A universal axle-hub assembly is provided for an off-road vehicle. The universal axle-hub assembly comprises a wheel hub that receives a constant velocity (CV) axle snout into an opening extending through an axle support of the wheel hub. An outboard-most portion of the opening is a splined portion that engages with similar splines disposed on an outboard-most portion of the CV axle snout. An inboard-most portion of the opening is a smooth portion that receives a smooth portion of the CV axle snout. The axle support extends through an entirety of the width of a bearing that supports the wheel hub, such that the bearing supports the smooth portion of the CV axle snout and substantially eliminates shear forces acting on the splined portion of the CV axle snout. A bearing carrier supports the bearing and may be fastened onto a trailing arm or a spindle of the off-road vehicle.

A low suspension arm strut coupling is provided for a suspension of an off-road vehicle. The suspension comprises a lower suspension arm that is hingedly coupled between a chassis of the off-road vehicle and a spindle assembly that is coupled with a front wheel. An upper suspension arm is hingedly coupled between the chassis and the spindle assembly. A strut is coupled between the lower suspension arm and the chassis. A lower pivot couples the strut to the lower suspension, and an upper pivot couples the strut to the chassis. The upper and lower pivots provide a lower center of gravity of the off-road vehicle and a relatively smaller shock angle. The lower suspension arm is reinforced to withstand forces due to movement of the front wheel and operation of the strut in response to travel over terrain.

A two-piece limit strap clamp for use with a shock absorber and a limit strap retention device is provided. The pieces couple together around the upper end of a shock absorber. The clamp has a protrusion that extends outwardly and is adapted for attachment of the top end of a limit strap. The lower end of the limit strap may be attached to a mounting tab that is coupled to the lower mounting bracket of the shock absorber. Also disclosed is a limit strap with a tether coupled to a spring of the shock absorber to prevent the limit strap from bowing out when the shock absorber is compressed. A method of use of a limit strap with a tether is also disclosed.

A driving assistance apparatus according to an embodiment includes a vehicle height adjusting mechanism that adjusts vehicle height of a vehicle; a progress parameter acquiring unit that acquires a progress parameter expressing a degree of progression until the vehicle reaches a target object in front of the vehicle; and a control section that controls the vehicle height adjusting mechanism based on the progress parameter.

A suspension thrust bearing device that provides a lower support cap, an upper bearing cap and at least one bearing arranged between the caps. The upper bearing cap includes an outer skirt radially surrounding the lower support cap. The lower support cap ha at least one annular flange extending towards the outer skirt of the upper bearing cap while remaining radially spaced apart from the outer skirt. The upper bearing cap further includes at least one annular rib extending axially towards an upper surface of the flange of the lower support cap while remaining axially spaced apart from the lower support cap. The annular rib is radially located between the outer skirt of the upper bearing cap and the bearing.

A suspension thrust bearing device providing a lower support cap, an upper bearing cap and at least one bearing arranged between the caps. The upper bearing cap includes an outer skirt radially surrounding the lower support cap. The lower support cap having at least one annular deflector flange extending towards the outer skirt of the upper bearing cap while remaining radially spaced apart from the outer skirt, the deflector flange having a lower inclined surface extending obliquely downwards.

An assembly includes a spring seat, a spring seat insert, and a seal. The spring seat is slidable along the spring seat insert to define an expandable fluid chamber therebetween. The spring seat includes a groove defining a mating surface. The seal is between the spring seat and the spring seat insert. The seal includes a mating portion at the first end engageable with the mating surface of the groove to prevent fluid from exiting the fluid chamber.

A wear sleeve for a shock body is disclosed. The wear sleeve inner diameter (ID) that is larger than an outer diameter (OD) of a shock body. A wear sleeve OD that is smaller than a spring coupler ID, such that the wear sleeve will fit about the outside of said shock body and between the shock body and the spring coupler.

A suspension is provided for coupling a front wheel with a chassis of an off-road vehicle. The suspension comprises upper and lower suspension arms that each includes two inboard mounting points to the chassis and one outboard rod-end joint to a spindle assembly coupled with the front wheel. A ball comprising each outboard rod-end joint is fastened by way a bolt between a pair of parallel prongs extending from the spindle assembly. The upper suspension arm is configured to facilitate coupling a strut between the lower suspension arm and the chassis. A steering rod is coupled with the spindle assembly by way of a steering rod-end joint that is disposed forward of a drive axle, thereby decreasing leverage of the front wheel on the steering rod and substantially eliminating bump steer that may occur due to rough terrain.

A leading-edge steering system is provided for a front suspension of an off-road vehicle. The leading-edge steering system is comprised of a spindle assembly that supports a drive axle assembly to conduct torque from a transaxle to a front wheel. A first rod-end joint pivotally couples an upper suspension arm and the spindle assembly, and a second rod-end joint pivotally couples a lower suspension arm and the spindle assembly. A steering rod-end joint pivotally couples a first end of a steering rod with a leading-edge portion of the spindle assembly. A steering gear is coupled with a second end of the steering rod and configured to move the steering rod, such that the spindle assembly rotates with respect to the upper and lower suspension arms. The leading-edge portion is configured to exert primarily tensile forces on the steering rod during travel over rough terrain.