Patent Publication Number: US-11383622-B2

Title: Seat adjustment assembly and vehicle with adjustable seats

Description:
CROSS-REFERENCE 
     The present application claims priority to U.S. Provisional Patent Application No. 62/367,779, filed Jul. 28, 2016, entitled “Seat Adjustment Assembly And Vehicle With Adjustable Seats,” and U.S. Provisional Patent Application No. 62/371,441, filed Aug. 5, 2016, entitled “Seat Adjustment Assembly And Vehicle With Adjustable Seats,” the entirety of both of which is incorporated herein. 
    
    
     FIELD OF TECHNOLOGY 
     The present technology relates to seat adjustment assemblies, seats with seat adjustment assemblies, and vehicles having adjustable position seats. 
     BACKGROUND 
     There exist various types of vehicles used mainly in off-road conditions. One such type is the side-by-side off-road vehicle. The name “side-by-side” refers to the seating arrangement of the vehicle in which the driver and a passenger are seated side-by-side. Some side-by-side off-road vehicles also have a second row of seats to accommodate one or more additional passengers. These vehicles typically have an open cockpit, a roll cage and a steering wheel. 
     The combination of operating in off-road conditions and having an open cockpit can lead to the introduction of various materials (such as dirt, sand, and mud) and debris into the cockpit, including into the area surrounding seat adjustment assemblies which allow the seats to be moved closer or farther from the steering wheel. This can cause seat adjustment assemblies to jam and can impede adjustment of seats of the off-road vehicle by a user. 
     Thus there is a desire for an apparatus for seat adjustment suitable for the operating conditions of side-by-side off-road vehicles. 
     SUMMARY 
     It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art. 
     According to one aspect of the present technology, there is provided a vehicle including: a frame; a plurality of ground engaging members operatively connected to the frame; a motor operatively connected to at least one of the ground engaging members; at least one rail connected to the frame; and a seat connected to the at least one rail, the seat including: a seat body; and at least one seat adjustment assembly including: an assembly frame having at least one wall, the assembly frame being connected to the seat; at least one first roller rotatably connected to the at least one wall; and at least one second roller rotatably connected to the at least one wall, the at least one wall, the at least one first roller, and the at least one second roller defining a cavity, the at least one rail passing through the cavity, the at least one first roller being disposed generally above the cavity, the at least one second roller being disposed generally below the cavity, for each roller of the at least one first roller and the at least second roller, the at least one rail contacting contact surfaces of the roller, the contact surfaces of the roller being offset from a lateral center of the roller, the roller and the at least one rail defines a passage between the at least one rail and the lateral center of the roller. 
     In some implementations, the at least one wall of the assembly frame defines a partially flexible tongue; and the at least one seat adjustment assembly further includes: a rod connected to the tongue; and at least one pin connected to the tongue, the at least one pin extending into the cavity, the tongue being flexed by the rod when the rod is pushed generally laterally, the at least one pin being removed from the cavity when the tongue is flexed by the rod. 
     In some implementations, the at least one rail defines a plurality of apertures; and when the at least one pin is aligned with a given aperture of the plurality of apertures, the at least one pin enters the given aperture and the seat is impeded from rolling with respect to the at least one rail. 
     In some implementations, a front end of the at least one rail is higher than a rear end of the at least one rail; and the seat is higher when in a forward position than when in a rearward position, the forward position being defined when the at least one seat adjustment assembly is near the front end of the at least one rail, the rearward position begin defined when the at least one seat adjustment assembly is near the rear end of the at least one rail. 
     In some implementations, the vehicle further includes a first spacer connected to the frame at a bottom end, the first spacer being connected to the at least one rail at a top end, the first spacer being selectively removable; and the first spacer is selectively replaceable by a second spacer of a different length; and a height of the seat being altered by replacement of the first spacer by the second spacer. 
     In some implementations, the vehicle further includes an anchor connection connected to the at least one rail. 
     In some implementations, the anchor connection is connected to a casting fixed to an end of the at least one rail. 
     In some implementations, the at least one rail includes a first rail and a second rail; the at least one seat adjustment assembly includes a first seat adjustment assembly and a second seat adjustment assembly; the first rail is disposed in the cavity of the first seat adjustment assembly; the second rail is disposed in the cavity of the second seat adjustment assembly; the first rail and the first seat adjustment assembly are disposed on a first side of the seat; and the second rail and the second seat adjustment assembly are disposed on a second side of the seat, the second side being opposite the first side. 
     In some implementations, the vehicle further includes an anchor connection for a seat belt connected to the first rail; and a female buckle receptacle connected to the second rail, the female buckle receptacle being adapted for receiving a male connector of the seat belt. 
     In some implementations, the at least one wall of the seat adjustment assembly includes: a left wall, a right wall, and a top wall extending between the left and right walls, the cavity being further defined by the left, right, and top walls; the at least one first roller includes a first plurality of rollers rotatably connected to the left and right walls, the first plurality of rollers being disposed generally above the cavity; and the at least one second roller includes a second plurality of rollers rotatably connected to the left and right walls, the second plurality of rollers being disposed generally below the cavity. 
     In some implementations, for each roller of the first plurality of rollers and the second plurality of rollers, a radius of a surface of the roller is at a minimum near a mid-point between the right and left walls, the radius of the surface generally increasing at increasing distances from the mid-point, the radius being measured orthogonally from a rotation axis of the roller. 
     In some implementations, the first plurality of rollers includes a first forward roller and a first rearward roller; and the second plurality of rollers includes a second forward roller and a second rearward roller. 
     In some implementations, a distance between the first forward roller and the first rearward roller is greater then a distance between the second forward roller and the second rearward roller. 
     According to another aspect of the present technology, there is provided a seat adjustment assembly including an assembly frame having at least one wall, the assembly frame being adapted for connecting to a seat; at least one first roller rotatably connected to the at least one wall; and at least one second roller rotatably connected to the at least one wall, the at least one wall, the at least one first roller, and the at least one second roller defining a cavity, the at least one first roller being disposed generally above the cavity, the at least one second roller being disposed generally below the cavity, for each roller of the at least one first roller and the at least one second roller, when contact surfaces of the roller are in contact with a rail disposed in the cavity, the contact surfaces of the roller being offset from a lateral center of the roller, the roller and the rail defining a passage between the rail and the lateral center of the roller. 
     In some implementations, at least one of the at least one wall of the assembly frame defines a partially flexible tongue; and further including a rod connected to the tongue; and at least one pin connected to the tongue, the at least one pin extending into the cavity, the tongue being flexed by the rod when the rod is pushed generally laterally, the at least one pin being removed from the cavity when the tongue is flexed by the rod. 
     In some implementations, a region of the at least one of the at least one wall flexes when the tongue is being flexed by the rod; and the rod is connected to the tongue longitudinally between the at least one pin and the region, the region being disposed forward of the at least one pin. 
     In some implementations, the assembly further includes a rail disposed in the cavity between the at least one first roller and the at least one second roller, the rail being in contact with the contact surfaces of each roller of the at least one first roller and the at least one second roller, the assembly frame rolling along the rail via the at least one first roller and the at least one second roller. 
     In some implementations, the rail defines a plurality of apertures; and when the at least one pin is aligned with a given aperture of the plurality of apertures, the at least one pin enters the given aperture and the assembly frame is impeded from rolling with respect to the rail. 
     In some implementations, the assembly further includes a rail disposed in the cavity between the at least one first roller and the at least one second roller, the rail being in contact with the contact surfaces of each roller of the at least one first roller and the at least one second roller, the assembly frame rolling along the rail via the at least one first roller and the at least one second roller. 
     In some implementations, an anchor connection is connected to the rail. 
     In some implementations, the anchor connection is connected to a casting fixed to an end of the rail. 
     In some implementations, the at least one wall includes: a left wall, a right wall, and a top wall extending between the left and right walls, the cavity being defined by the left, right, and top walls; the at least one first roller includes a first plurality of rollers rotatably connected to the left and right walls, the first plurality of rollers being disposed generally above the cavity; and the at least one second roller includes a second plurality of rollers rotatably connected to the left and right walls, the second plurality of rollers being disposed generally below the cavity. 
     In some implementations, for each roller of the first plurality of rollers and the second plurality of rollers, a radius of a surface of the roller is at a minimum near a mid-point between the right and left walls, the radius of the surface generally increasing at increasing distances from the mid-point, the radius being measured orthogonally from a rotation axis of the roller. 
     In some implementations, the first plurality of rollers includes a first forward roller and a first rearward roller; and the second plurality of rollers includes a second forward roller and a second rearward roller. 
     In some implementations, a distance between the first forward roller and the first rearward roller is greater then a distance between the second forward roller and the second rearward roller. 
     According to another aspect of the present technology, there is provided a vehicle seat including a seat body; at least one seat adjustment assembly connected to the seat body, the at least one seat adjustment assembly including an assembly frame having at least one wall, the assembly frame being connected to a seat; at least one first roller rotatably connected to the at least one wall; and at least one second roller rotatably connected to the at least one wall, the at least one wall, the at least one first roller, and the at least one second roller defining a cavity, the at least one first roller being disposed generally above the cavity, the at least one second roller being disposed generally below the cavity, for each roller of the at least one first roller and the at least second roller, when contact surfaces of the roller are in contact with a rail disposed in the cavity, the contact surfaces of the roller being offset from a lateral center of the roller, the roller and the rail defining a passage between the rail and the lateral center of the roller. 
     In some implementations, the at least one wall of the seat adjustment assembly includes a left wall, a right wall, and a top wall extending between the left and right walls, the cavity being further defined by the left, right, and top walls; the at least one first roller includes a first plurality of rollers rotatably connected to the left and right walls, the first plurality of rollers being disposed generally above the cavity; and the at least one second roller includes a second plurality of rollers rotatably connected to the left and right walls, the second plurality of rollers being disposed generally below the cavity. 
     In some implementations, the at least one seat adjustment assembly includes a first seat adjustment assembly and a second seat adjustment assembly; the first seat adjustment assembly is disposed on a first side of the seat body; and the second seat adjustment assembly is disposed on a second side of the seat body, the second side being opposite the first side. 
     In some implementations, at least one of the at least one wall of the assembly frame defines a partially flexible tongue; and further including a rod connected to the tongue; and at least one pin connected to the tongue, the at least one pin extending into the cavity, the tongue being flexed by the rod when the rod is pushed generally laterally, the at least one pin being removed from the cavity when the tongue is flexed by the rod. 
     In some implementations, for each roller of the first plurality of rollers and the second plurality of rollers, a radius of a surface of the roller is at a minimum near a mid-point between the right and left walls, the radius of the surface generally increasing at increasing distances from the mid-point, the radius being measured orthogonally from a rotation axis of the roller. 
     For purposes of this application, terms related to spatial orientation such as forwardly, rearward, upwardly, downwardly, left, and right, are as they would normally be understood by a driver of the vehicle sitting thereon in a normal riding position. Terms related to spatial orientation when describing or referring to components or sub-assemblies of the vehicle, separately from the vehicle should be understood as they would be understood when these components or sub-assemblies are mounted to the vehicle, unless specified otherwise in this application. 
     Implementations of the present technology each have at least one of the above-mentioned object and/or aspects, but do not necessarily have all of them. It should be understood that some aspects of the present technology that have resulted from attempting to attain the above-mentioned object may not satisfy this object and/or may satisfy other objects not specifically recited herein. 
     Explanations and/or definitions of terms provided in the present application take precedence over explanations and/or definitions of these terms that may be found in any documents incorporated herein by reference. 
     Additional and/or alternative features, aspects and advantages of implementations of the present technology will become apparent from the following description, the accompanying drawings and the appended claims. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where: 
         FIG. 1  is a perspective view of an off-road side-by-side vehicle taken from a front, left side; 
         FIG. 2  is a left side elevation view of the vehicle of  FIG. 1 ; 
         FIG. 3  is the left side elevation view of the vehicle of  FIG. 1  with a driver in a driver seat; 
         FIG. 4  is a right side elevation view of the vehicle of  FIG. 1 ; 
         FIG. 5  is the right side elevation view of  FIG. 4  with the driver in the driver seat; 
         FIG. 6  is a front elevation view of the vehicle of  FIG. 1 ; 
         FIG. 7  is a rear elevation view of the vehicle of  FIG. 1 ; 
         FIG. 8  is a top plan view of the vehicle of  FIG. 1 ; 
         FIG. 9  is the top plan view of  FIG. 8  with the driver in the driver seat; 
         FIG. 10  is a top plan view of the vehicle of  FIG. 1  with body panels removed; 
         FIG. 11  is the top plan view of  FIG. 10  with the body panels removed and with the driver and a passenger seated therein; 
         FIG. 12  is a top plan view of a frame and some components of the vehicle of  FIG. 1 ; 
         FIG. 13  is a left side elevation view of the vehicle of  FIG. 1  with the body panels and left wheels removed; 
         FIG. 14  is a right side elevation view of the vehicle of  FIG. 1  with the body panels removed; 
         FIG. 15  is the right side elevation view of  FIG. 14  with the driver in the driver seat; 
         FIG. 16  is a front, left side perspective view of a central portion of the frame of the vehicle of  FIG. 1 ; 
         FIG. 17  is a rear, left side perspective view of the frame and portions of the air intake and exhaust systems of the vehicle of  FIG. 1 ; 
         FIG. 18  is a left side elevation view of the frame, seats and rear suspension of the vehicle of  FIG. 1 , with a trailing arm in a bottom-most position; 
         FIG. 19  is the left side elevation view of  FIG. 18 , with the trailing arm in a top-most position; 
         FIG. 20  is a front elevation view of the driver seat, a passenger, and seat belt assemblies of the vehicle of  FIG. 1 ; 
         FIG. 21  is a top plan view of the seats and seat belt assemblies of  FIG. 20 ; 
         FIG. 22  is a bottom plan view of the seats and seat belt assemblies of  FIG. 20 ; 
         FIG. 23  is a left side elevation view of the passenger seat and its corresponding seat belt assembly of  FIG. 20  and rails of the vehicle of  FIG. 1 , with the seat in a rearward position; 
         FIG. 24  is a front, right side perspective view of the passenger seat, seat belt assembly, and rails of  FIG. 23 , with the seat in the rearward position; 
         FIG. 25  is a left side elevation view of the passenger seat, seat belt assembly, and rails of  FIG. 23 , with the seat in a forward position; 
         FIG. 26  is a right side elevation view of the passenger seat, seat belt assembly, and rails of  FIG. 23 , with the seat in the forward position; 
         FIG. 27  is a bottom plan view of the passenger seat and rails of  FIG. 23 , with the seat in the rearward position and the seat belt assembly having been removed; 
         FIG. 28  is a perspective view, taken from a front, left side, of the rails and adjustment assemblies of the driver seat of the vehicle of  FIG. 1 ; 
         FIG. 29  is a perspective view, taken from a front, left side, of a right adjustment assembly of  FIG. 28 ; 
         FIG. 30  is a left side elevation view of the right adjustment assembly and its corresponding rail of  FIG. 28 ; 
         FIG. 31  is a cross-sectional view of the adjustment assembly and rail of  FIG. 30 , taken along line  31 - 31  of  FIG. 30 ; and 
         FIG. 32  is a cross-sectional view of the adjustment assembly and rail of  FIG. 30 , taken along line  32 - 32  of  FIG. 30 . 
     
    
    
     DETAILED DESCRIPTION 
     The present technology is described herein with respect to a four-wheel off-road vehicle  10  having two side-by-side seats and a steering wheel. However, it is contemplated that some aspects of the present technology may apply to other types of vehicles such as, but not limited to, off-road vehicles having more or less than four wheels, off-road vehicles having ground engaging members other than wheels, and off-road vehicles having more or less than two seats. 
     The general features of the off-road vehicle  10  will be described with respect to  FIGS. 1 to 19 . The vehicle  10  has a frame  12 , two front wheels  14  connected to a front of the frame  12  by front suspension assemblies  16  and two rear wheels  18  connected to the frame  12  by rear suspension assemblies  20 . 
     The frame  12  defines a central cockpit area  22  inside which are disposed a driver seat  24  and a passenger seat  26 . In the present implementation, the driver seat  24  is disposed on the left side of the vehicle  10  and the passenger seat  26  is disposed on the right side of the vehicle  10 . However, it is contemplated that the driver seat  24  could be disposed on the right side of the vehicle  10  and that the passenger seat  26  could be disposed on the left side of the vehicle  10 . The seats  24 ,  26  will be described in more detail below. 
     A steering wheel  28  is disposed in front of the driver seat  24 . The steering wheel  28  is used to turn the front wheels  14  to steer the vehicle  10 . A bracket  139  ( FIG. 13 ) is used to connect the steering wheel  28  to a frame structure  138  disposed forward of the seats  24 ,  26 . A fuel tank assembly  300 , including a fuel tank  36 , is connected to the frame structure  138  forward of the passenger seat  26 . A filler neck  35  that is selectively closed by a cap  38  extends upward, rightward and rearward from a top, right and rear portion of the fuel tank  36 . A fuel pump (not shown) is inserted through a top of the fuel tank  36 . As can be seen in  FIGS. 11 and 15 , a foot area for a driver  400  and a foot area of a passenger  402  extends forward past a rearward most end of the fuel tank  36 . 
     As would be understood, in countries where regulations require the steering wheel  28  to be disposed on a right side of the vehicle  10 , the bracket  139  used to support the steering wheel  28  and the fuel tank assembly  300  would be connected on the left side of the frame structure  138 . Various displays and gauges  29  are disposed above the steering wheel  28  to provide information to the driver regarding the operating conditions of the vehicle  10 . Examples of displays and gauges  29  include, but are not limited to, a speedometer, a tachometer, a fuel gauge, a transmission position display, and an oil temperature gauge. 
     As can be seen in  FIGS. 12 and 13 , a motor  30  is connected to the frame  12  in a rear portion of the vehicle  10 . In the present implementation, the motor  30  is an in-line, three-cylinder, four-stroke internal combustion engine  30 . It is contemplated that other types of internal combustion engines could be use, such as a V-twin or a two-stroke internal combustion engine for example. It is also contemplated that in some implementations, the engine  30  could be replaced by another type of motor such as a diesel engine or an electric motor for example. 
     As can be seen in  FIG. 13 , a radiator  616  is connected to the front portion of the frame  102 . The radiator  616  is used to cool engine coolant used to cool the engine  30 . An air intake system has an upwardly facing air inlet  600  above a front, left portion of the engine  30 . The air inlet  600  supplies air to the engine  30 . The engine  30  is connected to a continuously variable transmission (CVT)  32  disposed on a left side of the engine  30 . The CVT  32  is operatively connected to a transaxle  34  to transmit torque from the engine  30  to the transaxle  34 . The transaxle  34  is disposed behind the engine  30 . The transaxle  34  is operatively connected to the front and rear wheels  14 ,  18  to propel the vehicle  10 . 
     Turning back to  FIGS. 1 to 9 , body panels of the vehicle  10  will be described. The body panels are connected to the frame  12 . The panels help protect the internal components of the vehicle  10  and provide some of the aesthetic features of the vehicle  10 . Front panels  40  are connected to a front of the frame  12 . The front panels  40  are disposed forward of the front suspension assemblies  16  and laterally between the front wheels  14 . The front panels  40  define two apertures inside which the headlights  42  of the vehicle  10  are disposed. A cover  44  extends generally horizontally reward from a top of the front panels  40 . The cover  44  defines an aperture  45  through which tops of the front suspension assemblies  16  protrude; the front suspension assemblies will be described in greater detail below. 
     Front fenders  46  are disposed rearward of the front panels  40  on each side of the vehicle  10 . Each front fender  46  is disposed in part above and in part behind of its corresponding front wheel  14 . Lower panels  48  extend along the bottom of the frame  12  between the front and rear wheels  14 ,  18 . As can be seen in  FIG. 2  for the left lower panel  48 , each lower panel  48  has a front end disposed under the bottom portion of its corresponding front fender  46  and extends rearward therefrom. A generally L-shaped panel  49  is disposed behind the rear end of each lower panel  48 . Generally L-shaped rear fenders  50  extend upward and then rearward from the rear, upper ends of the L-shaped panels  49 . Each rear fender  50  is disposed in part above and in part forward of its corresponding rear wheel  18 . The rear fenders  50  define apertures at the rear thereof to receive the brake lights  64  of the vehicle  10 . It is contemplated that the brake lights  64  could be replaced with reflectors or that reflectors could be provided in addition to the brake lights  64 . 
     On each side of the vehicle  10 , the front fender  46 , the lower panel  48 , the L-shaped panel  49  and the rear fender  50  define a passage  52  through which a driver (or passenger depending on the side of the vehicle  10 ) can enter or exit the vehicle  10 . Each side of the vehicle  10  is provided with a door  54  that selectively closes an upper portion of the corresponding passage  52 . Each door  54  has two hinges  51  (shown schematically in  FIG. 2 ) at a rear thereof, connected to brackets  92  ( FIGS. 13 and 17 ) connected to the member  148 . It is contemplated that each door  54  could be connected to the frame  12  via a single hinge. Each door  54  is selectively connected at a front thereof to a frame element  94  via a releasable latch (not shown) provided in the door  54 . It is contemplated that each door  54  could be hinged at a front thereof and latched at a rear thereof. 
     As best seen in  FIG. 8 , the rear fenders  50  define a cargo space  56  therebetween behind the seats  24 ,  26 . The cargo space  56  has a floor  58  extending horizontally between the rear fenders  50 . The floor  58  has a plurality of apertures such that the floor  58  can act as an attachments base to receive anchors such as those described in U.S. Pat. No. 8,875,830, issued Nov. 4, 2014, the entirety of which is incorporated herein by reference, in order to secure various items in the cargo space  56 . It is contemplated that hooks or loops could be provided instead of or in addition to the apertures in the floor  58 . It is also contemplated that the floor  58  could not be provided with any attachment features. It is contemplated that the floor  58  could be replaced by a cargo box that can be tilted in order to dump its content. A separation panel  60  extends laterally and is disposed longitudinally between the seats  24 ,  26  and the floor  58 . As a result, the separation panel  60  separates the cockpit area  22  from the cargo area  56 . As best seen in  FIGS. 7 and 8 , a rear panel  62  is disposed laterally between the rear wheels  18  behind the floor  58 . 
     Turning now to  FIGS. 12 to 19 , portions of the frame  12  of the vehicle  10  will now be described. The frame  12  has a central portion  100 , a front portion  102  and a rear portion  104 . As their names suggest, the front portion  102  is disposed in front of the central portion  100  and the rear portion  104  is disposed behind the central portion  100 . The central portion  100  defines the cockpit area  22  in which the seats  24 ,  26  are disposed. The central portion  100  also defines a roll cage  106 . The front suspension assemblies  16  are connected to the central and front portions  100 ,  102  of the frame  12 . The engine  30 , the CVT  32  and the transaxle  34  are supported by the rear portion  104  of the frame  12 . The rear suspension assemblies  20  are connected to the central and rear portions  100 ,  104  of the frame  12 . 
     The frame  12  is made from a plurality of hollow cylindrical steel members and steel brackets that are welded to each other. It is contemplated that at least some of the hollow cylindrical members could be replaced by other types of members such as solid cylindrical members, hollow tubes having a cross-section other than circular, and beams, for example. It is also contemplated that the members and brackets could be made of another type of metal, such as aluminum for example. It is also contemplated that at least some of the members and brackets could be made of a non-metallic material, such as composite materials or plastics for example. It is also contemplated that at least some of the members and brackets could be joined to each other by means other than welding, such as by fastening and bonding for example. It is also contemplated that two or more of the members and brackets described below could be cast or otherwise formed as a single component. It is also contemplated that the frame  12  could have more or less members and brackets than described below depending on the type of materials used, the required strength and rigidity of the frame  12  and the weight of the components attached to the frame  12  for example. 
     The central portion  100  of the frame  12  has a laterally extending bottom member  108 . Brackets  110 ,  111 , best seen in  FIG. 17 , are connected to the rear of the bottom member  108  and extend rearward from the member  108 . The brackets  110 ,  111  are disposed laterally inward of the ends of the bottom member  108 . The brackets  111  are used to connect the rear of the seats  24 ,  26  as will be described below. Two bottom members  112  are connected at their rear ends to the ends of the bottom member  108 . From the bottom member  108 , the bottom members  112  extend forward and laterally inward. 
     The brackets  110  are used to connect the rear suspension assemblies  20 . Each rear suspension assembly  20  has a trailing arm  350  connected to a shock absorber  55  of a rear shock absorber assembly  53  at a point  355  (see  FIGS. 18 and 19 ). The trailing arm  350  is pivotally connected at its front end to the bracket  110  of the central portion  100  of the frame  12  by a ball joint  369 . The ball joint  369  is connected about an axis  366  that is disposed below the passenger seat  26 . 
     Rear members  140  extend upward and rearward from the ends of the bottom member  108 . Generally vertical members  114  extend upward from the ends of the laterally extending member  118 . Diagonal members  122  extend forward and laterally inward from the ends of the laterally extending member  118  and connect at their front ends to a laterally extending member  123 . Two other generally vertical members  124  are connected at their bottom ends to the top of a laterally extending bottom member  123 . From their bottom ends, the generally vertical members  124  extend upward, forward and laterally inward. A bracket  135  is connected to the top ends of the vertical members  124 . Side members  142  are connected to and extend upward and rearward from vertical members  114 . A laterally extending member  152  is connected to the tops of the rear members  140 . A laterally extending member  155  is connected between the rear members  140  below the laterally extending member  152 . 
     The vehicle  10  includes a three-point seat belt assembly  720  for each of the seats  24 ,  26 . The seat belt assembly  720  will be described in more detail below. The seat belt assembly  720  includes a seat belt mechanism retractor  777  and a D-ring  157  mounted to the central portion  100  of the frame  12 . In an alternative implementation illustrated in  FIG. 13 , a four-point harness seat belt  476  is provided, with two seat belt mechanisms being provided per seat  24 ,  26  on the member  155 . 
     As best seen in  FIG. 12 , a laterally extending member  160  extends between and connects to the side members  142 . Four brackets  158  are connected to the member  160  and are used to fasten the seats  24 ,  26  to the central portion  100  of the frame  12 . Each seat  24 ,  26  connects to the frame  12  via two rails  754 , as will be described in more detail below. 
     The rails  754  are fastened at their front ends by a fastener  159  to the brackets  158  of the central portion  100  of the frame  12 . Each bracket  158  includes two apertures for receiving the fastener  159 , as can be seen in  FIG. 12 . It is contemplated that the brackets  158  could define more or less apertures. From their front ends, the rails  754  extend rearward and downward and connect at their rear ends to spacers  756 . The spacers  756  connect to the frame  12  via the brackets  111  ( FIG. 17 ). The spacers  756  are connected to their corresponding rails  754  via a metal casting  768  fixed to the corresponding rail  754 . Each casting  768  provides an aperture (not shown) to receive the spacers  756  and a laterally extending aperture (not shown) to receive a fastener  770 , specifically a bolt  770 . It is contemplated that the spacers  756  could connect directly to the rails  754  in some implementations. It is also contemplated that the spacers  756  could be integral with the rails  754 , the rails  754  being generally L-shaped and connecting directly to the brackets  111 . 
     The passenger seat  26  is shown in the rearward position in  FIGS. 23 and 24  and in a forward position in  FIGS. 25 and 26 . As described above, the rails  754  are angled such that the front ends of the rails  754  are higher than their rear ends; a horizontal line  17  is illustrated for reference in  FIGS. 23 and 25 . It is contemplated that the rails  754  may be more or less angled depending on the implementation. 
     Due to the angle of the rails  754 , the height of the each seat  24 ,  26  varies with the forward and rearward position adjustment, the seats  24 ,  26  being higher when in the forward position than when they are in the rearward position. The spacers  756 , which connect the rear ends of the rails  754  to the frame may be used to adjust the height of the seats  24 ,  26 . The spacers  756  may be disconnected from the castings  768  and the brackets  111  and replaced by similar spacers of different length in order to adjust an overall height of the each seat  24 ,  26 . In some implementations, the vertical height of the seat  24 ,  26  could be adjusted by removing the spacers  756  from below the castings  768 . In such an implementation, the spacers  756  could optionally then be connected on a top side of the castings  768 . 
     When using longer spacers  756  connected to the rear end of the rail  754 , the fastener  159  at the front end of the rail  754  is used with a top aperture in the bracket  158  ( FIG. 17 ) to increase the overall height of the seats  24 ,  26 . When using shorter spacers  756  connected to the rear end of the rail  754 , the fastener  159  at the front end of the rail  754  is used with a bottom aperture in the bracket  158  to decrease the overall height of the seats  24 ,  26 . It is contemplated that more than two sizes of spacers  756  and two apertures of the brackets  158  could be implemented to give users more height options for the seats  24 ,  26 . 
     The front suspension assembly  16  is a double A-arm suspension assembly. As such, the front suspension assembly  16  includes, inter alia, a shock absorber assembly  254 . The shock absorber assembly  254  includes a coil spring disposed around a hydraulic shock, and the hydraulic shock has a separate reservoir connected to it. Since shock absorber assemblies of this type are well known, the shock absorber assembly  254  will not be described in greater detail. 
     Corresponding pair of top connection points of the front and rear shock absorber assemblies  254 ,  53  each define a line  260  passing through a top portion of the cockpit area  22 . Specifically, a point  262  is the point at the intersection of a pivot axis  268  of the rear shock absorber assembly  53  and a centerline  270  of the shock absorber  55  of the rear suspension assembly  20 . The point  262  defines an upper connection point of the rear shock absorber assembly  53  to the frame  12 . A point  264  is the point at the intersection of an upper pivot axis  272  of the front shock absorber assembly  16  and the centerline  274  of the shock absorber  254  of the front suspension assembly  16 . The point  264  defines an upper connection point of the front shock absorber assembly  16  to the frame  12 . 
     As can be seen in  FIGS. 8, 9, and 12 through 15 , each line  260  passes through the upper connection points of the corresponding shock absorber assemblies  254 ,  53 , specifically through points  262  and  264 . The lines  260  are disposed vertically above the steering wheel  28  and the D-rings  157  for the seat belts  776 . The left line  260  is also disposed above the shoulder generally indicated by curve  266  around which the 4-point harness seat belt  476  passes when a driver of the vehicle  10  sits in the driver seat  24  in its rearmost position as shown with his back firmly against the back of the driver seat  24 . The same is true with respect to the right line  260  and the should of a passenger sitting in the passenger seat  26  in its rearmost position. The curve  266  contains the shoulder reference point as defined in SAE J826 (as revised in November 2008), the entirety of which is incorporated herein by reference. 
     As can be seen in the top views of  FIGS. 8 and 12 , the right and left lines  260  extend rearward and generally outward from the points  264  to the points  262 . As such, the engine  30  is disposed laterally between the right line  260  and the left line  260  (see  FIG. 12 ). The CVT  32 , disposed to the left of the engine  30 , is also disposed laterally between the lines  260 . See for instance  FIG. 13 , where the CVT  32  is shown inward of the left shock absorber assembly  53  (which defines in part the line  260 ) and leftward of the right shock absorber assembly  53 . From this view it can also be seen that the CVT  32  is disposed below the lines  260 . As can further be seen in  FIG. 13 , the radiator  616 , which is used to cool the coolant used for cooling the engine  30  and is connected to a front of the frame  12 , and the air inlet  600 , which brings air to both the engine  30  and the CVT  32 , are also disposed below a plane defined by the lines  260 . Similarly, a rear intercooler  614 , disposed at an angle laterally between and rearward of the seats  24 ,  26 , is also disposed below the plane defined by the lines  260 . This can be seen from  FIGS. 14 and 15 , where it can further be seen that the rear intercooler  614  and the air inlet  600  are both disposed rearward a head of the driver  400  when the driver  400  is seated in the driver seat  24 , behind a head rest  450  of the driver seat  24 . 
     Referring now to  FIGS. 18 and 19 , another pair of lines  280  traversing the frame  12  is defined by the rails  754  (only the left line  280  being visible in the figures). The lines  280  are the axes  280  along which the seats  24 ,  26  are adjusted, as will be described in more detail below. As forward portions of the rails  754  are disposed vertically higher than rearward portions of the rail  754  (described in more detail below), the axes  280  extend slightly downward as they extend rearward from a front of the vehicle  10 . In a projection of the axes  280  and the lines  260  on a longitudinal plane, such as the plane defined by the drawing page of  FIGS. 18 and 19 , the axes  280  intersect the lines  260 , defined by the upper connection points  264 ,  262  of the shock absorber assemblies  254 ,  53  as described above, at a point  282 . The point  282  is disposed forward of the vehicle  10 . 
     Still referring to  FIGS. 18 and 19 , the two extreme positions of the trailing arms  350  are illustrated. As the left and right trailing arms  350  are mirror images of one another, only the left trailing arm  350  will be described. In  FIG. 18 , the rear suspension assembly  20  is in full extension, with the trailing arm  350  being generally lower than the frame  12 . In this position, the connection  355  of the lower end of the shock absorber  55  to the trailing arm  350  is disposed vertically lower than the axes  280 . In  FIG. 19 , the rear suspension assembly  20  is in its most contracted state, with the trailing arm  350  being generally higher than bottom portions of the frame  12 . In this position, the connection  355  of the lower end of the shock absorber  55  to the trailing arm  350  is disposed vertically higher than the axes  280 . 
     With reference to  FIGS. 20 through 27 , the driver and passenger seats  24 ,  26  of the vehicle  10  will now be described in more detail. The driver and passenger seats  24 ,  26  are mirror images of each other in the present implementation and as such the seats  24 ,  26  will generally be described with respect to the passenger seat  26 . It is contemplated that in other implementations, the driver seat  24  could differ from the passenger seat  26  in various ways. 
     The seat  26  has a seat body  420  which includes a base portion  368 . The seat body  420  also includes a seatback portion  416  extending at least partially upward from the base portion  368 . A headrest portion  450  of the seat body  420  is disposed above and extends at least partially upward from the seatback portion  416 . The base, seatback, and headrest portions  368 ,  416 ,  450  are integrally connected to form the seat body  420 , which is constructed of a monocoque plastic shell to which cushions are mounted. It is contemplated that the seat body  420  could be provided with more or fewer portions. It is also contemplated that the portions  368 ,  416 ,  450  could be fastened together to form the seat body  420 . It is further contemplated that the cushions could also be integrally formed with the seat body  420 . 
     The seat body  420  also includes a plurality of rigid ribs  418  for at least partially giving structure to the seat body  420 . The ribs  418  are oriented at various angles with respect to the seat body  420  and the plurality of ribs  418  extend along left and right sides of the base portion  368  and the backrest portion  416 . It is contemplated that the seats  24 ,  26  could include more or fewer rigid ribs  418 . It is also contemplated that the plurality of rigid ribs  418  could extend along more or less of the seat body  420 , including extending along only one of the base portion  368  and the backrest portion  416  in some implementations. It is further contemplated that the ribs  418  could extend along only one of the left and right sides of the seat body  420 . It is also contemplated that the ribs  418  could be disposed in any number of different patterns or orientations than those illustrated in the Figures. 
     The seat body  420  defines two apertures  362 ,  364  through which portions of the seat belt assembly  720  extend, specifically a buckle aperture  362  and a belt aperture  364 . While the buckle aperture  362  and the belt aperture  364  are referred to as different apertures herein, in the present implementation the apertures  362 ,  364  are mirror-images of one another and they are distinguishable only by their use in the present implementation. It is contemplated that the two apertures  362 ,  364  may differ in shape or size. 
     In the present implementation, the apertures  362 ,  364  are defined in part by the base portion  368  and in part by the rigid ribs  418  extending along the seat body  420 . It is contemplated that the apertures  362 ,  364  could be defined by only the base portion  368  and/or different portions of the seat body  420 . The utility generally provided by the apertures  362 ,  364  will be described in more detail below. 
     The seat  26  also includes two seat adjustment assemblies  752 , which are mounted on the rails  754  to allow the longitudinal position of the seat  26  be adjusted. Using the assemblies  752  and rails  754 , the seat  26  is translatable with respect to the frame  12 , between a rearward position and a forward position, as well as several intermediate positions. In  FIGS. 23, 24, and 27 , the seat  26  is in the rearward position. In  FIGS. 25 and 26 , the seat  26  is in the forward position. The seat adjustment assemblies  752  and use of the assemblies  752  to adjust the position of the seat  26  will be described in detail below. 
     The vehicle  10  includes two seat belt assemblies  720 , as mentioned above, one for each of the seats  24 ,  26 . As is illustrated in  FIGS. 20 to 27 , portions of each seat belt assembly  720  pass through the apertures  362 ,  364  in its corresponding seat  24 ,  26 . Each assembly  720  is a three-point seat belt assembly  720 , with each anchoring connection of the assembly  720  connecting to the frame  12  without connecting to the seat body  420  itself. 
     The seat belt assembly  720  includes a seat belt  722  and a male buckle connector  724  which is slidably connected to the seat belt  722 . At a top end, the seat belt  722  passes through the D-ring  157  and is connected to the seat belt retractor mechanism  777 , which is connected to the frame  12  as mentioned above. As can be seen in  FIG. 20 , a portion of the seat belt assembly  720 , specifically part of the seat belt  722  and part of the D-ring  157 , extends above a top edge  418  of the back rest portion  416 . It is contemplated that the D-ring  157  and portions of the seat belt  722  could be disposed higher or lower than illustrated in the present implementation. 
     The seat belt  722  extends downward through the belt aperture  364  to a bottom end, where the seat belt  722  is again connected to the frame  12 . Specifically, the bottom end of the seat belt  722  has an anchor connection  726  which connects to the frame  12  via the metal casting  768  fixed to a rear end of one of the rails  754 . The anchor connection  726  and the casting  768  are fastened together by the bolt  770 , the anchor connection  726  pivoting about a center of the bolt  770 . The anchor connection  726  of the seat belt  722  is connected to the right rail  754  for the passenger seat  26 , and the seat belt retractor mechanism  777  is connected to the frame  12  to the right of a centerline  422  of the seat  26  and vertically higher than the anchor connection  726 . 
     The seat belt assembly  720  further includes a female buckle receptacle  730  for receiving the male buckle connector  724 . The female buckle receptacle  730  is connected at its bottom end to the frame  12  and extends generally upward from its bottom end and through the buckle aperture  362 . Specifically, the female buckle receptacle  730  connects to the frame  12  via an anchor connection  732  connected to a metal casting  768  fixed to a rear end of the rail  754  opposite the rail  754  to which the seat belt anchor  726  in connected. As is illustrated in  FIG. 20 , the anchor connection  732  is connected to the left rail  754  for the passenger seat  26  and the anchor connection  732  is connected to the right rail  754  for the driver seat  24 . The anchor connection  732  is also fastened its corresponding casting  768  by a bolt  770 , the anchor connection  732  pivoting about the center of the bolt  770 . 
     The female buckle receptacle  730  also includes a rigid stalk  734  between the top end of the receptacle  730  and the anchor  732  to keep the female buckle receptacle  730  accessible. As can be seen in  FIG. 24 , a portion of the female buckle receptacle  730  extends above a top surface  370  of the base portion  368 . As such, the male buckle connector  724  can be inserted into the female buckle receptacle  730  without retrieving the female buckle receptacle  730  from below the top surface  370 . It is contemplated that the top end of the female buckle receptacle  730  could be disposed higher or lower than illustrated in the present implementation. It is also contemplated that the female buckle receptacle  730  could be provided without the rigid stalk  734 , depending on the implementation. 
     As is illustrated in  FIG. 21 , the top end of the seat belt  722 , the bottom end of the seat belt  722 , and the belt aperture  364  are disposed to the right of the centerline  422  of the passenger seat  26  and the buckle aperture  362  is disposed to the left of the centerline  422 . For the driver seat  24 , the top end of the seat belt  722 , the bottom end of the seat belt  722 , and the belt aperture  364  are disposed to the left of the centerline  422  and the buckle aperture  362  is disposed to the right of the centerline  422 . 
     For the passenger seat  26 , the right casting  768  connects to the anchor connection  726  and the left casting  768  connects to the anchor connection  732  of the female receptacle  730 . On the right casting  768  of the seat  24 , the anchor connector  732  of the female buckle receptacle  730  is connected to the casting  768 . It is contemplated that the anchor connections  726 ,  732  could be connected directly to the corresponding rail  754 . The spacers  756  can be removed, moved, or replaced to change the vertical height of the each seat  24 ,  26 , as mentioned above. As the castings  768  are connected to the rails  754  and the spacers  756 , a vertical height of the anchor connections  726 ,  732  can also be modified, depending on the relative arrangement of the castings  768 , rails  754 , spacers  756 , and anchor connections  726 ,  732 . 
     Even though the seats  24 ,  26  are adjustable and the seat belt assemblies  720  are connected to the frame  12  and not to the seats  24 ,  26 , the seat belt assemblies  720  are still operable whether the seats  24 ,  26  are in a forward position, a rearward position, or in an intermediate position between the forward and rearward positions. As can be seen in  FIGS. 23 to 26 , the apertures  362 ,  364  and the pivoting anchor connections  726 ,  732  are sized and arranged such that the seat belt  722  and the female buckle receptacle  730  extend through the apertures  362 ,  364  for all forward to rearward positions of the seat  24 ,  26 . In the forward position ( FIGS. 23 and 24 ), the rearward position ( FIGS. 25 and 26 ), and the intermediate positions (not shown), the male buckle connector  724  and the female buckle receptacle  730  can be connected to each other. 
     When the seat  26  is in the forward position, the portion of the seat belt  722  extending through the belt aperture  364  is forward of and spaced from a rear edge  384  of the belt aperture  364  and the portion of the female buckle receptacle  730  extending through the buckle aperture  362  is forward of and spaced from a rear edge  382  of the buckle aperture  362 . Similarly, when the seat  26  is the rearward position, the portion of the seat belt  722  extending through the belt aperture  364  is rearward of and spaced from a front edge  374  of the belt aperture  364  and the portion of the female buckle receptacle  730  extending through the buckle aperture  362  is rearward of and spaced from a front edge  372  of the buckle aperture  362 . The boundaries of the apertures  362 ,  364  are illustrated in  FIG. 22 , and schematically outlined in  FIGS. 23 to 26 . 
     By connecting the seat belt assemblies  720  to the frame  12 , without being connected directly to either seat body  420 , the seats  24 ,  26  do not need to support loads from the seat belt assembly  720 . Hence the seats  24 ,  26  may be constructed to be more lightweight, and/or may cost less to be fabricated, in some implementations, than otherwise might be the case if the seat bodies  420  were required to support the loads of the seat belt assemblies  720 . By passing portions of the seat belt assemblies  720  through the apertures  362 ,  364 , the seat belt assemblies  720  and the seats  24 ,  26  connect to the frame  12  at similar lateral locations in the vehicle  10 , which aids in limiting an overall lateral width of the vehicle  10 . If instead the seat belt assemblies  720  connected to the frame  12  around the full lateral width of the seats  24 ,  26 , for instance, the overall width of the vehicle  10  would need to be larger. 
     The seat adjustment assemblies  752  will now be described in more detail with reference to  FIGS. 27 to 32 , the rails  754  and seat adjustment assemblies  752  of the driver seat  24  being displayed isolated from the seat  24 . Each seat  24 ,  26  includes two seat adjustment assemblies  752  connected to the base portion  368  of each seat  24 ,  26 , as mentioned above. The assemblies  752  are disposed on left and right sides of each seat  24 ,  26 . In the rearward position ( FIGS. 23 and 24 ), the seat adjustment assemblies  752  are near the rear ends of the rails  754 . In  FIGS. 25 and 26 , the seat  26  is shown in a forward position where the seat adjustment assemblies  752  are near the front ends of the rails  754 . 
     Each seat adjustment assembly  752  has an assembly frame  701  which connects to the seat bottom  368  of its corresponding seat  24 ,  26 . The assembly frame  701  includes a left wall  703 , a right wall  707 , and a top wall  705  extending between the left and right walls  703 ,  707 . It is contemplated that the assembly frame  701  could be composed of less or more walls. For example, it is contemplated that the assembly frame  701  could be composed of only the left wall  703  and the right wall  707 , the walls  703 ,  707  being joined together by fasteners and spacers. The left and right walls  703 ,  707  of the assembly frame  701  each include a partially flexible tongue  711  defined by a channel  710  cut into the walls  703 ,  707 , the use of which will be described below. The assembly frame  701  is made of metal such as stainless steel. It is contemplated that the assembly frame  701  could be composed of different materials, including but not limited to, plastic, aluminum, and hardened rubber, or any combination thereof. 
     Each seat adjustment assembly  752  includes two rollers  764   a,b  to be disposed on top of the rail  754  and two rollers  764   c,d  to be disposed under the rail  754 . The assembly frame  701  and the rollers  764   a - d  define a cavity  721 , best seen in  FIG. 32 , through which the corresponding rail  754  passes. The rollers  764   a - d  contact and roll along the rails  754  and as such, the seat adjustment assemblies  752  allow the seats  24 ,  26  to be moved independently from each other along the rails  754  between various positions. The rollers  764   a,b  on top of the rail  754  include a forward roller  764   a  and a rearward roller  764   b  and the rollers  764   c,d  below the rail  754  include a forward roller  764   c  and a rearward roller  764   d . As can best be seen from  FIG. 20 , the forward and rearward rollers  764   a,b  above the rail  754  are separated by a greater distance than the forward and rearward rollers  764   c,d  below the rail  754 . It is contemplated that the each of the forward rollers  764   a,c  and the rearward rollers  764   b,d  could be separated by greater or lesser distances, depending on the implementation. 
     It is contemplated that each assembly  752  could include more or less rollers  764   a - d  above and/or below the rail  754 . In some implementations, additional seat adjustment assemblies  752  could be connected to the seats  24 ,  26 . For instance, in place of one seat adjustment assembly  752  with four rollers  764   a - d  per side of the seat  24 ,  26 , some implementations may include two separate seat assemblies  752  per side mounted on the same rail  754 , each having two rollers  764 , one roller  764  above the rail  754  and one roller  764  below. It is further contemplated that only one seat adjustment assembly  752  could be included in some implementations, with a different mechanism used for the opposite side of the seat  24 ,  26  and its corresponding rail  754 . 
     In order to maintain the seats  24 ,  26  in position, each of the seats  24 ,  26  is provided with two pins  717 , one pin  717  being seen in  FIG. 32  for the right seat adjustment assembly  752 . In some implementations, each of the seats  24 ,  26  could be provided with a single pin  717 . The pins  717  enter two of a plurality of corresponding apertures  755  in the right rail  754 . The pins  717  are connected to the tongue  711  of the left wall  703  of the right adjustment assembly  752  and extends into the cavity  721 , one pin  717  being illustrated in  FIG. 32 . The rod  766 , described in further detail below, is connected to the tongue  711  to which the pins  717  are connected. 
     Both the walls  703 ,  707  of the left and right assemblies  752  of the seat  24  include the tongue  711  for simplicity of manufacturing. As can be seen in  FIGS. 20 and 23 to 26 , only the left walls  703  of the adjustment assemblies  752  of the passenger seat  26  include the tongue  711 , although only the right adjustment assembly  752  includes the rod  766  and the pins  717 . It is contemplated that only one wall  703 ,  705  of one of the adjustment assemblies  752  could define the tongue  711 . It is also contemplated that the tongue  711  could be defined in the right wall  707  of the left adjustment assembly  752  in implementations where the rod  766  is connected to the left adjustment assembly  752 . It is further contemplated that the tongue  711  could be defined in the left wall  703  of the right adjustment assembly  752  and the right wall  707  of the left adjustment assembly  752 , thereby providing two options where the rod  766  could be connected. 
     The right rail  754  defines a series of apertures  755  spaced along the length of the rail  754 , such that the pins  717 , when aligned with corresponding apertures  755 , can enter through the apertures  755  into an interior of the right rail  754 . The pins  717  extending into the rail  754  through the apertures  755  prevent movement of the seat adjustment assembly  752  with respect to the rail  754 , and thus movement of the other corresponding adjustment assembly  752  of the corresponding seat  24 ,  26 . It is contemplated that both rails  754  of each seat  24 ,  26  may define the apertures  755  for ease of manufacturing. It is also contemplated that the apertures  755  could be defined in both sides of either or both of the rails  754  for ease of assembly. It is also contemplated that the left rail  754  may define the apertures  755  in implementations where the left seat adjustment assembly  752  is provided with the rod  766  and the pin  717 . 
     The forward extending rod  766  is provided for changing the position of the seats  24 ,  26 . The rod  766  is connected to the tongue  711  defined in the left wall  703  of the right side adjustment assembly  752 . The tongue  711  is partially flexible and flexes about a flex region  713  when the rod  766  is pushed generally to the right. A flexed tongue  711 ′ is shown in dashed lines in  FIG. 19 . The rod  766  is connected to the tongue  711  at a connection point  715  ( FIG. 29 ) disposed longitudinally between the pin  717  and the flex region  713 , such that the flexing of the tongue  711  when the user pushes the rod  766  sufficiently laterally causes the pin  717  to exit the cavity  721  and to exit the rail  754 . The connection point  715  works similarly to a fulcrum point, flexing the rear end of the tongue  711 , with the pin  717 , generally to the left when the rod  766  is pushed to the right. 
     The rod  766  includes a handle  767  at a front end of the rod  766  to enable easier gripping of the rod  766  by the user. The front of the rod  766  extends through a slot  360  defined in the base portion  368 . The slot  360  limits lateral motion of the front of the rod  766  to prevent over extension of the tongue  711 . In some implementations, the seat body  420  could not be provided with the slot  360  and the rod  766  could pass under the seat body  420 . 
     In order to change a position of its corresponding seat  24  or  26 , the rod  766  is pushed/pulled by a user generally rightward to disengage the pin  717  on the tongue  711  from the aperture  755  in the left side of the right rail  754 . The seat  24  or  26  is then moved on the rails  754  to a desired position, and the rod  766  is released such that the pin  717  on the rod  766  is inserted into another aperture  755  in the right rail  754  with which it is aligned. 
     Details of the rollers  764   a - d  will now be described with respect to  FIGS. 21 and 22 , where one roller  764   a/d  and the rail  754  are shown in cross-section in each figure. The bottom rollers  764   c,d  can also be seen from below in  FIG. 16  and a front view of the roller  764   b  is also shown in  FIG. 22 . Each roller  764   a - d  is rotatably connected to the right wall  703  and the left wall  707 . Each roller  764   a - d  rotates about a rotation axis  761  passing through a center of the roller  764   a - d . Each roller  764   a - d  is connected to the walls  703 ,  707  by a bolt  741 , nut  743  and two washers  745  placed between the roller  764   a - d  and the walls  703 ,  707  (see  FIG. 21 ). It is contemplated that the rollers  764   a - d  could be connected to the walls  703 ,  707  by another mechanism, such as a different type of fastener. 
     Each roller  764   a - d  has a surface  765  that is rotationally symmetric about the rotation axis  761  and can generally be described with respect to a radius  788  measured orthogonally from the axis  761  to the surface  765 . The radius  788  is at a minimum near a mid-point  789  between the right and left walls  703 ,  707 , at a lateral center of the roller  764   a - d . The radius  788  generally linearly increases at increasing distances from the mid-point  789 . As seen in cross-section in  FIGS. 21 and 22 , the shape of the surface  765  on one half of the roller  764   a - d  generally forms a V-shape. It is contemplated that the radius  788  could generally increase non-linearly at increasing distances from the mid-point  789 . It is also contemplated that the radius  788  could generally increase and then subsequently decrease at increasing distances from the mid-point  789 , or follow some other more complicated pattern. 
     The shape of the surface  765  can also be described with respect to a distance  791  between an axis  790  passing through a center of the rail  754  and the surface  765 . Near the mid-point  789 , the distance  791  is generally at a maximum, with the distance  791  generally linearly decreasing at increasing distances from the mid-point  789 . At its maximum, the distance  791  is greater than a height of the rail  754  from the axis  790 . At other points, the distance  791  is equal to the height of the rail  754  from the axis  790 , thus the surface  765  and the rail  754  are in contact at these points. 
     The shape of the surface  765 , as described above, is such that each roller  764   a - d  and the rail  754  form a passage  780  between the roller  764   a - d  and the rail  754 . The passage  780  allows some material and debris that may be introduced into the adjustment assembly  752  to pass between the roller  764   a - d  and the rail  754 , reducing the possibility that the roller  764   a - d  and the rail  754  will become jammed by the material or debris. Specifically, because the radius  788  at the mid-point  789  is less than the distance between the rotation axis  761  and the rail  754 , there is space between the face  765  and the rail  754  mid-way between the right and left walls  703 ,  707 . Each roller  764   a - d  contacts the rail  754  at contact regions  785  on its surface  765  on either side of the mid-point  789 , forming the passage  780  between the rail  754  and the roller  764   a - d.    
     All the rollers  764   a - d  are identically shaped, however it is contemplated that some of the rollers  764   a - d  could have different shapes according to different implementations of the present technology. 
     The vehicle  10 , the seat adjustment assembly  752 , and the vehicle seats  24 ,  26  implemented in accordance with some non-limiting implementations of the present technology can be represented as presented in the following numbered clauses. 
     CLAUSE 1: A vehicle ( 10 ) comprising: a frame ( 12 ); a plurality of ground engaging members ( 14 ,  18 ) operatively connected to the frame ( 12 ); a motor ( 30 ) operatively connected to at least one of the ground engaging members ( 14 ,  18 ); at least one rail ( 754 ) connected to the frame ( 12 ); and a seat ( 24 ,  26 ) connected to the at least one rail ( 754 ), the seat ( 24 ,  26 ) including: a seat body ( 420 ); and at least one seat adjustment assembly ( 752 ) including: an assembly frame ( 701 ) having at least one wall ( 703 ,  705 ,  707 ), the assembly frame ( 701 ) being connected to the seat ( 24 ,  26 ); at least one first roller ( 764   a ,  764   b ) rotatably connected to the at least one wall ( 703 ,  705 ,  707 ); and at least one second roller ( 764   c ,  764   d ) rotatably connected to the at least one wall ( 703 ,  705 ,  707 ), the at least one wall ( 703 ,  705 ,  707 ), the at least one first roller ( 764   a ,  764   b ), and the at least one second roller ( 764   c ,  764   d ) defining a cavity ( 721 ), the at least one rail ( 754 ) passing through the cavity ( 721 ), the at least one first roller ( 764   a ,  764   b ) being disposed generally above the cavity ( 721 ), the at least one second roller ( 764   c ,  764   d ) being disposed generally below the cavity ( 721 ), for each roller ( 764   a ,  764   b ,  764   c ,  764   d ) of the at least one first roller ( 764   a ,  764   b ) and the at least second roller ( 764   c ,  764   d ), the at least one rail ( 754 ) contacting contact surfaces ( 785 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ), the contact surfaces ( 785 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ) being offset from a lateral center ( 789 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ), the roller ( 764   a ,  764   b ,  764   c ,  764   d ) and the at least one rail ( 754 ) defines a passage ( 780 ) between the at least one rail ( 754 ) and the lateral center ( 789 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ). 
     CLAUSE 2: The vehicle ( 10 ) of clause 1, wherein: the at least one wall ( 703 ,  705 ,  707 ) of the assembly frame ( 701 ) defines a partially flexible tongue ( 711 ); and the at least one seat adjustment assembly ( 752 ) further comprises: a rod ( 766 ) connected to the tongue ( 711 ); and at least one pin ( 717 ) connected to the tongue ( 711 ), the at least one pin ( 717 ) extending into the cavity ( 721 ), the tongue ( 711 ) being flexed by the rod ( 766 ) when the rod ( 766 ) is pushed generally laterally, the at least one pin ( 717 ) being removed from the cavity ( 721 ) when the tongue ( 711 ) is flexed by the rod ( 766 ). 
     CLAUSE 3: The vehicle ( 10 ) of clause 2, wherein: the at least one rail ( 754 ) defines a plurality of apertures ( 755 ); and when the at least one pin ( 717 ) is aligned with a given aperture ( 755 ) of the plurality of apertures ( 755 ), the at least one pin ( 717 ) enters the given aperture ( 755 ) and the seat ( 24 ,  26 ) is impeded from rolling with respect to the at least one rail ( 754 ). 
     CLAUSE 4: The vehicle ( 10 ) of any one of clauses 1 to 3, wherein: a front end of the at least one rail ( 754 ) is higher than a rear end of the at least one rail ( 754 ); and the seat ( 24 ,  26 ) is higher when in a forward position than when in a rearward position, the forward position being defined when the at least one seat adjustment assembly ( 752 ) is near the front end of the at least one rail ( 754 ), the rearward position begin defined when the at least one seat adjustment assembly ( 752 ) is near the rear end of the at least one rail ( 754 ). 
     CLAUSE 5: The vehicle ( 10 ) of any one of clauses 1 to 4, further comprising: a first spacer ( 756 ) connected to the frame ( 12 ) at a bottom end, the first spacer ( 756 ) being connected to the at least one rail ( 754 ) at a top end, the first spacer ( 756 ) being selectively removable; and wherein: the first spacer ( 756 ) is selectively replaceable by a second spacer ( 756 ) of a different length; and a height of the seat ( 24 ,  26 ) being altered by replacement of the first spacer ( 756 ) by the second spacer ( 756 ). 
     CLAUSE 6: The vehicle ( 10 ) of any one of clauses 1 to 5, further comprising an anchor connection ( 726 ,  732 ) connected to the at least one rail ( 754 ). 
     CLAUSE 7: The vehicle ( 10 ) of clause 6, wherein the anchor connection ( 726 ,  732 ) is connected to a casting ( 768 ) fixed to an end of the at least one rail ( 754 ). 
     CLAUSE 8: The vehicle ( 10 ) of any one of clauses 1 to 7, wherein: the at least one rail ( 754 ) includes a first rail ( 754 ) and a second rail ( 754 ); the at least one seat adjustment assembly ( 752 ) includes a first seat adjustment assembly ( 752 ) and a second seat adjustment assembly ( 752 ); the first rail ( 754 ) is disposed in the cavity ( 721 ) of the first seat adjustment assembly ( 752 ); the second rail ( 754 ) is disposed in the cavity ( 721 ) of the second seat adjustment assembly ( 752 ); the first rail ( 754 ) and the first seat adjustment assembly ( 752 ) are disposed on a first side of the seat ( 24 ,  26 ); and the second rail ( 754 ) and the second seat adjustment assembly ( 752 ) are disposed on a second side of the seat ( 24 ,  26 ), the second side being opposite the first side. 
     CLAUSE 9: The vehicle ( 10 ) of clause 7, further comprising: an anchor connection ( 726 ) for a seat belt ( 722 ) connected to the first rail ( 754 ); and a female buckle receptacle ( 730 ) connected to the second rail ( 754 ), the female buckle receptacle ( 730 ) being adapted for receiving a male connector ( 724 ) of the seat belt ( 722 ). 
     CLAUSE 10: The vehicle ( 10 ) of any one of clauses 1 to 8, wherein: the at least one wall ( 703 ,  705 ,  707 ) of the seat adjustment assembly ( 752 ) includes: a left wall ( 703 ), a right wall ( 707 ), and a top wall ( 705 ) extending between the left and right walls ( 703 ,  707 ), the cavity ( 721 ) being further defined by the left, right, and top walls ( 703 ,  705 ,  707 ); the at least one first roller ( 764   a ,  764   b ) includes a first plurality of rollers ( 764   a ,  764   b ) rotatably connected to the left and right walls ( 703 ,  707 ), the first plurality of rollers ( 764   a ,  764   b ) being disposed generally above the cavity ( 721 ); and the at least one second roller ( 764   c ,  764   d ) includes a second plurality of rollers ( 764   c ,  764   d ) rotatably connected to the left and right walls ( 703 ,  707 ), the second plurality of rollers ( 764   c ,  764   d ) being disposed generally below the cavity ( 721 ). 
     CLAUSE 11: The vehicle ( 10 ) of clause 10, wherein, for each roller ( 764   a ,  764   b ,  764   c ,  764   d ) of the first plurality of rollers ( 764   a ,  764   b ) and the second plurality of rollers ( 764   c ,  764   d ), a radius ( 788 ) of a surface ( 765 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ) is at a minimum near a mid-point ( 789 ) between the right and left walls ( 703 ,  707 ), the radius ( 788 ) of the surface ( 765 ) generally increasing at increasing distances from the mid-point ( 789 ), the radius ( 788 ) being measured orthogonally from a rotation axis ( 761 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ). 
     CLAUSE 12: The vehicle ( 10 ) of clause 10 or 11, wherein: the first plurality of rollers ( 764   a ,  764   b ) includes a first forward roller ( 764   a ) and a first rearward roller ( 764   b ); and the second plurality of rollers ( 764   c ,  764   d ) includes a second forward roller ( 764   c ) and a second rearward roller ( 764   d ). 
     CLAUSE 13: The vehicle ( 10 ) of clause 12, wherein a distance between the first forward roller ( 764   a ) and the first rearward roller ( 764   b ) is greater then a distance between the second forward roller ( 764   c ) and the second rearward roller ( 764   d ). 
     CLAUSE 14: A seat adjustment assembly ( 752 ) comprising: an assembly frame ( 701 ) having at least one wall ( 703 ,  705 ,  707 ), the assembly frame ( 701 ) being adapted for connecting to a seat ( 24 ,  26 ); at least one first roller ( 764   a ,  764   b ) rotatably connected to the at least one wall ( 703 ,  705 ,  707 ); and at least one second roller ( 764   c ,  764   d ) rotatably connected to the at least one wall ( 703 ,  705 ,  707 ), the at least one wall ( 703 ,  705 ,  707 ), the at least one first roller ( 764   a ,  764   b ), and the at least one second roller ( 764   c ,  764   d ) defining a cavity ( 721 ), the at least one first roller ( 764   a ,  764   b ) being disposed generally above the cavity ( 721 ), the at least one second roller ( 764   c ,  764   d ) being disposed generally below the cavity ( 721 ), for each roller ( 764   a ,  764   b ,  764   c ,  764   d ) of the at least one first roller ( 764   a ,  764   b ) and the at least one second roller ( 764   c ,  764   d ), when contact surfaces ( 785 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ) are in contact with a rail ( 754 ) disposed in the cavity ( 721 ), the contact surfaces ( 785 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ) being offset from a lateral center ( 789 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ), the roller ( 764   a ,  764   b ,  764   c ,  764   d ) and the rail ( 754 ) defining a passage ( 780 ) between the rail ( 754 ) and the lateral center ( 789 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ). 
     CLAUSE 15: The assembly ( 752 ) of clause 14, wherein: at least one of the at least one wall ( 703 ,  705 ,  707 ) of the assembly frame ( 701 ) defines a partially flexible tongue ( 711 ); and further comprising: a rod ( 766 ) connected to the tongue ( 711 ); and at least one pin ( 717 ) connected to the tongue ( 711 ), the at least one pin ( 717 ) extending into the cavity ( 721 ), the tongue ( 711 ) being flexed by the rod ( 766 ) when the rod ( 766 ) is pushed generally laterally, the at least one pin ( 717 ) being removed from the cavity ( 721 ) when the tongue ( 711 ) is flexed by the rod ( 766 ). 
     CLAUSE 16: The assembly ( 752 ) of clause 15, wherein: a region of the at least one of the at least one wall ( 703 ,  705 ,  707 ) flexes when the tongue ( 711 ) is being flexed by the rod ( 766 ); and the rod ( 766 ) is connected to the tongue ( 711 ) longitudinally between the at least one pin ( 717 ) and the region, the region being disposed forward of the at least one pin ( 717 ). 
     CLAUSE 17: The assembly ( 752 ) of clause 16, further comprising a rail ( 754 ) disposed in the cavity ( 721 ) between the at least one first roller ( 764   a ,  764   b ) and the at least one second roller ( 764   c ,  764   d ), the rail ( 754 ) being in contact with the contact surfaces ( 785 ) of each roller ( 764   a ,  764   b ,  764   c ,  764   d ) of the at least one first roller ( 764   a ,  764   b ) and the at least one second roller ( 764   c ,  764   d ), the assembly frame ( 701 ) rolling along the rail ( 754 ) via the at least one first roller ( 764   a ,  764   b ) and the at least one second roller ( 764   c ,  764   d ). 
     CLAUSE 18: The assembly ( 752 ) of clause 17, wherein: the rail ( 754 ) defines a plurality of apertures ( 755 ); and when the at least one pin ( 717 ) is aligned with a given aperture ( 755 ) of the plurality of apertures ( 755 ), the at least one pin ( 717 ) enters the given aperture ( 755 ) and the assembly frame ( 701 ) is impeded from rolling with respect to the rail ( 754 ). 
     CLAUSE 19: The assembly ( 752 ) of clause 14, further comprising a rail ( 754 ) disposed in the cavity ( 721 ) between the at least one first roller ( 764   a ,  764   b ) and the at least one second roller ( 764   c ,  764   d ), the rail ( 754 ) being in contact with the contact surfaces ( 785 ) of each roller ( 764   a ,  764   b ,  764   c ,  764   d ) of the at least one first roller ( 764   a ,  764   b ) and the at least one second roller ( 764   c ,  764   d ), the assembly frame ( 701 ) rolling along the rail ( 754 ) via the at least one first roller ( 764   a ,  764   b ) and the at least one second roller ( 764   c ,  764   d ). 
     CLAUSE 20: The assembly ( 752 ) of clause 19, wherein an anchor connection ( 726 ,  732 ) is connected to the rail ( 754 ). 
     CLAUSE 21: The assembly ( 752 ) of clause 20, wherein the anchor connection ( 726 ,  732 ) is connected to a casting ( 768 ) fixed to an end of the rail ( 754 ). 
     CLAUSE 22: The assembly ( 752 ) of any one of clauses 14 to 21, wherein: the at least one wall ( 703 ,  705 ,  707 ) includes: a left wall ( 703 ), a right wall ( 707 ), and a top wall ( 705 ) extending between the left and right walls ( 703 ,  707 ), the cavity ( 721 ) being defined by the left, right, and top walls ( 703 ,  705 ,  707 ); the at least one first roller ( 764   a ,  764   b ) includes a first plurality of rollers ( 764   a ,  764   b ) rotatably connected to the left and right walls ( 703 ,  707 ), the first plurality of rollers ( 764   a ,  764   b ) being disposed generally above the cavity ( 721 ); and the at least one second roller ( 764   c ,  764   d ) includes a second plurality of rollers ( 764   c ,  764   d ) rotatably connected to the left and right walls ( 703 ,  707 ), the second plurality of rollers ( 764   c ,  764   d ) being disposed generally below the cavity ( 721 ). 
     CLAUSE 23: The assembly ( 752 ) of clause 22, wherein, for each roller ( 764   a ,  764   b ,  764   c ,  764   d ) of the first plurality of rollers ( 764   a ,  764   b ) and the second plurality of rollers ( 764   c ,  764   d ), a radius ( 788 ) of a surface ( 765 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ) is at a minimum near a mid-point ( 789 ) between the right and left walls ( 703 ,  707 ), the radius ( 788 ) of the surface ( 765 ) generally increasing at increasing distances from the mid-point ( 789 ), the radius ( 788 ) being measured orthogonally from a rotation axis ( 761 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ). 
     CLAUSE 24: The assembly ( 752 ) of clause 21 or 22, wherein: the first plurality of rollers ( 764   a ,  764   b ) includes a first forward roller ( 764   a ) and a first rearward roller ( 764   b ); and the second plurality of rollers ( 764   c ,  764   d ) includes a second forward roller ( 764   c ) and a second rearward roller ( 764   d ). 
     CLAUSE 25: The assembly ( 752 ) of clause 24, wherein a distance between the first forward roller ( 764   a ) and the first rearward roller ( 764   b ) is greater then a distance between the second forward roller ( 764   c ) and the second rearward roller ( 764   d ). 
     CLAUSE 26: A vehicle seat ( 24 ,  26 ) comprising: a seat body ( 420 ); at least one seat adjustment assembly ( 752 ) connected to the seat body ( 420 ), the at least one seat adjustment assembly ( 752 ) comprising: an assembly frame ( 701 ) having at least one wall ( 703 ,  705 ,  707 ), the assembly frame ( 701 ) being connected to the seat ( 24 ,  26 ); at least one first roller ( 764   a ,  764   b ) rotatably connected to the at least one wall ( 703 ,  705 ,  707 ); and at least one second roller ( 764   c ,  764   d ) rotatably connected to the at least one wall ( 703 ,  705 ,  707 ), the at least one wall ( 703 ,  705 ,  707 ), the at least one first roller ( 764   a ,  764   b ), and the at least one second roller ( 764   c ,  764   d ) defining a cavity ( 721 ), the at least one first roller ( 764   a ,  764   b ) being disposed generally above the cavity ( 721 ), the at least one second roller ( 764   c ,  764   d ) being disposed generally below the cavity ( 721 ), for each roller ( 764   a ,  764   b ,  764   c ,  764   d ) of the at least one first roller ( 764   a ,  764   b ) and the at least second roller ( 764   c ,  764   d ), when contact surfaces ( 785 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ) are in contact with a rail ( 754 ) disposed in the cavity ( 721 ), the contact surfaces ( 785 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ) being offset from a lateral center ( 789 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ), the roller ( 764   a ,  764   b ,  764   c ,  764   d ) and the rail ( 754 ) defining a passage ( 780 ) between the rail ( 754 ) and the lateral center ( 789 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ). 
     CLAUSE 27: The vehicle seat ( 24 ,  26 ) of clause 26, wherein: the at least one wall ( 703 ,  705 ,  707 ) of the seat adjustment assembly ( 752 ) includes: a left wall ( 703 ), a right wall ( 707 ), and a top wall ( 705 ) extending between the left and right walls ( 703 ,  707 ), the cavity ( 721 ) being further defined by the left, right, and top walls ( 703 ,  705 ,  707 ); the at least one first roller ( 764   a ,  764   b ) includes a first plurality of rollers ( 764   a ,  764   b ) rotatably connected to the left and right walls ( 703 ,  707 ), the first plurality of rollers ( 764   a ,  764   b ) being disposed generally above the cavity ( 721 ); and the at least one second roller ( 764   c ,  764   d ) includes a second plurality of rollers ( 764   c ,  764   d ) rotatably connected to the left and right walls ( 703 ,  707 ), the second plurality of rollers ( 764   c ,  764   d ) being disposed generally below the cavity ( 721 ). 
     CLAUSE 28: The vehicle seat ( 24 ,  26 ) of clause 26 or 27, wherein: the at least one seat adjustment assembly ( 752 ) includes a first seat adjustment assembly ( 752 ) and a second seat adjustment assembly ( 752 ); the first seat adjustment assembly ( 752 ) is disposed on a first side of the seat body ( 420 ); and the second seat adjustment assembly ( 752 ) is disposed on a second side of the seat body ( 420 ), the second side being opposite the first side. 
     CLAUSE 29: The vehicle seat ( 24 ,  26 ) of clause 26, wherein: at least one of the at least one wall ( 703 ,  705 ,  707 ) of the assembly frame ( 701 ) defines a partially flexible tongue ( 711 ); and further comprising: a rod ( 766 ) connected to the tongue ( 711 ); and at least one pin ( 717 ) connected to the tongue ( 711 ), the at least one pin ( 717 ) extending into the cavity ( 721 ), the tongue ( 711 ) being flexed by the rod ( 766 ) when the rod ( 766 ) is pushed generally laterally, the at least one pin ( 717 ) being removed from the cavity ( 721 ) when the tongue ( 711 ) is flexed by the rod ( 766 ). 
     CLAUSE 30: The vehicle seat of clause 27, wherein, for each roller ( 764   a ,  764   b ,  764   c ,  764   d ) of the first plurality of rollers ( 764   a ,  764   b ) and the second plurality of rollers ( 764   c ,  764   d ), a radius ( 788 ) of a surface ( 765 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ) is at a minimum near a mid-point ( 789 ) between the right and left walls ( 703 ,  707 ), the radius ( 788 ) of the surface ( 765 ) generally increasing at increasing distances from the mid-point ( 789 ), the radius ( 788 ) being measured orthogonally from a rotation axis ( 761 ) of the roller ( 764   a ,  764   b ,  764   c ,  764   d ). 
     Modifications and improvements to the above-described implementations of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting. The scope of the present technology is therefore intended to be limited solely by the scope of the appended claims.