Abstract: A vehicle includes a vehicle structure that extends along a longitudinal axis. An engine includes a crankshaft that defines a crank axis disposed substantially transverse to the longitudinal axis. A transmission includes an output shaft that defines a transmission output axis substantially parallel with the crank axis. The transmission output axis is disposed nearer the forward end of the vehicle structure than the crank axis. The crank axis is disposed vertically above the transmission output axis a distance of about 140 mm. The engine includes at least one cylinder bore that defines a bore axis disposed perpendicular to and may intersect the crank axis. The bore axis may be angled toward the forward end of the vehicle structure to define an angle between the bore axis and a vertical plane. The angle between the bore axis and the vertical plane may be about 18°.

Abstract: A vehicle and a suspension system for the vehicle are disclosed. The suspension system includes a wheel knuckle and a control arm coupled to the wheel knuckle. The control arm includes a proximal end having a first arm segment and a second arm segment each extending outwardly from the proximal end away from each other to respective first and second distal ends to define a space between the first and second arm segments. The suspension system also includes a biasing device at least partially disposed in the space between the first and second arm segments. The biasing device is coupled to at least one of the first and second distal ends of the first and second arm segments respectively such that actuation of the biasing device provides a first reaction force that counteracts a downward load.

Abstract: A vehicle and a suspension system for the vehicle are disclosed. The suspension system includes a wheel knuckle and a control arm coupled to the wheel knuckle. The control arm includes a proximal end having a first arm segment and a second arm segment each extending outwardly from the proximal end away from each other to respective first and second distal ends to define a space between the first and second arm segments. The suspension system also includes a biasing device at least partially disposed in the space between the first and second arm segments. The biasing device is coupled to at least one of the first and second distal ends of the first and second arm segments respectively such that actuation of the biasing device provides a first reaction force that counteracts a downward load.

Abstract: A front suspension assembly and a front suspension system for a vehicle are disclosed. A tire includes an outer surface having a contact patch center point being a point on a tire center axis. A first handling link and a first ride link are coupled to a wheel carrier above a first plane. A second handling link and a second ride link are coupled to the wheel carrier below the first plane. A handling axis intersects both of a first and second distal end of the first and second handling links respectively. A ride axis intersects both of a third and fourth distal end of the first and second ride links respectively. At least one of the first and second ride links is disposed offset from respective first and second handling links to minimize a lateral distance between the handling and ride axes along the ground plane.

Abstract: A vehicle includes a vehicle structure that extends along a longitudinal axis. An engine includes a crankshaft that defines a crank axis disposed substantially transverse to the longitudinal axis. A transmission includes an output shaft that defines a transmission output axis substantially parallel with the crank axis. The transmission output axis is disposed nearer the forward end of the vehicle structure than the crank axis. The crank axis is disposed vertically above the transmission output axis a distance of about 140 mm. The engine includes at least one cylinder bore that defines a bore axis disposed perpendicular to and may intersect the crank axis. The bore axis may be angled toward the forward end of the vehicle structure to define an angle between the bore axis and a vertical plane. The angle between the bore axis and the vertical plane may be about 18°.

Abstract: A cam adjustable shim assembly includes a bushing defining a bushing opening. The bushing opening extends longitudinally along a bushing axis to define a bushing bore. The cam adjustable shim assembly further includes a cam disposed in the bushing bore. The cam defines a cam bore extending longitudinally along a first cam axis offset relative to the bushing axis such that the cam bore is eccentric relative to the bushing bore. The cam adjustable shim assembly further includes a bolt at least partially disposed within the cam bore along a first cam axis. The bolt is engaged with the cam bore such that rotation of the bolt about the first cam axis causes the cam to rotate within the bushing about the bushing axis.

Abstract: A cam adjustable shim assembly includes a bushing defining a bushing opening. The bushing opening extends along a first axis. The cam adjustable shim assembly further includes a cam disposed in the bushing opening and a bolt at least partially disposed within the cam. The bolt extends along a second axis. The second axis is offset relative to the first axis such that the bushing opening is eccentric relative to the bolt. The bolt is fixed to the cam such that rotation of the bolt about the second axis causes the cam to rotate within the bushing about the first axis.

Abstract: A suspension system for a vehicle having a vehicle body arranged along a first axis includes a steering knuckle configured to rotatably support the vehicle's road wheel. The system also includes a torsion bar that is configured to generate a spring rate and arranged along a second axis that forms an acute angle relative to the first axis. The system also includes a tensile drop link fixed relative to the steering knuckle. The system additionally includes a semi-trailing arm having a first end and a distal second end, wherein the semi-trailing arm is operatively connected to a first end of the torsion bar at the first end of the arm and to the tensile drop link at the second end of the arm. Furthermore, the system includes an actuator fixed relative to the body and configured to rotate a second end of the torsion bar about the second axis.

Abstract: A cam adjustable shim assembly includes a bushing defining a bushing opening. The bushing opening extends along a first axis. The cam adjustable shim assembly further includes a cam disposed in the bushing opening and a bolt at least partially disposed within the cam. The bolt extends along a second axis. The second axis is offset relative to the first axis such that the bushing opening is eccentric relative to the bolt. The bolt is fixed to the cam such that rotation of the bolt about the second axis causes the cam to rotate within the bushing about the first axis.

Abstract: A cam adjustable shim assembly includes a bushing defining a bushing opening. The bushing opening extends longitudinally along a bushing axis to define a bushing bore. The cam adjustable shim assembly further includes a cam disposed in the bushing bore. The cam defines a cam bore extending longitudinally along a first cam axis offset relative to the bushing axis such that the cam bore is eccentric relative to the bushing bore. The cam adjustable shim assembly further includes a bolt at least partially disposed within the cam bore along a first cam axis. The bolt is engaged with the cam bore such that rotation of the bolt about the first cam axis causes the cam to rotate within the bushing about the bushing axis.

Abstract: A suspension system for a vehicle having a vehicle body arranged along a first axis includes a steering knuckle configured to rotatably support the vehicle's road wheel. The system also includes a torsion bar that is configured to generate a spring rate and arranged along a second axis that forms an acute angle relative to the first axis. The system also includes a tensile drop link fixed relative to the steering knuckle. The system additionally includes a semi-trailing arm having a first end and a distal second end, wherein the semi-trailing arm is operatively connected to a first end of the torsion bar at the first end of the arm and to the tensile drop link at the second end of the arm. Furthermore, the system includes an actuator fixed relative to the body and configured to rotate a second end of the torsion bar about the second axis.

Abstract: An automotive rear-suspension subassembly includes a rear-suspension frame, a first and second independent suspension, and a steering actuator coupled with each independent suspension through a bellcrank. The frame includes a front cross-member, a first side-rail, and a second side-rail, and defines a first side and a second side. The actuator is disposed on the first side of the frame, and the bellcrank extends across the frame from the first side to the second side. Each independent suspension is respectively configured to support a vehicle wheel, and includes a respective knuckle. Actuation of the steering actuator urges each respective knuckle to rotate.

Abstract: An automotive rear-suspension subassembly includes a rear-suspension frame, a first and second independent suspension, and a steering actuator coupled with each independent suspension through a bellcrank. The frame includes a front cross-member, a first side-rail, and a second side-rail, and defines a first side and a second side. The actuator is disposed on the first side of the frame, and the bellcrank extends across the frame from the first side to the second side. Each independent suspension is respectively configured to support a vehicle wheel, and includes a respective knuckle. Actuation of the steering actuator urges each respective knuckle to rotate.

Abstract: A ride steer adjustment device for a vehicle includes an insert sleeve that has an opening configured so that the insert sleeve has an interference fit with a tie rod ball stud when the tie rod ball stud extends through the opening. The insert sleeve has external threads and is configured to be threaded to the knuckle steer arm at the external threads. A distance between the knuckle steer arm and the tie rod is adjustable by turning the insert sleeve relative to the knuckle steer arm at the external threads. Adjusting the distance between the knuckle steer arm and the tie rod changes the angle of the tie rod and thereby the ride steer.

Abstract: A ride steer adjustment device for a vehicle includes an insert sleeve that has an opening configured so that the insert sleeve has an interference fit with a tie rod ball stud when the tie rod ball stud extends through the opening. The insert sleeve has external threads and is configured to be threaded to the knuckle steer arm at the external threads. A distance between the knuckle steer arm and the tie rod is adjustable by turning the insert sleeve relative to the knuckle steer arm at the external threads. Adjusting the distance between the knuckle steer arm and the tie rod changes the angle of the tie rod and thereby the ride steer.

Abstract: An air dam assembly mounted under a front end of a vehicle includes a passively deployable air dam assembly. The passively deployable air dam assembly includes a passively deployable air dam having a front surface at least partially exposed to ram air when the vehicle is traveling in a forward direction, and a passive deployment assembly including at least one spring biasing the passively deployable air dam into a retracted position, with the passive deployment assembly engaging the passively deployable air dam to allow the passively deployable air dam to move, against the bias of the spring, from the retracted position to a deployed position closer to ground under the vehicle when a forward speed of the vehicle reaches or exceeds a predetermined activation speed.

Abstract: An air dam assembly mounted under a front end of a vehicle includes a passively deployable air dam assembly. The passively deployable air dam assembly includes a passively deployable air dam having a front surface at least partially exposed to ram air when the vehicle is traveling in a forward direction, and a passive deployment assembly including at least one spring biasing the passively deployable air dam into a retracted position, with the passive deployment assembly engaging the passively deployable air dam to allow the passively deployable air dam to move, against the bias of the spring, from the retracted position to a deployed position closer to ground under the vehicle when a forward speed of the vehicle reaches or exceeds a predetermined activation speed.

Abstract: A decoupled 5-link independent rear suspension system (IRS) for motor vehicles. Three lateral linkages, the toe, camber and spring links, establish the wheel plane orientation and react to vertical and lateral loads, and two longitudinal links, the upper and lower trailing links, react to tractive loads and brake torques. The upper and lower trailing links are longitudinally orientated and disposed outboard of the body rail, thus allowing for improved load reactions of the suspension system, as well as optimization of the body rail configuration and space accommodation for other vehicle components, such as for example fuel, batteries and exhaust.

Abstract: The present invention concerns a steering and suspension system of a vehicle. The system may include a strut extension member having a strut clamp arm mounted to a strut assembly, an upper extension support arm extending from the strut clamp arm, an extension fork with first and second arms extending from the strut clamp arm, and a lower extension support arm extending from the extension fork. Also, a steering knuckle has an upper portion pivotally coupled to the upper extension support arm, and a lower portion pivotally coupled to the lower extension support arm. A lower control arm has an outboard portion with a control arm mounting bore therethrough, and a compliant hinge joint includes a first joint associated with the first arm, a second joint associated with the second arm, and a shaft extending through the first joint, the second joint and the mounting bore.

Abstract: A seat stowage system for a vehicle having a spare tire tub comprises a seat assembly including a seatback cushion having an occupiable surface and an opposing cargo load surface and a base cushion having an occupiable surface and an underside surface. A translational joint assembly operatively connects the seatback cushion and the base cushion. The translational joint assembly allows the seat assembly to transition between an occupiable and a stowed position while utilizing the foot well and not interfering with or obstructing the spare tire tub.