An automobile undercarriage component has at least three elongated arms, each including a web and a rib having an inner wall surface. One of the three elongated arms is a first arm having a first one of the ribs and at least one of the three elongated arms is a second arm having a second one of the ribs. For each of the second ones of the ribs, the leading end of the respective second one of the ribs has a width in the direction parallel to the plane of the web and transverse to the direction of elongation of the arm which is narrower than the width of a leading end of the first one of the ribs, as an inner wall surface is disposed closer to an opposing outer wall surface in the respective second one of the ribs as compared to the first one of the ribs.

An automobile undercarriage component has at least three elongated arms, each including a web and a rib having an inner wall surface. One of the three elongated arms is a first arm having a first one of the ribs and at least one of the three elongated arms is a second arm having a second one of the ribs. For each of the second ones of the ribs, the leading end of the respective second one of the ribs has a width in the direction parallel to the plane of the web and transverse to the direction of elongation of the arm which is narrower than the width of a leading end of the first one of the ribs, as an inner wall surface is disposed closer to an opposing outer wall surface in the respective second one of the ribs as compared to the first one of the ribs.

A suspension device for vehicles (a front suspension (10)) is disclosed in which, of connecting portions (23, 24) of a lower arm (20) and a tie rod (6) for connection to a knuckle (35), one of the connecting portions (24) which is close to the rear of the vehicle is offset inward in the vehicle width direction with respect to the other connecting portion (23) which is close to the front of the vehicle, in the steering neutral state. The center (P2) of a lower end portion of a coil spring (60) is offset outward in the vehicle width direction and rearward in the vehicle's longitudinal direction with respect to the center (P1) of an upper end portion of the coil spring (60).

A suspension device for vehicles (a front suspension (10)) is disclosed in which, of connecting portions (23, 24) of a lower arm (20) and a tie rod (6) for connection to a knuckle (35), one of the connecting portions (24) which is close to the rear of the vehicle is offset inward in the vehicle width direction with respect to the other connecting portion (23) which is close to the front of the vehicle, in the steering neutral state. The center (P2) of a lower end portion of a coil spring (60) is offset outward in the vehicle width direction and rearward in the vehicle's longitudinal direction with respect to the center (P1) of an upper end portion of the coil spring (60).

A side by side vehicle is disclosed having a vehicle frame having frame tubes extending from a front to a rear. A vehicle seat frame is positioned in a mid portion of the frame, and positions a seat frame at a raised position relative to the frame tubes. A powertrain is positioned rearward of the vehicle seat frame and is coupled to the vehicle frame. Side by side seats are supported by the seat frame; and one or more storage units are positioned under the side by side seats. The side by side vehicle also has a rear suspension comprising at least one rear alignment arm coupled to each side of a rear of the vehicle frame, where the alignment arms are coupled to the vehicle frame at front and rear connection points. A distance between the front connection points is greater than a distance between the rear connection points, and at least a portion of the powertrain is positioned between the front connection points of the alignment arms.

Provided is a supporting structure for a shock absorber of a suspension device of a utility vehicle. The supporting structure for a shock absorber includes a shock absorber and a vehicle body frame. The shock absorber is supported on a support portion of the vehicle body frame from below the vehicle body frame, and a rollover protective structure (ROPS) is connected to the support portion from above the vehicle body frame.

Provided is a supporting structure for a shock absorber of a suspension device of a utility vehicle. The supporting structure for a shock absorber includes a shock absorber and a vehicle body frame. The shock absorber is supported on a support portion of the vehicle body frame from below the vehicle body frame, and a rollover protective structure (ROPS) is connected to the support portion from above the vehicle body frame.

A link arm for connecting a first unsuspended mass to a second suspended mass, and its manufacturing method are provided. In some embodiment the arm applies in particular to a suspension system for a motor vehicle, wherein the arm is able to equip a wheel suspension by having triangular housings to receive a stub axle of the wheel and two connecting links to the chassis of the vehicle. In some embodiments, the arm comprises housings to receive a first linkage joint to the first mass, and at least a second linkage joint to the second mass, and comprises: a stiffening portion which comprises a first thermoplastic or thermosetting matrix composite material reinforced with fibers and which comprises a peripheral rim of the arm, and an anti-buckling portion interposed in the stiffening portion and extending from the rim over substantially the entire arm.

The present invention provides a vehicle differential linked to and is arranged to move with a control arm and/or an a-arm of a suspension assembly, providing a floating differential suspension system. The differential is adapted to be mounted independent of the vehicle frame. Advantages of a floating differential suspension system include better alignment between the differential and the transfer case, reduced drive shaft movement in the vertical direction, minimal plunge at the drive shaft splines, longer axle length with increased wheel travel, decreased angle at mechanical connections, reduced camber change through the wheel travel, lower frame construction with increased range of suspension travel, and reduced risk of vehicle roll over without compromising the range of suspension travel.

The present invention provides a vehicle differential linked to and is arranged to move with a control arm and/or an a-arm of a suspension assembly, providing a floating differential suspension system. The differential is adapted to be mounted independent of the vehicle frame. Advantages of a floating differential suspension system include better alignment between the differential and the transfer case, reduced drive shaft movement in the vertical direction, minimal plunge at the drive shaft splines, longer axle length with increased wheel travel, decreased angle at mechanical connections, reduced camber change through the wheel travel, lower frame construction with increased range of suspension travel, and reduced risk of vehicle roll over without compromising the range of suspension travel.