Abstract:
A vehicle suspension, steering, damping and anti-roll system for a wheeled vehicle. Unlike most previous vehicle suspension and steering systems, this invention uses a rod-in-sleeve design for the front and rear suspension assemblies to allow vertical linear wheel knuckle movement of the wheels. This invention is unusual by using a cable-operated steering system and also by using cables to transfer cable tension from upward wheel movement to remote spring/shock absorber assemblies. Also unique is the use of a spring/shock absorber assembly arrangement that provides both suspension and anti-roll effects for a pair of right and left wheels in the same unit. The rear suspension proposed shares some similarities to the front suspension and consists of a dual rod-in-sleeve design with cables that transfer forces from road bumps to a remote spring assembly.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    Not applicable 
       STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
       [0002]    Not applicable 
       REFERENCE TO SEQUENCE LISTING, A TABLE, OR A COMPUTER PROGRAM LISTING COMPACT DISC APPENDIX 
       [0003]    Not applicable 
       BACKGROUND OF THE INVENTION 
       [0004]    Vehicle suspension and steering system variations for 4 or 3-wheel vehicle designs have been extensively researched and refined. Although many improvements have been made to date, most modern systems continue to be plagued, to some extent, by problems of bump/brake steer, alignment difficulties, inaccurate turning radius angles, alignment changes during road irregularities, anti-roll limitations, lack of adjustability, excessive driver steering strength requirements (often leading to need for power steering), weight, lack of adjustability of suspension rate, lack of adjustability of anti-roll, high unsprung weight and assembly bulkiness. Some of these drawbacks of conventional systems are described below. 
         [0005]    Most conventional vehicle steering systems (especially automotive) use a design that includes a tie rod attaching to a pivoting arm (through ball joint or other means) to the wheel knuckle and spindle. While the vehicle is driving straight forward, the tie rod is angled 90 degrees from the steering arm pivot and maximal force is transferred from tie rod to steering arm due to this angle. As the vehicle turns (either right or left), the angle between the tie rod and steering arm pivot changes and the efficiency of transfer of force from tie rod to steering arm is diminished due to the change in angles. The end result of this loss in efficiency of transferred forces to the steering arm is an increase in the steering force needed from the driver&#39;s steering input (or increased load on the power steering unit). 
         [0006]    The (unequal length) double wishbone (or unequal length A-arm) suspension system is considered by many, especially in the racing field, as the gold standard by which other suspension systems are measured. This type of suspension has favorable aspects including overall strength and its ability to control camber during vertical suspension movements. Drawbacks of this type suspension include bump steer (Ackerman angle and steering direction changes during bumps), brake steer (steering angle changes during braking or undesirable steering turning forces transferred to the driver or power steering unit during braking), caster changes during road bumps (causing wandering of the tire/wheel and steering angle changes), toe-in changes during road bumps (causing inaccurate Ackerman angles, steering wander, loss of traction and tire wear). 
         [0007]    High unsprung weight is another drawback of most conventional suspension systems. Conventional suspensions often incorporate a spring and shock absorber that rest on an A-arm of the suspension, thus contributing to the unsprung weight of the vehicle. Some (usually rear-engine) racing vehicles minimize unsprung weight by using a pushrod or pullrod to transfer forces from vertical suspension movement to a spring and shock absorber mounted on the sprung portion of the vehicle. 
         [0008]    Changing of the springs, and therefore changing of the spring rate, of conventional systems usually requires lifting of the vehicle and wheel removal. This is a cumbersome process which makes fine-tuning or frequent changes of spring rate very inconvenient and time-consuming 
         [0009]    Conventional anti-roll systems often incorporate a torsion (anti-roll) bar that resists the tendency of the vehicle to lean during turns. These anti-roll bars are typically non-adjustable metal bars that pivot on a frame bushing and attach to the A-arms of the suspension. These anti-roll bars contribute to unsprung (and total) suspension weight. 
         [0010]    Rod-in-sleeve (sliding) type suspensions have been designed for aircraft, bicycles, snowmobiles and, to a lesser extent, automobiles and other vehicles. The designs for automotive vehicles have been limited in number and have not been successful thus far. The lack of success of automotive rod-in-sleeve designs is likely multifactorial. Rod-in-sleeve designs may have not adequately overcome enough of the limitations of conventional suspension systems (as discussed above) to justify retooling. Other reasons for the lack of success with rod-in-sleeve designs may be the new problems encountered with some designs including bulkiness, lack of strength, lack of adequate steerability, inadequate lubrication mechanisms, difficulty integrating anti-roll mechanisms and poor durability. 
         [0011]    As discussed above, conventional steering/suspension/anti-roll systems have many limitations which have been a challenge to overcome, even after some attempts at rod-in-sleeve designs. 
       BRIEF SUMMARY OF THE INVENTION 
       [0012]    This invention is comprised of numerous components which work together to produce a system for steering, suspending, shock absorbing and maintaining anti-roll for a wheeled vehicle. This invention improves on many of the limitations of common suspension designs. Compared to most conventional suspension and steering designs, the proposed suspension system: 
         [0013]    1. reduces the tendency of the wheel to change its turning angle, caster or camber during a bump (bump steer) by using a rod-in-sleeve design to maintain wheel travel in a linear vertical direction, thus maintaining accurate steering angles during wheel travel. 
         [0014]    2. allows for more accurate control of steering angles of outside and inside wheels (Ackerman angle) during turns by allowing for use of a cam in the steering system for accurate steering angle titration. 
         [0015]    3. allows more efficient transmission of driver steering input forces from steering wheel to the steering knuckle by use of a steering cable pulley, thus reducing losses of steering forces often encountered in tie rod/pivoting steering arm type suspension during sharp turns (high pivot angles). 
         [0016]    4. allows for reduced bulkiness of suspension components near the wheel/tire since the spring/shock absorber/anti-roll assembly can be placed remotely. Force from road bumps is transferred from wheel knuckle to a cable which subsequently transfers force to the remote spring/shock absorber/anti-roll assembly. 
         [0017]    5. provides for the possibility of easier adjustment of suspension spring rate and anti-roll since it maintains springs, shock absorbers and the anti-roll mechanism in a common location which can be made easily accessible by appropriate vehicle design. 
         [0018]    6. provides sufficient lubrication to moving parts of the suspension system by using oil to provide lubrication to the rods and sleeves. Seals and scraper blades are used to prevent leakage of oil and keep oscillating shafts free of debris. 
         [0019]    7. allows for increased interior occupant and cargo space since spring/shock absorber/anti-roll can be mounted in an area that does not limit this interior space. 
         [0020]    8. eliminates the need for a separate anti-sway device by integrating the suspension and anti-roll into a distinct working unit. 
         [0021]    9. reduces unsprung weight by mounting the spring/shock absorber/anti-roll assembly to the sprung part of the vehicle. 
     
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
         [0022]      FIG. 1  is a frontal view of the right front wheel-based suspension assembly with a translucent wheel/tire shown for reference. 
           [0023]      FIG. 2  is a frontal view of the right front wheel-based suspension assembly. 
           [0024]      FIG. 3  is a lateral (viewing from right side of vehicle) view of the right front wheel-based suspension assembly. 
           [0025]      FIG. 4  is a medial view of the right front wheel-based suspension assembly. 
           [0026]      FIG. 5  is top view of the right front wheel-based suspension assembly. Section line for  FIG. 10  is shown. 
           [0027]      FIG. 6  is an exploded view of the right front wheel-based suspension assembly. 
           [0028]      FIG. 7  is a close-up (magnified) exploded view of the upper portion of the right front wheel-based suspension assembly.  FIGS. 7 ,  8  and  9  are non-contiguous drawings with some overlapping of areas. 
           [0029]      FIG. 8  is a close-up (magnified) exploded view of the middle portion of the right front wheel-based suspension assembly. 
           [0030]      FIG. 9  is a close-up (magnified) exploded view of the lower portion of the right front wheel-based suspension assembly. 
           [0031]      FIG. 10  is a front sectional view of the right front wheel-based suspension assembly with steering cables and oil reservoir/tubing removed. 
           [0032]      FIG. 11  is a frontal view of the suspension sleeve. 
           [0033]      FIG. 12  is a posterior view of the sleeve. 
           [0034]      FIG. 13  is a perspective view of the sleeve. 
           [0035]      FIG. 14  is a top view of the steering pulley. 
           [0036]      FIG. 15  is a frontal view of the steering pulley. 
           [0037]      FIG. 16  and  FIG. 17  are perspective views of the steering pulley. 
           [0038]      FIG. 18  is a view of the cable connection between the steering shaft pulley and the wheel-based steering pulley. 
           [0039]      FIG. 19  is a frontal view of the right rear wheel-based suspension system. Section line for drawing in  FIG. 21  is shown. 
           [0040]      FIG. 20  is a perspective view of the right rear wheel-based suspension system. 
           [0041]      FIG. 21  is a lateral view (viewing from right side of vehicle) of a cutaway section of the right rear wheel-based suspension system. 
           [0042]      FIG. 22  is an exploded view of the right rear wheel-based suspension system. 
           [0043]      FIG. 23  is a frontal view of the spring/shock absorber/anti-roll assembly. 
           [0044]      FIG. 24  is an exploded view of the spring/shock absorber/anti-roll assembly. 
           [0045]      FIG. 25  is a close-up (magnified) exploded view of the upper portion of the spring/shock absorber/anti-roll assembly.  FIG. 25  and  FIG. 26  are non-contiguous views with some overlap of areas. 
           [0046]      FIG. 26  is a close-up (magnified) exploded view of the lower portion of the spring/shock absorber/anti-roll assembly. 
           [0047]      FIG. 27  is a bottom view of the spring/shock absorber/anti-roll assembly. 
           [0048]      FIG. 28  is a view of the cable connection between the right wheel-based suspension and the spring/shock absorber/anti-roll assembly. 
           [0049]      FIG. 29  is a perspective view of the right front wheel-based suspension system mounted on the frame of the vehicle. 
           [0050]      FIG. 30  is a perspective view of the right rear wheel-based suspension system mounted on the frame of the vehicle. 
           [0051]      FIG. 31  is a perspective view showing examples of possible mounting locations of the suspension and spring assemblies. 
           [0052]      FIG. 32  is a perspective view of the right front wheel-based suspension system which incorporates small wheels mounted on the steering pulley to apply pressure to the knuckle spindle support (instead of using a secondary bore of the steering pulley to apply forces to a secondary rod of the knuckle). 
           [0053]      FIG. 33  is a perspective view of the right front wheel-based suspension system which incorporates a steering-rod type linkage to the steering pulley instead of a cable system. 
           [0054]      FIG. 34  is a perspective view of the steering pulley with the optional rod-type steering linkage instead of a cable type linkage. 
           [0055]      FIG. 35  is a perspective view of the right front wheel-based suspension system under no-load situation (uncompressed). Note the sleeve situated on the upper end of the main rod in this scenario. 
           [0056]      FIG. 36  is a medial view of the right front wheel-based suspension system under full-load situation (during road bump, compressed). Note the sleeve situated on the lower end of the main rod in this scenario. 
           [0057]      FIG. 37  is a perspective view of the right front wheel-based suspension system during a sharp left turn (32 degrees). The subframe is shown but the vehicle frame is not shown in this picture. 
           [0058]      FIG. 38  is a medial view of the right front wheel-based suspension system during sharp left turn (32 degrees). Turn movement is limited to 32 degrees in this configuration due to large (12 inch) rim width and large positive rim offset whereby medial rim surface comes in close proximity to steering cable route. Smaller rim width or smaller rim offset will allow larger degrees of turning angle. 
           [0059]      FIG. 39  is a perspective view of a cam that has been placed on the steering wheel column shaft to maintain proper toe-in on turns. 
           [0060]      FIG. 40  shows a right front wheel-based suspension system that is designed to incorporate a lubricating block of PTFE or nylon on the anterior and posterior vertical surfaces of the spindle support frame of the knuckle (as opposed to using a secondary rod and steering pulley bore). 
           [0061]      FIG. 41  shows a steering pulley designed to incorporate a contact surface for a lubricating block of PTFE or nylon that glides on the vertical surface of the spindle support frame of the knuckle. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Description of Components Involved in Suspension Travel 
       [0062]    The wheel attaches to hub  132 . During road bumps, the upward tire force is transferred to the main rod of the knuckle  111  via the wheel spindle  133  and spindle frame of the knuckle  129 . This upward force causes the knuckle assembly to move in an upward, linear direction. The knuckle assembly components move up and down in concert. The knuckle assembly components consist of the spindle support frame  129 , the upper knuckle frame  102 , the main rod  111 , the lower end cap  123  and the secondary rod  128 . The knuckle assembly moves up or down relative to the subframe  116  (and vehicle frame) while sliding in the sleeve  109 . As the knuckle assembly moves upward, the upper part of the suspension cable  106  moves upward and increases cable tension. The suspension cable contains a stop  105  at its top end. Upward movements of the knuckle assembly are transmitted to washer  151 , inner bearing race of bearing  150 , to outer bearing race of bearing  150 , to bearing cap  104 , to bearing cap pin  171  and then to the suspension cable  106 . The rotating bearing cap  104  does not rotate in relation to the subframe but rotates in relation to the steering knuckle on its bearing  150 . The pin  171  of the rotating bearing cap  104  continuously points toward the vehicle thus maintaining alignment of the cable  106  with its associated cable pulley  113 . The rotating bearing cap allows the cable  106  to travel in an up/down motion only (no rotation in relation to subframe). The suspension cable  106  connects to the bearing cap  104  on one end and to a pulley ( 310  or  305 ) of the spring/shock absorber/anti-roll assembly on the other. 
         [0063]    Components involved in steering motion of the wheel-based steerable suspension system (front wheels): 
         [0064]    The steering pulley  119  pivots on a bearing  155 . The bearing  155  is held in place between the steering pulley  119  and sleeve  109  by upper and lower clips. Upper inner clip  152  rests in sleeve groove  191 , contacts spacer  153  which then contacts the upper inner bearing race of the bearing  155 . Lower inner clip  157  rests in sleeve groove  192 , contacts spacer  160  which then contacts the lower inner bearing race of bearing  155 . Upper outer clip rests in the upper inner groove of the steering pulley  119  and contacts the outer bearing race of bearing  155 . Lower outer clip rests in the lower inner groove of the steering pulley  119  and contacts the lower edge of the outer bearing race of bearing  155 . The pivoting motion of the steering pulley allows for pivoting of the knuckle. 
         [0065]    Driver steering wheel motion can be converted to steering cable motion by a variety of mechanisms. A proposed mechanism is a pulley placed on the steering wheel shaft. For accurate toe-in and toe-out on turns, a cam may be placed on the steering wheel shaft (or between steering wheel shaft and wheel-based suspension components) so that the inside wheel turns at a greater angle than the outer wheel on turns, thus adjusting for toe-in on turns (Ackerman angle). 
         [0066]    Two cables ( 118  and  140 ) from the driver steering system attach to the steering pulley  119 . Differential input from the two steering cables causes the steering pulley  119  to rotate on the bearing  155 . The secondary bore  179  of the steering pulley  119  is lubricated by oil residing in the oil reservoir  178  which flows through oil hole  183 . The secondary bore  179  of the steering pulley  119  contains grooves towards the upper and lower portions of the inner bore for upper/lower o-rings and upper/lower scraper blades. The o-rings prevent leakage of oil and the scraper blades clean the secondary rod of debris. When differential steering input is applied, the steering pulley rotates and applies horizontal pressure to the secondary shaft of the knuckle  128  and thereby causes rotation of the knuckle about the axis (main rod  111 ). The secondary bore  179  of the steering pulley  119  acts as a sleeve for the secondary rod  128  and allows the secondary rod  128  to move up/down inside the steering pulley  119  during road bumps while also transferring turning (horizontal) forces to the secondary rod  128 . The secondary rod makes up part of the steering knuckle assembly and rotation of the secondary rod  128  causes the steering knuckle assembly and thus the wheel/tire to rotate (turn). 
         [0067]    For camber adjustment, shims can be used between contact surfaces of upper and lower subframe and the vehicle frame. Ideally, a small amount of negative camber should be maintained for maximum tire contact patch area during turns (to compensate for mild vehicle sway). The vehicle sway can be minimized with anti-roll adjustments as described below in the paragraph regarding the spring/shock absorber/anti-roll components. When shims are placed between subframe and frame and used to place negative camber, a few degrees of steering axis inclination are introduced and this scenario can improve steering feel. 
         [0068]    Caster can be adjusted by mounting the subframe slightly clockwise or counterclockwise (based on a lateral observer viewpoint) on the frame. The use of cables and steering pulley reduces the loss of turning force that would be have otherwise introduced by a more conventional tie rod/pivot/steering arm type steering during sharp turns. Since the steering pulley  119  remains fixed vertically and performs only pivoting movements in the horizontal plane, there are no changes in steering angle, caster, camber or steering axis inclination during suspension travel. 
         [0069]    Description of Components Involved in Braking: 
         [0070]    The brake caliper  101  for the right front suspension is mounted to upper part of the knuckle  102  using a caliper bracket  135 . The brake caliper applies pressure to the brake disc  131 . The rear suspension proposed is designed for use with an inboard type brake assembly (not shown), thereby reducing unsprung weight. 
         [0071]    Description of Components Involved in Anti-Roll and Bump Absorption/Damping: 
         [0072]    Right and left wheel-based suspension cables ( 309  and  306 ) attach to their respective pulleys ( 310  and  305 ). Tension and movement from these cables ( 309  and  306 ) cause the pulleys ( 310  and  305 ) to rotate on their respective bearings ( 313  and  328 ). Two (2) shorter cables ( 325  and  324 ) attach to the pulleys ( 310  and  305 ) on one end and to the spring compression plates ( 301  and  302 ) on the other. As the tension from cables ( 309  and  306 ) cause the pulleys ( 310  and  305 ) to rotate, the shock absorbers ( 311  and  304 ) are compressed and the smaller cables ( 325  and  324 ) pull the spring compression plates ( 301  and  302 ) downward. As the spring compression plates ( 301  and  302 ) press downward, the springs ( 312  and  303 ) compress and apply pressure on the guided spring base plate  314  which in turn applies pressure on the third spring  307 . The third spring  307  rests on center spring support plate  308 . The base plate guiding rod  317  slides in its sleeve  315  with grease lubricating the outer rod and inner sleeve surface. The posterior surface of the guided spring base plate  314  is lubricated with grease or PTFE strip and glides on the mounting plate  318 . The base plate  314  is restricted to a linear up/down motion by the guiding rod  317  and mounting plate  318 . For example, if the right wheel rises in response to a road bump, the wheel-based suspension cables (for example, right cable  309 ) will pull on the upper end of the right spring  312  and cause compression of the third spring  307  due to the linear motion of the guided spring base plate  314 . In the example, the left spring  302  will move downward to some extent, following the guided spring base plate  314  which it rests upon. This lowering of the left spring (following the downward movement of the guided spring base plate  314  will cause (through reduction of tension of its associated suspension cable) the left wheel to rise, following the rise of the right wheel and thus produce an anti-roll effect. The u-bracket  316  holds the sleeve  315  in place (fixed in relation to mounting plate  318 ). Upper ends of the shocks ( 311  and  304 ) are mounted on spacer blocks ( 329  and  323 ). Lower ends of the shocks are mounted to pulleys ( 310  and  305 ) and are compressed as the pulleys rotate, producing a damping effect to the wheel during road bumps. Bolts  330  attach the sleeve  315  to the u-bracket  316 . 
       PARTS LIST FOR DRAWINGS 
       [0000]    
       
           101 . Brake caliper, front, right 
           102 . Knuckle, upper portion, right wheel 
           103 . Bolt, rotating cable attachment site assembly 
           104 . Bearing cap, rotating cable attachment site assembly 
           105 . Cable stop 
           106 . Cable, vertical suspension movement transfer 
           107 . Oil tube 
           108 . Oil reservoir 
           109 . Sleeve for rod of steering knuckle, right 
           110 . Scraper seal, upper, for knuckle sleeve, right front wheel 
           111 . Main Rod of right knuckle 
           112 . Bolt, subframe to sleeve, right front wheel, upper-anterior 
           113 . Pulley, for redirection of cable during transfer of vertical suspension movement 
           114 . Bolt—subframe to pulley, right front wheel, front upper 
           115 . Washer—subframe to pulley, right front wheel, front 
           116 . Subframe assembly, right front wheel 
           117 . Cable, vertical suspension movement transfer 
           118 . Cable, steering, right front wheel, front cable 
           119 . Pulley, steering, right front wheel 
           120 . Washer, subframe to sleeve, right front wheel, front 
           121 . Bolt, subframe to sleeve, right front wheel, front 
           122 . Scraper seal lower, for knuckle sleeve, right front wheel 
           123 . Knuckle, lower end cap 
           124 . Bolt, lower end cap to main rod of knuckle, medial 
           125 . Bolt, lower end cap to main rod of knuckle, lateral 
           126 . Bolt, lower end cap to secondary rod of knuckle 
           127 . Bolt, lower end cap to spindle support of knuckle 
           128 . Secondary rod of knuckle, right front wheel 
           129 . Knuckle, spindle support portion 
           130 . Bolt, cable to steering pulley, front 
           131 . Brake disc, right front wheel 
           132 . Hub, right front wheel 
           133 . Spacer, spindle bearing 
           134 . Wheel spindle 
           135 . Brake caliper bracket 
           136 . Bolt, brake caliper bracket, upper, right front wheel 
           137 . Washer, subframe to sleeve, right front wheel, front upper 
           138 . Washer, subframe to sleeve, right front wheel, rear upper 
           139 . Bolt, subframe to sleeve, right front wheel, rear upper 
           140 . Cable, steering, right front wheel, rear cable 
           141 . Nut—subframe to pulley, right front wheel, rear 
           142 . Washer, subframe to pulley, right front wheel, rear 
           143 . Spacer, rear, subframe to pulley bearing 
           144 . Spacer, front, subframe to pulley bearing 
           145 . Oil reservoir cap, steering pulley reservoir 
           146 . Bolt, caliper bracket, posterior 
           147 . Bolt, caliper bracket, lower 
           148 . Bolt, caliper bracket, anterior 
           149 . Washer, upper, rotating cable attachment site assembly 
           150 . Bearing, rotating cable attachment site assembly 
           151 . Washer, lower, rotating cable attachment site assembly 
           152 . Retaining clip, inner, to upper sleeve groove, mates with upper bearing spacer 
           153 . Spacer, mates to retaining clip on upper side, mates to inner bearing race on lower side 
           154 . Retaining clip, outer, mates to upper surface of outer bearing race, rests in upper steering pulley groove 
           155 . Bearing, allows for steering pulley pivoting movement 
           156 . Retaining clip, outer, mates to lower surface of outer bearing race, rests in lower steering pulley groove. 
           157 . Retaining clip, inner, mates to lower surface of lower bearing spacer, rests in lower outer sleeve groove 
           158 . O-ring seal, upper, rests in inner upper o-ring sleeve groove 
           159 . O-ring seal, lower, rests in inner lower o-ring sleeve groove 
           160 . Spacer, mates to retaining clip on lower side, mates to inner bearing race on upper side 
           161 . Scraper seal, lower, rests in secondary (smaller) steering pulley bore 
           162 . O-ring, lower, rests in lower o-ring groove of secondary (smaller) steering pulley bore 
           163 . Bearing, posterior, rests inside of pulley bore 
           164 . Bearing, anterior, rests inside of pulley bore 
           165 . O-ring seal, upper, rests in upper o-ring groove of secondary (smaller) steering pulley bore 
           166 . Scraper seal, upper, rests in secondary (smaller) steering pulley bore 
           167 . Wheel bearing, outer 
           168 . Wheel bearing, inner 
           169 . Washer, subframe to sleeve, rear, lower 
           170 . Bolt, lower knuckle end cap, connects lower knuckle end cap to main rod, medial 
           171 . Pin, bearing cap, rotating cable attachment site assembly. 
           172 . Bolt, subframe to sleeve, rear lower 
           174 . Bolt, rear steering cable 
           175 . Bolt, lower knuckle end cap, connects lower knuckle end cap to main knuckle rod, lateral 
           176 . Bolt, lower knuckle end cap, connects lower knuckle end cap to secondary knuckle rod 
           177 . Bolt, lower knuckle end cap, posterior, connects lower knuckle end cap to knuckle spindle support 
           178 . Oil reservoir for steering pulley 
           179 . Secondary (smaller) bore of steering pulley 
           180 . Primary bore (larger) of steering pulley 
           181 . Threaded hole for front steering cable attachment 
           182 . Groove for front steering cable 
           183 . Oil hole for secondary bore 
           184 . Groove for upper scraper blade, secondary bore, steering pulley 
           185 . Groove for upper o-ring, secondary bore, steering pulley 
           187 . Threaded hole for rear steering cable attachment 
           188 . Groove for rear steering cable 
           189 . Threaded hole, lower front, for bolt that attaches subframe to sleeve 
           190 . Threaded hole, upper front, for bolt that attaches subframe to sleeve 
           191 . Retaining clip groove, upper 
           192 . Retaining clip groove, lower 
           193 . Threaded hole, lower rear, for bolt that attaches subframe to sleeve 
           194 . Oil hole, feeds oil from external reservoir to inner sleeve housing surface 
           195 . Threaded hole, upper rear, for bolt that attaches subframe to sleeve 
           196 . Upper scraper blade groove, sleeve 
           197 . Upper o-ring groove, sleeve 
           301 . Spring compression plate assembly, right 
           302 . Spring compression plate assembly, left 
           303 . Upper spring, left 
           304 . Shock, left 
           305 . Pulley, left 
           306 . Cable—attaches pulley to left rotating cable attachment site bearing cap 
           307 . Spring, lower center (largest) 
           308 . Support plate for center spring 
           309 . Cable—attaches pulley to right rotating cable attachment site bearing cap 
           310 . Pulley, right 
           311 . Shock absorber, right 
           312 . Upper spring, right 
           313 . Bearing for right pulley 
           314 . Guided spring base plate 
           315 . Sleeve for base plate guiding rod 
           316 . U-bracket for sleeve 
           317 . Base plate guiding rod 
           318 . Mounting plate 
           319 . Washer for bearing bolt of spring assembly 
           320 . Bolt for bearing of spring assembly, left 
           321 . Bolt for lower shock absorber, left 
           322 . Bolts for center spring support plate (4 total) 
           323 . Spacer block, left, for upper end of shock absorber of spring assembly 
           324 . Cable—Attaches to left spring compression plate 
           325 . Cable—Attaches to right spring compression plate. 
           327 . Bolts—for attachment of U-bracket to mounting plate 
           328 . Bearing for left pulley 
           329 . Spacer block, right, for upper end of shock absorber of spring assembly 
           330 . Bolts—for attachment of spring guiding rod sleeve to u-bracket, right side 
           331 . Bolt, for lower shock absorber, right 
           332 . Bolts—for attachment of spring guiding rod sleeve to u-bracket, left side 
           401 . Rod, anterior, right rear suspension assembly 
           402 . Wheel studs, right rear wheel 
           403 . Wheel spindle 
           404 . Sleeve, anterior 
           405 . Scraper blade, lower, anterior sleeve 
           406 . Bolt, mounts pulley to underside of suspension 
           407 . Cable, attaches to underside of hub on one end and spring assembly on other 
           408 . Pulley, for cable 
           409 . Bottom plate 
           410 . Universal joint 
           411 . Oil tube, anterior 
           412 . Oil reservoir, anterior 
           413 . Bolt, anterior, mounts upper plate to anterior rod 
           414 . Bolt, posterior, mounts upper plate to posterior rod 
           415 . Upper plate 
           416 . Scraper blade, upper, anterior sleeve 
           417 . Spindle washer 
           418 . Spindle nut 
           419 . Oil reservoir, posterior 
           420 . Oil tube, posterior 
           421 . Scraper blade, upper, posterior sleeve 
           422 . Sleeve, posterior 
           423 . Bearing, medial 
           424 . Rod, posterior 
           425 . Hub 
           426 . O-ring, upper, posterior sleeve 
           427 . O-ring, upper, anterior sleeve 
           428 . Bearing, outer 
           429 . Bolt, cable bracket, anterior 
           430 . Bolt, cable bracket, posterior 
           431 . Washer, anterior, for pulley bolt 
           432 . Bearing, pulley, anterior 
           433 . Washer, middle, used as spacer between bearings 
           434 . Bearing, pulley, posterior 
           435 . Washer, pulley, posterior 
           436 . Nut, for pulley bolt 
           437 . Scraper blade, lower, posterior sleeve 
           438 . O-ring, lower, posterior sleeve 
           439 . O-ring, lower, anterior sleeve 
           440 . Cable attachment plate 
           501 . Small wheals mounted on bearings which contact anterior and posterior vertical surfaces of knuckle spindle support. 
           502 . Vertical surface of spindle support frame where a PTFE or nylon lubricating strip can be applied. 
           503 . Vertical surface of steering pulley where a PTFE or nylon lubricating strip can be applied.