A vehicle body side structure is provided. A vehicle body side structure includes a front fender, a side sill garnish, and an aerodynamic duct. The front fender has a fender recess portion below a first wheel arch portion. The side sill garnish has a second wheel arch portion that faces the fender recess portion at the outer side in the vehicle width direction at interval and faces a rear end of the first wheel arch portion. The aerodynamic duct is interposed between the second wheel arch portion and the fender recess portion. The width of the second wheel arch portion gradually decreases in the front-rear direction of the vehicle body as it extends upward from the front end portion of the side sill garnish to an upper edge.

Embodiments provide an aerodynamic fairing system that may comprise a base configured to mount to a vehicle, an arm coupled to the base at a proximate end and extending laterally, and a fairing mounted to the arm having an inboard and an outboard surface. The fairing outboard surface may provide an aerodynamic outer surface to direct flow to an angle to the rear. The arm may a fixed or adjustable length arm. The arm may provide a mounting area for a mud flap such that aerodynamic system may act as a mud flap hanger. Embodiments also provide an adjustable mud flap hanger.

A cladding device of a side sill of a passenger vehicle includes an inherently rigid outer cladding element arranged in a longitudinal region of the side sill below a door opening which can be displaced between a cladding position and a release position. A flexible cladding element is provided, one end of which is arranged on the inherently rigid outer cladding element, which can be displaced with the inherently rigid outer cladding element during a displacement movement between the cladding position and the release position. The flexible cladding element is arranged in a region of the side sill covered by a vehicle door associated with the door opening when the inherently rigid outer cladding element is arranged in the cladding position. In the cladding position, a gap is covered between the end of the inherently rigid outer cladding element, which has the flexible cladding element, and another component.

The present invention relates to a convertible rearview mirror comprising a fixed portion associable with an outer surface and a movable portion, connected to the fixed portion by means of a joint system. The movable portion is rotatable with respect to the fixed portion between a first rearview position and a second deflected position, about a rotation axis of the joint system. The movable portion further comprises at least one reflective surface. The present invention also relates to a motorcycle comprising said rearview mirror.

The invention concerns a trim panel arrangement for trimming a body element of a vehicle, with a pivotably mounted air guide device which is movable by means of a kinematic arrangement into a retracted first function position and a fully extended second function position and vice versa. At low speeds and also at high speeds, this should ensure an optimum aerodynamics of the motor vehicle in the air flow. This is achieved in that the air guide device is formed in two parts and comprises a first and a second trim part which are pivotably connected together, and that the kinematic arrangement is formed from a primary and a secondary lever drive. The invention furthermore concerns a method for forced movement of the air guide device.

An air drag reduction apparatus attaches to the rear of vehicles having a generally rectangular rear end, such as tractor trailers, busses, and recreational vehicles. A left side roller is mounted in a generally vertical orientation to the rear of the vehicle and a right side roller is mounted in a generally vertical orientation to the rear of the vehicle, where the left side roller and the right side roller are each rotatable about a vertical axis. The left side roller and the right side roller may be mounted with attachment mechanisms which allow the rollers to each be moved out of the way as the rear door or doors of the vehicle are opened.

Drag reducing systems for vehicles are provided. In one aspect, a drag reducing system generally includes an airfoil rotatably couplable to the vehicle and configured to provide a lift force to the vehicle as a result of differential airflow velocity over the upper surface with respect to the lower surface. The drag reducing system may further include a flow alignment vane to rotationally align the airfoil to the direction of airflow. In another aspect, a drag reducing system generally includes an air vane hingedly couplable to a surface of a vehicle and configured to rotate from a first stowed position to a second deployed position. The air vane includes a flared leading portion to provide a force to bias the air vane toward the first position and a flared lateral portion to provide a force to rotate the air vane to the second deployed position.

A laterally extending aerodynamic deflector panel disposed upstream in front of an otherwise exposed uppermost portion of a vehicle wheel assembly, and arranged to divert headwinds from otherwise impinging upon drag-magnified uppermost wheel surfaces to thereby minimize overall vehicle drag.

An active front wheel deflector assembly (10) including a deflector panel (20) moveable between a stowed position and at least one deployed position wherein the deployment of the deflector panel (20) moves the deflector panel (20) into an airflow to direct air and improves aerodynamics. The active front wheel deflector assembly (10) combines linear actuation with rotational motion.

A bracket includes a base to be bonded to a surface of a side edge portion of a glass. The side edge portion and the base are joined with a combination of at least two types of adhesives. A first adhesive has a shorter curing time than a second adhesive. The second adhesive provides stronger joining after cured than the first adhesive. In the joining, the bracket is stabilized from the outside while the side edge portion and the base are in contact with each other with the first adhesive and the second adhesive interposed therebetween. The stabilization of the bracket from the outside is released upon the first adhesive being cured. Curing the second adhesive is allowed to proceed while the bracket continues to be stabilized with the first adhesive.