An electromechanical chassis actuator, for example an actuator of a roll stabilizer, for a motor vehicle has a torque measuring arrangement based on the inverse magnetostrictive principle. At least one electronic unit has a printed circuit board which is connected at least indirectly to an actuator housing through a rivet connection.

There is provided a method of manufacturing a suspension arm for a vehicle. The method includes a preform forming operation of forming a preform as a preliminary molding object for forming the suspension arm for a vehicle; and a main-molding-object forming operation of hot-pressing the preform to form a main molding object for forming the suspension arm for a vehicle. The preform formed in the preform forming operation may be formed in a shape corresponding to a shape of the main molding object, and may be formed in a shape offset inward from an outer shape of the main molding object by a predetermined dimension.

There is provided a suspension arm for a vehicle used in a suspension device of a vehicle. The suspension arm may include: a body portion constituting a basic body of the suspension arm; and a plurality of mounting portions configured to connect the suspension arm to a wheel-side member or a vehicle-body-side member. At least one of the plurality of mounting portions may be configured to include a bushing coupling portion and a fastening portion formed to extend from the bushing coupling portion to one side, such that the fastening portion may be coupled to a coupling portion provided on one side of the body portion in surface-contact with state.

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 vehicle including a frame; a motor; at least one ground engaging member; at least one suspension member pivotally connecting the ground engaging member to the frame; at least one double bonded bushing being disposed in an end portion of the at least one suspension member; at least one wear plate disposed between a first end of the at least one double bonded bushing and the frame, the at least one wear plate being rotationally fixed relative to the frame, the first end of the at least one double bonded bushing abutting the at least one wear plate, the at least one wear plate being selectively removable from the vehicle; and at least one shaft extending through a portion of the frame, the at least one double bonded bushing, and the at least one wear plate.

A stabilizer clamp for a vehicle stabilizer may include an inner region for receiving a vehicle stabilizer and at least two at least partially opposite end regions for closing the stabilizer clamp. A first of the at least two at least partially opposite end regions may have a connecting element, and a second of the at least two at least partially opposite end regions may have a connecting element receptacle for producing at least a form-fitting connection between the connecting element and the connecting element receptacle. The connecting element may be at least one rivet, and the at least one connecting element receptacle is at least one rivet hole, and the form-fitting connection that is produced is at least a riveted connection.

A bracket for a vehicle stabilizer is provided and includes an elastomer element for receiving a stabilizer spring, a first and a second bracket element. The first and the second bracket elements are connectable in such a way that the elastomer element is fixed between the first and the second bracket elements. A connection means for connecting the first and the second bracket elements is formed on the first and second bracket elements, the connection means has at least one connection pin and a connection recess. In a connection state of the first bracket element and of the second bracket element, the connection pin is inserted into the connection recess, and in the connection state the connection pin is frictionally fixed in the connection recess and/or the connection pin is riveted in the connection recess in a positive manner and/or the connection pin is cohesively fixed in the connection recess.

A vehicular suspension control arm comprises a first arm component and a second arm component formed from sheet metal, each arm component comprising an outer wall and two side walls, bushing connecting means adjacent a first end, at least one bracket receiving rivet aperture adjacent a second end, at least one component connecting rivet aperture located between the first end and the second end, a ride bushing and a handling bushing, a ball joint bracket comprising bracket rivet apertures corresponding to the at least one bracket receiving rivet aperture adjacent the second end of each of the first and second arm components and a plurality of rivets. When constructed, the ball joint bracket is riveted to both the first and second arm components adjacent the second end thereof via the at least one bracket receiving rivet aperture and the corresponding at least one bracket rivet aperture, the first arm component is riveted to the second arm component at the at least one component connecting rivet aperture, the ride bushing is connected at the first end of the first arm component and the handling bushing is connected at the first end of the second arm component.

A chassis control arm for a wheel suspension has a control arm body, a spring abutment and an actuator which is arranged between the control arm body and the spring abutment and with which the position of the spring abutment relative to the control arm body can be adjusted. The actuator comprises a lifting gear which is configured as a movement thread and which includes a lifting spindle on which the spring abutment is arranged or on which the spring abutment is axially movably mounted.

A vehicular suspension control arm comprises a first arm component and a second arm component formed from sheet metal, each arm component comprising an outer wall and two side walls, bushing connecting means adjacent a first end, at least one bracket receiving rivet aperture adjacent a second end, at least one component connecting rivet aperture located between the first end and the second end, a ride bushing and a handling bushing, a ball joint bracket comprising bracket rivet apertures corresponding to the at least one bracket receiving rivet aperture adjacent the second end of each of the first and second arm components and a plurality of rivets. When constructed, the ball joint bracket is riveted to both the first and second arm components adjacent the second end thereof via the at least one bracket receiving rivet aperture and the corresponding at least one bracket rivet aperture, the first arm component is riveted to the second arm component at the at least one component connecting rivet aperture, the ride bushing is connected at the first end of the first arm component and the handling bushing is connected at the first end of the second arm component.