A resilient pivot assembly including: a first housing member and a second housing member held together side-by side; and configured to present a central aperture sized to accept a shaft or shaft sleeve wherein the first housing member has a first groove/channel and the second housing member has a second groove/channel; a shaft with a third groove/channel that extends at least partly around the circumference of the shaft or the outer surface of a sleeve; where the first, second and third grooves/channels cooperate to form a generally annular shaped channel that houses at least one tubular shaped resilient member and supports the shaft so that it may readily partly or fully rotate about its axis.

A lower arm 13 of a double wishbone type suspension device includes a substantially linear lateral arm 19 of which one end is connected to a vehicle body and the other end is connected to a knuckle 11 and a compression arm 20 of which one end is connected to the vehicle body and the other end is connected to a middle portion of the lateral arm 19 in the vehicle width direction, the lateral arm 19 is connected to a lower end of a stabilizer link 31 at the inside of a hole portion 19a opened to an upper surface of the lateral arm, and the other end of the compression arm 20 is connected to the lateral arm 19 at bifurcated portions 20a and 20b interposing the hole portion 19a from the inside and the outside in the vehicle width direction.

A stabilizer-bar holding device includes a bracket and a body for a vehicle, which hold a stabilizer bar. A normal line that is normal to each of a pair of mounted surfaces of a pair of mounted portions of the body is inclined with respect to an up and down direction of the vehicle. A holding surface of a holder of the body has a first holding surface that is a flat surface greater than each of the pair of mounted surfaces in angle of inclination with respect to the up and down direction. An up and down plane extending in the up and down direction through a central axis of the stabilizer bar extends through the first holding surface in a state in which the stabilizer bar is held by the stabilizer-bar holding device.

A vehicle includes a torsion bar including a central portion, a left coupling, and a right coupling. The central portion extends in a lateral direction in front of a left drive shaft and a right drive shaft. The left coupling is positioned to the left of the central portion and coupled to a portion of a left lower arm that is rearward relative to the left drive shaft. The right coupling is positioned to the right of the central portion and coupled to a portion of a right lower arm that is rearward relative to the right drive shaft.

The present invention provides a shock absorber serving as a cylinder device capable of securing a clearance between an outer tube and a peripheral member and improving bending rigidity of the outer tube. An outer tube 104 housing an inner tube 103 is provided with a pair of knuckle bracket fastening plates 110a and 110b protruding in one direction from an outer surface of the outer tube 104. The pair of knuckle bracket fastening plates 10a and 110b has wide surfaces facing each other, and the wide surfaces are provided along an axial direction of the outer tube 104. When the inside of a vehicle is defined as a virtual region I 192 and the outside of the vehicle is defined as a virtual region II 193 with a virtual line 191, which passes through a stroke center line 71 and matches the inside and outside of the vehicle, as a boundary in an orthogonal cross section at an arbitrary axial position of the outer tube 104 orthogonal to the stroke center line 71 of a piston rod 102, a cross-sectional area A.sub.i1 of the outer tube 104 in the virtual region I 192 is made larger than a cross-sectional area A.sub.o1 of the outer tube 104 in the virtual region II 193.

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. The sway bar system further includes a first electronically controlled damper link which is coupled to the first end of the sway bar. The first electronically controlled damper link is configured to be coupled a first location of a vehicle. The sway bar system also has a second link which is coupled to the second end of the sway bar. The second link is configured to be coupled a second location of the vehicle.

A connecting arrangement for a stabilizer of a vehicle, with at least one lever that extends transversely to a longitudinal direction. The lever has a bearing eye provided with a non-circular inner circumferential contour. A torsion-bar spring with a rotation axis extends in the longitudinal direction. The torsion-bar spring has an outer circumferential contour, at least at one end, that matches the inner circumferential contour of the bearing eye and which fits into the bearing eye. The wall of the bearing eye is cut through by at least one slit extending in the longitudinal direction, by which two opposite wall sections of the wall are separated from one another. The two wall sections are pressed against the non-circular outer circumferential contour of the torsion-bar spring by at least one releasable clamping element.

A linking arm assembly incorporating an improved connection between an elongated rod portion and an engagement element such as a ball stud or the like adapted to join the linking arm to another structure. The linking arm assembly may incorporate an improved ball and socket connection. The socket may include an arrangement of flexible rib elements that are compressed when the ball stud is inserted so as to bias against the ball during use.

The present invention relates to all terrain vehicles having at least a pair of laterally spaced apart seating surfaces. More particularly, the present invention relates to trail compliant side-by-side all terrain vehicles.

Provided is a stabilizer capable of improving ride quality and adjustment stability. To this end, the automobile according to the exemplary embodiment of the present invention includes: an actuator; a first stabilizer bar which has one end coupled to one end of the actuator; a second stabilizer bar which has one end coupled to the other end of the actuator; and a decoupler which couples at least one of one end of the first stabilizer bar and one end of the second stabilizer bar to the actuator.