Patent Publication Number: US-2023150334-A1

Title: Side-by-side vehicle

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     The present application claims priority to U.S. Provisional Patent Application Ser. No. 61/873,726, filed on Sep. 4, 2013, the complete disclosure of which is expressly incorporated by reference herein. 
    
    
     BACKGROUND OF THE DISCLOSURE 
     The present disclosure generally relates to all-terrain and utility vehicles and, more particularly, to side-by-side utility vehicles configured to carry at least an operator, a passenger, and cargo. 
     Generally, all-terrain vehicles (“ATVs”) and utility vehicles (“UVs”) are configured to carry one or two passengers and cargo over a variety of terrains. Side-by-side vehicles, in which the driver and passenger are seated beside each other on laterally spaced apart seats, have become popular because of the ability to allow the passenger to share the driver&#39;s viewpoint and riding experience instead of being positioned behind the driver. 
     ATVs and UVs are configured for various types of terrain and performances, and as such, it may be desirable for the vehicle to have a low center of gravity. A lower center of gravity may provide the ATVs and UVs with more stability on rugged terrain. 
     SUMMARY OF THE DISCLOSURE 
     In one embodiment of the present disclosure a utility vehicle comprises a plurality of front ground engaging members, a plurality of rear ground engaging members positioned rearward of the front ground engaging members, and a frame assembly supported by the front and rear ground engaging members. The utility vehicle further comprises a powertrain assembly operably coupled to the front and rear ground engaging members and a front suspension assembly operably coupled to the front ground engaging members. The front suspension assembly includes upper alignment arms, lower alignment arms, shock absorbers, and a torsion bar. The utility vehicle also comprises a steering assembly operably coupled to the front ground engaging members. The steering assembly includes a steering wheel, a steering rack, and steering arms. The torsion bar is positioned intermediate the upper alignment arms and the lower alignment arms. 
     A further embodiment of the present disclosure includes a utility vehicle comprising a plurality of front ground engaging members, a plurality of rear ground engaging members, and a frame supported by the front and rear ground engaging members. The frame includes a front frame portion and a rear frame portion. The front frame portion includes upstanding members defining a front plane of the utility vehicle. The utility vehicle further comprises a powertrain assembly operably coupled to the front and rear ground engaging members, a front suspension assembly operably coupled to the front ground engaging members, and a rear suspension assembly operably coupled to the rear ground engaging members. The front ground engaging members extend forward beyond the front plane of the utility vehicle. 
     Another illustrative embodiment of the present disclosure includes a utility vehicle comprising a plurality of ground engaging members and a frame assembly supported by the ground engaging members. The frame assembly is comprised of a first material. The utility vehicle further comprises a powertrain assembly operably coupled to the ground engaging members and supported on the frame assembly, and a cab frame assembly coupled to the frame assembly. The cab frame assembly is comprised of a second material. A weight of the first material is greater than that of the second material. 
     In one embodiment of the present disclosure, a cab frame assembly comprises a front upstanding member, a rear upstanding member positioned rearward of the front upstanding member, and a longitudinal member coupled to front and rear upstanding members. At least one of the front upstanding member, the rear upstanding member, and the longitudinal member includes a plurality of internal ribs and an internal channel. 
     Another illustrative embodiment of the present disclosure includes a utility vehicle comprising a plurality of ground engaging members, a frame assembly supported by the ground engaging members, and a powertrain assembly supported by the frame assembly. The powertrain assembly includes an engine, a transmission operably coupled to the engine, an air intake assembly fluidly coupled to the engine, and an exhaust assembly fluidly coupled to the engine. The exhaust assembly is configured to selectively regulate a flow of exhaust from the engine in response to at least one of a drive mode, an operator input, and a throttle position. 
     In a further illustrative embodiment of the present disclosure, a cab frame assembly comprises a front upstanding member, a rear upstanding member positioned rearward of the front upstanding member, and a longitudinal member coupled to the front and rear upstanding members. At least one of the front upstanding member, the rear upstanding member, and the longitudinal member is extruded. 
     In another illustrative embodiment of the present disclosure, a utility vehicle, comprises a plurality of ground-engaging members and a frame assembly supported by the plurality of ground-engaging members. The frame assembly includes a front end and a rear end. The utility vehicle further comprises a cab frame assembly coupled to the frame assembly and extending above the frame assembly to define an operator area. At least one seat is positioned within the operator area and includes a seat bottom and a seat back. The utility vehicle further comprises a front suspension assembly coupled to the front end of the frame assembly. The front suspension includes a shock absorber, an alignment arm, and a torsion bar. The utility vehicle also comprises a rear suspension assembly coupled to the rear end of the frame assembly. The rear suspension assembly includes a shock absorber, an alignment arm, and a torsion bar. A center of gravity of the utility vehicle is configured to be lowered by at least one of including a recess on the seat back, extruding the cab frame assembly, positioning the torsion bar of the front suspension assembly approximately 5 inches from a bottom of the frame assembly, and positioning the torsion bar of the rear suspension assembly approximately 6 inches from a bottom of the frame assembly. 
     The above mentioned and other features of the invention, and the manner of attaining them, will become more apparent and the invention itself will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a left front perspective view of the vehicle of the present disclosure; 
         FIG.  2    is a right rear perspective view of the vehicle of  FIG.  1   ; 
         FIG.  3    is a left side view of the vehicle of  FIG.  1   ; 
         FIG.  4    is right side view of the vehicle of  FIG.  1   ; 
         FIG.  5    is a top view of the vehicle of  FIG.  1   ; 
         FIG.  6    is a bottom view of the vehicle of  FIG.  1   ; 
         FIG.  7    is a front view of the vehicle of  FIG.  1   ; 
         FIG.  8    is a rear view of the vehicle of  FIG.  1   ; 
         FIG.  9 A  is a left front perspective view of a frame of the vehicle of  FIG.  1   ; 
         FIG.  9 B  is a left rear perspective view of a portion of the frame of  FIG.  9 A ; 
         FIG.  10    is a right rear perspective view of the frame of  FIG.  9 A ; 
         FIG.  11    is a left front perspective view of a front frame portion of the frame of  FIG.  9 A ; 
         FIG.  12    is an exploded view of a bumper and the front frame portion of  FIG.  11   ; 
         FIG.  13    is a cross-sectional view of a coupler assembly of the bumper of  FIG.  12   , taken along line  13 - 13  of  FIG.  12   ; 
         FIG.  14    is a left rear perspective view of a rear frame portion of the frame of  FIG.  9 A ; 
         FIG.  15    is a further left rear perspective view of the rear frame portion of  FIG.  14   ; 
         FIG.  16    is a left rear perspective view of a coupler assembly of the rear frame portion of  FIG.  15   ; 
         FIG.  17    is left front perspective view of a cab frame assembly of the vehicle of  FIG.  1   ; 
         FIG.  18    is an exploded view of the cab frame assembly of  FIG.  17   ; 
         FIG.  19    is a cross-sectional view of the cab frame assembly of  FIG.  17   , taken along line  19 - 19  of  FIG.  17   ; 
         FIG.  20    is a further cross-sectional view of the cab frame assembly, taken along line  20 - 20  of  FIG.  17   ; 
         FIG.  21    is a right front perspective view of an inner surface of a retainer bar of the cab frame assembly of  FIG.  17   ; 
         FIG.  22    is a left side view of a front end of the vehicle of  FIG.  1   ; 
         FIG.  23    is an exploded view of a grille of a cooling assembly of the vehicle of  FIG.  1   ; 
         FIG.  24    is a left rear perspective view of the grille of  FIG.  23   ; 
         FIG.  25    is an exploded view of an access panel of the vehicle of  FIG.  1    configured to enclose a portion of an engine compartment; 
         FIG.  26    is a left rear perspective view of a seat of the vehicle of  FIG.  1   ; 
         FIG.  27    is a rear view of a display screen within a dashboard assembly of the vehicle of  FIG.  1   ; 
         FIG.  28    is a left rear perspective view of a front suspension assembly and a rear suspension assembly of the vehicle of  FIG.  1   ; 
         FIG.  28 A  is a left rear perspective view of the rear suspension assembly of  FIG.  28   ; 
         FIG.  28 B  is a front view of the rear suspension assembly of  FIG.  28 A ; 
         FIG.  28 C  is a top view of the rear suspension assembly of  FIG.  28 B ; 
         FIG.  29 A  is a left front perspective view of the front suspension assembly of  FIG.  28   ; 
         FIG.  29 B  is a left side view of a hub assembly of the front suspension assembly of  FIG.  29 A : 
         FIG.  29 C  is a front view of a portion of the front suspension assembly of  FIG.  29 A ; 
         FIG.  30    is an exploded view of the front suspension assembly of  FIG.  29 A ; 
         FIG.  31 A  is a left side view of the front suspension assembly of  FIG.  29 A  and a steering assembly; 
         FIG.  31 B  is a left rear perspective view of an alternative embodiment steering arm of the steering assembly of  FIG.  31 A ; 
         FIG.  32    is a left rear perspective view of an air intake assembly of the vehicle of  FIG.  1   ; 
         FIG.  32 A  is a right rear perspective view of an alternative embodiment air intake assembly of the vehicle of  FIG.  1   ; 
         FIG.  32 B  is a left rear perspective view of the air intake assembly of  FIG.  32 A  positioned within a portion of a cargo box of the vehicle of  FIG.  1   ; 
         FIG.  32 C  is a rear view of a portion of the air intake assembly of  FIG.  32 B ; 
         FIG.  32 D  is a top view of the portion of the air intake assembly of  FIG.  32 C ; 
         FIG.  32 E  is a left rear perspective view of the portion of the air intake assembly of  FIG.  32 D  positioned within a portion of the cargo box; 
         FIG.  33    is a left rear perspective view of an exhaust assembly of the vehicle of  FIG.  1   ; 
         FIG.  33 A  is a left rear perspective view of an alternative embodiment exhaust assembly of the vehicle of  FIG.  1   ; 
         FIG.  34    is a rear view of an alternative embodiment of the exhaust assembly of  FIG.  33   ; 
         FIG.  35    is a left front perspective view of doors of the vehicle of  FIG.  1   ; 
         FIG.  36    is a left front perspective view of an alternative embodiment vehicle of the vehicle of  FIG.  1   ; 
         FIG.  37    is a left rear perspective view of a front suspension assembly and a rear suspension assembly of the alternative embodiment vehicle of  FIG.  36   ; and 
         FIG.  38    is a left rear perspective view of a powertrain assembly of the vehicle of  FIG.  1   . 
     
    
    
     DETAILED DESCRIPTION OF THE DRAWINGS 
     Corresponding reference characters indicate corresponding parts throughout the several views. Unless stated otherwise the drawings are proportional. 
     The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Rather, the embodiments are chosen and described so that others skilled in the art may utilize their teachings. While the present disclosure is primarily directed to a utility vehicle, it should be understood that the features disclosed herein may have application to other types of vehicles such as all-terrain vehicles, motorcycles, watercraft, snowmobiles, people movers, and golf carts. 
     With reference to  FIGS.  1 - 8   , a utility vehicle  2  is shown. Vehicle  2  may include light-weight components and/or may position heavier components lower on vehicle  2  in order to lower the center of gravity of vehicle  2 . 
     Vehicle  2  includes a front end  4  and a rear end  6 . A plurality of ground engaging members, including front wheels  8  and rear wheels  10 , support utility vehicle  2  on a ground surface. In one embodiment, front and rear wheels  8  and  10  may include tires having an outer diameter of approximately 26-32 inches. When including 26-inch tires on front and rear wheels  8 ,  10 , the center of gravity of vehicle  2  may be lowered. Illustratively, the width between the centers of the hubs of rear wheels  10  defines a width of vehicle  2 , which may be approximately 45-55 inches. Illustratively, the width of vehicle  2  at ride height and without any payload (e.g., cargo, driver, and/or passenger) may be approximately 50 inches. 
     Rear end  6  of utility vehicle  2  supports portions of a powertrain assembly  250 , which, as shown in  FIG.  38   , includes at least an engine  252 , a variable clutch assembly  254 , illustratively a continuously variable transmission (“CVT”), a transmission  255 , front final drive unit  256 , rear final drive unit  258 , an exhaust assembly  280 , and an air intake assembly  260 . Portions of powertrain assembly  250 , such as engine  252 , transmission  255 , and variable clutch assembly  254 , may be positioned on vehicle  2  such that the weight distribution of vehicle  2  may be approximately 40/60 or approximately 35/65, as measured from front end  4  to rear end  6  along longitudinal axis L. Additionally, powertrain assembly  250  may be configured to lower the center of gravity of vehicle  2 . For example, the position of engine  252  may be lowered in order to lower the center of gravity of vehicle  2 . In one embodiment, engine  252  may be lowered by approximately 5-10 mm, and more particularly, by approximately 7 mm, in order to lower the center of gravity of vehicle  2 . Also, the position of variable clutch assembly  254  and/or transmission  255  may be lowered by approximately 5-10 mm, and more particularly, by approximately 7 mm in order to lower the center of gravity of vehicle  2 . 
     In one embodiment, engine  252  is configured for at least approximately 60-75 hp. Additionally, front final drive unit  256  may be configured as a close-ratio drive unit. By configuring front final drive unit  256  as a close-ratio drive unit, less slip is needed to engage front wheels  8  when vehicle  2  operates in an all-wheel drive and/or four-wheel drive mode. Furthermore, by configuring front final drive unit  256  as a close-ration drive unit, vehicle  2  may include active descent control. 
     A frame assembly  20  extends between front end  4  and rear end  6  of utility vehicle  2  and is supported on front wheels  8  and rear wheels  10 . Frame assembly  20  supports a cargo box  12  at rear end  6  and an operator area  14  between front end  4  and rear end  6 . As shown in  FIG.  5   , in one embodiment, cargo box  12  includes a first side wall  12   a , a second side wall  12   b , and a removable panel  13 , which provides access to an engine compartment for powertrain assembly  250  and other components of vehicle  2  positioned below cargo box  12 . As shown in  FIGS.  1 - 4   , side wall  12   a  supports an engine intake port  502  and side wall  12   b  supports a clutch intake port  500  for an air intake assembly  260  or  260 ′, as detailed further herein. In one embodiment, intake ports  500  and  502  include filters therein. 
     Cargo box  12  may be comprised of a polymeric material. In one embodiment, cargo box  12  is comprised of a light-weight polymeric material, which decreases the weight of vehicle  2 . As such, the center of gravity of vehicle  2  may be lowered when cargo box  12  is comprised of a light-weight material. 
     Operator area  14  includes seating for at least an operator and a passenger in a side-by-side arrangement. Illustratively, operator area  14  includes a plurality of bucket-type seats  15 , each having a seat bottom  16  and a seat back  18 . Seat bottom  16  and seat back  18  may be coupled to each other or may be separate therefrom. Alternative embodiments of seats  15  may include a bench-type seat, in which one seat bottom  16  and one seat back  18  support both the operator and the passenger. In one embodiment, the height of seat back  18  may be vertically adjustable to accommodate different heights of operators and passengers. Additionally, in one embodiment of seats  15 , seat bottom  16  may be configured to slide or otherwise move in a longitudinal direction to further increase the comfort of the operator and passenger. Further details about seats  15  of vehicle  2  may be disclosed in U.S. Provisional Patent Application Ser. No. 61/829,743, filed on May 31, 2013, the complete disclosure of which is expressly incorporated by reference herein. 
     As shown in  FIG.  2   , vehicle  2  includes a dashboard assembly  200  and a floorboard assembly  210 . Floorboard assembly  210  extends forward of seats  15  and is coupled to dashboard assembly  200 . Floorboard assembly  210  includes a plurality of horizontal boards  212  and a plurality of dead pedals  214 . Illustratively, one horizontal board  212  supports the operator&#39;s feet and another horizontal board  212  supports the passenger&#39;s feet. Additionally, as shown in  FIG.  5   , horizontal boards  212  may include at least one drain  216 . Horizontal boards  212  may include a cap configured to fit within an opening in horizontal boards  212 . The cap is removably coupled to horizontal boards  212  and may be opened or removed in order to allow fluids, dirt, and debris to flow out of operator area  14  when cleaning operator area  14 . 
     Referring back to  FIG.  2   , dead pedals  214  are angled upwardly from horizontal boards  212  in order to also support the operator&#39;s feet and the passenger&#39;s feet. Illustrative dead pedals  214  may be integral with horizontal boards  212 , or alternatively, may be separate therefrom and coupled thereto with conventional fasteners. Further details about floorboard assembly  210  of vehicle  2  may be disclosed in U.S. Provisional Patent Application Ser. No. 61/829,743, filed on May 31, 2013, the complete disclosure of which is expressly incorporated by reference herein. 
     Referring to  FIGS.  9 A- 11   , frame assembly  20  extends along a longitudinal axis L of utility vehicle  2  ( FIG.  6   ) and includes a front frame portion  22 , a mid-frame portion  24 , and a rear frame portion  26 . Frame assembly  20  includes forward longitudinally-extending members  28  extending between front frame portion  22  and rear frame portion  26 . A plurality of cross-members  30 ,  32 , and  34  extend transversely to longitudinal axis L and are coupled to both forward longitudinally-extending members  28 . Additionally, a skid plate  86  may be coupled to forward longitudinally-extending members  28  and/or cross-members  30 ,  32 , and  34 . Skid plate  86  also extends between front frame portion  22  and rear frame portion  26  and is positioned below forward longitudinally-extending members  28  and cross-members  30 ,  32 , and  34 . 
     At front frame portion  22 , forward longitudinally-extending members  28  are coupled to alignment arm brackets  36  for a front suspension assembly  170 , as detailed further herein. Illustratively, front frame portion  22  includes at least four alignment arm brackets  36 . Additionally, forward longitudinally-extending members  28  are coupled to a lower plate member  38 , which is spaced apart from and positioned below an upper plate member  39 . Upper plate member  39  includes brackets  40 , which may be integrally formed with upper plate member  39  or, alternatively, welded or otherwise coupled thereto. 
     As shown in  FIG.  11   , upper plate member  38  includes an opening, which may be configured to cooperate with a winch assembly (not shown). Lower plate member  39  includes a plurality of accessory mounts, illustratively openings  37 , which may be configured to couple with accessories and/or cargo. Additionally, some of openings  37  are configured as tie-downs for receiving a hook or other coupling device for coupling cargo to vehicle  2 . As such, frame assembly  20  integrally includes mounts for accessories and cargo. Referring to  FIG.  12   , lower and upper plate members  38 ,  39  may support an accessory  110 , such as a bumper, brush guard, or other similar member configured to protect front end  4  of vehicle  2  from damage. For example, accessory  110  may be coupled to lower plate member  38  and brackets  40  of upper plate member  39  with coupling assemblies  112 . 
     Referring to  FIGS.  12  and  13   , coupling assemblies  112  may be configured as expansion members, such as expansion bolts, configured to extend through openings in bracket  40  and openings  37  in lower plate member  39  in order to secure accessory  110  to front frame portion  22 . Coupling assemblies  112  include a support member  122 , a washer  124 , a sleeve  116 , and a bolt  118 . Support member  122  is coupled to a frame member  114  of accessory  110 . Washer  124  is positioned against the front surface of support member  122 . Bolt  118  is inserted through washer  124  and support member  122  until a flange  120  of bolt  118  contacts washer  124 . Bolt  118  is received within a cylindrical opening of sleeve  116 . 
     In order to couple accessory  110  with front frame portion  22 , sleeve  116  extends through integral openings  37  in lower plate member  39  and brackets  40  of upper plate member  38 . A lip  126  of sleeve  116  engages an inner surface of lower plate member  38  and/or brackets  40 . Bolt  118  is received within sleeve  116  such that sleeve  116  expands when bolt  118  is tightened in order to secure accessory  110  to front frame portion  22 . As such, frame assembly  20  integrally includes various mounting points for accessories, such as accessory  110 . Additionally, the configuration of coupling assemblies  112  is such that it is not necessary for accessory  110  to be held in place at front end  4  of vehicle  2  while assembling accessory  110  on vehicle  2 . 
     Referring again to  FIGS.  9 A- 10   , a forward powertrain support member  42  is coupled to forward longitudinally-extending members  28  and is positioned rearward of lower plate member  38 . Forward powertrain support member  42  may be configured to support a portion of a powertrain assembly  250 , for example front final drive unit  256  ( FIG.  38   ). 
     Additionally, as shown in  FIGS.  9 A- 10   , forward longitudinally-extending members  28  are coupled to first upstanding members  44  and second upstanding member  45  at front frame portion  22 . Illustratively, front frame portion  22  includes two first upstanding members  44  and two second upstanding members  45 . First upstanding members  44  include generally vertical portions  44   a , generally angled portions  44   b , and generally rearward portions  44   c . Vertical portions  44   a  are coupled to upper plate member  39  and lower plate member  38 . Rearward portions  44   c  of first upstanding members  44  of front frame portion  22  are angled upwardly. In one embodiment, rearward portions  44   c  are at an angle α of approximately 30-32 degrees from horizontal and are approximately 8-12 inches above the top surface of the front tires along a line C, as shown in  FIG.  9 B . Illustratively, angle α is approximately 31.3 degrees and the distance along line C is approximately 10.1 inches. As such, first upstanding members  44  are sufficiently spaced apart from front wheels  8  to provide sufficient space in the wheel well area for maximum turning radius. In other words, the geometry of front frame portion  22  does not interfere with or limit the turning radius of front wheels  8 . In one embodiment, the front tires have a diameter of approximately 30 inches and the configuration of front end  4  of vehicle  2  does not interfere with or limit the turning radius of front wheels  8 . 
     First upstanding members  44  also support a generally U-shaped frame member  54  coupled to the upper ends thereof. More particularly, vertical portions  44   a  of first upstanding members  44  are coupled to forward longitudinally-extending members  28  and rearward portions  44   c  of first upstanding members  44  are coupled to U-shaped frame member  54 , such that U-shaped frame member  54  is positioned above forward longitudinally-extending members  28 . U-shaped frame member  54  includes a cross-member  56  and a support member  58 . 
     Second upstanding members  45  support a brace  46  extending therebetween. Brace  46  is coupled to U-shaped frame member  54 . Additionally, second upstanding members  45  are coupled to braces  60 , which are angled forwardly. The lower ends of braces  60  are coupled to forward longitudinally-extending members  28  and the upper ends of braces  60  are coupled to second upstanding members  45 . 
     Referring to  FIGS.  9 A- 10   , mid-frame portion  24  includes lower longitudinally-extending members  62  and upper longitudinally-extending members  64 . Lower longitudinally-extending members  62  are coupled to forward longitudinally-extending member  28  with frame members  66 . Lower longitudinally-extending members  62  include front portions  62   a , which are coupled to U-shaped frame member  54 , horizontal portions  62   b , which are coupled to frame members  66 , and rear portions  62   c , which are coupled to a cab frame assembly  150 , as detailed further herein. Front portions  62   a  may be approximately 4-8 inches from the outer surface of the tire of front wheel  8  along a line D, as shown in  FIG.  9 B . Illustratively, the distance along line D is approximately 6.0 inches. Additionally, frame members  66  may be approximately 6-10 inches from the outer surface of the tire of front wheel  8  along a line E, as shown in  FIG.  9 B . Illustratively, the distance along line E is approximately 8.3 inches. The distance from front wheel  8  to frame members  66  and front portions  62   a  provides sufficient space within the wheel well of front wheels  8  such that the turning radius of front wheels  8  is not compromised. 
     Illustratively, horizontal portions  62   b  may be coupled to front and rear portions  62   a ,  62   c  with coupler assemblies  68 . Alternatively, horizontal portions  62   b  may be integrally formed with front and rear portions  62   a ,  62   c , or may be coupled thereto with conventional fasteners (e.g., welds, rivets, bolts, and/or adhesive). Lower longitudinally-extending members  62  may be coupled to upper longitudinally-extending members  64  with brackets  65 . 
     Upper longitudinally-extending members  64  include horizontal portions  64   a  and angled portions  64   b . Horizontal portions  64   a  are coupled to front portions  62   a  of lower longitudinally-extending members  62 . Additionally, horizontal portions  64   a  may be coupled to U-shaped frame member  54  with frame members  70 . Horizontal portions  64   a  may be integrally formed with angled portions  64   b , or alternatively, may be separate therefrom and coupled thereto with conventional fasteners (e.g., welds, rivets, bolts, and/or adhesive). Angled portions  64   b  extend rearwardly from horizontal portions  64   a  and are coupled to rear portions  62   c  of lower longitudinally-extending members  62 . 
     Referring to  FIG.  10   , mid-frame portion  24  also includes a dashboard support member  72  coupled to cross-member  56  with an arm member  74  and a steering support member  76 . Additionally, dashboard support member  72  is coupled to front portions  62   a  of lower longitudinally-extending members  62  with members  78  and brackets  79 . In one embodiment, dashboard support member  72  and members  78  may be comprised of a light-weight material. In one embodiment, members  72 ,  78  are comprised of polymeric material, a carbon fiber material, and/or an aluminum material to lower the center of gravity of vehicle  2 . 
     Mid-frame portion  24  also includes a seat frame assembly  80 . Seat frame assembly  80  includes a front cross-member  82  and a rear cross-member  84  generally parallel to front cross-member  82 . Seats  15  are configured to be removably coupled to seat frame assembly  80 . 
     Referring to  FIGS.  9 A- 10 , and  14 - 16   , rear frame portion  26  includes upper rearward longitudinally-extending members  88  which have upper portions  88   a  and lower portions  88   b . Illustratively, upper portions  88   a  and lower portions  88   b  may be integrally formed with each other. Alternatively, upper portions  88   a  and lower portions  88   b  may be separate from each other and coupled thereto with conventional fasteners (e.g., welds, rivets, bolts, and/or adhesive). Upper portions  88   a  may be coupled to rear portions  62   a  of lower longitudinally-extending members  62  and/or a rear cross-member  90 . Additionally, braces  92  may be coupled to upper portions  88   a  and rear cross-member  90 . Rear cross-member  90  and braces  92  may be removably coupled to rear frame portion  26  with bolts in order to provide access to powertrain assembly  250 . 
     Rear frame portion  26  also includes lower rearward longitudinally-extending members  128 , which are coupled to forward longitudinally-extending members  28 . More particularly, as shown best in  FIGS.  14 - 16   , the outer diameter (od) of lower rearward longitudinally-extending members  128  is smaller than the inner diameter (id) of forward longitudinally-extending members  28 . Illustratively, the outer diameter (od) of lower rearward longitudinally-extending members  128  may be approximately 36-40 mm and the inner diameter (id) of forward longitudinally-extending members  28  may be approximately 38-42 mm. In one embodiment, the outer diameter (od) of lower rearward longitudinally-extending members  128  may be approximately 38 mm and the inner diameter (id) of the forward longitudinally-extending members  28  may be approximately 40 mm. As such, lower rearward longitudinally-extending members  128  are received within a portion of forward longitudinally-extending members  28 . Conventional fasteners, such as welds, rivets, bolts, and/or adhesive may be used to secure lower rearward longitudinally-extending members  128  within forward longitudinally-extending members  28 . Illustratively, lower rearward longitudinally-extending members  128  are welded to forward longitudinally-extending members  28 . 
     Rear frame portion  26  further includes a plurality of angled members  94 ,  96 , and  98 . Angled members  94  may be coupled to rear portions  62   c  of lower longitudinally-extending members  62  and forward longitudinally-extending members  28 . Angled members  96  and  96  are coupled to lower rearward longitudinally-extending members  128 . Angled members  96  and  98  may be coupled to alignment arm brackets  100  for a rear suspension assembly  300 . A bracket  104  may be coupled to upper rearward longitudinally-extending members  88 . A plate member  102  is coupled to lower portions  88   b  of upper rearward longitudinally-extending members  88  and is positioned rearward of angled members  94 ,  96 , and  98 . Further details about frame assembly  20  of vehicle  2  may be disclosed in U.S. Provisional Patent Application Ser. No. 61/829,743, filed on May 31, 2013, the complete disclosure of which is expressly incorporated by reference herein. 
     Referring to  FIGS.  17 - 21   , a cab frame assembly  150  is coupled to frame assembly  20  and includes front upstanding members  152 , rear upstanding members  154 , and longitudinal members  156  extending therebetween. Additionally, cab frame assembly  150  includes a front cross-member  158 , a rear upper cross-member  160 , and a rear lower cross-member  162 . Front cross-member  158  is coupled to an upper end of front upstanding members  152  and/or longitudinal members  156 . In one embodiment, front upstanding members  152  are integrally formed with longitudinal members  156 . The lower end of front upstanding members  152  may be coupled to frame assembly  20  with couplers  151 . Couplers  151  may be bolted, adhered, or otherwise coupled to frame assembly  20  and/or front upstanding members  152 . 
     Rear upper cross-member  160  is coupled to an upper end of rear upstanding members  154  and/or longitudinal members  156 . Rear lower cross-member  162  is also coupled to rear upstanding members  154 . In one embodiment, rear upstanding members  154  are integrally formed with rear upper cross-member  160 . The lower end of rear upstanding members  154  may be coupled to frame assembly  20  with couplers  151 , which may be bolted, adhered, or otherwise coupled to frame assembly  20  and/or rear upstanding members  154 . 
     As shown in  FIGS.  18  and  19   , front cross-member  158  may be coupled to front upstanding members  152  and/or longitudinal members  156  with a coupler assembly  130 . Similarly, longitudinal members  156  are coupled to rear upper cross-member  160  and rear upstanding members  154  with coupler assemblies  130 . Additionally, rear lower cross-member  162  is coupled to rear upstanding members  154  with coupler assemblies  130 . Coupler assemblies  130  include an outer bracket  132 , an inner bracket  134 , and a fastener  136 . More particularly, front upstanding members  152  and longitudinal members  156  are received within opposing ends of outer and inner brackets  132 ,  134  and may be coupled thereto with conventional fasteners (e.g., adhesive). Front cross-member  158  is received within an inner end of inner bracket  134  and may be coupled thereto with adhesive or other conventional fasteners. As such, front upstanding members  152 , longitudinal members  156 , and front cross-member  158  are bought together in a T-configuration by coupler assemblies  130 . Fastener  136  is received within an opening of outer bracket  132  and extends into an inner channel  166  of front cross-member  158  in order to couple together front upstanding members  152 , longitudinal members  156 , and front cross-member  158 . Fastener  136  may be threadedly coupled or otherwise secured within inner channel  166 . In a similar way, upper rear cross-member  160  is coupled to rear upstanding members  154  and longitudinal members  156 . Additionally, lower rear cross-member  162  is coupled to rear upstanding members  154  with coupler assemblies  130 . 
     Cab frame assembly  150  may be at least partially comprised of a metallic material. For example, illustrative cab frame assembly  150  is comprised of a material that weighs less, or has a lower density, than the material of frame assembly  20 . Illustrative cab frame assembly  150  may be comprised of aluminum, whereas illustrative frame assembly  20  may be at least partially comprised of steel. More particularly, at least some of front upstanding members  152 , rear upstanding members  154 , longitudinal members  156 , front cross-member  158 , rear upper cross-member  160 , and rear lower cross-member  162  are comprised of aluminum. Alternative embodiments of cab frame assembly  150  may be comprised of other light-weight materials, such as polymeric materials and/or carbon fiber materials. By using aluminum, polymeric materials, and/or carbon fiber materials, cab frame assembly  150  may be light-weight and decrease the overall weight of vehicle  2 . As such, the center of gravity of vehicle  2  may be lowered. For example, when cab frame assembly  150  is comprised of aluminum, the weight of cab frame assembly  150  may be reduced by approximately 40% compared to a cab frame assembly  150  comprised of steel. Alternatively, members  152 ,  154 ,  156 ,  158 ,  160 , and/or  162  of cab frame assembly  150  may be comprised of 16-gauge tubes, rather than 14-gauge tubes, and the decreased size of members  152 ,  154 ,  156 ,  158 ,  160 , and/or  162  may decrease the weight of cab frame assembly  150  and, therefore, lower the center of gravity of vehicle  2 . 
     When cab frame assembly  150  is comprised of aluminum, the bending stiffness or strength of at least some of front upstanding members  152 , rear upstanding members  154 , longitudinal members  156 , front cross-member  158 , rear upper cross-member  160 , and rear lower cross-member  162  may be increased by including at least one structural reinforcement member. Illustratively, the at least one structural reinforcement member defines a plurality of internal ribs  164  and inner channel  166 . Internal ribs  164  and inner channel  166  may be extruded with members  152 ,  154 ,  156 ,  158 ,  160 , and  162 . As shown if  FIG.  20   , front upstanding members  152 , rear upstanding members  154 , longitudinal members  156 , front cross-member  158 , rear upper cross-member  160 , and/or rear lower cross-member  162  may include at least four internal ribs  164 . Internal ribs  164  extend inwardly from the inner surface of front upstanding members  152 , rear upstanding members  154 , longitudinal members  156 , front cross-member  158 , rear upper cross-member  160 , and/or rear lower cross-member  162  and engage with inner channel  166 . By including at least four internal ribs  164 , the bending stiffness of each member  152 ,  154 ,  156 ,  158 ,  160 , and/or  162  is increased in two directions—both direction B 1  and direction B 2 . As shown in  FIGS.  19  and  20   , inner channel  166  extends along the length of front upstanding members  152 , rear upstanding members  154 , longitudinal members  156 , front cross-member  158 , rear upper cross-member  160 , and/or rear lower cross-member  162  and is generally hollow in order to receive fastener  136  of coupler assemblies  130 . Additionally, electrical wires may be routed through inner channel  166  and/or the channels defined between internal ribs  164  in order to conceal and protect the wires. 
     At least some of front upstanding members  152 , rear upstanding members  154 , longitudinal members  156 , front cross-member  158 , rear upper cross-member  160 , and rear lower cross-member  162  may be extruded and profiled. For example, front upstanding members  152 , rear upstanding members  154 , longitudinal members  156 , front cross-member  158 , rear upper cross-member  160 , and/or rear lower cross-member  162  may be extruded with a generally hour-glass or  FIG.  8    profile to allow accessories, such as doors  222  ( FIG.  35   ), a roof (not shown), a front windshield (not shown), and/or a rear windshield (not shown) to be coupled to cab frame assembly  150 . Additional details about the profile of cab frame assembly  150  may be disclosed in U.S. patent application Ser. No. 13/429,589, filed on Jun. 8, 2012, the complete disclosure of which is expressly incorporated by reference herein. 
     Additionally, cab frame assembly  150  also includes a retainer or bolster bar  140 , which may be coupled to rear upstanding members  154 . More particularly, rear upstanding members  154  may include tabs  142  for coupling with bolster bars  140 . A fastener  144  may be received within openings of bolster bars  140  and corresponding openings in tabs  142  in order to couple bolster bars  140  to rear upstanding members  154 . Bolster bar  140  includes tabs  141 , which are configured to support a door  222  ( FIG.  35   ), as detailed further herein. Illustrative bolster bars  140  may be comprised of a light-weight or low-density metallic material, polymeric material, and/or carbon fiber material. For example, bolster bar  140  may be comprised of aluminum. With the use of aluminum or other light-weight materials, the center of gravity of vehicle  2  may be lowered. 
     Referring to  FIG.  22   , frame assembly  20  may be coupled to a body of vehicle  2 . For example, the body of vehicle  2  may include a hood  220  at front end  4 , as well as dashboard assembly  200  and floorboard assembly  210  with operator area  14  ( FIG.  2   ). As shown in  FIG.  22   , the forward-most portion of vehicle  2  is defined by upstanding members  44  along line F. However, the forward-most portion of front wheels  8  are forward of the line F. As such, if vehicle  2  contacts an obstacle (e.g., rock or tree) at a position along line O, only front wheels  8  will contact the obstacle. The remainder of vehicle  2  is rearward of line O and, therefore, does not contact the obstacle. In this way, the approach angle at front frame portion  22  of frame assembly  20  minimizes damage to vehicle  2  by ensuring that front wheels  8  will contact an obstacle before any other portion of vehicle  2 . For example, angle α of first upstanding members  44  defines the approach angle, which allows front wheels  8  to be configured to contact an obstacle at line O before the remainder of vehicle  2  reaches the obstacle. Further details about the body of vehicle  2  may be disclosed in U.S. Provisional Patent Application Ser. No. 61/829,743, filed on May 31, 2013, the complete disclosure of which is expressly incorporated by reference herein. 
     Referring to  FIGS.  23  and  24   , a cooling system  230  is positioned at front end  4  of vehicle  2  and, therefore, the approach angle of frame assembly  20  also protects cooling system  230  from damage if front end  4  vehicle  2  contacts an obstacle. Cooling system  230  includes a main grille  232 , at least one heat exchanger  234 , and secondary grilles  236 ,  238 . Main grille  232  is positioned forward of heat exchanger  234  and above secondary grilles  236 ,  238 . Main grille  232  is removably coupled to the body of vehicle  2 , for example hood  220 , with tabs  233  and  235 . As shown in  FIG.  24   , tabs  233  are positioned along the top edge of main grille  232  and tabs  235  are positioned along the bottom edge of main grille  232 . Tabs  233  are configured to compress when main grille  232  is assembled at front end  4  of vehicle  2 ; however, tabs  233  are biased to an expanded position in order to secure main grille  232  against hood  220  and other components at front end  4  of vehicle  2 . 
     Main grille  232  includes a plurality of louvers  237  to allow air to flow therethrough in order to provide cooling air to heat exchanger  234 . In one embodiment, louvers  237  may be angled in order to deflect dirt, mud, and other debris away from heat exchanger  234 . Additionally, the angled configuration of louvers  237  may be such that the flow of air therethrough is laminar. Also, by keeping main grille  232  clean and free of dirt and mud, air flow through louvers  237  is more efficient. Additionally, a removable deflector  239  may be coupled to heat exchanger  234  in order to further deflect dirt, mud, and debris away from heat exchanger  234 . Illustratively, deflector  239  may extend around the perimeter of heat exchanger  234 . 
     Referring to  FIG.  25   , the body of vehicle  2  also includes a plurality of panels within operator area  14 . For example, an access panel  240  may be included within operator area  14 , which is positioned between seats  15 , as shown in  FIG.  5   . In this way, access panel  240  may be positioned generally rearward of seats  15  and encloses an engine compartment for powertrain assembly  250  from operator area  14 . More particularly, an engine  252  of powertrain assembly  250  may be positioned rearward of access panel  240 . As such, access panel  240  prevents the operator or passenger from accidentally contacting components of powertrain assembly  250  within the engine compartment and also prevents transfer of noise, heat, fluids, dirt, and/or debris from the engine compartment into operator area  14 . Access panel  240  is removably coupled to the body, which also provides access to the engine compartment for repairing, changing, and/or monitoring components of engine  252  or other portions of powertrain assembly  250 . For example, engine  252  may be oriented such that the oil dipstick and/or engine filter is adjacent access panel  240 . In this way, the operator is able to monitor or change the oil level and/or filter of engine  252  without removing seats  15 . 
     As shown in  FIG.  26   , operator area  14  includes seats  15 , which include seat bottoms  16  and seat backs  18 . The rearward surface of seat backs  18  may include a recessed portion  244  rearward of a head rest  246  of seats  15 . By including recessed portion  244  on seats  15 , the weight of seats  15  may be reduced. For example, the weight of seats  15  may be reduced by approximately 15%. As such, the overall weight of vehicle  2  may be reduced, which may lower the center of gravity of vehicle  2 . 
     Referring to  FIG.  27   , operator area  14  also includes dashboard assembly  200  positioned generally forward of seats  15  and generally above floorboard assembly  210  ( FIG.  2   ). Dashboard assembly  200  includes an upper dashboard member  202 , which may include at least one opening for a multi-functional display screen or gauge  204 . Illustratively, screen  204  may be configured with to output information about navigation, radio, cellular telephones, and/or data about vehicle  2 . For example, display screen  204  may be configured to output GPS coordinates, information about the terrain, and data received from sensors about the fuel levels, output of powertrain assembly  250 , and other similar data from vehicle  2 . Additionally, upper dashboard member  202  may support integrated accessories  206 , such as integrated speakers and/or heating and cooling vents. 
     Additionally, upper dashboard member  202  may support a passenger grab bar  208  ( FIG.  2   ). The passenger may hold on to grab bar  208  during operation of vehicle  2  to stabilize himself or herself in seat  15 . Grab bar  208  may be comprised of a metallic material generally surrounded by a polymeric cover. In one embodiment, grab bar  208  may be at least partially comprised of aluminum. As such, grab bar  208  may weigh less and/or have a lower density than a grab bar comprised of other materials, for example steel and, and therefore, may lower the center of gravity of vehicle  2 . 
     As shown in  FIGS.  28 - 28 C , vehicle  2  includes front suspension assembly  170  and rear suspension assembly  300 . In one embodiment, rear suspension assembly  300  is configured for approximately 8-12 inches of travel. Illustratively, rear suspension assembly  300  is configured for approximately 10 inches of travel. Rear suspension assembly  300  is positioned generally rearward of engine  252  at rear end  6  of utility vehicle  2 . Referring to  FIGS.  28 - 28 C , rear suspension assembly  300  may be configured as a dual alignment arm-type suspension assembly and includes upper alignment arms  302 , lower alignment arms  304 , shock absorbers  306 , and a torsion bar  308 . An inner end of upper and lower alignment arms  302 ,  304  are coupled to alignment arms brackets  100  of rear frame portion  26 , and an outer end of upper and lower alignment arms  302 ,  304  arc coupled to hub assemblies  310  of rear wheels  10 . 
     A lower end of shock absorber  306  is coupled to lower alignment arm  304 , and an upper end of shock absorber  306  is coupled to brackets  104  on upper rearward longitudinally-extending members  88 . In one embodiment, brackets  104  are approximately 15-20 inches above skid plate  86 , and illustratively, are approximately 17.8 inches above skid plate  86 . 
     Shock absorbers  306  may be self-leveling or load-leveling shocks, for example Nivomat® shocks available from ZF Sachs AG Corporation of Germany. In one embodiment, shocks  306  include an incompressible fluid, such as oil, and a coil-over spring. When cargo and passengers are supported within vehicle  2 , the ground clearance of vehicle  2  (i.e., the distance between the bottom of frame assembly  20  and the ground surface) may be affected such that the ground clearance is reduced and vehicle  2  sits lower to the ground. As such, the bottom surface of vehicle  2  may scrape against the ground, obstacles, or other objects, during operation. However, shocks  306  are configured to selectively or automatically adjust the ride height of vehicle  2  to accommodate a load on vehicle  2  in order to maintain a consistent ground clearance. In other words, shocks  306  are configured to maintain the same ground clearance when vehicle  2  supports cargo and passengers as when vehicle  2  does not include any passengers or cargo. Additional details about shocks  306  may be disclosed in U.S. Pat. No. 8,079,602, issued on Dec. 20, 2011, the complete disclosure of which is expressly incorporated by reference herein. 
     In one embodiment, shocks  306  are configured to automatically adjust the ride height in response to a load on vehicle  2  in order to maintain a predetermined ground clearance. In another embodiment, the operator may be able to selectively adjust the ride height, either by manually adjusting a portion of shocks  306  or by activating an operator input from operator area  14 . For example, if the terrain suddenly changes and includes large obstacles, the operator may selectively adjust shocks  306  to increase the ground clearance to accommodate the terrain. 
     Also, in a further embodiment, shocks  306  may be configured for continuous damping control, as detailed further in U.S. Provisional Patent Application Ser. No. 61/723,623, filed on Nov. 7, 2012, the complete disclosure of which is expressly incorporated by reference herein. 
     Torsion bar  308  of rear suspension assembly  300  extends generally in a U-shape and is generally positioned along the inner sides of shock absorbers  306 . Torsion bar  308  is coupled to upper alignment arms  302  through rods  309 , as shown in  FIG.  28 B . Illustratively, an upper end of rod  308  is coupled to a front surface of upper alignment arms  302  and a lower end of rod  308  extends below upper alignment arm  302  in order to couple with torsion bar  308 . Torsion bar  308  is positioned vertically intermediate upper and lower alignment arms  302 ,  304 . As shown in  FIG.  28 C , forwardly-extending portions  308   a  of torsion bar  308  may be positioned below upper alignment arms  302  and half shafts  311  of rear final drive unit  258  ( FIG.  38   ). More particularly, as shown in  FIG.  28 B , forwardly-extending portions  308   a  of torsion bar  308  may be bent and angled downwardly relative to a center portion  308   b  of torsion bar  308  in order to extend below half shafts  311  and couple with the lower ends of rods  309 . In one embodiment, center portion  308   b  of torsion bar  308  may be approximately 4-7 inches above skid plate  86 , and illustratively is approximately 5.9 inches above skid plate  86 . As such, torsion bar  308  occupies a lower position on vehicle  2 , which may lower the center of gravity of vehicle  2 . Torsion bar  308  includes isolators  312 . Torsion bar  308  is positioned below an exhaust assembly  280  of powertrain assembly  250  and isolators  312  may be configured to couple with frame assembly  20  and contact exhaust assembly  280 , as shown in  FIG.  8   . 
     As shown in  FIGS.  29 - 31   , front suspension assembly  170  is configured as a dual alignment arm-type suspension and includes upper alignment arms  172 , lower alignment arms  174 , shock absorbers  176 , and a torsion bar  178 . In one embodiment, front suspension assembly  170  is configured for approximately 8-12 inches of travel. Illustrative front suspension assembly  170  is configured for approximately 10 inches of travel. An inner end of lower alignment arms  174  is coupled to alignment arm brackets  36  and an outer end of lower alignment arms  174  is coupled to a hub assembly  180  of front wheels  8 . Illustrative lower alignment arms  174  include a rearward arm  174   a  and a forward arm  174   b  which are angled toward each other in order to couple with hub assembly  180 . Additionally, forward arm  174   b  includes a bend  175  to further position the outer end of forward arm  174   b  inward. By bending and angling forward arm  174   b  inward, forward arm  174   b  does not contact an obstacle before front wheels  8 . 
     Upper alignment arms  172  include a rearward arm  172   a  and a forward arm  172   b . As with forward arm  174   b , forward arm  172   b  is angled inwardly toward rearward arm  172   a  and, as such, does not contact an obstacle before front wheels  8 . An inner end of upper alignment arms  172  is coupled to upper plate member  39  and brackets at front frame portion  22 . An outer end of upper alignment arms  172  is coupled to hub assembly  180  of front wheels  8 . More particularly, upper and lower alignment arms  172 ,  174  are coupled to hub assemblies  180  via a knuckle  181 . Knuckle  181  has a steering axis of rotation, also called a king pin axis,  182 . As shown in  FIG.  29 B , steering axis of rotation or king pin axis  182  is angled rearwardly relative to a vertical axis V. Illustratively, steering axis of rotation  182  is at a rearward angle β of approximately 5-10 degrees, and more particularly, 7.5 degrees, from vertical axis V. Additionally, as shown in  FIG.  29 C , front wheels  8  are angled inwardly such that knuckle  181  is angled inwardly relative to vertical axis V. Illustratively, knuckle  181  is angled inwardly at an angle θ of approximately 2-8 degrees, and more particularly, 5.0 degrees, from vertical axis V. 
     Rearward arm  172   a  of upper alignment arms  172  may bend upwardly in order to accommodate steering arms  192  of a power steering assembly  190  and/or the half shafts of front final drive unit  256 . More particularly, steering arms  192  are positioned intermediate upper alignment arms  172  and lower alignment arms  174 . Additionally, steering arms  192  are coupled to hub assemblies  180  at a joint  184 , which is rearward of knuckle  181 . As shown in  FIGS.  29 A-C  and  31 , joint  184  of steering arms  192  is rearward of steering axis of rotation  182 . 
     As shown in  FIG.  31 B , alternative steering arms  192 ′ may be included with power steering assembly  190 . For example, steering arms  192 ′ may include a cast component  193  for coupling steering arms  192 ′ to joint  184 . Illustratively, cast component  193  may be comprised of aluminum. When power steering assembly  190  includes steering arms  192 ′ with cast component  193 , the weight of steering arms  192 ′ may be reduced by approximately 40% compared to steering arms  192 , which may include steel. As such, the center of gravity of vehicle  2  may be lowered by including steering arms  192 ′ on vehicle  2 . 
     Referring to  FIGS.  28 - 31   , the upper end of shock absorbers  176  is coupled to brace  46  at front frame portion  22 . In one embodiment, brace  46  and the upper end of shock absorbers  176  may be approximately 18-23 inches above skid plate  86 , and illustratively, is 21.6 inches above skid plate  86 . The lower end of shock absorbers  176  are coupled to upper alignment arms  172  through a bracket  177 . Additionally, referring to  FIG.  29 C , bracket  177  and the lower end of shock absorbers  176  may be approximately 2-6 inches from the steering axis of rotation  182  along line M, and illustratively, is approximately 4 inches from the steering axis of rotation  182 . Bracket  177  is also coupled to rods  186 , which extend generally vertically and also couple with torsion bar  178 . Illustratively, shock absorbers  176  are operably coupled to torsion bar  178  with rods  186 . As such, movement may be transmitted between torsion bar  178  and shock absorbers  176 . 
     Shock absorbers  176  may be self-leveling or load-leveling shocks, for example Nivomat® shocks available from ZF Sachs AG Corporation of Germany. In one embodiment, shocks  176  include an incompressible fluid, such as oil, and a coil-over spring. When cargo and passengers are supported within vehicle  2 , the ground clearance of vehicle  2  may be affected such that the ground clearance is reduced and vehicle  2  sits lower to the ground. As such, the bottom surface of vehicle  2  may scrape against the ground, obstacles, or other objects, during operation. However, shocks  176  are configured to selectively or automatically adjust the ride height of vehicle  2  to accommodate a load on vehicle  2  in order to maintain a consistent ground clearance. In other words, shocks  176  are configured to maintain the same ground clearance when vehicle  2  supports cargo and passengers as when vehicle  2  does not include any passengers or cargo. 
     In one embodiment, shocks  176  are configured to automatically adjust the ride height in response to a load on vehicle  2  in order to maintain a predetermined ground clearance. In another embodiment, the operator may be able to selectively adjust the ride height, either by manually adjusting a portion of shocks  176  or by activating an operator input from operator area  14 . For example, if the terrain suddenly changes and includes large obstacles, the operator may selectively adjust shocks  176  to increase the ground clearance to accommodate the terrain. 
     In this way, because both shocks  176  of front suspension assembly  170  and shocks  306  of rear suspension assembly  300  include load-leveling shocks, vehicle  2  includes load-leveling shocks on all four corners thereof. Additionally, because shocks  176  and/or  306  are configured to adjust the ride height or ground clearance of vehicle  2 , shocks  176  and/or shocks  306  are able to affect the center of gravity of vehicle  2 . In one embodiment, the ride height of vehicle  2  may be lowered by approximately 1 inch in order to lower the center of gravity of vehicle  2 . 
     Also, in a further embodiment, shocks  176  may be configured for continuous damping control, as detailed further in U.S. Provisional Patent Application Ser. No. 61/723,623, filed on Nov. 7, 2012, and U.S. Pat. No. 8,079,602, issued on Dec. 20, 2011, the complete disclosures of which are expressly incorporated by reference herein. 
     Torsion bar  178  is supported on frame assembly  20  with a bracket  188 . More particularly, bracket  188  is coupled to second upstanding members  45  of front frame portion  22 . Torsion bar  178  is positioned vertically intermediate upper alignment arm  172  and lower alignment arm  174 . In one embodiment, a center portion  178   a  of torsion bar  178  ( FIG.  30   ) is approximately 3-7 inches above skid plate  86 , and illustratively, is approximately 4.9 inches above skid plate  86 . Illustratively, torsion bar  178  extends rearwardly around a rear surface of a steering rack  194  of power steering assembly  190 . Additionally, torsion bar  178  is positioned directly rearward of front final drive unit  256  such that steering rack  194  is positioned intermediate torsion bar  178  and front final drive unit  256 . Illustratively, torsion bar  178  may be approximately 8-12 inches, and more particularly, 9.2 inches, rearward of front final drive unit  256  along a line F, as shown in  FIG.  9 B . 
     As with joint  184 , steering rack  194  also is positioned rearward of steering axis of rotation  182  of knuckle  181 . Additionally, steering rack  194  is positioned vertically intermediate upper alignment arm  172  and lower alignment arm  174 , and is positioned longitudinally intermediate lower alignment arm brackets  36 , as shown best in  FIG.  31   . In one embodiment, the center of steering rack  194  is positioned approximately 4-8 inches above skid plate  86 , and illustratively, is approximately 5.6 inches above skid plate  86 . By positioning steering rack  194  and torsion bar  178  intermediate upper and lower alignment arms  172  and  174 , steering rack  194  and torsion bar  178  are at a low position on vehicle  2 , which may lower the center of gravity of vehicle  2 . Additional components of power steering assembly  190 , for example an electric power steering unit (not shown), also may be positioned adjacent upper and lower alignment arms  172 ,  174  of front suspension assembly  170  to further lower the center of gravity of vehicle  2 . In one embodiment, the electric power steering unit may be adjacent or incorporated into a top portion of steering rack  194  in order to lower the center of gravity of vehicle  2 . 
     As shown in  FIG.  29 C , steering arms  192  are angled downwardly from steering rack  194  in order to couple with hub assemblies  180  at joint  184 . In one embodiment, steering arms  192  may be at an angle Ω of approximately 6-10 degrees, and more particularly 8.6 degrees, from horizontal. By angling steering arms  192  downwardly, the suspension travel of front suspension assembly  170  may be increased without compromising the turning radius of front wheels  8 . Additionally, half shafts  257  are operably coupled to hub assemblies  180  and front final drive unit  256  and also may be angled downwardly from front final drive unit  256  in order to couple with hub assemblies  180 . For example, in one embodiment, half shafts  257  may be at an angle Ψ of approximately 5-8 degrees, and more particularly 6.9 degrees, from horizontal. By angling the half shafts downwardly, the suspension travel also may be increased without compromising the steering angle or turning radius for front wheels  8 . 
     Additional details of front suspension assembly  170  may be disclosed in U.S. Pat. No. 8,302,711, filed on Dec. 8, 2011, and issued on Nov. 6, 2012, the complete disclosure of which is expressly incorporated by reference herein. 
     Referring to  FIG.  32   , an air intake assembly  260  of vehicle  2  is shown. Air intake assembly  260  includes a filter housing  262  for supporting a filter (not shown) therein, a lid  264  removably coupled to filter housing  262 , an intake tube  266 , an outlet tube  268 , a breather inlet tube  272 , and a resonator tube, illustratively a quarter-wave tube  274 . In one embodiment, the position of filter housing  262  may be adjusted to lower the center of gravity of vehicle  2 . As shown, intake tube  266  pulls air from the right or passenger side of vehicle  2  and the air flows into filter housing  262  in order to flow through the filter therein. The filter removes particles, dust, dirt, and/or other debris from the air. Once cleaned, the air flows out of filter housing  262  and into outlet tube  268 . Outlet tube  268  directs air toward engine  252  of powertrain assembly. More particularly, a port  270  of outlet tube  268  is fluidly coupled to the throttle bodies of engine. Additionally, a smaller portion of air in outlet tube  268  may flow through breather inlet tube  272 , which directs air to the breather of engine  252 . 
     Quarter-wave tube  274  is also fluidly coupled to outlet tube  268  in order to decrease the noise of air intake assembly  260 . More particularly, air intake assembly  260  is positioned rearward of seats  15  and, therefore, noise from air intake assembly  260  may be heard within operator area  14 . However, by providing a resonator, such as quarter-wave tube  274 , the noise from air intake assembly  260  may be reduced. As shown in  FIG.  32   , quarter-wave tube  274  is positioned on the “clean” side of filter housing  262  (i.e., is fluidly coupled to outlet tube  268 ). Alternatively, as shown in  FIG.  32 A , an alternative embodiment quarter-wave tube  274 ′ may be positioned on the “dirty” side of filter housing  262  such that quarter-wave tube  274 ′ may be fluidly coupled to an intake tube  266 ′. 
     An alternative embodiment of air intake assembly  260  is shown as air intake assembly  260 ′ in  FIGS.  32 A- 32 E . Air intake assembly  260 ′ includes filter housing  262 , intake tube  266 ′, an outlet tube  268 ′, breather inlet tube  272 , and quarter-wave tube  274 ′. The configuration and operation of illustrative air intake assembly  260 ′ is described herein. It should be understood that the configuration and operation of air intake assembly  260  may be the same as that for air intake assembly  260 ′. As shown in  FIG.  32 A , air intake assembly  260 ′ is positioned within a forward portion of cargo box  12 . More particularly, air intake assembly  260 ′ is positioned between side walls  12   a  and  12   b  of cargo box  12 , such that intake tube  266 ′ is positioned adjacent or generally in proximity to side wall  12   a , and outlet tube  268 ′ is adjacent or generally in proximity to side wall  12   b . Additionally, air intake assembly  260 ′ is positioned forward of removable panel  13  ( FIG.  5   ). A cover  450  of cargo box  12  is positioned generally around air intake assembly  260 ′, as shown in  FIGS.  32 C and  32 E . Illustratively, air intake assembly  260 ′ is positioned with a chamber  452  defined by cover  450  and a top surface  458  of cargo box  12 . 
     As shown in  FIGS.  32 C and  32 D , intake tube  266 ′ is spaced apart from side wall  12   a  of cargo box. As such, intake tube  266 ′ also is spaced apart from engine intake port  502 . In this way, intake tube  266 ′ is not in direct contact with side wall  12   a  of cargo box  12  or engine intake port  502 . With intake tube  266 ′ spaced apart from side wall  12   a , intake tube  266 ′ can pull air into filter housing  262  from multiple locations. For example, as shown in  FIGS.  32 C- 32 E , air may flow in the direction of arrow  456  in order to flow into intake tube  266 ′ through engine intake port  502 . Additionally, air may flow in the direction of arrow  454  in order to flow into intake tube  266 ′ through chamber  452 . As such, if engine intake port  502  becomes clogged with dirt, debris, snow, mud, or is otherwise blocked, air can continue to flow into air intake assembly  260 ′ through chamber  452 . In one embodiment, a primary air volume for air intake assembly  260 ′ is defined by the volume of air flowing in direction  456 , and a secondary air volume for air intake assembly  260 ′ is defined by the volume of air flowing in direction  454 . In other embodiments, the balance of air flowing into intake tube  266 ′ through engine intake port  502  and chamber  452  may be balanced, regulated, or otherwise. In a further embodiment, air may be pulled into variable clutch assembly  254  ( FIG.  38   ) in the same manner described herein for engine  252 . 
     As shown in  FIG.  33   , exhaust assembly  280  of powertrain assembly  250  includes an inlet body  282 , an inlet tube  284 , an outlet tube or tailpipe  288 , and an exhaust body or muffler  286 . In one embodiment, inlet tube  284  may be configured with multiple tube portions, which are coupled together with a coupler  285 . Exhaust body  286  may include a plurality of baffle plates  290  and a filter tube  292 . Exhaust assembly  280  is supported by rear frame portion  26  at rear end  6  of vehicle  2 . As shown in  FIG.  8   , exhaust body  286  may be further supported on isolators  312  of rear suspension assembly  300 . 
     The outer surface of exhaust assembly  280  may be wrapped or otherwise surrounded by an insulation material, for example a fiberglass insulation wrap available from The 3M Company. In assembly, the wrap may be wound around exhaust assembly  280 , heated, and then allowed to cool such that the wrap ultimately forms a hard cast-type material around exhaust assembly  280 . In one embodiment, at least exhaust body  286  may be perforated such that when the insulation wrap is applied thereto and heated, the insulation may expand and a portion of the insulation will penetrate the perforations and generally extend into the interior of exhaust body  286 . Alternative embodiments of insulation material also may be used. By using the insulation wrap, rather than a rigid shield, the thickness of the wrap and, therefore, the insulation provided to exhaust assembly  280 , may be customized and adjusted. 
     As shown in  FIG.  33 A , an alternative embodiment exhaust assembly  280 ′ includes inlet body  282 , inlet tube  284 , outlet tube or tailpipe  288 , and exhaust body  286 . Additionally, exhaust assembly  280 ′ includes a heat shield  281 , rather than a fiberglass insulation wrap or other insulating material or object, to insulate exhaust body  286 . Illustratively, heat shield  281  is coupled to exhaust body  286  with conventional fasteners, for example bolts, screws, welds, rivets, and/or adhesive. 
     In operation, exhaust from engine  252  flows through ports  298  and into inlet body  282 . The exhaust in inlet body  282  flows into inlet tube  284 , into exhaust body  286  through an inlet port  294 , and exits vehicle  2  through port  296  of outlet tube  288 . 
     The internal geometry of exhaust body  286  may affect the sound emanating from exhaust assembly  280 . More particularly, the internal geometry of exhaust body  286  may be configured to reduce or eliminate the effects of acoustical standing waves therein. It is known that mufflers may include parallel baffle walls to define an expansion chamber volume within the muffler. The baffle plates are typically oriented in a generally vertical configuration such that the baffle plates may be generally perpendicular to the flow of air and sound within the muffler. As such, the muffler may include a plurality of parallel surfaces. However, as sound reflects off of these parallel surfaces within the muffler, it can create standing waves in the expansion chamber, which may create frequencies at which the muffler is less effective. 
     In order to reduce or eliminate the amplification effects due to reflections, baffle plates  290  within exhaust body  286  are angled and oriented in a diagonal configuration therein. Additionally, by positioning filter tube  292  between baffle plates  290 , amplification effects due to the reflections may be further reduced or eliminated altogether. 
     In operation, as sound enters exhaust body  286  through inlet port  294 , the sound may reflect off of diagonal baffle plates  290 . As such, the sound is reflected at an angle away from inlet port  294  and bounces around a first chamber A, which is defined by a first baffle plate  290 A, a first wall  295 A of exhaust body  286 , and the corresponding inner surface of exhaust body  286 . Illustratively, first chamber A is generally triangularly shaped. By reflecting the sound in an angled manner about triangularly-shaped chamber A, the sound does not reinforce on itself because the sound does not bounce off of parallel walls. The sound is then transferred through filter tube  292  and a filter therein dampens the sound before the sound exits into a second chamber B. Despite the generally parallel configuration of baffle plates  290 , the sound flowing between baffle plates  290  is negligible because filter tube  292  dampens the sound. Furthermore, an alternative embodiment of baffle plates  290  may include curved surfaces such that the surfaces of baffle plates  290  are not parallel to each other. 
     Second chamber B is similar to first chamber A in that second chamber B also is generally triangularly shaped and is defined by a second wall  295 B of exhaust body  286 , a second baffle plate  290 B, and the corresponding inner surface of exhaust body  286 . By reflecting the sound in an angled manner about triangularly-shaped chamber B, the sound does not reinforce on itself because the sound does not bounce off of parallel walls. As such, the sound exiting exhaust body  286  through port  296  and outlet tube  288  is not reinforced, but rather, is reduced or generally eliminated. 
     Referring to  FIG.  34   , an alternative embodiment of exhaust assembly  280  is shown as exhaust assembly  280 ′, with like reference numerals indicating like parts having like structure and functionality. Exhaust assembly  280 ′ may be configured as an active exhaust assembly and includes a first exhaust body  297 , a second exhaust body  286 ′, an inlet tube  284 ′, an outlet tube or tailpipe  288 ′, an first tube  291 , a second tube  293 , and a valve assembly  299 . Exhaust assembly  280 ′ is configured to operate in a high-flow mode and a low-flow mode. In the high-flow mode, a substantial amount or all of the exhaust flowing from engine  252  flows through exhaust assembly  280 ′ along an unrestricted path and exits from outlet tube  288 ′. As a result of the unrestricted flow path, little backpressure builds within exhaust assembly  280 ′ and a loud sound emanates from exhaust assembly  280 ′ such that vehicle  2  operates in a high-performance, sport mode. Conversely, when vehicle  2  is in the low-flow mode, the exhaust from engine  252  is reduced when flowing through exhaust assembly  280 ′. Additionally, the exhaust may flow through a restricted path. As a result, the backpressure increases within exhaust assembly  280 ′ and a quieter sound emanates from exhaust assembly  280  such that vehicle  2  operates in a restrained and muted or quiet mode. 
     Exhaust assembly  280 ′ may be configured to toggle only between the high-flow mode and the low-flow mode. Alternatively, exhaust assembly  280 ′ may be configured for an infinite number of flow options between the two modes. For example, the operator may be able to switch between the high-flow mode and the low-flow mode with a mechanical valve system, which may include a lever and a pulley to regulate the flow of exhaust through exhaust assembly  280 ′. Additionally, the operator may switch between the high-flow mode and the low-flow mode with an electrical system, which may include an electrical switch to toggle between the high-flow mode and the low-flow mode. Alternatively, the electrical system may include a solenoid-operated butterfly valve, which may be configured to open and close in an infinite number of positions to regulate the flow of exhaust through exhaust assembly  280 . Further still, exhaust assembly  280 ′ may include an electrical valve operably coupled to the engine control unit (“ECU”) of vehicle  2  in order to regulate the flow of exhaust based on the throttle position. 
     In one embodiment, exhaust assembly  280 ′ operates by coupling a butterfly valve  299   a  and a solenoid  299   b  of valve assembly  299  to first tube  291 . First tube  291  is fluidly coupled to outlet tube  288 ′ and provides an unrestricted flow path for the exhaust between inlet tube  284 ′ and outlet tube  188 ′. Second tube  293  is positioned below first tube  291  and is fluidly coupled to first exhaust body  297  and second exhaust body  286 ′. The flow of exhaust through second tube  293  and second exhaust body  286 ′ may be restricted. For example, a plurality of baffle plates/walls or a series of cross-over tubes may be positioned within second exhaust body  286 ′ in order to restrict the flow of exhaust therethrough. 
     In operation, when the operator desires to operate vehicle  2  in the high-flow, loud, sport mode, for example when the operator drives vehicle  2  in sparsely-populated areas or at open throttle, solenoid  299   b  will receive a signal to open valve  299   a  to allow a substantial portion or all of the exhaust entering first exhaust body  297  from inlet tube  284 ′ to flow into first tube  291  and into outlet tube  288 ′ through an unrestricted path. As such, the exhaust bypasses the restricted flow path through second tube  293  and, therefore, little backpressure builds within exhaust assembly  280 ′. As a result, a loud and sportier sound is produced. The high-flow mode may correspond to an open throttle position such that the high-flow mode may be engaged when vehicle  2  is accelerating, operating at high speeds, and/or in a sport or high-performance drive mode. Exhaust assembly  280 ′ may be configured to allow the operator to selectively engage the high-flow mode when it is desirable to operate vehicle  2  in the sport drive mode. Alternatively, the ECU may automatically operate exhaust assembly  280 ′ in the high-flow mode when vehicle  2  is in the high-performance, sport drive mode or at open throttle. 
     Conversely, when the operator desires to operate vehicle  2  in the low-flow, quiet, restrained mode, for example when the operator drives vehicle  2  in cruise control or in a densely-populated area, such as a neighborhood, solenoid  299   b  will receive a signal to at least partially close valve  299   a  to restrict the amount of exhaust entering first exhaust body  297  from inlet tube  284 ′ to flow into first tube  291  and outlet tube  288 ′. Rather, a substantial portion or all of the exhaust entering first exhaust body  297  from inlet tube  284 ′ is diverted to second tube  293 , where the exhaust flows into second tube  293  and through a restricted flow path in second exhaust body  286 ′. As such, backpressure builds within exhaust assembly  280 ′ and only a quiet, muted noise is produced. The low-flow mode may correspond to a partially-closed throttle position such that low-flow mode may be engaged when vehicle  2  is decelerating, operating in cruise control, operating at low speeds, and/or in non-sport drive mode. Exhaust assembly  280 ′ may be configured to allow the operator to selectively engage the low-flow mode when it is desirable to operate vehicle  2  in the non-sport drive mode, for example when driving in a neighborhood. Alternatively, the ECU may automatically operate exhaust assembly  280 ′ in the low-flow mode, at specific throttle positions, or when vehicle  2  is in the non-sport drive mode. 
     In one embodiment, the position of exhaust assembly  280  or  280 ′ may be lowered in order to lower the center of gravity of vehicle  2 . 
     As shown in  FIG.  35   , utility vehicle  2  may include doors  222 . Doors  222  include a recessed outer portion  224 . The recessed outer portion  224  decreases the weight of doors  222 , which may decrease the overall weight of vehicle  2  and, therefore, lower the center of gravity of vehicle  2 . 
     The inner surface of doors  222  is generally flat and smooth. In one embodiment, the inner surface of doors  222  may be angled or curved outwardly to increase the space within operator area  14  for the operator and passenger. Alternatively, doors  222  may include a living hinge which allows at least a portion of doors  222  to extend outwardly to further increase the space within operator area  14 . With the curved or outwardly-extending configuration of doors  222 , the comfort of the operator and the passenger within operator area  14  may be improved. 
     Doors  222  arc coupled to bolster bars  140  with hinges  228 . Hinges  228  are coupled to tabs  141  of bolster bars  140 . Additionally, doors  222  include a latch assembly  226 , which operably couples to frame assembly  20 . In one embodiment, doors  222  may be at least partially comprised of aluminum and plastic, thereby making doors  222  light-weight. As such, doors  222  may decrease the weight of vehicle  2  and lower the center of gravity of vehicle  2 . In one embodiment, vehicle  2  may include side nets, rather than doors  222 . The side nets may be configured to latch in a similar manner to latch assembly  226 . Further details about doors  222  of vehicle  2  may be disclosed in U.S. Provisional Patent Application Ser. No. 61/829,743, filed on May 31, 2013, the complete disclosure of which is expressly incorporated by reference herein. 
     Referring to  FIGS.  36  and  37   , an alternative embodiment of utility vehicle  2  is shown as utility vehicle  2 ′. Utility vehicle  2 ′ of  FIGS.  36  and  37    is similar to utility vehicle  2  of  FIGS.  1 - 35   , with like reference numerals indicating like parts having like structure and functionality, except as detailed herein. As shown in  FIG.  36   , utility vehicle  2 ′ has front end  4  and rear end  6 . A plurality of ground engaging members, including front wheels  8 ′ and rear wheels  10 ′, support utility vehicle  2 ′ on the ground surface. Illustratively, the width between the outer sides of rear wheels  10 ′ defines a width of vehicle  2 ′, which may be approximately 50-65 inches. Illustratively, the width between the centers of the hubs of rear wheels  10  is approximately 60 inches, when measured at ride height without any payload. 
     Referring to  FIG.  36   , a cab frame assembly  150 ′ is coupled to frame assembly  20  and includes front upstanding members  152 , rear upstanding members  154 , longitudinal members  156 , front cross-member  158 , rear upper cross-member  160 , rear lower cross-member  162 , and diagonal members  400 . An upper end of diagonal members  400  is coupled to rear upper cross-member  160  with coupler assemblies  130  and a lower end of diagonal members  400  is coupled to rear frame portion  26 . Illustratively, diagonal members  400  are angled downwardly over cargo box  12 . 
     Additionally, vehicle  2 ′ may include doors  222 ′. Doors  222 ′ are coupled to bolster bars  140  and partially enclose operator area  14 . Further details about doors  222 ′ of vehicle  2 ′ may be disclosed in U.S. Provisional Patent Application Ser. No. 61/829,743, filed on May 31, 2013, the complete disclosure of which is expressly incorporated by reference herein. 
     Referring to  FIG.  37   , vehicle  2 ′ includes a front suspension assembly  170 ′ and a rear suspension assembly  300 ′. Rear suspension assembly  300 ′ is positioned generally rearward of powertrain assembly  250  at rear end  6  of utility vehicle  2 ′. Similar to rear suspension assembly  300  of  FIG.  28   , rear suspension assembly  300 ′ of  FIG.  37    includes upper alignment arms  302 ′, lower alignment arms  304 ′, shock absorbers  306 ′, and a torsion bar  308 ′. In one embodiment, rear suspension assembly  300 ′ is configured for approximately 12-14 inches of travel. Illustratively, rear suspension assembly  300 ′ may be configured for approximately 13.2 inches of travel. 
     An outer end of upper and lower alignment arms  302 ′,  304 ′ is coupled to hub assemblies  310 ′ of rear wheels  10 ′. A lower end of shock absorber  306 ′ is coupled to lower alignment arm  304 . Torsion bar  308 ′ extends generally in a U-shape and is positioned along the inner sides of shock absorbers  306 ′. Torsion bar  308  is coupled to upper alignment arms  302 ′. Illustrative rear suspension assembly  300 ′ of vehicle  2 ′ may be approximately 10 inches wider than rear suspension assembly  300  of vehicle  2  ( FIG.  28   ). 
     As shown in  FIG.  37   , front suspension assembly  170 ′ includes upper alignment arms  172 ′, lower alignment arms  174 ′, shock absorbers  176 ′, and a torsion bar  178 ′. Upper and lower alignment arms  172 ′,  174 ′ are coupled to a hub assembly  180 ′ of front wheels  8 ′. Steering arms  192 ′ are positioned intermediate upper alignment arms  172 ′ and lower alignment arms  174 ′. Additionally, steering arms  192 ′ are coupled to hub assemblies  180 ′. In one embodiment, front suspension assembly  170 ′ is configured for approximately 10-13 inches of travel. Illustratively, front suspension assembly  170 ′ may be configured for approximately 12.3 inches of travel. 
     The lower end of shock absorbers  176 ′ is coupled to upper alignment arms  172 ′ through a bracket  177 ′. Bracket  177 ′ is also coupled to rods  186 ′, which extend generally vertically and also couple with torsion bar  178 ′. Illustratively, shock absorbers  176 ′ are operably coupled to torsion bar  178 ′ with rods  186 ′. As such, movement may be transmitted between torsion bar  178 ′ and shock absorbers  176 ′. Illustrative front suspension assembly  170 ′ of vehicle  2 ′ may be approximately 10 inches wider than front suspension assembly  170  of vehicle  2  ( FIG.  28   ). 
     As with vehicle  2  of  FIGS.  1 - 35   , the center of gravity of vehicle  2 ′ may be lowered by positioning various components of powertrain assembly  250 , power steering assembly  190 , front suspension assembly  170 ′, and/or rear suspension assembly  300 ′ lower on vehicle  2 ′. Additionally, the center of gravity of vehicle  2 ′ may be lowered by comprising portions of frame assembly  20  and cab frame assembly  150 ′ of light-weight materials, such as aluminum, carbon fiber, and/or polymeric materials, rather than steel. As such, portions of vehicle  2 ′ may be adhered or otherwise bonded together, rather than welded. 
     While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practices in the art to which this invention pertains.