supports at least part of the drivetrain, and provides a coupling for the rear suspensions. The four fixing points are substantially arranged at the same vertical height. The frame has two “C”-shaped elements, each having its two ends in the area of two fixing points. Two stiffening beams are provided, each arranged longitudinally and screwed to the frame in the area of the ends of a corresponding “C”-shaped element.

A utility vehicle includes: a vehicle body frame including a cabin frame portion; a loading bed tiltable between a normal position and a dumping position; and an intake unit including an intake port. The intake unit is disposed above a rear wheel and extends over a height range overlapping a height range over which the loading bed in the normal position extends, and a location of the intake unit in a vehicle width direction substantially coincides with a location of a side wall portion of the loading bed in the vehicle width direction. The intake unit is located rearward of the cabin frame portion and exposed to the outside in the vehicle width direction. The intake unit is fixed to the vehicle body frame at a distance from a trajectory along which the loading bed is tilted.

Systems, vehicles, and assemblies that include a prime mover, a transmission, and a coupler. The coupler couples the prime mover and the transmission. A preferred embodiment includes a system for forming a rigid body that includes a rotational prime mover and a transmission assembly. The transmission assembly transmits at least a portion of the rotational energy from the prime mover to a driven member at a frequency. The system includes a first and a second bridging member. Coupling the first bridging member to the second bridging member forms a symmetric bridge or coupler. The symmetric bridge is symmetric about a first plane of symmetry. Furthermore, coupling a first portion of the bridge to the rotational prime mover and coupling a second portion of the bridge to the transmission assembly forms the rigid body. The rigid body further includes the bridge.

Systems, vehicles, and assemblies that include a prime mover, a transmission, and a coupler. The coupler couples the prime mover and the transmission. A preferred embodiment includes a system for forming a rigid body that includes a rotational prime mover and a transmission assembly. The transmission assembly transmits at least a portion of the rotational energy from the prime mover to a driven member at a frequency. The system includes a first and a second bridging member. Coupling the first bridging member to the second bridging member forms a symmetric bridge or coupler. The symmetric bridge is symmetric about a first plane of symmetry. Furthermore, coupling a first portion of the bridge to the rotational prime mover and coupling a second portion of the bridge to the transmission assembly forms the rigid body. The rigid body further includes the bridge.

A vehicle is disclosed. The vehicle may include a hydraulic system. The vehicle may include a sway bar. The sway bar may be positioned rearward of a hydraulic pump of the hydraulic system. A console having a first hydraulic input may be provided in an operator area of the vehicle.

A vehicle is disclosed. The vehicle may include a hydraulic system. The vehicle may include a sway bar. The sway bar may be positioned rearward of a hydraulic pump of the hydraulic system. A console having a first hydraulic input may be provided in an operator area of the vehicle.

A vehicle that can realize measures for water exposure of intake ducts by a simple configuration is provided. The vehicle has a front seat, an engine and a continuously variable transmission at least partially located on a rear side of a front-end of the front seat and a bottom side of a lower end of the front seat, intake ducts at least partially extending from a rear side toward a front side on the bottom side of the lower end of the front seat, having intake ports in front-end portions, and sending outside air taken in from the intake ports to the continuously variable transmission, and a front cover covering both the front-end portions of the intake ducts, wherein the front-end portions of the intake ducts are located on a front side of the front-end of the front seat and a top side of the lower end of the front seat.

A vehicle that can realize measures for water exposure of intake ducts by a simple configuration is provided. The vehicle has a front seat, an engine and a continuously variable transmission at least partially located on a rear side of a front-end of the front seat and a bottom side of a lower end of the front seat, intake ducts at least partially extending from a rear side toward a front side on the bottom side of the lower end of the front seat, having intake ports in front-end portions, and sending outside air taken in from the intake ports to the continuously variable transmission, and a front cover covering both the front-end portions of the intake ducts, wherein the front-end portions of the intake ducts are located on a front side of the front-end of the front seat and a top side of the lower end of the front seat.

A control apparatus for a vehicle includes an input-rotation limiting portion configured, when the vehicle starts running and is accelerated, to calculate an estimated speed value that is a speed value of an input rotational speed of an automatic transmission upon elapse of a predetermined length of time, and to calculate an estimated force value that is a force value of a piston pressing force acting on a piston in a forward direction in a released engagement device upon the elapse of the predetermined length of time, based on a centrifugal hydraulic pressure in a pressure chamber of the released engagement device and the centrifugal hydraulic pressure in a canceller chamber of the released engagement device. When the estimated force value is not smaller than a predetermined threshold, the input-rotation limiting portion restrains an increase of the input rotational speed.

A control apparatus for a vehicle includes an input-rotation limiting portion configured, when the vehicle starts running and is accelerated, to calculate an estimated speed value that is a speed value of an input rotational speed of an automatic transmission upon elapse of a predetermined length of time, and to calculate an estimated force value that is a force value of a piston pressing force acting on a piston in a forward direction in a released engagement device upon the elapse of the predetermined length of time, based on a centrifugal hydraulic pressure in a pressure chamber of the released engagement device and the centrifugal hydraulic pressure in a canceller chamber of the released engagement device. When the estimated force value is not smaller than a predetermined threshold, the input-rotation limiting portion restrains an increase of the input rotational speed.