Abstract: A fixing member includes a bolt member and a spacer annular in shape. The bolt member includes a base portion, a protruding portion protruding from the base portion, and a threaded portion at a tip of the protruding portion. The spacer is attached to the protruding portion in a slidable manner between the base portion and the threaded portion. A first member is sandwiched between the base portion and the spacer. A second member different from the first member is sandwiched between the spacer and a nut member threadedly engaged with the threaded portion.

Abstract: An all-terrain vehicle (10) includes a vehicle body frame (11), a drive shaft (23) in the form of a constant velocity ball joint, and a lower arm (33) extending laterally of the vehicle. The drive shaft extends substantially parallel with the lower arm and includes an intermediate shaft (101) and a bearing portion (102) mounted to a vehicle-body-side end of the intermediate shaft. The bearing portion (102) is disposed to be positioned substantially on a vertical line passing over a vehicle-body-side connection portion (33a) of the lower arm.

Abstract: A motor-vehicle multi-link suspension system includes, for each wheel, two lower transverse arms and a substantially longitudinal or inclined lower arm, each having one end pivotally connected to a respective wheel support and the opposite end pivotally connected to the motor-vehicle structure. A leaf spring is arranged transversally with respect to the longitudinal direction of the motor-vehicle. The leaf spring is supported by elastic supports arranged symmetrically at intermediate positions between the center of the leaf spring and the ends thereof. Ends of the leaf spring are pivotally connected to upper parts of the two wheel supports. Two jack-type shock absorbers have opposite ends swingably connected to the respective wheel support and the motor-vehicle structure. The end portions of the leaf spring also fulfill the function of triangular upper transverse arms of the multi-link suspension. Preferably the leaf spring is made of a composite material.

Abstract: A link is configured to mechanically transfer movement sensed at an axle suspension assembly to a center bearing bracket for a vehicle driveshaft.

Abstract: A mounting arrangement for a V-rod in a vehicle suspension includes an axle housing having a mounting cavity formed thereon and a joint member installed in the mounting cavity so that a joint coupling extends outward from the axle housing. The joint member may include a ball joint mounted on a post mountable in the mounting cavity. The mounting cavity may be formed in a boss provided on the axle housing.

Abstract: A rear axle support assembly includes a swing arm assembly, a second axle tube, and a rear final gear assembly. The swing arm assembly includes a first support arm, a second support arm laterally spaced from the first support arm, a first axle tube attached to the first support arm, and an axle support bracket attached to the second support arm. Each of the first and second axle tubes is configured to receive an axle therewithin. The second axle tube includes an axle tube mount flange. The first axle tube is releasably attached to the rear final gear assembly. The axle tube mount flange is positioned laterally between, and is releasably attached to each one of, the axle support bracket of the swing arm assembly and the rear final gear assembly, and in direct, contacting engagement with the rear final gear assembly.

Abstract: A joint assembly (1) with a joint ball (4) through which an axle body (12; 112; 212; 312) extends. The joint ball (4) is mounted in and able to rotate relative to a housing (5) that at least partially surrounds the joint ball (4) and/or one or more support rings (6) with a rubber-elastic intermediate layer (7). The joint assembly (1) is designed so that the axle body (12; 112; 212; 312) can rotate within the joint ball (4).

Abstract: A non-torque reactive trailing arm air suspension system for vehicle driven axle uses a spherical joint between trailing arm and axle as one of four nodes of four bar mechanism which is disposed on both sides of vehicle that maintains substantially constant pinion shaft angle during vehicle operation. The trailing arm is a rolled and formed beam of spring steel and utilizes a vertically resilient length between hanger bracket joint and axle joint to absorb road shocks.

Abstract: An independent rear wheel drive assembly for three-wheeled motorcycles is provided having a wheel carrier adapted to rotatably support a wheel, and the wheel carrier includes an interior portion. Also provided is a control arm having a first end, a second end, and an interior portion. The first end of the control arm is pivotably coupled to the wheel carrier and the second end is pivotably coupled to a differential housing. A first end of a stabilizer bar is pivotably coupled to the wheel carrier and a second end is pivotably coupled to the differential housing. A first end of the drive shaft assembly is adapted to be coupled to the wheel and a second end is adapted to be coupled to a differential. Moreover, a portion of the drive shaft assembly is disposed within the interior portions of the wheel carrier and the interior portion of the control arm.

Abstract: A vehicular swing arm assembly includes a swing member, an axle support assembly, and an axle. The swing member is configured for pivotal attachment to a frame of a vehicle. The axle support assembly includes a driven member and a cross member assembly. The driven member is rotatably coupled with the swing member and is rotatable about a drive axis. The cross member assembly includes a first pivot member and a second pivot member. The first pivot member is pivotally coupled with the driven member and is pivotable with respect to the driven member. The second pivot member is pivotally coupled with the first pivot member and is pivotable with respect to the first pivot member. The axle is coupled with one of the first and second pivot members and is rotatable. Rotation of the driven member about the drive axis facilitates rotation of the axle.

Abstract: A commercial vehicle has its axle housings supported on the chassis frame by way of spring elements. Each spring element is connected to a clamping yoke having two legs, of which in each case one leg rests against the front of the axle housing and the other leg rests against the rear of the axle housing, as seen in the driving direction. The legs are connected to one another by a web. Each leg is fixed and secured on a fixing projection on a longitudinal side of the axle housing, and the web is spaced apart from the upper side of the axle housing.

Abstract: An independent rear suspension kit includes first and second mounting brackets configured to be fastened to a chassis of a vehicle, a cross-member interconnecting the first and second brackets, a differential housing supported by the cross-member, first and second upper control arms pivotably coupled to the cross-member, first and second lower control arms pivotably coupled to the differential housing, a first upright pivotably coupled to the first upper control arm and the first lower control arm, and a second upright pivotably coupled to the second upper control arm and the second lower control arm.

Abstract: A track rod for laterally locating an axle assembly with respect to a vehicle frame. The disclosed track rod is especially useful for large off highway vehicles. The track rod includes a first end piece pivotally connected to a vehicle structure such as a frame and a second end piece pivotally connected to a vehicle axle, one of the end pieces includes a housing having a fixed, force-receiving member The housing is adapted to receive a first elastomenc member located in a juxtaposed position with respect to one side of the fixed member A floating plate slidably received in the housing is located in a juxtaposed position with respect to the first elastomenc member The other end piece includes a portion receivable by the housing. A second elastomenc member is positioned between the end piece portion and the fixed member.

Abstract: A V-shaped torque rod includes an apex joint assembly that is attached to a component of a vehicle using only a single fastener. The apex joint assembly includes a housing, an inner metal, an elastomeric member disposed between the housing and the inner metal and a post that engages the inner metal. The single fastener extends through the inner metal and through the post to secure the apex joint assembly to the vehicle. The post can be a tapered post or the post can be a non-tapered post.

Abstract: A vehicle comprising a frame, a seat coupled to the frame, and left and right wheels. Left and right drive shafts transmit power to the left and right wheels, and an input shaft transmits power to the left and right drive shafts. A differential including a housing assembly receives power from the input shaft and divides the power between the left and right drive shafts. A speed sensor is positioned through (e.g., threaded) the housing assembly such that an inner end of the sensor is positioned inside the differential. In one embodiment, the speed sensor includes left and right speed sensors, and the at least two housings comprise a left housing and a right housing. Preferably, both the left speed sensor and the right speed sensor are positioned in one of the left housing and the right housing.

Abstract: A vehicle includes a frame, a swing member, an axle tube, a cushion bracket, a protrusion, an axle, and a cushion member. The swing member is pivotable about a first axis. The axle tube is coupled with the swing member, the cushion bracket, and the protrusion. The axle is rotatable about a second axis. The cushion member includes lower and upper ends. The lower end is pivotally coupled with the cushion bracket and is pivotable about a third axis. The second and third axes reside in a first plane. The protrusion is located above the first plane and is spaced from the cushion member by a first distance having a minimum value. The lower end of the cushion member is spaced from the axle tube by a second distance having a minimum value. The minimum value of the first distance is less than the minimum value of the second distance.

Abstract: A drive unit for an independent suspension includes a single reduction carrier with an offset pinion configuration. The single reduction carrier includes a pinion input gear defining a pinion gear axis of rotation. The pinion gear drives a ring gear, which is coupled to a differential. The differential is laterally positioned to be centered along a longitudinally extending vehicle centerline and the pinion gear axis of rotation is significantly offset from the longitudinally extending vehicle centerline in a lateral direction.

Abstract: A swing arm assembly is configured for pivotal coupling with a frame of a vehicle. The swing arm assembly includes first and second support arms. A first axle support bracket is attached to the first support arm and a second axle support bracket is attached to the second support arm. A first reinforcement member includes upper, lower, forward and rearward edges, and is welded to the first axle support bracket along at least a portion of the upper edge and at least a portion of the lower edge of the first reinforcement member. The rearward edge of the first reinforcement member is devoid of weld material. The first support arm is attached to the first reinforcement member. Vehicles including a swing arm assembly are also provided.

Abstract: A push-in-bung assembly is provided that improves vibration and lateral movement control for vehicle suspension systems. The push-in-bung assembly includes a bung formed of rigid material and having a first end configured to connect to a vehicle frame and a second end configured to connect to a vehicle differential. A track bar can be included between the bung and the vehicle frame. The track bar can connect with the vehicle frame using a bracket assembly.

Abstract: A drive axle and suspension assembly for a vehicle having a power source and wheels including a torsionally compliant twist beam suspension and a driveline assembly. The twist beam includes a twist element defining a first lateral axis and arm portions adapted to rotatably support the wheels of the vehicle along a second axis extending substantially parallel to the first axis. The driveline assembly is adapted to receive torque from the power source and drive the wheels. The driveline assembly includes a plurality of power transmission rotatably supported by arm portions.

Abstract: A rear suspension system for an all-terrain vehicle having a chassis and at least three wheels. Two trailing arms are pivotally connected to a chassis. Each of the trailing arms includes a drive shaft bearing. A CV joint pivot arm is pivotally connected to the chassis. A CV joint housing is connected to the CV joint pivot arm. The CV joint housing includes a CV joint bearing. A CV joint is housed inside the CV joint housing and is supported by the CV joint bearing. A drive shaft extends through the CV joint and is rigidly connected to the CV joint. The drive shaft is further supported by each of the drive shaft bearings attached to the trailing arms. A shock absorption system is connected between the drive shaft and the chassis. In a preferred embodiment, a cross bar is connected between the trailing arms for stability. Also, preferably, the rear suspension system includes a sway bar and linear shock absorbers acting in combination to provide optimum suspension.

Abstract: A suspension system for supporting an axle and connected to a vehicle frame, including a pair of transversely spaced frame brackets mounted on and depending from the vehicle frame. Each of the frame brackets having one or more mounting points spaced along its perimeter for mounting of suspension components, such as shock absorbers, and having a protruding air spring attachment plate that extends inboard toward the center of the vehicle frame. The suspension system also includes a first pair of air springs, the upper portions of which are mounted to the air spring attachment plates of the frame brackets. The lower portions of the air springs are mounted to suspension arm. The suspension system includes a second pair of air springs that are longitudinally separated from the first pair of air springs and that are connected to the suspension arm assemblies and to the frame.

Abstract: An independently suspended, driven axle shaft set in which the axle shafts are driven by a differential which is rigidly connected to the body of the motor vehicle by a rearward torque arm, whereby powerhop is mitigated thereby. Where the axle shafts are torsionally asymmetric with respect to each other, the differential is a limited slip differential and the relative torsional stiffness therebetween is different by a ratio substantially between about 1.4 to 1 and about 2.0 to 1, wherein powerhop is mitigated synergistically by both the rearward torque arm and the asymmetric axle shafts.

Abstract: This invention relates to individual wheel drives for individually suspended, spring-mounted wheels of a vehicle comprising one universal joint shaft (2) connecting the output shaft socket (10) of a drive device with the input shaft socket of a wheel, having one main section (4) and at least one end section (8) situated on one end thereof, via a universal joint (6), rotatingly coupled with the associated shaft socket (10), the universal joint shaft (2) having a permanent inclination which compensates an offset between drive device and wheel, and means being provided for reducing a permanent deviation defined by the inclination. The end section (8) associated with the universal joint (6) and the shaft socket (10) coupled therewith are coupled with each other via a bevel wheel pair (16, 18), the deflection angle ? of which corresponding at least partly with the corresponding permanent deflection angle between universal joint shaft (2) and shaft socket (10).

Abstract: A height adjustable golf car suspension system includes an axle housing and first and second brackets connected to the axle housing. The first and second brackets each include a first U-shaped member welded to the axle housing, a second U-shaped member welded to the first U-shaped member, and a flange of the second U-shaped member having first and second apertures created through the flange. The first and second apertures receive a mounting fastener of a shock absorber and coil spring assembly. The first aperture is positioned above the second aperture. A height of the suspension system is adjustable by insertion of the mounting fastener into a select one of the first and second apertures of both the first and second brackets.

Abstract: A swing arm with impact dampener, includes a swing arm having a pivoting coupling end and a non-pivoting coupling end. An impact dampening assembly is positioned at the non-pivoting coupling end.

Abstract: A carrier assembly has a unique architecture which allows the carrier assembly to be defined by a very small packaging envelope. The carrier includes a main carrier housing with an internal cavity for receiving a differential and a carrier cover that closes the internal cavity once the differential has been installed. Examples of architectural features include a differential lock actuator that is mounted to the carrier cover, dowel pins that accommodate differential leg thrust loads and align the carrier cover relative to the main carrier housing, and bolt-in differential leg structures to facilitate pinion installation. Further, the carrier assembly can be utilized with an independent suspension to provide a increased jounce travel range.

Abstract: A rear suspension assembly for a drag racing vehicle in which the assembly includes a plurality of links with a brace assembly connecting a pair of links. The links provide a connection between the vehicle chassis and the rear axle housing. The brace assembly is attached to two links on opposite sides of the drive shaft, thereby maintaining the two links in a fixed spatial relationship. In one embodiment, the brace assembly includes members arranged in an X-shape, with the outboard ends of the X-shape attached to the distal ends of two links. In one such embodiment, the cross-brace assembly includes a cross-brace extending from the medial section of one link to the medial section of the opposite link and the cross-brace is connected to the center of the X-shaped brace. In another embodiment, the brace assembly includes members in a Y-shape in conjunction with members bridging the two links.

Abstract: A drive axle and suspension assembly for a vehicle having a power source and wheels including a torsionally compliant twist beam suspension and a driveline assembly. The twist beam includes a twist element defining a first lateral axis and arm portions adapted to rotatably support the wheels of the vehicle along a second axis extending substantially parallel to the first axis. The driveline assembly is adapted to receive torque from the power source and drive the wheels. The driveline assembly includes a plurality of power transmission rotatably supported by arm portions.

Abstract: The invention is directed to vehicle suspension systems and components thereof including attachment devices for mounting an axle alignment and/or load reacting mechanism to an axle. Disclosed herein are axle towers used for connecting a torque box to an axle. The axle tower of the present invention can include one or more features to absorb and disperse loads to the axle. The axle tower has a more contoured or curved edge on the side plate that experiences a compressive force than a similar edge on the side plate that experiences a tensile force. Furthermore, the axle tower has appendages that extend out from the side plates providing a large footprint on the axle housing. At least one of the appendages extending from the side plate experiencing a compressive force has a curved or radiused corner. Also, the axle towers include an inner plate having an off-centered slot where the troque box connects.

Abstract: A drive axle and suspension assembly for a vehicle having a power source and wheels including a torsionally compliant twist beam suspension and a driveline assembly. The twist beam includes a twist element defining a first lateral axis and arm portions adapted to rotatably support the wheels of the vehicle along a second axis extending substantially parallel to the first axis. The driveline assembly is adapted to receive torque from the power source and drive the wheels. The driveline assembly includes a plurality of power transmission rotatably supported by arm portions.

Abstract: A suspension system (10) for a vehicle for suspending a wheel (1) is disclosed. The suspension system (10) includes a motor (12) for driving the wheel of the vehicle; a first suspension (22) for supporting the wheel (1) of the vehicle with respect to the vehicle body; a second suspension (30) for elastically supporting the motor (12) with respect to the vehicle body; and a power transferring mechanism (14) for transferring power from the motor (12) to the wheel (1) while permitting relative movement of the motor (12) with respect to the wheel (1).

Abstract: An axle suspension for first and second implement ground support wheels, the axle suspension comprising a housing connected to the implement frame and having an interior portion supporting first and second axle carriers for pivoting about first and second pivotal axes. The axle carriers each include outwardly extending members projecting from opposite sides of the housing and upright members fixed to the outwardly extending members for pivoting therewith about the first and second pivotal axes. A connector extending between the upper ends of the upright members constrains the axle carriers for rotation in the same direction about their respective pivotal axes.

Abstract: A suspension system for a motor vehicle that controls torque reaction comprising a chassis a rigid drive axle, an opposite axle, a road wheel attached to each end of each axle, at least one torque reaction control link positioned longitudinally of the motor vehicle between the road wheels, at least two longitudinal control arms attached proximate the road wheels, for longitudinal control of the drive axle, so that the at least one torque reaction control link has a longitudinal plane that extends longitudinally of the motor vehicle and whereby the effective projection lines of the at least two longitudinal control arms and the longitudinal plane of the at least one torque reaction control link intersect each other in the direction of the opposite axle, forming a convergent angle and that when a force moves the rigid drive axle vertically up the convergent angle does not increase.

Abstract: A drive axle and suspension assembly for a vehicle having a power source and wheels including a torsionally compliant twist beam suspension and a driveline assembly. The twist beam includes a twist element defining a first lateral axis and arm portions adapted to rotatably support the wheels of the vehicle along a second axis extending substantially parallel to the first axis. The driveline assembly is adapted to receive torque from the power source and drive the wheels. The driveline assembly includes a plurality of power transmission rotatably supported by arm portions.

Abstract: A suspension mounting system and a method of assembly of the same are disclosed. The system has an axle housing having two hollow arms and an upper portion and a lower portion. At least one suspension bracket is located between the upper portion and the lower portion and through one of the hollow arms.

Abstract: A suspension mounting system and a method of assembly of the same are disclosed. The system has an axle housing having two hollow arms and an upper portion and a lower portion. At least one suspension bracket is located between the upper portion and the lower portion and through one of the hollow arms.

Abstract: A dual control arm independent suspension mounts to a chassis of a high mobility truck for steering, for non-steering, for driving and/or for non-driving. The dual control arm independent suspension has modular, tubular-frame and/or differential housing for attachment to front axle positions and/or to rear axle positions to simultaneously employ an upper control arm and a lower control arm. The upper control arm and/or the lower control arm pivot at the differential housing which is mounted along a modular tube chassis and a knuckle, a hub and an assembly supporting a wheel and/or a tire. The upper control arm, the lower control arm and/or a half shaft position is offset and/or is staggered along a vehicle to minimize and/or to decouple a reaction of the dual control arm independent suspension from a simultaneous excitement or a near-simultaneous excitement and/or a resonance.

Abstract: A steerable rear suspension for a tractor includes a chassis comprising a front end, a rear end, a left side and a right side; an engine mounted on the chassis; a pair of steerable front wheels coupled to the front end, left and right side of the chassis; a left rear suspension including a left rear suspension arm pivotally coupled to the chassis at a leading end of the suspension arm, and a first steerable planetary gear system mounted on a trailing end of the suspension arm; a right rear suspension including a right rear suspension arm pivotally coupled to the chassis at a leading end of the suspension arm, and a second steerable planetary gear system mounted on a trailing end at the right suspension arm; and left and right rear wheels driven by the first and second planetary gear systems.

Abstract: In a rigid drive axle for a vehicle comprising an axle beam provided with a differential housing, at least two tubular axle sections extending in opposite directions from the differential housing and spring support brackets projecting laterally from the axle tube sections, the spring support brackets are integral parts of the axle tube sections facilitating adaptation to various automotive vehicles and forming a relatively low-weight structure which increases the ride comfort and driving safety and also provides for minimal tire wear.

Abstract: A tilting chassis vehicle has a differential gear driving opposed half shafts (16,18). Each half shaft is connected to a respective wheel hub. Pivoting tie rods (24,26) are provided between the chassis (12) and these wheel hubs, and a control arm (48) is provided between the chassis and the differential carrier to constrain movement thereof. The arrangement gives a novel tilting vehicle with shaft drive and low centre of gravity.

Abstract: An integrated rear suspension assembly is fixedly secured to a transmission case, rear wheel carriers and frame rails of a motor vehicle. The integrated rear suspension assembly includes a plurality of trailing arms having first and second ends. Each of the first ends is secured to one of the frame rails and each of the second ends is secured to each of the rear wheel carriers. A plurality of control arms is pivotally secured to each of the plurality of trailing arms for controlling the plurality of trailing arms. A compound link member having opposing ends is attached to each of the plurality of trailing arms. The integrated rear suspension assembly also includes a transmission cross member that is fixedly secured to each of the frame rails.

Abstract: A rear suspension apparatus is disclosed for a high speed vehicle body having a first and a second driven ground engaging wheel. The apparatus includes a first truck arm having a first and a second end. The first end of the first arm is connected to the body of the vehicle at a first fixed location. A second truck arm has a first and a second extremity, the first extremity of the second arm being connected to the body of the vehicle at a second fixed location. A drive axle has a first and a second side, the second end of the first arm being secured adjacent to the first side of the axle. The second extremity of the second arm is secured adjacent to the second side of the axle such that the axle is supported by the arms. The arrangement is such that a first plane extending through the first and second sides of the axle is disposed spaced and parallel relative to a second plane extending through the first and the second locations.

Abstract: The invention relates to a heavy vehicle, such as a transport vehicle or a “civil engineering” vehicle, of a mass greater than 500 metric tons, fitted with tires of radial structure of a diameter greater than three meters fifty having an axial width greater than 37 inches, and comprising a front steering axle provided with at least two tires and at least one rear axle comprising at least four tires and by which is transmitted at least part of the motive power. According to the invention, the rear axle comprises at least two trailing arms each associated with two tires.

Abstract: An agricultural tractor rear suspension has a driveshaft that is configured to resist suspension arm flexure by communicating tensile and compressive forces from the suspension arm to the tractor chassis.

Abstract: The present torque reaction damper for a drive axle is a series of embodiments of installations and attachment bracketry for use in dirt track late model (DTLM) racing vehicles. Such cars are set up to provide relatively large vertical deflections of the solid rear drive axle, to drive the inboard wheel downwardly against the track surface for better traction and to shift the axle angularly to promote oversteer through the turns when the throttle is applied. The present torque reaction damper solves the problem of sudden “chassis drop” and its destabilizing effect, when the throttle is suddenly closed at the end of a straight before entering a turn. The present damper comprises a shock absorber installed either forwardly or rearwardly between the “bird cage” axle bracket and the chassis and serves to cushion the movement of the chassis when the throttle is closed, thereby facilitating car stability and control.

Abstract: A method and apparatus are provided for controlling power hop in a Hotchkiss-type vehicle suspension having a live axle housing supported by a left and right suspension leaf spring, through the use of a pair of half-leaf springs adapted for operative attachment at a rear end thereof to the left and right terminal ends respectively of the axle housing, and a damping device adapted for operative attachment between a chassis of the vehicle and the rear axle housing. The half-leaf spring members extend longitudinally in a forward direction, below and generally in vertical alignment with their respectively associated suspension leaf spring, and are spaced therefrom, with the forward end of each half-spring member including a snubber for contacting a lower surface of the associated suspension leaf spring and terminating below and adjacent the forward end of its respectively associated suspension leaf spring.

Abstract: A control arm for use with a vehicle suspension having first and second elongated channel sections. Each of the channel sections including an upper flange portion, a lower flange portion and a web portion combined to form a substantially C-shaped cross-section. The web portion further having an indentation or recess extending longitudinally along the length of the respective channel sections, the indentation or recess creating a protrusion or rib member in the web portion and acts as a strengthening member providing additional rigidity to the first and second elongated channel sections. The channel sections are placed adjacent and connected at the respective web portions. An isolator, such as a compressible or flexible member is secured to the respective first and second ends of the connected first and second channel sections.

Abstract: A coupling device for elastic interconnection of, e.g., arms (66) which are linked to a frame (60) of the vehicle. The coupling device (92) substantially comprises two annular, conical portions (112, 114) of a rubber elastic material and an axle (94). A radially internal side of these annular material portions (112, 114) abuts against contact portions (98, 100) at the ends of the axle (94). The coupling device (92) further comprises two axially opposite rings (124, 126) which are arranged to abut against respective external sides of the annular material portions (112, 114). The axle (94) and the rings (124, 126) have attachment areas (96, 121 and 123 respectively), via which they can be attached to the wheel axle housing (82) and the frame (60) respectively. The attachment area (96) for the axle (94) is located between the first contact portions (98, 100).

Abstract: A stabilization system for front suspensions of vehicles, particularly for four-wheel drive, off road vehicles with straight axles. The system includes an axle mounting plate, an adjustable rod with hime joints at either end, and a chassis mounting plate for securing the adjustable rod to a portion of the vehicle's chassis substantially vertically of the axle. The substantially rigid linkage between the front axle and the chassis in the manner depicted, has the effect of significantly stabilizing the vehicle against lateral rocking associated particularly with the presence of lift kits in such vehicles.