Patent Publication Number: US-9844992-B2

Title: Adjustable ride height, vehicle, system and kit

Description:
RELATED MATTERS 
     This continuation application claims priority to U.S. Provisional Application Ser. No. 61/810,477, filed Apr. 10, 2013, and U.S. Non-Provisional patent application Ser. No. 14/230,718, filed Mar. 31, 2014, the disclosures of which are herein incorporated by reference to the extent that they are consistent with the present application. 
    
    
     FIELD OF THE DISCLOSURE 
     The subject matter disclosed herein relates generally to land vehicles. More particularly, the present disclosure concerns land vehicles with an adjustable ride height. 
     BACKGROUND 
     Conventional land vehicles include a frame with axles and multiple wheels. The frame is suspended from the axle and wheel assemblies at a given ride height, i.e. ground clearance. Traditionally the ride height of a vehicle is fixed. However, adjustable ride height systems allow for the ride height of a vehicle to be altered. 
     The ability to adjust the ride height of a land vehicle provides several advantages. Increasing the ride height allows a vehicle to travel over more significant obstacles, e.g. rocks, bumps, downed trees, streams, and other irregularities in the surface over which the vehicle is traveling. An increased ride height also allows a vehicle to operate with larger tires for enhanced off road capability. Decreasing the ride height of a vehicle provides a lower roll center for increased stability and cornering capability, which may be desired for high speed travel over smooth surfaces. 
     Unfortunately, traditional systems used to adjust the ride height of a vehicle suffer from a limited amount of ride height adjustment capability without significant effort. Additionally, traditional systems used to adjust ride height result in detrimental effects to ride quality, wheel positioning, and/or steering alignment. 
     To demonstrate these deficiencies, a prior art vehicle  100 , typical of a commercially available pickup truck, is illustrated in  FIG. 1 . The vehicle  100  is comprised of a body  101  attached to a frame  105 . The vehicle  100  has a total of four wheels  110 , two of which are attached to a straight axle  115  in the front, and two of which are attached to a straight axle  115  in the rear. The wheel  110  is permitted to rotate around the centerline of the straight axle  115 , allowing the vehicle  100  to travel over the surface  200 . The straight axle  115  illustrated in the rear of the vehicle  100  is positioned beneath the frame  105  via a traditional leaf spring suspension  300 . The straight axle  115  illustrated in the front of the vehicle  100  is positioned beneath the frame  105  via a multi-link suspension  400 . 
     The leaf spring suspension  300  and the multi-link suspension  400  are two exemplary prior art ways to position the straight axles  115  relative to the frame  105 , support the sprung weight, i.e. the weight of the frame  105 , body  101 , and passengers/cargo, and provide dampening as the vehicle  100  travels over bumps in the surface  200 . 
     Referring first to the rear of the exemplary vehicle  100  illustrated in  FIG. 1 , the leaf spring suspension  300  comprises a leaf spring pack  305 , pivotally attached to the frame  105  in the front, pivotally attached to a spring shackle  310  in the rear, and bolted to the straight axle  115  via a short lift block  315  which provides the interface surface between the bottom center of the leaf spring pack  305  and the straight axle  115 . The spring shackle  310  is pivotally attached to the frame  105 , allowing the leaf spring pack  305  to compress or expand as the vehicle  100  travels over bumps in the surface  200 . The leaf spring pack  305  performs the function of positioning the straight axle  115  in the front to rear direction, supporting the sprung weight, and establishing the fixed ride height H. The shock  320  is pivotally attached to the frame  105  and the straight axle  115 , and provides the dampening function. 
     Referring now to the front of the exemplary vehicle  100  illustrated in  FIG. 1 , the multi-link suspension  400  comprises a shock tower  405  fixed to the frame  105 . A coilover  410 , which comprises a coil spring and a shock, is pivotally attached to the shock tower  405  and pivotally attached to the housing of the straight axle  115 . The coilover  410  supports the sprung weight, establishes the ride height H, and provides dampening, but does not position the straight axle  115  in the front to back direction. Alternatively, a separate coil spring and shock, or an air spring and shock may be used in lieu of the coilover  410 . The straight axle  115  is positioned front to back by the links  415  which are pivotally attached to the housing of the straight axle  115  and pivotally attached to the frame link mount  420 . A coilover  410  may provide a small amount of adjustability to the ride height H (typically 2-4 inches). However, this limited amount of adjustability may not satisfy that which is required for traversing significant obstacles on the surface  200 . 
     Traditional means of adjusting the ride height H are illustrated in  FIG. 2  for both the leaf spring suspension  300  and the multi-link suspension  400 . In  FIG. 2 , the ride height H has been increased approximately 13″ from that shown in  FIG. 1 . 
     With regards to the leaf spring suspension  300  in the rear, the increase in ride height H may be accomplished by substituting the short lift block  315  with a tall lift block  316  and the shock  320  with a long shock  321 . This method results in what is known in the art as “axle wrap” due to the longer moment arm created between the base of the leaf spring pack  305  and the surface  200 , and requires significant time to alter the ride height. Another traditional means of increasing the ride height H as illustrated in  FIG. 2  is to install a large leaf spring pack  306 . The large leaf spring pack  306  reduces and/or eliminates the “axle wrap”, but typically creates a harsher ride quality than the original leaf spring pack  305  due to the increased spring constant as a result of the increased convexity and/or number of leaves making up the pack. The large leaf spring pack  306  still requires a long shock  321  and significant effort to change the ride height H. 
     With regards to the multi-link suspension  400  in the front, the increase in ride height H can be accomplished by substituting the coilover  410  with a longer coilover  411 . The longer coilover  411  can be expensive, and this substitution requires significant time. Also, since the links  415  travel in an arc, the wheelbase W is shortened as the ride height H is increased, requiring the links  415  to be lengthened to compensate. 
       FIGS. 3A and 3B  each illustrate the front view of the exemplary vehicle  100 , depicting a traditional panhard bar  425  pivotally attached to the frame  105  and pivotally attached to the straight axle  115 . The traditional panhard bar  425  positions the straight axle  115  in the left to right position relative to the frame  105 . As illustrated in  FIG. 3B , as the ride height H is increased, the body  101  moves to the side as a result of the traditional panhard bar  425  traveling in an arc. Although the front view of the multi-link suspension  400  is shown, a traditional panhard bar is also used in the same manner as a component of the leaf spring suspension system  300  in the rear of the exemplary vehicle  100 . 
       FIG. 4  illustrates the exemplary vehicle  100  steering system  500  as traditionally used in conjunction with a straight axle  115 . The steering system  500  comprises a drag link  505  which is attached at one end via a ball and socket joint to the pitman arm  510  and at the other end via a ball and socket joint to the steering tie bar  515 . The steering tie bar  515  is attached at both ends to the spindles  520  via a ball and socket joint (note: in some applications the drag link  505  attaches directly to one of the spindles  520 ). As the pitman arm  510  translates left and right, the spindles  520  are turned left and right, thus steering the vehicle  100  as illustrated in  FIG. 5A  (centered),  FIG. 5B  (turning right), and  FIG. 5C  (turning left). 
     The traditional steering system  500  illustrated in  FIG. 6  is shown at the lower ride height H. At this specific ride height H, the traditional steering system  500  is effective since the drag link  505  is adjusted to permit the pitman arm  510  to be centered in its travel from left to right, and the angle ω between the drag link  505  and the surface  200  is small. However, as shown in  FIG. 7 , the traditional steering system  500  suffers limitations as the ride height H of the vehicle is altered. Increasing the ride height H increases the angle ω, which exacerbates what is known in the art as “bump steer.” “Bump steer” is a result of the drag link  505  traveling in an arc as the straight axle  115  moves vertical relative to the frame  105 . This vertical motion is a result of the vehicle  100  traveling over irregularities in the surface  200 . As further illustrated in  FIG. 7 , changing the ride height H causes the pitman arm  510  to rotate, which causes steering misalignment unless the length of the drag link  505  is adjusted via a replacement drag link to compensate. 
     As such, there is a need for a system that can be used to adjust the ride height of a vehicle without significant effort, and without significant impacts to the ride quality, wheel positioning, or the steering alignment of a vehicle 
     SUMMARY 
     According to one aspect, a vehicle comprises: at least two wheels, a frame; and an adjustable suspension mount linkage including: a first mount link pivotally attached to a mount feature and extending to a device used to support a load on a first wheel, the first mount link pivotally attached to the device, wherein the mount feature is attached to or integrated into the frame of the vehicle; and a second mount link pivotally attached to at least one of the mount feature and a second mount feature, the second mount link extending to the first mount link, the second mount link pivotally attached to the first mount link. 
     According to another aspect, an adjustable suspension mount kit comprises: a first mount link pivotally attachable to a mount feature attachable to or integrated into a frame of a vehicle, the first mount link extendable to a device used to support a load on a first wheel, the first mount link pivotally attachable to the device; and a second mount link pivotally attachable to at least one of the mount feature and a second mount feature, the second mount link extendable to the first mount link, the second mount link pivotally attachable to the first mount link, wherein the adjustable suspension mount kit is configured to raise or lower a wheel with respect to the frame when the first mount link and the second mount link are installed on the vehicle and when at least one of the first mount link and the second mount link is expanded or replaced by a third mount link having a different length than at least one of the first mount link and the second mount link. 
     According to another aspect, an adjustable suspension mount system comprises: a first mount link pivotally attached to a mount feature and extending to a device used to support a load on a first wheel, the first mount link pivotally attached to the device, wherein the mount feature is attached to or integrated into the frame of the vehicle; and a second mount link pivotally attached to at least one of the mount feature and a second mount feature, the second mount link extending to the first mount link, the second mount link pivotally attached to the first mount link. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       The subject matter which is regarded as the invention is particularly pointed out and distinctly claimed in the claims at the conclusion of the specification. The foregoing and other features and advantages of the invention are apparent from the following detailed description taken in conjunction with the accompanying drawings in which: 
         FIG. 1  depicts a side view of a prior art vehicle; 
         FIG. 2  depicts another side view of the prior art vehicle of  FIG. 1  after the frame has been raised with respect to wheels of the prior art vehicle; 
         FIG. 3A  depicts a front view of the prior art vehicle of  FIGS. 1-2 ; 
         FIG. 3B  depicts a front view of the prior art vehicle of  FIGS. 1-3A  after the frame has been raised with respect to the wheels of the prior art vehicle; 
         FIG. 4  depicts a perspective view of a steering system of the prior art vehicle of  FIGS. 1-3B ; 
         FIG. 5A  depicts a perspective view of a steering system of the prior art vehicle of  FIGS. 1-4  with the steering centered; 
         FIG. 5B  depicts a perspective view of the steering system of the prior art vehicle of  FIGS. 1-5A  after being steered to the right; 
         FIG. 5C  depicts a perspective view of the steering system of the prior art vehicle of  FIGS. 1-5B  after being steered to the left; 
         FIG. 6  depicts a front view of the prior art steering system of  FIGS. 4-5C ; 
         FIG. 7  depicts a front view of the prior art steering system of  FIGS. 4-6  after the frame has been raised with respect to the wheels of the vehicle; 
         FIG. 8  depicts a side view of a suspension system of a vehicle according to one embodiment; 
         FIG. 9  depicts a side view of the suspension system of the vehicle of  FIG. 8  after a frame of the vehicle has been raised with respect to wheels of the vehicle according to one embodiment; 
         FIG. 10A  depicts a side view of the suspension system of the vehicle of  FIGS. 8-9  after the frame at the front of the vehicle has been raised with respect to the wheels of the vehicle in accordance with one embodiment; 
         FIG. 10B  depicts a side view of the suspension system of the vehicle of  FIGS. 8-10A  after the frame at the rear of the vehicle has been raised with respect to the wheels of the vehicle in accordance with one embodiment; 
         FIG. 11A  depicts a front view of the suspension system of the vehicle of  FIGS. 8-10A  after the frame at the left side of the vehicle has been raised with respect to the wheels of the vehicle according to one embodiment; 
         FIG. 11B  depicts a front view of the suspension system of the vehicle of  FIGS. 8-11A  after the frame at the right side of the vehicle has been raised with respect to the wheels of the vehicle according to one embodiment; and 
         FIG. 12A  depicts a side view of an adjustable suspension mount of the vehicle in  FIGS. 8-11B  in a lowered position according to one embodiment; 
         FIG. 12B  depicts a side view of an adjustable suspension mount of the vehicle in  FIGS. 8-12A  in a raised position according to one embodiment; 
         FIG. 13A  depicts a front view of the suspension system of the vehicle in  FIGS. 8-12B  in a lowered position in accordance with one embodiment; 
         FIG. 13B  depicts a front view of the suspension system of the vehicle in  FIGS. 8-13A  in a raised position in accordance with one embodiment; 
         FIG. 14A  depicts a front view of a panhard linkage of the vehicle in  FIGS. 8-13B  in a lowered position in accordance with one embodiment; 
         FIG. 14B  depicts a front view of the panhard linkage of the vehicle in  FIGS. 8-14A  in a raised position in accordance with one embodiment; 
         FIG. 15  depicts a perspective view of the steering system of the vehicle of  FIGS. 8-14B  in a lowered position in accordance with one embodiment; 
         FIG. 16A  depicts a perspective view of the steering system of the vehicle of  FIGS. 8-15  with the steering centered; 
         FIG. 16B  depicts a perspective view of the steering system of the vehicle of  FIGS. 8-16A  after being steered to the right; 
         FIG. 16C  depicts a perspective view of the steering system of the vehicle of  FIGS. 8-16B  after being steered to the left; 
         FIG. 17A  depicts a front view of the steering system of the vehicle of  FIGS. 8-16C  in a lowered position in accordance with one embodiment; 
         FIG. 17B  depicts a front view of the steering system of the vehicle of  FIGS. 8-17A  in a raised position in accordance with one embodiment; 
         FIG. 18A  depicts a front view of another steering system in a lowered position in accordance with one embodiment; 
         FIG. 18B  depicts a front view of the steering system of  FIG. 18A  in a raised position in accordance with one embodiment; 
         FIG. 19A  depicts a front view of another steering system in a lowered position in accordance with one embodiment; and 
         FIG. 19B  depicts a front view of the steering system of  FIG. 19A  in a raised position in accordance with one embodiment. 
         FIG. 20A  depicts a side view of an adjustable suspension mount of the vehicle in  FIGS. 8-11B  in a lowered position according to another embodiment; 
         FIG. 20B  depicts a side view of an adjustable suspension mount of the vehicle in  FIGS. 8-12A  in a raised position according to another embodiment; 
         FIG. 21A  depicts a side view of an adjustable suspension mount of the vehicle in  FIGS. 8-11B  in a lowered position according to yet another embodiment; 
         FIG. 21B  depicts a side view of an adjustable suspension mount of the vehicle in  FIGS. 8-12A  in a raised position according to yet another embodiment; 
     
    
    
     DETAILED DESCRIPTION 
     A detailed description of the hereinafter described embodiments of the disclosed apparatus and method are presented herein by way of exemplification and not limitation with reference to the Figures. 
     Referring firstly to  FIG. 8 , an exemplary vehicle  1000  is shown at the same ride height H as that shown by the vehicle  100  in  FIG. 1 . It should be understood that the vehicle  1000  may be a modified version of the vehicle  100 , or alternately may be a different vehicle entirely. Furthermore, while the vehicle  1000  is shown with the frame of a truck, the principles of the present invention may be applicable to any type of land vehicle with a suspension system.  FIG. 8  illustrates the exemplary vehicle  1000  including an adjustable multi-link suspension  6000  at both the front and rear in lieu of the traditional multi-link suspension  400  in the front and the leaf spring suspension  300  in the rear described hereinabove. The adjustable multi-link suspension  6000  illustrated in  FIG. 8  permits ride height adjustment without significant impacts to axle positioning relative to the frame. 
     The vehicle  1000  includes links  4015 . The links  4015  may be pivotally connected to the straight axle  1015  with axle link mounts  4017  (shown in  FIGS. 12A and 12B ) and may be pivotally connected to the frame link mount  4020 . The link  4015 , as illustrated in  FIG. 8 , may be longer than the link  415  shown in  FIG. 1 . The link  4015  may further mount to a frame link mount  4020  that extends further down from a frame  1005  of the vehicle  1000 . The link  4015  and frame link mount  4020  geometry illustrated in  FIG. 8  may result in negligible changes to the wheelbase W as the ride height is altered. For example, as the ride height is increased by 13″, the wheel base may only be reduced by 0.5″ due to the distance that the frame link mount  4020  is configured to extend below the frame  1005 . The height of this frame link mount  4020  may further be adjusted depending on the diameter of the intended wheels to be utilized on the vehicle  1000 . For example, if the wheel has a larger diameter, the frame link mount  4020 , and consequently the links  4015 , may extend from a lower position of the vehicle. In the embodiment shown, the links  4015  are shown to be extending from the frame link mount  4020  in an upward direction to wheels  1010  when the ride height is at its lowest (as shown in  FIG. 8 ). Then, as the ride height is increased, as shown in  FIG. 9 , the links  4015  may extend from the frame link mount  4020  in a downward direction toward the wheels  1010 . 
     The vehicle  1000  further includes a coilover  4010  at each of the wheels  1010 . The coilover  4010  in  FIG. 8  may be the same as the coilover  410  in  FIG. 1 . Alternately, the coilover  4010  may be substituted in the adjustable multi-link suspension  6000  by other device that supports the sprung weight of the vehicle and/or wheel and/or provides dampening. For example, the coilover  4010  may be a separate coil and shock, or an air spring and shock. 
     As further illustrated in  FIG. 8 , the shock tower  405  of the multi-link suspension  400  from  FIG. 1  has been replaced in the adjustable multi-link suspension  6000  by an adjustable suspension mount  6050 . The adjustable suspension mount  6050  may provide a simple and reliable means of achieving significant ride height H adjustment without the need to remove and replace components, and without overly complicated mechanisms. The present embodiment of the adjustable suspension mount  6050  may adjust the ride height H by approximately 13″ to that illustrated in  FIG. 9 , consistent with the increased ride height H shown in  FIG. 2  of the prior art. In addition to the negligible wheel base W changes, as described hereinabove, the embodiments shown in  FIGS. 8-17B , including the link  4015  and frame link mount  4020 , also provide negligible or small changes in the castor angle θ as depicted in  FIGS. 12A and 12B . For example, the caster angle θ change may be between zero and five degrees. Furthermore, the camber angle of the vehicle  1000  may be controlled in the exemplary embodiment of the adjustable multi-link suspension  6000  by utilizing a straight axle  1015 . If an independent suspension was used in lieu of the straight axle  1015 , a means to control the camber angle as the ride height H is altered may further be utilized to allow for proper operation and prevent excessive tire wear. 
       FIGS. 10A and 10B  illustrate the capability of the adjustable suspension mount  6050  to further control the pitch P of the body  1001  when the adjustable suspension mount  6050  is used on both the front and the rear of the vehicle  1000 .  FIGS. 11A and 11B  illustrate the capability of the adjustable suspension mount  6050  to further control the roll R of the body  1001  when the adjustable suspension mount  6050  is used on both the right and left side of the vehicle  1000 . 
     As shown in  FIGS. 12A and 12B , the adjustable suspension mount  6050  may include a first mount link  6055  and a second mount link  6065 . The first mount link  6055  may be pivotally attached at one end to a mount bracket  6060  or directly to the frame  1005 , and pivotally attached at the other end to the coilover  4010 . Whatever the mount feature (i.e. the mount bracket  6060  or the frame  1005 ), the first mount link  6055  may be attached so that the first mount link  6055  is rotatable about the attachment location. Again, it should be noted that the coilover  4010  may be substituted with other art that supports the sprung weight of the vehicle  1000  or supports the load on the wheel, as described hereinabove. The second mount link  6065  may be pivotally attached at one end to the mount feature or mount bracket  6060  or directly to the frame  1005 , and pivotally attached at the other end to the first mount link  6055 . In another embodiment, it should be understood that the second mount link  6065  may be pivotally attached to the coilover device  4010  and the first mount link  6055  may be pivotally attached to the second mount link  6065 . It should further be understood that at least one of the first mount link  6055  and the second mount link  6065  may be telescopic in nature and used to increase or decrease the ride height H. In other embodiments, more than two mount links may be provided to control the ride height H. For example, the first mount link may be provided having a first length, the second mount link may be provided having a second length, and a third mount link may be provided having a third length that is different than at least one of the first length and the second length. Replacing at least one of the first mount link and the second mount link with the third mount link may be configured to increase or decrease the ride height H. 
       FIG. 12A  illustrates the adjustable suspension mount  6050  at the lowest ride height H, consistent with that which is shown in  FIG. 8 .  FIG. 12B  illustrates the adjustable suspension mount  6050  at the highest possible ride height H consistent with that which is shown in  FIG. 9 . The illustrated embodiment of the adjustable suspension mount  6050  may, for example, allow for an increase in ride height H of approximately 13″, without changing the ride quality of a typical pickup truck such as a Ford F150, F250 or F350 ®. Other embodiments may result in increased or decreased ride height H adjustment capability based on the lengths of the first mount link  6055 , second mount link  6065 , and the position of pivot points on the mount bracket  6060  or frame  1005 . For example, lengthening the components may result in maximum ride height increase capabilities to be greater than the embodiment shown. 
     In  FIGS. 12A and 12B , the illustrated embodiment of the second mount link  6065  may be a hydraulic cylinder that allows the ride height H to be adjusted remotely or via wired communication (either manually or dynamically) through the control system of a hydraulic pump and valves. In other embodiments the first mount link  6055  may be a hydraulic cylinder in lieu of the second mount link  6065 , or both the first mount link  6055  and second mount link  6065  may be hydraulic cylinders. However, in other embodiments at least one of the first mount link  6055  and the second mount link  6065  may include solid links of various lengths that can be removed and replaced to alter the ride height H, or other adjustable link art (e.g. a turnbuckle or air spring). However, in the embodiment which includes a control system, a single remote may be utilized. This remote may be installed in the dashboard of the vehicle, or may alternately be a remote control which may be completely mobile and not tied to the vehicle in any way. The control may be capable of raising each of the four wheels at the same time, lowering each of the four wheels at the same time, or raising and lowering the wheels separately and in any combination. Still further, the control system may be mounted in the bed of the truck abutting the cabin. 
     Another embodiment of the adjustable suspension mount  6050  is shown in  FIG. 20A  with the coilover  4010  in a raised position (i.e. vehicle  1000  is lowered). As illustrated in  FIG. 20A , the adjustable suspension mount  6050  may include the first mount link  6055  having a first attachment point, a second attachment point, and a third attachment point. The first attachment point may be pivotally connected to a first mount feature and the second attachment point may be pivotally connected to a second mount feature. The first and second mount feature may be a bolt, or the like. In one embodiment, these may not be pivotally connected once they are both attached, but instead remain in a fixed position. The first and second mount features may be located on at least one of the mount bracket  6060  or the frame  1005 . The first mount link  6055  may extend from the mount bracket  6060  or frame  1005  and pivotally connect through a third attachment point to the coilover  4010 . As shown in  FIG. 20B , The first mount link  6055  may be configured to be disconnected and flipped over such that the second attachment point is pivotally connected to the first mount feature, the first attachment point is pivotally connected to the second mount feature, and the third attachment point is again connected to the coilover  4010 , resulting in the coilover  4010  being lowered as shown in  FIG. 20B  (i.e. raising the vehicle  1000 ). 
     Yet another embodiment of the adjustable suspension mount  6050  is shown in  FIG. 21A  with the coilover  4010  in a raised position (i.e. vehicle  1000  is lowered). As illustrated in  FIG. 21A , the adjustable suspension mount  6050  may include the first mount link  6055  having a first attachment point, a second attachment point, and a third attachment point. The first attachment point may be pivotally connected to a first mount feature and the second attachment point may be pivotally connected to a second mount feature. The first and second mount features may be located on at least one of the mount bracket  6060  or the frame  1005 . The mount bracket  6060  or the frame  1005  may have a third mount feature located the same distance from the first mount feature as the second mount feature. The first mount link  6055  may extend from the mount bracket  6060  or frame  1005  and pivotally connect through the third attachment point to the coilover  4010 . The second mount feature may be configured to disconnect from the mount bracket  6060  or frame, and the first mount link  6055  may be configured to rotate about the first mount feature. The second mount feature may then be reconnected to the mount bracket  6060  at another location, resulting in the coilover  4010  being lowered as shown in  FIG. 21B  (i.e. raising the vehicle  1000 ). Several attachment locations for the second mount feature may be disposed on the mount bracket  6060  or frame. As will be understood from the Figures, these attachment locations may provide for different ride heights. These features may be disposed in a radial arrangement about the first mount feature and first attachment point. 
     As illustrated in  FIGS. 13A and 13B , the links  4015  may be mounted at an angle. This is known as “triangulation” and may be utilized to eliminate the need for a traditional panhard bar  425  as illustrated in  FIG. 3 . As further illustrated in  FIGS. 13A and 13B , as the ride height H is altered, the “triangulation” provides a benefit over the traditional panhard bar  425  since the “triangulation” may control the left to right position of the straight axle  1015  beneath the frame  1005 , without causing the body  1001  of the vehicle  1000  to translate sideways as the ride height H is altered. In other embodiments, all four links may be angled: two of the links  4015  may be angled inward as shown and two of the links  4015  may be angled outward. 
     In lieu of, or in conjunction with, the triangulation of the links  4015 , as shown in  FIGS. 14A and 14B  a panhard linkage  6070  may be used in place of the traditional panhard bar  425  for left/right (i.e. sideways) control of the frame  1005  without altering the left/right position of the frame  1005  as the ride height H changes. The panhard linkage  6070  is shown installed at a lowered ( FIG. 14A ) and raised ( FIG. 14B ) ride height H. The panhard linkage  6070  may be an element of the adjustable multi-link suspension  6000 . The panhard linkage  6070  may include a long link  6075  and a short link  6080 . The long link  6075  may be pivotally connected to the existing mount used for the traditional panhard bar  425  at a first panhard location A and connected to the straight axle  1015  via a pivoting and sliding joint  6077  at a second panhard location B. Alternatively, the long link  6075  may be pivotally connected at the second panhard location B to a panhard arm joint (not shown) pivotally connected to a vertical axis on the straight axle  1015  or a panhard rod joint (not shown) pivotally connected to a horizontal axis on the straight axle  1015 . The principles of the panhard arm joint and panhard rod joint are similar to those of the arm joint  8077  as illustrated in  FIGS. 18A and 18B  and rod joint  9077  as illustrated in  FIGS. 19A and 19B . The arm joint  8077  or rod joint  9077  are described hereinbelow with respect to the steering linkage  7000 . 
     In the embodiment shown, the short link  6080  may be pivotally connected at a third panhard location C to the long link  6075  and pivotally connected to the straight axle  1015  at a fourth panhard location D. The distance from the first panhard location A to the second panhard location B may be, for example, twice the distance from the third panhard location C to the fourth panhard location D. The fourth panhard location D may be positioned vertically below the first panhard location A. Still further, the second panhard location B may be positioned horizontally from the fourth panhard location D. 
     Adding the panhard linkage  6070  to the adjustable multi-link suspension  6000  may result in reduced left/right motion of the straight axle  1015  as the vehicle  1000  turns, or as the vehicle  1000  traverses an angled surface  200  (for example, a side hill). It should be understood that the first, second, third and fourth panhard locations A, B, C and D are referred to as “panhard” locations simply to distinguish these locations from the “steering” locations of the steering linkage  7000  described hereinbelow. The terms “panhard” and “steering” are not meant to impart any further meaning to the locations other than simply establishing the difference. 
       FIG. 15  illustrates a perspective view of the preferred embodiment of a steering linkage  7000 . The steering linkage  7000  may replace the drag link  505  of the traditional steering system  500  as illustrated in  FIG. 4 . The steering linkage  7000  may include a long link  7005  and a short link  7010 . The long link  7005  may be connected via a ball and socket joint, for example, to a pitman arm  5010  at a first steering location E and connected to a steering tie bar  5015  via a pivoting and/or sliding joint  7077  at a second steering location F. Alternatively, the long link  7005  may be connected via a ball and socket joint at the second steering location F to an arm joint  8077  as illustrated in  FIGS. 18A  (vehicle lowered) and  18 B (vehicle raised). The arm joint  8077  may be pivotally connected to the steering tie bar  5015  and configured to rotate about a vertical axis such that there is little to no vertical motion of the second steering location F as the arm joint  8077  rotates due to changes in ride height H. Still further, the long link  7005  may be pivotally connected at the second steering location F to a rod joint  9077  as illustrated in  FIGS. 19A  (vehicle lowered) and  19 B (vehicle raised). The rod joint  9077  may be pivotally connected to the steering tie bar  5015  and configured to pivot about a horizontal axis on the steering tie bar  5015  such that there is vertical motion of the second steering location F (i.e. steering location F travels in an arc when viewed from the front of the vehicle  1000 ) as the rod joint  9077  rotates due to changes in ride height H. The short link  7010  may be pivotally connected at a third steering location G to the long link  7005  and pivotally connected to the steering tie bar  5015  at a fourth steering location H. The distance from the first steering location E to the second steering location F may be, for example, twice the distance from the third steering location G to the fourth steering location H. Still further, the fourth steering location H may be positioned vertically below the first steering location E. Moreover, the second steering location F may be positioned horizontally from the fourth steering location H. 
       FIGS. 16A through 16C  illustrate the response of spindles  5020  when the pitman arm  5010  is centered (shown in  FIG. 16A ), translated to the right of the vehicle (shown in  FIG. 16B ), and translated to the left of the vehicle (shown in  FIG. 16C ). The illustrated response may be similar to that of a properly aligned drag link  505  as illustrated in  FIGS. 5A through 5C . In other words, the steering linkage  7000  may provide for the same turning radius as the drag link  505  and operates within the available space envelope. 
       FIGS. 17A and 17B  illustrate the response of the steering linkage  7000  as the frame  1005  travels vertically relative to the surface  200 , i.e. as a result of bumps in the surface  200  or an increase to the vehicle ride height H. As the frame  1005  moves up or down, the second steering location F translates horizontally and the first steering location E and the fourth steering location H travel vertically along a straight line. The response of the steering linkage  7000  as illustrated in  FIGS. 17A and 17B  prevents “bump steer”, and allows for changes in the vehicle ride height without a need for realignment of the pitman arm  5010 . 
     Although a preferred system for allowing the ride height H to be adjusted is described, use of the adjustable suspension mount  6050  need not require the use of the steering linkage  7000  to achieve a vehicle with a significantly adjustable ride height. Other steering system art could be used in conjunction with the adjustable suspension mount  6050  in lieu of the steering linkage  7000  as described, e.g. rack and pinion, hydraulic ram, etc. Furthermore, the adjustable suspension mount  6050  need not only be used in conjunction with a straight axle  1015 , or the means for controlling the straight axle  1015  positioning as described herein. The adjustable suspension mount  6050  could be used in conjunction with an independent suspension or other art used to control the position of the wheel  1010  relative to the frame  1005 . 
     Use of the steering linkage  7000  need not be limited to a vehicle  1000  having an adjustable ride height system. The steering linkage  7000  can be used in lieu of the traditional drag link  505  on a vehicle having a fixed ride height and still function to eliminate “bump steer”. 
     Still further, the components of the present disclosure may be provided in a kit in one embodiment. This kit may be purchasable by a consumer and installed in a vehicle as a replacement to the suspension and steering systems in the vehicle which may, prior to the installation, be similar to the prior art vehicle described hereinabove in  FIGS. 1-7 . The kit (not shown) may include one or more mount brackets  6060  attachable to the frame of a vehicle. The kit may further include at least one first mount link  6055  pivotally attachable to the mount bracket  6060  or other mount feature that is attachable to or integrated into the frame of a vehicle, and extendable to a device that supports the sprung weight of the vehicle and/or wheel and/or provides dampening. The first mount link  6055  may be pivotally attachable to the coilover, spring, shock, and/or airspring. The kit may further include at least one second mount link  6065  that is pivotally attachable to at least one of the mount bracket  6060  or mount feature and a second mount feature. The second mount link  6065  may be extendable to the first mount link  6055 . At least one of the second mount link  6065  and the first mount link  6060  may be telescopic in nature. The second mount link  6065  may be pivotally attachable to the first mount link  6055 . Further, the adjustable suspension kit may be configured to raise or lower a wheel with respect to the frame of a vehicle when the mount bracket  6060 , the first mount link  6055  and the second mount link  6065  are installed on the vehicle and when the length of the first mount link  6055  or second mount link  6060  is altered. Alternately and/or additionally, the kit may include a third mount link (not shown) to replace either the first or second mount link  6055 ,  6060 . The third mount link may be larger or smaller than the link it is configured to replace in order to raise or lower the suspension system when the third mount link is installed. It should be understood that the kit may provide one mount bracket  6060  and first mount link  6055  for each wheel, and one or more second mount links  6065  for each wheel. 
     The kit may further include at least one frame link mount  4020  attachable to the frame of a vehicle. At least one first frame link  4015  may be provided which may be pivotally attachable to the frame link mount  4020  and extendable to a straight axle of the vehicle that extends between two wheels, the first frame link  4015  may be pivotally attachable to the straight axle. Further included may be at least one second frame link  4015  pivotally attachable to at least one of the frame link mount  4020  and a second frame link mount (not shown). The second frame link  4015  may be configured to extend to the straight axle. The second frame link  4015  may be pivotally attachable to the straight axle. The kit may include four of the frame link mounts  4020 , and four of each of the first frame links  4015  and second frame links  4015 . The first and second frame links may actually be the exact same components. Thus, eight of the same links may be provided. In one embodiment, there may be two different sets of frame link mounts  4020 : front frame link mounts and rear frame link mounts. In other words, the front frame link mounts may be dimensioned differently than the rear frame link mounts. Similarly, there may be four different types of frame links  4015 : front top frame links, front bottom frame links, rear top frame links and rear bottom frame links. Thus, a kit may include two front top frame links, two front bottom frame links, two rear top frame links, and two rear bottom frame links. 
     The adjustable suspension kit may further include a straight axle  1015  attachable to and extendable between a first wheel and a second wheel of a vehicle. In other embodiments, a stock straight axle may be modified to incorporate the sliding joint  6077  or the sliding joint  6077  may simply be adapted to be attached to the stock straight axle. The adjustable suspension kit may further include a sliding joint  6077 , where the straight axle  1015  includes a length that is adapted for slidable movement of the sliding joint  6077  when the sliding joint  6077  is attached to the length. A first panhard link  6075  may be attachable to and extendable between a first panhard location that is on or connected directly to the frame of the vehicle and the sliding joint  6077  at a second panhard location. The kit may include a second panhard link  6080  attachable to and extendable between a third panhard location that is on or connected directly to the middle of the first panhard link  6075  and a fourth panhard location that is on or connected directly to the straight axle  1015 . The middle of the first panhard link  6075  may be located between the first panhard location and the second panhard location. 
     The adjustable suspension kit may still further include a steering tie bar  5015  attachable to and extendable between a first spindle and a second spindle of a vehicle. The kit may include another sliding joint  7077 . The steering tie bar  5015  may include a length that is adapted for slidable movement of the sliding joint  7077  when the sliding joint  7077  is attached to the length. Further included may be a first steering link  7005  attachable to and extendable between a first steering location that is on or connected directly to a pitman arm of the vehicle and the sliding joint  7077  at a second steering location. The kit may include a second steering link  7010  attachable to and extendable between a third steering location that is on or connected directly to a middle of the first steering link  7005  and a fourth steering location that is on or connected directly to the steering tie bar  5015 . The middle of the first steering link  7005  may be located between the first steering location and the second steering location. 
     It should further be understood that the above described kit may contain some, any, or all of the components described hereinabove. Further, the kit may include a control system for controlling the telescopic nature of at least one of the first mount link  6055  and the second mount link  6065 . At least one of the first mount link  6055  and second mount link  6065  may be expandable or contractible via hydraulic power, in one embodiment. 
     In still another embodiment, a method is contemplated. The method may include providing some or all of the component parts listed hereinabove. The method may further include attaching a first mount link to a mount feature and extending the first mount link to a device used to support a load on a first wheel. The method may include pivoting the first mount link about the device and the mount feature. The mount feature may be attached to or integrated into the frame of the vehicle. The method may further include attaching a second mount link to at least one of the mount feature and a second mount feature and extending the second mount link to the first mount link and attaching the second mount link to the first mount link. The method may include pivoting the second mount link about the mount feature or second mount feature, and pivoting the second mount link about the first mount link. The method may further include extending, expanding or telescoping at least one of the first mount link and the second mount link. 
     Further, a method may include providing the above-described straight axle, first panhard link, and second panhard link and attaching one or more of these elements in the manner described hereinabove. The method may include attaching the first panhard link to a frame of the vehicle at a first location and to the straight axle at a second location. The method may include pivoting the first panhard link about the frame and the straight axle. The method may further include attaching the second panhard link to a middle point of the first panhard link and the straight axle. The method may include pivoting the second panhard link about the straight axle and the first panhard link. The method may further include sliding an end of the first panhard link along a length of the straight axle. This may be accomplished with a sliding joint. 
     Still further, a method may include providing the above-described steering tie bar, joint that is adaptable for movement in a direction that the steering tie bar extends, first steering link, and second steering link and attaching one or more of these elements in the manner described hereinabove. The method may include attaching the first steering link to a pitman arm of the vehicle at a first location and to the steering tie bar at a second location. The method may include pivoting the first steering link about the steering tie bar and the pitman arm. The method may further include attaching the second steering link to a middle point of the first steering link and the steering tie bar. The method may include pivoting the second steering link about the steering tie bar and the first steering link. The method may further include sliding or otherwise moving an end of the first steering link in a direction that the steering tie bar extends. This may be accomplished with a sliding joint, an arm joint or a rod joint. 
     Moreover, the method may include raising or lowering the suspension of a vehicle with the above described components. The method may include retaining the axle in a substantially similar horizontal position with respect to the wheels when the ride height is raised by at least 10 inches or more. The method may include retaining the steering alignment of the pitman arm in a neutral position when the ride height is raised by at least 10 inches or more. 
     Elements of the embodiments have been introduced with either the articles “a” or “an.” The articles are intended to mean that there are one or more of the elements. The terms “including” and “having” and their derivatives are intended to be inclusive such that there may be additional elements other than the elements listed. The conjunction “or” when used with a list of at least two terms is intended to mean any term or combination of terms. The terms “first” and “second” are used to distinguish elements and are not used to denote a particular order. 
     While the invention has been described in detail in connection with only a limited number of embodiments, it should be readily understood that the invention is not limited to such disclosed embodiments. Rather, the invention can be modified to incorporate any number of variations, alterations, substitutions or equivalent arrangements not heretofore described, but which are commensurate with the spirit and scope of the invention. Additionally, while various embodiments of the invention have been described, it is to be understood that aspects of the invention may include only some of the described embodiments. Accordingly, the invention is not to be seen as limited by the foregoing description, but is only limited by the scope of the appended claims.