Abstract: A steering knuckle for a wheel of a vehicle is provided, particularly a motor vehicle, with a wheel bearing mounting section that serves for mounting the wheel bearing and with a control arm mounting section that serves for mounting control arms. The wheel bearing mounting section can be elastically pivoted relative to the control arm mounting section.

Abstract: A method for changing the track of a vehicle (100) having first and second wheels (108, 110) disposed on opposing sides of the vehicle (100) along a line generally perpendicular to the direction of travel of the vehicle, the first and second wheels (108, 110 are supported on first and second wheel supports (114, 116, 204) to permit the track of the first and second wheels (108, 110) to be adjusted, at least one actuator (218, 220) is coupled to at least one wheel of the first and second wheels (108, 110) and is configured to change the toe angle of said first and second wheels (108, 110), and an electronic control unit (402) is coupled to the actuator (218, 220) that is configured to command the actuator (218, 220) to change the toe angle, the method comprising the steps of changing the toe angle of the first and second wheels (108, 110); rolling the vehicle (100) on the first and second wheels (108, 110) over the ground to generate opposing lateral forces on the first and second wheels (108, 110); and applyi

Abstract: An adjustable spring mounting assembly includes first and second alignment correction plates. A spacer is sandwiched between the two correction plates. First and second fasteners connect the assembly to a vehicle spring hanger bracket. A third fastener connects the assembly to a vehicle leaf spring.

Abstract: A corner assembly includes a suspension module and a wheel assembly. In order to compensate for tolerance stack up in relation to a specified height of the corner assembly, the attachment between a damper of the suspension module and a knuckle of the wheel assembly is adjusted. The amount of adjustment is determined by measuring the assembled length of the suspension module, comparing the measured length to a standard length and determining an amount of adjustment necessary.

Abstract: The present invention includes a cam, an arm plate, and a slide plate, wherein the cam defines at least one opening, the arm plate defines at least one channel, and the slide plate defines at least one hole. The control arm length may be adjusted by rotation of the cam and fixedly securing the cam to the arm plate to the slide plate with a bolt and at least one bolt securing device.

Abstract: A combination of existing suspension designs is provided to suspend moving vehicles such as cars, trucks, planes, and snowmobiles and provide two degrees of freedom in the wheels or skis. The design combines a dive suspension with a roll suspension, including a locking linkage. The locking linkage locks out the roll suspension during dive, jounce, flight or two-wheel bump motion. Both the dive and roll suspensions are responsive during roll motion and one-wheel bump motion.

Abstract: An all-terrain vehicle including a frame having longitudinally-spaced ends defining a first longitudinal axis, and an engine supported by the frame. The engine includes a crankshaft defining a second longitudinal axis substantially parallel to the first longitudinal axis.

Abstract: A corner assembly includes a suspension module and a wheel assembly. In order to compensate for tolerance stack up in relation to a specified height of the corner assembly, the attachment between a damper of the suspension module and a knuckle of the wheel assembly is adjusted. The amount of adjustment is determined by measuring the assembled length of the suspension module, comparing the measured length to a standard length and determining an amount of adjustment necessary.

Abstract: A corner assembly includes a suspension module and a wheel assembly. In order to compensate for tolerance stack up in relation to a specified height of the corner assembly, the attachment between a damper of the suspension module and a knuckle of the wheel assembly is adjusted. The amount of adjustment is determined by measuring the assembled length of the suspension module, comparing the measured length to a standard length and determining an amount of adjustment necessary.

Abstract: Herein, a particular vehicle suspension control arm in a suspension having multiple control arms is designed to create a range of available axial stiffness levels which relates to a range of toe change at the wheel under to lateral loading. In particular, a semi-active device is arranged on a given suspension control arm to allow a change in stiffness that produces a desirable amount of toe change under the presence of lateral loading. This suspension arrangement, when applied to the rear axle of an automobile, has significant merit in being able to enhance maneuverability and stability over a large range of operating conditions at a minimal level of control input energy and with robust failsafe operation.

Abstract: A driving device for adjusting an orientation of a wheel attached to a vehicle body includes: a driving unit; a lifting shaft extending along a first axis and capable of moving axially when driven by the driving unit; a suspension arm extending along a transverse direction intersecting the first axis, and having one end adapted for connection with the wheel and another end disposed in proximity to the lifting shaft; and a cam unit including at least one roller connected to one of the lifting shaft and the suspension arm, and an inclined cam face provided on the other one of the lifting shaft and the suspension arm. The roller and the inclined cam face interact with each other such that the suspension arm moves along the transverse direction.

Abstract: A first rotor (24; 124) and a second rotor (25; 125) are arranged in a coaxial and mutually rotatable relationship and are provided with a first driven gear (41; 141) and a second driven gear (42; 142), respectively. A drive shaft (31; 131) is also provided with a first drive gear (43; 143) and a second drive gear (44; 144) which are commonly connected to an output shaft of an electric motor (32; 132), and mesh with the first and second driven gears, respectively, at slightly different gear ratios. The first and second rotors are connected via a thread feed mechanism (36; 136) that converts a relative rotation between the first and second rotors into an axial linear movement between the first and second rotors that is used for changing a distance between a vehicle body part and a corresponding end of a suspension spring in a vehicle height adjusting system (9; 109).

Abstract: A countersteering rear vehicle axle, which under the effect of a lateral force upon the wheel that is outside during cornering and is fastened to a wheel carrier, causes a rotating movement of this wheel carrier about a virtual steering axle inclination in the toe-in direction. The wheel carrier is supported by supporting elements on an axle body extending essentially in the longitudinal direction of the vehicle. Above and below the wheel center, in each case, two torsionally soft but bend-resistant supporting elements are provided which are essentially equally inclined with respect to the vertical direction. An upper linkage supporting element is supported, on the one side, on the wheel carrier and, on the other side, on an upper torsion supporting element which is supported on the axle body. A lower linkage supporting element is supported on the wheel carrier, on the one side, and on a lower torsion supporting element, on the other side.

Abstract: An adjustable spring mounting assembly having a first lug with a first elongated opening with a first channel and a second lug with a second elongated opening and a second channel. A mounting pin extends through the first and second elongated openings. First and second spacers received in the first and second channels hold the mounting pin in one of at least two mounting positions.

Abstract: In a traditional hitched trailer there is no way to adjust the ride height of the trailer. Provided is an angular adjusting mechanism (13) for a suspension system (10) comprising a shaft (12) and a crank arm (20), the shaft (12) having a connecting end (14) connected to the crank arm (20), said angular adjusting mechanism (13) comprising a frusto-comcal shaped surface (16) provided on the connecting end (14) and pointing outwardly from said shaft (12), said surface (16) having an array of first cavities (18) arranged circumferentially, a frusto-comcal bore (22) proximate a first extremity of said crank arm (20), said bore (22) having an array of second cavities (24), said bore (22) being operative to mate with said surface (16) of said connecting end (14), and an interlocking element (30) partly positioned in one of said second cavities (24) and partly positioned in one of said first cavities (18) so as to lock said crank arm (20) at a predetermined angular position with respect to said shaft (12).

Abstract: An adjustment arrangement in a suspension hanger assembly that can be used to square the orientation of an axle with the travel direction of the incorporating vehicle. The adjustment arrangement includes a hanger bracket that has a pair of substantially parallel, spaced apart hanger legs projecting generally away from the vehicle and each of the hanger legs has an elongate aperture or slot that is mutually aligned, one with the other. A bushing pin is inserted through both elongate apertures with opposite end portions of the pin being similarly positioned in each of the apertures. A substantially squared orientation is established between the hanger bracket and the bushing pin. A pair of adjustment devices are provided, one each, in association with a respective end portion of the bushing pin.

Abstract: An assembly of a shockproofing module and an electronic device carrier case includes an electronic device carrier case and a plurality of shockproofing modules. The electronic device carrier case has two side walls spaced apart from each other, and each of the side walls is formed with at least one hole. Each shockproofing module is disposed at a respective one of the holes in the side walls, and includes a shockproofing washer and a pin component. The shockproofing washer is disposed at the respective one of the holes in the side walls, and the pin component is extended into the shockproofing washer and causes a part of the shockproofing washer to expand in radial directions, thereby enabling the shockproofing washer to engage tightly the side wall and avoiding tilting of the pin component, thus enhancing the stability of the shockproofing modules disposed at the side walls.

Abstract: A model vehicle suspension is provided, comprising a vehicle chassis, a spring for providing a supporting suspension force, one or more dampers for providing a damping suspension force, the dampers having an elongated shape, wherein the dampers are mounted on the chassis with a longitudinal axis substantially horizontal relative to the chassis and at least a first suspension member mounted to the chassis for supporting a vehicle wheel, the first suspension member being mounted for movement upwardly and downwardly at the location for supporting a vehicle wheel. A coupling mechanism for transmitting suspension forces from one or both of the spring and the one or more dampers to the first suspension member at the location for supporting a vehicle wheel is also provided, the coupling mechanism being configured to transmit suspension forces to the first suspension member, while allowing movement of the first suspension member at the point of supporting a wheel.

Abstract: A wheel suspension for a motor vehicle is described, in which at least a first and at least a second control arm (1, 2) are coupled in an articulated manner to a wheel carrier (4) carrying a vehicle wheel (3). The wheel suspension has a compensating device (5, 6) for correcting wheel positions, and each control arm (1, 2) has a portion of the compensating device (5, 6) or is connected to a portion of the compensating device (5, 6). The compensating device portions (5, 6) of one wheel are connected to one another by at least one coupling member (7, 8).

Abstract: A variable toe angle control system for a vehicle that can be incorporated with a fail-safe mechanism. When a fault of the system is detected, at least one of toe-angle actuators is actuated to make toe angles of two wheels agree with each other. When one of the wheels has become fixed in position without regard to a control signal supplied to the corresponding actuator, the actuator for the other wheel is actuated so as to make the toe angles of the two wheels equal to each other. When at least one toe-angle sensor is found faulty, the actuators are both actuated until the actuators reach positions corresponding to stoppers. When information for determining target values of the toe angles of the right and left wheels is found faulty, the actuators are both actuated until the actuators reach positions corresponding to prescribed reference toe positions.

Abstract: A telescopic actuator includes a motor, an input flange rotated by the motor, a male screw member coupled to the input flange, a female screw member threadedly engaged with the male screw member, an output rod coupled to the female screw member, the output rod being moved in an axial direction thereof to output a thrust force when the input flange is rotated, and a housing inside which the male screw member and the female screw member are accommodated. The input flange is supported by the housing such that a relative movement of the input flange with respect to the housing is allowed in a radial direction but restricted in the axial direction.

Abstract: To control a camber angle to an adequate value by the use of a lateral force acting on a wheel, without causing a displacement of a tire ground contact point. A suspension device includes a link mechanism replaceable by a first virtual link 11 which, when a lateral force acts at a tire ground contact point, inclines a wheel in a camber angle direction with respect to a vehicle body so as to increase the lateral force, and a second virtual link 12 which is connected virtually and rotatably between the first virtual link 11 and the vehicle body 1 and which is arranged to allow the wheel 2 to move in the up-and-down direction with respect to the vehicle body 1 in accordance with a load variation of the wheel in the up-and-down direction.

Abstract: A machine includes a clevis joint connecting a first frame structure to a second frame structure. The clevis joint includes two plates configured to receive a rotatable element of the first frame structure. An expandable thrust washer is positioned on at least one side of the rotatable element. A pin extends through the two plates, the rotatable element, and the expandable thrust washer. The expandable thrust washer has a variably selected length and includes an outer ring configured to receive at least a portion of an inner ring. Expanding the expandable thrust washer to an expanded length reduces clearance along an axis of the clevis joint.

Abstract: A complete wheel assembly is provided for connecting to a modular base assembly for vehicle modular making. The complete wheel assembly includes a wheel guide assembly fixedly attachable to the modular base assembly and a wheel bracket attachable to a wheel hub and wheel. The wheel bracket provides a quick connection to the wheel guide assembly. The wheel bracket includes adjustable plates to move the wheel horizontally and vertically relative to the modular base assembly for correct positioning of the wheel. The wheel bracket also includes a pin for maintaining the wheel hub and wheel in proper horizontal alignment.

Abstract: A chassis system for a motor vehicle has a device for roll stabilization and a device for wheel camber adjustment. The device for roll stabilization and the device for wheel camber adjustment have one or more hydraulic actuating devices. The device for roll stabilization and the device for wheel camber adjustment are coupled to one another by a common hydraulic system. Accordingly, a link is provided between the roll stabilization arrangement and the camber adjustment arrangement in the motor vehicle. An active camber adjustment arrangement is realized by using the hydraulic power supply and the valves of the roll stabilization arrangement.

Abstract: An in-wheel suspension including a vehicle body-side member (90). The vehicle body-side member (90) is coupled with a vehicle body at least two coupling portions (92a, 92b, 92c), one of which is positioned above a wheel center and the other of which is positioned below the wheel center, via respective elastic members (96a, 96b, 96c). The elastic member (96b) arranged at the upper coupling portion (92b) has portions with high rigidity, and portions with low rigidity formed in an oblique direction that extends upward and toward an inside of a vehicle from a position outside of the vehicle. The elastic member (96a, 96c) arranged at the lower coupling portion (92a, 92c) has portions with high rigidity, and portions with low rigidity formed in an oblique direction that extends downward and toward the inside of the vehicle from a position outside of the vehicle.

Abstract: An adjustable strut spacer includes two complementary strut spacer disks that engage each other and the vehicle suspension to provide adjustable spacing. Each strut spacer disk is flat on one side and stepped on the other side. The steps of the upper strut spacer engage the steps of the lower strut spacer such that when the strut spacer disks are counter rotated the thickness of the adjustable strut spacer changes.

Abstract: A vehicle height adjustment device has an adjustment bolt (30) rotatably supported by or fixed to a wheel-side member or a vehicle-body member, and a spring seat member (10) threadedly engaging with the adjustment bolt. Rotation of the spring seat member is limited by a bump rubber pedestal (41) (or a coil spring bracket (9)). Displacement of the spring seat member occurs in an axial direction of rotation of the bolt, in accordance with rotation of the bolt. According to the present invention, rotation of the spring seat involved in rotation of the bolt for adjusting the vehicle height can be restricted, and a construction of a vehicle height adjustment mechanism can be simplified so that the number of parts or members of the device is reduced.

Abstract: A steering mechanism for a model vehicle is provided, having one or more steering actuators, a steering control arm pivotally mounted for rotation relative to a model vehicle chassis, the steering control arm being coupled directly to at least two tie rods, each tie rod controlling the steering of at least one wheel of a vehicle, and each of the one or more steering actuators coupled to the steering control arm to rotate the control arm relative to the vehicle chassis.

Abstract: A limiter bracket, for restricting the stroke of a hydraulic cylinder, is formed from a U-shaped member having a central base portion and two opposing sidewall. The base has a semi-circular retention slot extending from an off center position centrally located detent within the base. The opening of the slot is asymmetrically located at an off center position along an edge of the base so that the rod of a cylinder is both horizontally and vertically displaced during positioning within the limiter. Once the rod is located in the detent of the limiter, a pivot pin is inserted through a connector at the end of the rod and the aligned attachment holes in the sidewalls securing the limiter to the rod. The end of the cylinder body will contact the base of the limiter during retraction of the rod thus limiting the overall stroke of the cylinder.

Abstract: A suspension assembly for a vehicle wheel is provided with a hub assembly for supporting a wheel for rotation. A first control arm is pivotally connected to the hub assembly and a chassis of the vehicle. An actuator is connected to the chassis and the hub assembly for translating the hub assembly relative to the chassis. A linkage is connected to the chassis and the hub assembly proximate to the actuator for reducing transverse loads and torques applied to the actuator.

Abstract: A lightweight wheel clamp assembly is provided for attaching to a vehicle wheel for performing a wheel alignment on the vehicle. Examples include a wheel clamp having an upper sliding bracket for engaging the vehicle wheel, a lower sliding bracket for engaging the vehicle wheel, a guide bar simultaneously slidably engagable with the upper and lower brackets, and a lead screw threadingly engagable with the upper and lower brackets for adjusting a distance between the upper and lower brackets to rigidly attach the wheel clamp assembly to the vehicle wheel. The lower bracket has a plurality of measuring device mounting locations for adjustably mounting a wheel alignment element. The mounting locations are disposed such that when the wheel alignment element is mounted to one of them, the wheel alignment element can sight to a second wheel alignment element on the opposing side of the vehicle.

Abstract: An alignment changing control device that includes: a motor drive section which adjusts electrical power supplied to a motor of the electric actuator according to an operation command and, when receiving an operation inhibiting signal, limits or stops supplying the electrical power to the motor; a motor temperature estimating section for calculating an estimated temperature of the motor from at least a current supplied to the motor, an outside air temperature and a vehicle speed, based on heat balance relationship; and a comparators which transmits the operation inhibiting signal to the motor drive section when the estimated temperature of the motor calculated by the motor temperature estimating section is higher than a predetermined temperature, which is equal to or lower than an operation allowable temperature of the motor.

Abstract: A system for providing a variable traction to a drive wheel of a vehicle includes a front axle for supporting the weight of the vehicle, a rear axle for supporting the weight of the vehicle, a middle axle for providing said variable traction to the drive wheel of the vehicle.

Abstract: A rear wheel toe angle control system is used as an actuator for controlling rear wheels of a vehicle. The control system is an electric-powered for rapid operation thereof, thereby providing handling stability. The left and right rear wheels are operated by the single actuator to reduce weight and manufacturing costs of a vehicle, and toe angles of the left and right rear wheels are identically controlled to improve handling stability of a vehicle.

Abstract: A method for measuring and compensating steered-angle sensitive wheel alignment angle and distance measurements for the effects of steering a wheel from a straight ahead position, thereby enabling an operator to carry out a vehicle wheel alignment angle adjustment without having to maintain a wheel in a straight-ahead steered condition during an alignment angle or distance adjustment, or to require the operator to continually return the wheel to the straight-ahead steered condition to acquire updated measurements of an alignment angle or distance currently being adjusted.

Abstract: The top mount of a strut assembly is capable of being orientated in various positions to accommodate various locations in a vehicle. An orientation device includes a top mount fixture which engages the top mount of the strut assembly. The top mount fixture is positioned within upper tooling and the top mount and top mount fixture are rotated in a first direction until a blocking stop on the upper tooling is engaged. The top mount and the top mount fixture are rotated in the opposite direction until a position stop on the upper tooling is engaged to properly orientate the top mount. Additional position stops can be added to the upper tooling to define additional orientations for the top mount.

Abstract: The present invention relates to a vehicle posture control system for improving handling stability by controlling a posture of the vehicle. An object of the present invention is to provide a rear wheel toe angle control system, in which as an actuator for controlling rear wheels of a vehicle, an electric-powered one is used for rapid operation thereof, thereby ensuring handling stability, the left and right rear wheels are operated by the single actuator to reduce weight and manufacturing costs of a vehicle, and toe angles of the left and right rear wheels are identically controlled to improve handling stability of a vehicle.

Abstract: A system used for alignment of a vehicle suspension and axle includes a pear-shaped cam that is rotatable relative to one of two spaced plates of a hanger bracket. An aperture and nose in the cam plate is aligned with an elongated opening in the bracket plate. The cam further includes a pin that is configured for insertion and movement within an arcuate aperture in the bracket plate. A fastener extends through the aperture and the nose of the cam, through the elongated openings in the bracket plates, and through the suspension control arm. Rotation of the cam causes a corresponding movement of the pin along the arcuate-shaped aperture of the bracket and of the fastener along the elongated openings of the bracket.

Abstract: In a front suspension device for an automotive vehicle, in which wheel support members of right and left front wheels are coupled with each other via a steering unit, outer ends of two lower arms are pivotally attached to the wheel support members, and inner ends of two lower arms are pivotally attached to a vehicle body via a resilient member, there are provided a damping device equipped with a coil spring and attached to one of the two lower arms at its lower end and to the vehicle body at its upper end respectively, and a suppression (rotational torque absorption) device for suppressing a toe-change of the front wheels caused by a rotational torque applied according to extension and contraction of the coil spring of the damping device.

Abstract: A trailing beam suspension includes a mechanical adjustment mechanism for aligning the axle and wheels of a vehicle. The trailing beam is mounted to the vehicle frame by a pivot bolt passing through a hanger bracket and a conventional bushed connection. Opposing sides of the hanger bracket contain aligned curved apertures that receive the pivot bolt. The pivot bolt passes through pivot arms which are pivotally connected to the sides of the hanger bracket. The pivot arms are connected to a yoke to which an adjustment shaft is attached. Movement of the adjustment shaft moves the yoke fore and aft. The movement of the yoke pivots the pivot arms, thus moving the pivot bolt in a fore-and aft-direction. When the trailing beam has been aligned, the pivot connection is tightened, thus securing the trailing beam, axle, and wheels in the desired alignment.

Abstract: An apparatus for adjusting a height of suspension of a vehicle frame includes a first end of a shock absorber mounted to a suspension arm and a top end of a shock absorber slidably attached to a frame of the vehicle and is movable in a first plane of travel. An adjusting member is slidably attached to the frame and movable within a second plane of travel non-parallel to the first plane of travel of the second end of the shock absorber. The adjusting member includes a camming surface which provides a force to the second end of the shock absorber such that as the adjusting member moves in the second plane of travel, the camming surface positions the second end of the shock absorber in the first plane of travel thereby adjusting a height of the frame.

Abstract: A vehicle (1) includes a chassis (2) which has a steering assembly (3) at one end and at least one wheel at the other end. The steering assembly includes a pair of steering wheels (4a, 4b) and an interconnecting steering carriage (4) for turning the wheels about a steering or turning axis (ZZ?). An extensible cylinder (6) is connected between the chassis and the steering linkage for rotating it about a transverse axis (YY?) which, in turn, inclines the steering axis (ZZ?). Preferably, the extensible cylinder is controlled in accordance with the speed of the vehicle.

Abstract: An improved vehicle wheel alignment system includes at least one sensing device for acquiring automotive data, interface circuitry in communication with the sensing device for generating data representative of automotive data acquired by the sensing device, and a computer in communication with the interface circuitry. The computer is configured with an operating system adapted to provides one or more vehicle service or vehicle wheel alignment software applications with a protected operating environment, and which facilitates remote updating and servicing of the vehicle wheel alignment system.

Abstract: A sub-frame assembly for use with a vehicle having wheels such as a trailer is provided. The sub-frame assembly comprises two or more frame members, one or more cross members, and two or more stub torsion axle assemblies. Each of the stub torsion axle assemblies have a torsion arm, a spindle extending from the torsion arm for mounting one of the wheels, and a distal end extending from the stub torsion axle assembly for mounting to the frame assembly. The frame assembly may further comprise one or more shim plates for reception between the cross member and the distal end of the stub torsion axle assembly for allowing adjustment of the toe angle of the wheel assembly. In addition, the stub torsion axle assembly may be rotatably mounted to the cross member whereby the camber angle of the wheel assembly may be adjusted.

Abstract: A wheel suspension system including a wheel support pivotally attached to a vehicle frame at two, laterally-spaced locations, the wheel support being pivotal between an uppermost and a lowermost position. The wheel support is biased to a position intermediate of the uppermost and lowermost positions by a spring. The spring urges apart a spring support of the wheel support from the vehicle frame, the spring support being below the rotational axis of the wheel. The pivotal axes of the pivotal attachments are located below the rotational axis of the wheel.

Abstract: A toe angle adjustment mechanism includes an electrical linear actuator, a control lever, and an interconnection arm, wherein the electrical linear actuator is mounted on a rear cross member of a vehicle having a pair of rear wheels. The control lever, pivotally attached to the rear cross member, pivotally interconnects the electrical linear actuator with the interconnection arm, which is pivotally connected with a steering knuckle rotationally coupled with a corresponding rear wheel. The electrical linear actuator includes a housing, a motor, a ball screw rotated by the motor, a ball nut operatively mounted on the ball screw for linear movement therealong in response to rotation of the ball screw by the motor, and an actuator rod attached to the ball nut.

Abstract: A toe angle adjustment mechanism includes an electrical linear actuator, a control lever, and an interconnection arm, wherein the electrical linear actuator is mounted on a rear cross member of a vehicle having a pair of rear wheels. The control lever, pivotally attached to the rear cross member, pivotally interconnects the electrical linear actuator with the interconnection arm, which is pivotally connected with a steering knuckle rotationally coupled with a corresponding rear wheel. The electrical linear actuator has a housing, a motor, a lead screw rotated by the motor, and a nut rod operatively mounted on the lead screw for linear movement therealong in response to rotation of the lead screw by the motor.

Abstract: A vehicle service system having a vehicle service computer which is configured for communication with one or more on-board vehicle computers of a vehicle undergoing a vehicle service procedure, to retrieve or access information stored in a memory associated with the vehicle computer and/or to modify or store information in the vehicle computer associated memory.

Abstract: The amount of lean to be provided is determined by force sensors, the speed, and/or the angle of turn. Then the vehicle is leaned by actuators in the suspension in accordance with a predetermined protocol in an electronic control unit (ECU). The protocol also provides shock absorption by rapidly tracking a contour of a surface on which the vehicle rides. The suspension is provided by a plurality of arm assemblies each including a lower arm, an upper control arm, and an actuator motively connected to the lower arm and to the upper control arm. The arm assemblies are pivotally connected to the frame on a common axis. The arm assemblies generally form parallelograms and are actuated in concert to remain generally parallel to each other through a range of angles to adjust the lean of the vehicle. The arm assemblies are also actuated independently of each other to accommodate variations in the contour.