Patent Publication Number: US-2023158394-A1

Title: Multi-material skateboard deck

Description:
CROSS REFERENCE PRIORITIES 
     This claims the benefit of U.S. Provisional Application No. 63/380,028, filed Dec. 18, 2022; and U.S. Provisional Application No. 63/264,505, filed Nov. 23, 2021, the contents of all of which are entirely incorporated herein by reference. 
    
    
     TECHNICAL FIELD 
     This disclosure relates generally to skateboards, and more specifically to multi-material skateboard decks. 
     BACKGROUND 
     Skateboards have been ridden for over half of a century for recreation and as a convenient and entertaining form of transportation. Skateboards have an advantage over most other wheeled forms of transportation in that they can be easily picked up and carried at the destination, for example, into a building. In addition, skilled riders have learned how to perform many different tricks on skateboards and competitions have been held between skateboarders to demonstrate their skills. Skateboards have also been used for cross-training and skills development for other balance-oriented sports such as surfing and snowboarding. 
     The skateboard typically comprises three main components, a skateboard deck, a plurality of truck assemblies, and a plurality of wheels. The skateboard deck provides the rider with a platform to stand on. The skateboard deck must be stable enough to allow the rider to control the board but have certain flexibility to allow for comfort while riding. 
     When a skateboard is used as a mode of transportation the weight of the skateboard is important, as a lighter skateboard deck is easier to carry. A rider must carry the skateboard with them once they have arrived at their destination, and therefore it is desirable for the skateboard to be as light as possible. 
     When a rider uses the skateboard to perform various tricks the rider must have a skateboard deck that is lightweight, durable, and retains its shape. The skateboard deck must be lightweight as it requires less force for the rider to manipulate the skateboard with their feet for the trick they are attempting. When the rider attempts a trick, the rider uses their feet to get the board off the ground by shifting their weight and then kicking the skateboard in such a way that it rotates about any axis running through the skateboard. These tricks can sometimes be at a height above the ground exceeding 10 feet even 20 feet. The skateboard deck therefore must also be durable as it will be subject to great forces upon landing the trick and when coming into contact with other surfaces. A durable skateboard deck is further required as it gives the rider peace of mind that their skateboard deck will not break during a trick, and it will save them money as the rider is no longer required to buy a skateboard deck as frequently. It is also important that a skateboard deck retains its shape and does not warp, if a skateboard deck were to warp it would be considered unrideable. 
     Skateboard decks are commonly made from a plurality of wooden material layers. Typical skateboard decks often comprise seven or more layers, also known as plies, of wood, such as maple wood. Due to the relatively low strength-to-weight ratio of maple wood, such prior art skateboard decks are unnecessarily heavy due to the amount of wood needed to provide structural integrity. Room for improvement exists to make skateboard decks lighter. Making a skateboard deck lighter presents multiple challenges as it is important to maintain structural integrity and provide the desired stiffness for a comfortable and advantageous riding experience while lightening the skateboard. 
     Certain prior art skateboard decks attempt to reduce weight by providing one or more layers with a lightweight, high-strength material, such as a fiber-reinforced polymeric material. However, due to the inability to control how an exterior fiber-reinforced layer wears over time, the fiber-reinforced layer has been limited to providing fiber-reinforced layers as internal layers, rather than a bottom or top layer of the skateboard. There is a need in the art for a multi-material skateboard deck with top and bottom layers made of a fiber-reinforced polymer to provide a high-strength board that is lighter weight and wherein the outer layers absorb stress and provide strength. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       To facilitate further description of the embodiments, the following drawings are provided in which: 
         FIG.  1    illustrates a perspective view of a multi-material skateboard deck. 
         FIG.  2 A  illustrates a close-up cross-sectional view, along cross-section  2 A, showing the layer arrangement of the multi-material skateboard deck of  FIG.  1   . 
         FIG.  2 B  illustrates an exploded view of a multi-material skateboard comprising the layers of  FIG.  2 A . 
         FIG.  3 A  illustrates a close-up cross-sectional view showing the layer arrangement of another embodiment of a multi-material skateboard deck along a cross-section similar to  2 A. 
         FIG.  3 B  illustrates an exploded view of a multi-material skateboard deck comprising the layers of  FIG.  3 A . 
         FIG.  4 A  illustrates a close-up cross-sectional view showing the layer arrangement of another embodiment of the multi-material skateboard deck along a cross-section similar to  2 A. 
         FIG.  4 B  illustrates an exploded view of a multi-material skateboard deck comprising the layers of  FIG.  4 A . 
         FIG.  5    illustrates a bottom view of the multi-material skateboard deck of the  FIG.  1    with a decal encased within the resin matrix. 
         FIG.  6    is a process flow diagram of a method of manufacturing the multi-material skateboard deck of  FIG.  2 B . 
         FIG.  7    illustrates a bottom view of the multi-material skateboard deck of the  FIG.  2 B  showing the process of applying the decal to the outer surface of the bottom layer. 
         FIG.  8    illustrates a perspective view of a multi-wheel skateboard truck according to one embodiment. 
         FIG.  9    illustrates an exploded view of the truck of  FIG.  1   . 
         FIG.  10    illustrates an exploded view of a wheel set of the truck of  FIG.  1   . 
         FIG.  11    illustrates a top view of the truck of  FIG.  1    forming an attack angle according to the present invention. 
         FIG.  12    illustrates the dimensions and spacing of the wheel set illustrated in  FIG.  3    from a top view. 
         FIG.  13    illustrates the dimensions and spacing of the wheel set illustrated in  FIG.  3    from a side view. 
         FIG.  14    illustrates a top view of a multi-wheel truck according to one embodiment comprising an attack angle approaching an obstacle at a particular approach angle. 
         FIG.  15    illustrates a top view of the multi-wheel truck of  FIG.  7    approaching an obstacle at an alternative approach angle. 
         FIG.  16    illustrates an exploded view of a level arm and corresponding spring insert according to the embodiment of  FIG.  1   . 
         FIG.  17    illustrates an exploded view of the level arm, spring insert, and hanger of the truck of  FIG.  1   . 
         FIG.  18    illustrates a spring insert according to one embodiment of a multi-wheel truck. 
         FIG.  19    illustrates a spring insert according to an alternative embodiment of a multi-wheel truck. 
         FIG.  20    illustrates a spring insert according to another alternative embodiment of a multi-wheel truck. 
         FIG.  21    illustrates a top view a hanger of the truck according to the embodiment of  FIG.  1   . 
         FIG.  22    illustrates a perspective view of the hanger of  FIG.  14   . 
         FIG.  23    illustrates a perspective view of a baseplate according of the truck according to the embodiment of  FIG.  1   . 
         FIG.  24    illustrates an exploded view of a hanger and baseplate assembly of the truck of  FIG.  1   . 
         FIG.  25    illustrates a perspective view of a level arm of a multi-wheel truck according to an alternative embodiment. 
     
    
    
     DESCRIPTION 
     Embodiments of the subject matter described herein include improved skateboard decks having a multi-material construction, and methods, for example, of creating a multi-material skateboard deck. In some embodiments, the multi-material skateboard deck can comprise a plurality of layers, wherein one or more layers can be formed of a material different than that of one or more other layers. The plurality layers can be stacked together, laminated, and molded to form the multi-material skateboard deck. The plurality of layers can comprise a plurality of stiffening layers and a plurality of layers that are more resilient than the stiffening layers. In some embodiments, the stiffening layers form the outer surfaces of the skateboard. A skateboard comprising stiffening layers as the outer layers of the board (the top layer and bottom layer) absorbs stress better than an industry-standard board. 
     The stiffening layers are generally constructed using a material with a high strength-to-weight ratio, such as a fiber-reinforced polymeric material. Forming one or more layers from a fiber-reinforced polymeric material allows for the weight of the deck to decrease while maintaining a similar stiffness to a traditional skateboard. The fiber-reinforced polymeric material absorbs stress better than industry-standard materials such as wood. The fiber-reinforced polymeric material provides the multi-material skateboard deck with the ability to absorb stress without compromising its structural properties. The weight savings the fiber-reinforced polymeric material provides in combination with the stress absorption provide the current invention and embodiments described herein with the ability to decrease the weight of the board while maintaining similar strength and in some cases a better strength than the industry standard boards. 
     The fiber-reinforced polymeric material can cover 50% to 100% of a top surface area and 50% to 100% of a bottom surface area. The fiber-reinforced polymeric material used in the embodiments described herein can comprise a plurality of reinforcing fibers impregnated with a polymeric resin matrix. In many embodiments, the plurality of reinforcing fibers can be carbon fiber, aramid fiber (i.e. Kevlar), glass fiber, natural fiber (i.e. flax fiber, hemp fiber) or any other suitable fiber with a sufficient strength. The fiber-reinforced polymeric material used in the embodiments described herein can comprise an areal weight between 100 GSM (grams per square meter) to 1500 GSM. The fiber-reinforced polymeric material can comprise various weave styles to achieve different mechanical properties. 
     The resilient layers can comprise a material with greater flexibility than the stiffening layers. These materials include, but are not limited to, various types of wood, elastomeric materials, foams, elastomers, vitrimers, thermoplastic polymers, and thermoplastic polymers. 
     The embodiments described herein can have a strength-to-weight ratio between 4.0 lbf/g and 8.0 lbf/g. The embodiments described herein can have a strength-to-weight ratio after approximately 1-2 months of heavy use between 4.0 lbf/g and 8.0 lbf/g. The embodiments described herein can have a mass of 400 grams to 1500 grams. The embodiments described herein can have a weight saving of 9% to 65% when compared to an industry-standard board. 
     The lamination and pressing process implemented to construct the multi-material deck utilizes a resin to adhere the various layers together. Resin is applied to each layer, the layers are stacked together to form a deck, and the deck is placed in a mold. After the deck is placed in the mold, a hydraulic press applies heat and pressure to the deck to compress the layers and cure the resin. The pressure during the lamination process can range from 90 psi to 200 psi. The heat during the lamination process can range from 150° F. to 210° F. The process of heating and pressing the layers of the deck removes excess epoxy by reducing the viscosity of the resin and allowing it to flow out from the interlaminar layers more easily. This results in a reduction of up to 30% of the epoxy applied during the combination process, which improves the mechanical properties and performance of the deck. 
     Further, these skateboard decks can be coupled with multi-wheel trucks that are designed to minimize wheel interactions with noncontinuous and uneven surfaces. The overall riding and commuting experience a rider can experience with the improved weight and strength capabilities of the deck coupled with the smooth riding characteristics provided by the multi-wheel truck can enhance an individual&#39;s experience and satisfaction. 
     These skateboard decks can further be combined with a street-style skateboard truck, that is a skateboard truck that is designed to be used to perform various tricks such as jumps, vert ramp, halfpipe, street skate style, big air, and any other forms of trick a rider can perform on a skateboard. 
     These skateboard decks can be coupled with any form of an electronic motorized wheel, electric motors, or any assembly that would form an electronically powered skateboard assembly. In some embodiments, the skateboard can have a remote that controls the motor and thus dictates the speed at which the board travels. The electronically powered skateboard assembly can further comprise a battery pack to power the motors. 
     The weight savings the multi-material deck provided is advantageous as when it is used in combination with an electric board assembly or the multi-wheel trucks the board can have a similar weight to a board that has a typical two-wheel skateboard truck. The multi wheel trucks and the electric board assembly add un-wanted weight. The multi-material deck provides both situations a deck that saves weight and maintains the strength required for a skateboard deck. 
     “A,” “an,” “the,” “at least one,” and “one or more” are used interchangeably to indicate that at least one of the item is present; a plurality of such items may be present unless the context clearly indicates otherwise. All numerical values of parameters (e.g., of quantities or conditions) in this specification, including the appended claims, are to be understood as being modified in all instances by the term “about” whether or not “about” actually appears before the numerical value. “About” indicates that the stated numerical value allows some slight imprecision (with some approach to exactness in the value; about or reasonably close to the value; nearly). If the imprecision provided by “about” is not otherwise understood in the art with this ordinary meaning, then “about” as used herein indicates at least variations that may arise from ordinary methods of measuring and using such parameters. In addition, disclosure of ranges includes disclosure of all values and further divided ranges within the entire range. Each value within a range and the endpoints of a range are hereby all disclosed as separate embodiment. The terms “comprises,” “comprising,” “including,” and “having,” are inclusive and therefore specify the presence of stated items, but do not preclude the presence of other items. As used in this specification, the term “or” includes any and all combinations of one or more of the listed items. When the terms first, second, third, etc. are used to differentiate various items from each other, these designations are merely for convenience and do not limit the items. 
     The terms “first,” “second,” “third,” “fourth,” “fifth,” and the like in the description and in the claims, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms “include,” and “have,” and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, device, or apparatus that comprises a list of elements is not necessarily limited to those elements but may include other elements not expressly listed or inherent to such process, method, system, article, device, or apparatus. 
     The terms “left,” “right,” “front,” “back,” “top,” “bottom,” “over,” “under,” and the like in the description and in the claims, if any, are used for descriptive purposes and not necessarily for describing permanent relative positions. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the apparatus, methods, and/or articles of manufacture described herein are, for example, capable of operation in other orientations than those illustrated or otherwise described herein. 
     The terms “couple,” “coupled,” “couples,” “coupling,” and the like should be broadly understood and refer to connecting two or more elements, mechanically or otherwise. Coupling (whether mechanical or otherwise) may be for any length of time, e.g., permanent or semi-permanent or only for an instant. 
     The term or phrase “connect”, “connected”, “connects”, “connecting” used herein can be defined as joining two or more elements together, mechanically or otherwise. Connecting (whether mechanical or otherwise) can be for any length of time, e.g. permanent or semi-permanent or only for an instant. 
     The term or phrase “link”, “linked”, “links”, “linking” used herein can be defined as a relationship between two or more elements where at least one element affects another element. Linking (whether mechanical or otherwise) can be for any length of time, e.g. permanent or semi-permanent or only for an instant. 
     The term or phrase “secure”, “secured”, “secures”, “securing” used herein can be defined as fixing or fastening (one or more elements) firmly so that it cannot be moved or become loose. Securing (whether mechanical or otherwise) can be for any length of time, e.g. permanent or semi-permanent or only for an instant. 
     The term or phrase “skateboard” used herein can be defined as a ridable apparatus. The skateboard can be defined by four distinct portions. A top portion of the skateboard is defined as the portion of a deck the user stands on. A bottom portion of the skateboard is defined as the portion opposite the top portion. A stance of the right footed user by convention is defined as the left foot being forward of the right foot. A front portion of the skateboard is defined as being proximal to the left foot of the user. A back portion of the skateboard is defined as being proximal with the right foot of the user. A forward direction is defined as the skateboard direction of travel when the right foot pushes backwards on a ground surface to make the skateboard move in the opposite direction. Similarly, when the multi-wheel truck of the present invention is attached to the deck of said skateboard, a front portion of the multi-wheel truck can be defined as the portion of the truck disposed nearest the front portion of the skateboard, and a back portion of the truck can be defined as the portion of the truck disposed nearest the back portion of the skateboard. 
     The term or phrase “ground” or “rolling surface” used herein can be defined as the surface on which the wheels of the skateboard typically roll. The ground or rolling surface is considered to be a generally smooth surface during typical operation of the skateboard. However, at certain locations, the ground or rolling surface can comprise discontinuities or obstacles such as cracks, bumps, expansion joints, or foreign objects that create a portion of the ground or rolling surface that is unsmooth. 
     In many examples as used herein, the term “approximately” can be used when comparing one or more values, ranges of values, relationships (e.g., position, orientation, etc.) or parameters (e.g., velocity, acceleration, mass, temperature, spin rate, spin direction, etc.) to one or more other values, ranges of values, or parameters, respectively, and/or when describing a condition (e.g., with respect to time), such as, for example, a condition of remaining constant with respect to time. In these examples, use of the word “approximately” can mean that the value(s), range(s) of values, relationship(s), parameter(s), or condition(s) are within ±0.5%, ±1.0%, ±2.0%, ±3.0%, ±5.0%, and/or ±10.0% of the related value(s), range(s) of values, relationship(s), parameter(s), or condition(s), as applicable. 
     The term quasi-isotropic used herein can be defined as properties for a material in which the strength and stiffness are equal in all directions within a single plane. 
     The term triaxial as used herein can be defined for a material that comprises fibers oriented along three different axes within a single plane. 
     The term or phrase industry standard 7-ply used herein can be defined as a standard build skateboard deck comprising 7 layers of maple laminated together. 
     The term or phrase industry standard 9-ply used herein can be defined as a standard build skateboard deck comprising 9 layers of maple laminated together. 
     The term thickness relates to a measurement taken at any single point on a skateboard deck. The thickness is measured in a direction that is perpendicular to a plane created by a longitudinal axis  1000  and a transversal axis  1100 . 
     Before any embodiments of the disclosure are explained in detail, it is to be understood that the disclosure is not limited in its application to the details of construction and the arrangement of components set forth in the following description or illustrated in the following drawings. The disclosure is capable of other embodiments and of being practiced or of being carried out in various ways. 
     I. General Description of the Multi-Material Skateboard Deck 
     Referring to  FIG.  1   , the multi-material skateboard deck  100  comprises a nose  102 , a tail  104 , a heel end  106 , and a toe end  108 . The nose  102  can be defined at a front end of the board, wherein the front end is located toward the direction of travel during use of the skateboard. The tail  104  is opposite the nose  102 , located at the rear end opposite the direction of travel during use of the skateboard. The heel end  106  extends from the nose  102  to the tail  104  along the side proximate the heels of a user riding the skateboard with a “regular” stance (wherein the user&#39;s left foot is proximate the nose of the deck, and the user&#39;s right foot is proximate the tail of the deck). The toe end  108  extends from the nose  102  to the tail  104  opposite the heel end  106 , along the side proximate the toes of a user riding the skateboard with a regular stance. A longitudinal axis  1000  connects the nose  102  and the tail  104 , and a transverse axis  4100  connects the heel end  106  and toe end  108 . The transverse axis  4100  is perpendicular to the longitudinal axis  1000 . The deck further comprises a riding surface  114  on which the rider stands during use, and an underside surface  116  opposite the riding surface  114 . 
     The multi-material skateboard deck  100  can be formed by a plurality of stiffening layers and a plurality of resilient layers laminated together. The combination of layer type with external stiffening layers and internal resilient layers allows the decks to be lighter than industry standard decks while maintaining at least the same strength to weight ratios. An industry standard skateboard deck typically has a mass between approximately 1000.0 to 2000.0 grams, depending on the shape and layup. For example, an industry standard 7-ply layup typically has a mass between approximately 1000.0 to 1450.0 grams and an industry standard 9-ply layup typically has a mass between approximately 1400.0 to 2000.0 grams. An industry standard skateboard deck typically has a strength to weight ratio between approximately 3.5 to 3.9 lbf/g, depending on the layup. For example, an industry standard 7-ply layup typically has a strength to weight ratio of approximately 3.9 lbf/g and an industry stiff 9-ply layup typically has a weight to strength ratio of approximately 3.5 lbf/g. The multi-material skateboard deck  100  described herein can be between 9% and 65% lighter than the industry standard boards while maintaining a strength to weight ration or in some cases increasing a strength to weight ratio between 4.0 lbf/g and 8.0 lbf/g. 
     In many embodiments, the mass of the multi-material skateboard deck  100  can be between 400.0 and 1500.0 grams. In some embodiments, the mass of the multi-material skateboard deck  100  can be between 400.0 and 450.0 grams, 450.0 and 500.0 grams, 500.0 and 550.0 grams, 550.0 and 600.0 grams, 600.0 and 650.0 grams, 650.0 and 700.0 grams, 700.0 and 750.0 grams, 750.0 and 800.0 grams, 800.0 and 850.0 grams, 850.0 and 900.0 grams, 900.0 and 950.0 grams, 950.0 and 1000.0 grams, 1000.0 and 1050.0 grams, 1050.0 and 1100.0 grams, 1100.0 and 1150.0 grams, 1150.0 and 1200.0 grams, 1200.0 and 1250.0 grams, 1250.0 and 1300.0 grams, 1300.0 and 1350.0 grams, 1350.0 and 1400.0 grams, 1400.0 and 1450.0 grams, or 1450.0 and 1500.0 grams. In some embodiments the mass of the multi-material skateboard deck  100  can be less than or equal to 400.0 grams, 450.0 grams, 500.0 grams, 550.0 grams, 600.0 grams, 650.0 grams, 700.0 grams, 750.0 grams, 800.0 grams, 850.0 grams, 900.0 grams, 950.0 grams, 1000 grams, 1050 grams, 1100 grams, 1150 grams, 1200 grams, 1250 grams, 1300 grams, 1350 grams, 1400 grams, 1450 grams, or 1500 grams. In some embodiments the mass of the multi-material skateboard deck  100  can be no greater than 400.0 grams, 450.0 grams, 500.0 grams, 550.0 grams, 600.0 grams, 650.0 grams, 700.0 grams, 750.0 grams, 800.0 grams, 850.0 grams, 900.0 grams, 950.0 grams, 1000 grams, 1050 grams, 1100 grams, 1150 grams, 1200 grams, 1250 grams, 1300 grams, 1350 grams, 1400 grams, 1450 grams, or 1500 grams. 
     In many embodiments, the mass of the multi-material skateboard deck  100  can be between 8% and 65% lighter than a comparably shaped deck comprising an industry standard layup. In some embodiments, the mass of the multi-material skateboard deck  100  can be between 8% and 10%, 10% and 15%, 15% and 20%, 20% and 25%, 25% and 30%, 30% and 35%, 35% and 40%, 40% and 45%, 45% and 50%, 50% and 55%, 55% and 60%, or 60% and 65% lighter than a comparably shaped deck comprising an industry standard layup. In some embodiments, the mass of the multi-material skateboard deck  100  can be at least 8%, 10%, 15%, 20%, 25%, 30%, 35%, 40%, 45%, 50%, 55%, 60%, or 65% lighter than a comparably shaped deck comprising an industry standard layup. In some embodiments, the mass of the multi-material skateboard deck  100  can be greater than or equal to 8%, 10%, 15%, 20%, 25%, 30%, 35%, 40%, 45%, 50%, 55%, 60%, or 65% lighter than a comparably shaped deck comprising an industry standard layup. 
     In many embodiments, the strength to weight ratio of the multi-material skateboard deck  100  can be between 4.0 and 8.0 lbf/g. In some embodiments, the strength to weight ratio of the multi-material skateboard deck  100  can be between 4.0 and 4.2 lbf/g, 4.2 and 4.4 lbf/g, 4.4 and 4.6 lbf/g, 4.6 and 4.8 lbf/g, 4.8 and 5.0 lbf/g, 5.0 and 5.2 lbf/g, 5.2 and 5.4 lbf/g, 5.4 and 5.6 lbf/g, 5.6 and 5.8 lbf/g, or 7.8 and 8.0 lbf/g. In some embodiments, the strength to weight ratio of the multi-material skateboard deck  100  can be at least 4.0 lbf/g, 4.2 lbf/g, 4.4 lbf/g, 4.6 lbf/g, 4.8 lbf/g, 5.0 lbf/g, 5.2 lbf/g, 5.4 lbf/g, 5.6 lbf/g, 5.8 lbf/g, or 6.0 lbf/g. In some embodiments, the strength to weight ratio of the multi-material skateboard deck  100  can be at greater than or equal to 4.0 lbf/g, 4.2 lbf/g, 4.4 lbf/g, 4.6 lbf/g, 4.8 lbf/g, 5.0 lbf/g, 5.2 lbf/g, 5.4 lbf/g, 5.6 lbf/g, 5.8 lbf/g, 6.0 lbf/g, 6.2 lbf/g, 6.4 lbf/g, 6.6 lbf/g, 6.8 lbf/g, 7.0 lbf/g, 7.2 lbf/g, 7.4 lbf/g, 7.6 lbf/g, 7.8 lbf/g, or 8.0 lbf/g. 
     An industry standard skateboard deck that has undergone approximately 1 to 2 months of heavy use typically has a strength to weight ratio between approximately 3.0 to 3.9 lbf/g, depending on the layup. For example, an industry standard 7-ply layup that has undergone approximately 1 to 2 months of heavy use typically has a strength to weight ratio of approximately 3.1 lbf/g and an industry stiff 9-ply layup that has undergone approximately 1 to 2 months of heavy use typically has a weight to strength ratio of approximately 3.3 lbf/g. The multi-material skateboard deck  100  described herein can be between 9% and 65% lighter than the industry standard boards while maintaining a strength to weight ratio and in some cases increasing a strength to weight ratio between 4.0 lbf/g and 8.0 lbf/g. In some embodiments, the strength to weight ratio of the multi-material skateboard deck  100  that has undergone approximately 1 to 2 months of heavy use can be between 4.0 and 4.2 lbf/g, 4.2 and 4.4 lbf/g, 4.4 and 4.6 lbf/g, 4.6 and 4.8 lbf/g, 4.8 and 5.0 lbf/g, 5.0 and 5.2 lbf/g, 5.2 and 5.4 lbf/g, 5.4 and 5.6 lbf/g, 5.6 and 5.8 lbf/g, or 7.8 and 8.0 lbf/g. In some embodiments, the strength to weight ratio of the multi-material skateboard deck  100  that has undergone approximately 1 to 2 months of heavy use can be at least 4.0 lbf/g, 4.2 lbf/g, 4.4 lbf/g, 4.6 lbf/g, 4.8 lbf/g, 5.0 lbf/g, 5.2 lbf/g, 5.4 lbf/g, 5.6 lbf/g, 5.8 lbf/g, or 6.0 lbf/g. In some embodiments, the strength to weight ratio of the multi-material skateboard deck  100  that has undergone approximately 1 to 2 months of heavy use can be at greater than or equal to 4.0 lbf/g, 4.2 lbf/g, 4.4 lbf/g, 4.6 lbf/g, 4.8 lbf/g, 5.0 lbf/g, 5.2 lbf/g, 5.4 lbf/g, 5.6 lbf/g, 5.8 lbf/g, 6.0 lbf/g, 6.2 lbf/g, 6.4 lbf/g, 6.6 lbf/g, 6.8 lbf/g, 7.0 lbf/g, 7.2 lbf/g, 7.4 lbf/g, 7.6 lbf/g, 7.8 lbf/g, or 8.0 lbf/g. 
     In many embodiments, each of the plurality of stiffening layers comprises a material with a high strength-to-weight ratio. In many embodiments, the stiffening layer comprises a fiber-reinforced polymeric material. The fiber-reinforced polymeric material can comprise a plurality of reinforcing fibers impregnated with a polymeric resin. The polymeric material can be a thermoset resin with a maximum glass transition temperature of 125 F°, polybenzoxazine networks, polyurethanes, polyurea, phenolics, polyimides, polyesters, cyanate esters, vinyl ester and silicone resins, hydrocarbon based thermoplastic such as polyethylene or polypropylene, polyamides, polyethylene terephthalate, polybutylene terephthalate, polylactic acid, acrylonitrile butadiene styrene, polystyrene, polymethyl methacrylate, polyphenylene sulfide and polycarbonate, or any vitrimer resin. 
     In many embodiments, the plurality of reinforcing fibers can be carbon fiber, glass fiber, boron fibers, basalt fibers, any natural fiber (i.e. hemp fiber, banana fiber, flax fiber, pine straw fiber among others), metallic fibers, Kevlar fibers, or any other suitable fiber with sufficient strength. The fiber-reinforced polymeric material can be any combination of the aforementioned fibers with any of the aforementioned thermoplastic, thermoset, vitrimer, or a mixture of these resins as the matrix. 
     The fiber-reinforced polymeric material can cover 50% to 100% of a top surface area and 50% to 100% of a bottom surface area. The top surface area is the surface area of the board when viewing the board from the top. The bottom surface area is the surface area of the board when viewing the board from the bottom. In some embodiments, the fiber-reinforced polymeric material approximately covers 50% of the top surface area and 50% of the bottom surface area. In some embodiments, the fiber-reinforced polymeric material approximately covers 55% of the top surface area and covers 55% of the bottom surface area. In some embodiments, the fiber-reinforced polymeric material approximately covers 60% of the top surface area and covers 60% of the bottom surface area. In some embodiments, the fiber-reinforced polymeric material approximately covers 65% of the top surface area and covers 65% of the bottom surface area. In some embodiments, the fiber-reinforced polymeric material approximately covers 70% of the top surface area and approximately covers 70% of the bottom surface area. In some embodiments, the fiber-reinforced polymeric material approximately covers 75% of the top surface area and covers 75% of the bottom surface area. In some embodiments, the fiber-reinforced polymeric material approximately covers 80% of the top surface area and covers 80% of the bottom surface area. In some embodiments, the fiber-reinforced polymeric material approximately covers 85% of the top surface area and covers 85% of the bottom surface area. In some embodiments, the fiber-reinforced polymeric material approximately covers 90% of the top surface area and covers 90% of the bottom surface area. In some embodiments, the fiber-reinforced polymeric material approximately covers 95% of the top surface area and covers 95% of the bottom surface area. In some embodiments, the fiber-reinforced polymeric material approximately covers 100% of the top surface area and covers 100% of the bottom surface area. 
     The plurality of reinforcing fibers of each layer can be oriented in one or more fiber plies with a specific directionality. In some embodiments, the stiffening layer can comprise one or more unidirectional plies. The fiber orientation of the one or more unidirectional plies can be oriented in a direction parallel to the longitudinal axis  1000 , perpendicular (90°) to the longitudinal axis  1000 , or at an acute angle from the longitudinal axis  1000 . 
     The fiber orientation of the plies parallel to the longitudinal axis  1000  can be arranged between −10° and 10°. In some embodiments, the orientation of these fibers can be between −10° and −5°, between −5° and 0°, between 0° and 5°, or between 5° and 10° relative to the longitudinal axis  1000 . The fiber orientation of the plies perpendicular to the longitudinal axis  1000  can be arranged between 80° and 100°. In some embodiments, the orientation of these fibers can be between 80° and 85°, between 85° and 90°, between 90° and 95°, or between 95° and 100° relative to the longitudinal axis of the deck. The fiber orientation of the plies at an acute angle from the longitudinal axis  1000  can be arranged between −90° and 90°. In some embodiments, the orientation of these fibers can be greater than or equal to −90°, −80°, −70°, −60°, −50°, −40°, −30°, −20°, −10°, 0°, 10°, 20°, 30°, 40°, 50°, 60°, 70°, 80°, or at a maximum 90°. 
     In a particular triaxial weave that can be used in any of the embodiments described herein, the triaxial weave can comprise a polyacrylonitrile (PAN)-based carbon fiber. The carbon fiber weave is braided in a triaxial fashion where a plurality of longitudinal fibers are placed at 0° relative to the longitudinal axis and a plurality of axial fibers are placed at +/−60° relative to the longitudinal axis. The longitudinal fibers entail 60% to 70% of the total weight of the triaxial weave while the axial fibers comprise the remaining 30% to 40% of the weight. The fiber orientation helps the board to be stiffer in the longitudinal direction providing support to the transversal direction. The width of the triaxial weave is 12 inches and the thickness of each layer is 0.02 inches. This fabric width is designed to facilitate an easier manufacturing process for skateboards. The width allows the triaxial weave needed to be cut in the transversal axis  1100  direction instead of a transversal axis  1100  direction and a longitudinal axis  1000  direction. Fewer cuts in the carbon fiber weave not only entails time savings during the fabrication of the skateboards but also reduces the risk of fiber slippage during the compression molding. Fiber slippage will produce an imbalance in the fiber lay-up across the skateboard. The triaxial weave comprises an areal weight of this carbon fiber weave is between 500 grams per square meter (GSM) and 600 GSM. 
     In some embodiments, the stiffening layer can comprise a plurality of unidirectional plies with different orientations laminated together to create a single fiber-reinforced layer with quasi-isotropic properties. In many other embodiments, the stiffening layer can comprise a woven fiber ply. In some embodiments, the woven fiber ply can be a plain weave, a twill weave, a harness satin weave, a fish weave, a spread tow weave, a braided weave, a unidirectional weave, a triaxial weave, a custom weave, or any other suitable weave. The woven fiber ply can be aligned in a plurality of directions in relation to the longitudinal axis  1000  and the transverse axis  1100 . 
     The weaves can comprise an areal weight of fibers ranging from 100 GSM to 1500 GSM. The areal weight can be between 100 GSM and 200 GSM, 200 GSM and 300 GSM, 300 GSM and 400 GSM, 400 GSM and 500 GSM, 500 GSM and 600 GSM, 600 GSM and 700 GSM, 700 GSM and 800 GSM, 800 GSM and 900 GSM, 900 GSM and 1000 GSM, 1000 GSM and 1100 GSM, 1100 GSM and 1200 GSM, 1200 GSM and 1300 GSM, 1300 GSM and 1400 GSM or 1400 GSM and 1500 GSM. 
     Each of the plurality of resilient layers in many embodiments can comprise a material with greater flexibility than the stiffening layers. These materials include, but are not limited to, various types of wood, elastomeric materials, foams, elastomers, vitrimers, thermoplastic polymers, and thermoplastic polymers. The resilient layers can comprise a wood material including but not limited to maple, walnut, balsa, cherry, mahogany, oak, ash, birch, ebony, rainbow wood, black walnut, spruce, aspen, pine, or any other type of suitable wood. In some embodiments, the structural properties of the resilient layers align in some relation to the longitudinal axis  1000  and transversal axis  1100 . For example, in embodiments comprising a resilient layer made of wood, the ply of wood used can have fibers aligned in a singular direction, giving the ply a particular grain orientation. The grain orientation gives the ply a structural property wherein the ply is stronger in the direction of the grain when compared to the strength in a direction perpendicular to the grain. Different materials will have different structural properties that can be aligned in a plurality of directions in relation to the longitudinal axis  1000  and transverse axis  1100  of the multi-material skateboard deck  100 . The resilient layers provide flexibility to the skateboard deck. A more flexible skateboard deck can absorb vibrations associated with riding the skateboard and provides a more comfortable ride to the user. 
     The stiffening layers and resilient layers can vary in thickness within a single deck and across various deck embodiments. In embodiments that encompass at least two resilient layers the resilient layers can be between 0.040 and 0.070 inch in thickness. In some embodiments, the at least two resilient layers can be between 0.040 and 0.045 inch, 0.045 inch and 0.050 inch, 0.050 and 0.055 inch, 0.055 inch and 0.060 inch, 0.060 and 0.065 inch, or 0.065 inch and 0.070 inch in thickness. In some embodiments, the at least two resilient layers can be at least 0.040 inch, 0.045 inch, 0.050 inch, 0.055 inch, 0.060 inch, 0.065 inch, or 0.070 inch in thickness. In some embodiments, the at least two resilient layers can be less than or equal to 0.040 inch, 0.045 inch, 0.050 inch, 0.055 inch, 0.060 inch, 0.065 inch, or 0.070 inch in thickness. In some embodiments, the at least two resilient layers can be a maximum thickness of 0.040 inch, 0.045 inch, 0.050 inch, 0.055 inch, 0.060 inch, 0.065 inch, or 0.070 inch. In embodiments that encompass a single resilient layer the resilient layer can be between 0.20 and 0.30 inch in thickness. In some embodiments, the single resilient layer can be between 0.20 and 0.22 inch, 0.22 and 0.24 inch, 0.24 and 0.26 inch, 0.26 and 0.28 inch, or 0.28 and 0.30 inch in thickness. In some embodiments, the single resilient layer can be at least 0.20 inch, 0.22 inch, 0.24 inch, 0.26 inch, 0.28 inch, or 0.30 inch in thickness. In some embodiments, the single resilient layer can be less than or equal to 0.20 inch, 0.22 inch, 0.24 inch, 0.26 inch, 0.28 inch, or 0.30 inch in thickness. In some embodiments, the single resilient layer can be a maximum thickness of 0.20 inch, 0.22 inch, 0.24 inch, 0.26 inch, 0.28 inch, or 0.30 inch in thickness. In many embodiments, the stiffening layers can be between 0.005 inch and 0.0150 inch in thickness. In some embodiments, the stiffening layer can be at least 0.005 inch, 0.0075 inch, 0.0100 inch, 0.0125 inch, or 0.0150 inch in thickness. In some embodiments, the stiffening layer can be less than or equal to 0.005 inch, 0.0075 inch, 0.0100 inch, 0.0125 inch, or 0.0150 inch in thickness. In some embodiments, the stiffening layer can be a maximum thickness of 0.005 inch, 0.0075 inch, 0.0100 inch, 0.0125 inch, or 0.0150 inch. The reinforcing fibers in the stiffening layer are encased within a polymeric resin matrix. In many embodiments, the resin matrix can comprise a thermoplastic resin, a thermosetting resin (i.e. epoxy resin), a vitrimer resin, or any other suitable resin. The polymeric resin matrix can have a thickness of 0.005 inches or less in between each layer of the plurality of layers. As the resin thickness between each layer decreases the stress the resin endures under load decreases. In other words, additional thickness of the epoxy subjects the epoxy matrix to greater stress under load, in that the stress is borne by the epoxy instead of being transferred to the material of the bonded layers. 
     The embodiments of a multi-material skateboard deck described herein can have a thickness between 0.2 inch to 0.7 inch. The thickness can be between 0.2 inch to 0.25 inch. The thickness can be between 0.25 inch to 0.3 inch. The thickness can be between 0.3 inch to 0.35 inch. The thickness can be between 0.35 inch to 0.4 inch. The thickness can be between 0.4 inch to 0.45 inch. The thickness can be between 0.45 inch to 0.5 inch. The thickness can be between 0.5 inch to 0.55 inch. The thickness can be between 0.6 inch to 0.65 inch. The thickness can be between 0.65 inch to 0.7 inch. 
     In many embodiments, one or more stiffening layers can comprise a graphic or decal to enhance the aesthetic appearance of the multi-material skateboard deck  100 . In particular, it is desirable for any stiffening layers that form a visible surface of the multi-material skateboard deck  100  (i.e. the riding surface  114  or the underside surface  116 ) to comprise a graphic or decal  160 . In many embodiments one or more stiffening layers forming a visible surface of the multi-material skateboard deck  100  which can comprise a decal  160  encased within the resin matrix. Encasing the decal  160  within the resin matrix allows the decal to be visible, as if printed on or adhered to the surface of the laminate, as well as protects the decal from scratching, peeling, or otherwise becoming damaged. 
     In many embodiments, the decal  160  can be a vinyl decal. The decal  160  can comprise any shape or size suitable to fit within the stiffening layer. In many embodiments, particularly in embodiments comprising a relatively large decal, the decal  160  can comprise a plurality of perforations that allow resin to easily flow through the decal  160 . The plurality of perforations can keep the decal  160  from folding or creasing as the resin is applied to the stiffening layer. 
     The multi-material skateboard  100  deck can further comprise a shape suitable for comfortable and easy riding. The shape of the multi-material skateboard deck  100  can be formed through a molding process, described in detail below. In many embodiments, the multi-material skateboard deck  100  can comprise a shape standard in the skateboarding industry, such as a long board shape, a radial shape, a progressive shape, a w-concave shape, a flat cave shape, a gas pedal shape, an asymmetric shape, a convex shape, a flat shape, a rocker shape, a camber shape, a drop down shape, a cruiser shape, a mini cruiser shape, or a bulldog cruiser shape. 
     Providing one or more layers of the multi-material skateboard deck  100  as a fiber-reinforced polymeric material provides stiffness and strength to the multi-material skateboard deck  100  without contributing a significant amount of weight. Replacing layers that would otherwise be formed of wood in the prior art with a fiber-reinforced stiffening layer reduces the weight of the skateboard deck, because the stiffening layer comprises a greater strength-to-weight ratio than the typical wood used in prior art skateboard decks, and therefore less weight is required to provide the same stiffness and structural integrity. 
     II. Embodiment I. Of the Multi-Material Skateboard Deck 
     Referring to  FIGS.  2 A and  2 B , in one embodiment of the multi-material skateboard deck, the multi-material skateboard deck  100  comprises a top layer  120 , a first internal layer  122 , a second internal layer  124 , a third internal layer  126 , a fourth internal layer  128  and a bottom layer  130 . The plurality of internal layers is sandwiched in between the top layer  120  and the bottom layer  130  and are numbered from closest to the top layer  120  to closest to the bottom layer  130 . The top layer  120  comprises a top inner surface  140  interfacing the first internal layer  122  and a top outer surface  142  opposite the top inner surface  140 . In some embodiments, the top outer surface  142  forms the riding surface  114  of the multi-material skateboard deck  100 . In many embodiments, however, the top outer surface  142  can be covered by grip tape, wherein the grip tape then forms the riding surface  114  of the multi-material skateboard deck  100 . Similarly, the bottom layer  130  comprises a bottom inner surface  150  interfacing the fourth internal layer  128  and a bottom outer surface  152  opposite the bottom inner surface  150 . In many embodiments, the bottom outer surface  152  forms the underside surface  116  of the multi-material skateboard deck  100 . 
     In the embodiment of  FIGS.  2 A and  2 B , the top layer  120  and bottom layer  130  are stiffening layers comprising a fiber-reinforced polymer material. In many embodiments, the top layer  120  and bottom layer  130  comprise a carbon fiber reinforced polymer layer. The stiffening layers can comprise any suitable fiber, as disclosed above. In many embodiments, the top layer  120  and bottom layer  130  comprise a woven fiber fabric having quasi-isotropic properties. In many embodiments, the top layer  120  and bottom layer  130  comprise a triaxial fiber weave, producing approximately the same strength properties in all directions. The stiffening layers can comprise any suitable fiber weave as disclosed above. Structurally, the outermost layers of the deck experience the most stress due to flexural forces, thus utilizing carbon fiber as the exterior layers maximizes the effect of the carbon fiber strength by providing strength in tension. 
     The plurality of internal layers in the embodiment of  FIGS.  2 A and  2 B  are provided as resilient layers, as described above. In many embodiments, each of the plurality of internal layers are made of wood, such as maple or balsa. In many embodiments, one or more of the plurality of internal layers can comprise a grain orientation different than one or more other of the plurality of internal layers. For example, in many embodiments, one or more internal layers can comprise a grain orientation extending parallel to the longitudinal axis  1000  and one or more internal layers can comprise a grain orientation extending perpendicular to the longitudinal axis  1000  (i.e. parallel to the transverse axis  1100 ). In the embodiment of  FIG.  2   , the first internal layer  122 , the third internal layer  126 , and the fourth internal layer  128  comprise grain orientations extending substantially parallel to the longitudinal axis  1000 , and the second internal layer  124  comprises a grain orientation extending substantially perpendicular to the longitudinal axis  1000 . Providing resilient internal members with different grain orientations provides flexibility to the skateboard deck while contributing to the isotropic strength of the deck. 
     When laminated, the aforementioned plurality of layers constructed together form the multi-material skateboard deck  100 . The inclusion of stiffening layers forming the top layer  120  and the bottom layer  130  and resilient internal layers allows the multi-material skateboard deck  100  to comprise the desirable stiffness at a lighter weight than skateboard decks of other arrangements. In many embodiments, the multi-material skateboard deck  100  comprising lightweight stiffening top and bottom layers comprises a reduced weight that is up to 300 grams. lighter than a traditional skateboard deck comprising seven layers each made of maple wood. This weight savings results in approximately a 25% reduction in the overall weight of the skateboard deck. 
     In a specific embodiment of a multi-material skateboard deck  100 , the top layer  120  comprises a triaxial woven carbon fiber reinforced polymer. The first internal layer  122  comprises maple wood wherein the grain is oriented parallel to the longitudinal axis. The second internal layer  124  comprises maple wood wherein the grain is oriented perpendicular to the longitudinal axis  1000 . The third internal layer  126  comprises maple wood wherein the grain is oriented parallel to the longitudinal axis  1000 . The fourth internal layer  128  comprises maple wood wherein the grain is oriented parallel to the longitudinal axis. The bottom layer  130  comprises a triaxial woven carbon fiber reinforced polymer. The top layer  120  and the bottom layer  130  act as stiffening layers and have a density less than the first internal layer  122 , second internal layer  124 , third internal layer  126 , and fourth internal layer  128 . 
     This embodiment of the multi-material skateboard deck  100  comprises a weight between 750 and 1200 grams, dependent upon the deck shape. This provides weight savings between 18% and 25% compared to the industry standard 7-ply deck. This embodiment of the multi-material skateboard deck  100  comprises a strength-to-weight ratio between 4.0 and 4.4 lbf/g. This embodiment allows the multi-material skateboard deck to be lighter while still providing comparable strength values and capabilities when compared to the industry standard 7-ply deck. 
     III. Embodiment II. Of the Multi-Material Skateboard Deck 
     Referring to  FIGS.  3 A and  3 B , in one embodiment of the multi-material skateboard deck  200  the multi-material skateboard deck  200  comprises a top layer  220 , a first internal layer  222 , a second internal layer  224 , a third internal layer  226 , a fourth internal layer  228 , a fifth internal layer  229  and a bottom layer  230 . The plurality of internal layers is sandwiched in between the top layer  220  and the bottom layer  230 , and are numbered from closest to the top layer  220  to closest to the bottom layer  230 . The top layer  220  comprises a top inner surface  240  interfacing the first internal layer  222  and a top outer surface  242  opposite the top inner surface  240 . In some embodiments, the top outer surface  242  forms the riding surface  214  of the multi-material skateboard deck  200 . In many embodiments, however, the outer surface of the top layer can be covered by grip tape, wherein the grip tape (not shown) then forms the riding surface  214  of the multi-material skateboard deck  200 . Similarly, the bottom layer comprises a bottom inner surface  250  interfacing the fourth internal layer  228  and a bottom outer surface  252  opposite the bottom inner surface  250 . In many embodiments, the bottom outer surface  252  forms the underside surface  216  of the multi-material skateboard deck  200 . 
     In the embodiment of  FIGS.  3 A and  3 B , the top layer  220  and bottom layer  230  are stiffening layers comprising a fiber-reinforced polymer material. In many embodiments, the top layer  220  and bottom layer  230  comprise a carbon fiber reinforced polymer layer. In many embodiments, the top layer  220  and bottom layer  230  comprise a woven fiber fabric having quasi-isotropic properties. In many embodiments, the top layer  220  and the bottom layer  230  comprise a triaxial fiber weave, producing approximately the same strength properties in all directions. Structurally, the outermost layers of the deck experience the most stress due to flexural forces, thus utilizing carbon fiber as the exterior layers maximizes the effect of the carbon fiber strength by providing strength in tension. 
     The plurality of internal layers in the embodiment of  FIGS.  3 A and  3 B  are provided as resilient layers, as described above. In many embodiments, each of the plurality of internal layers are made of wood, such as maple or balsa. In many embodiments, one or more of the plurality of internal layers can comprise a grain orientation different than one or more other of the plurality of internal layers. For example, in many embodiments, one or more internal layers can comprise a grain orientation extending parallel to the longitudinal axis and one or more internal layers can comprise a grain orientation extending perpendicular to the longitudinal axis (i.e. parallel to the transverse axis). In the embodiment of  FIGS.  3 A and  3 B , the first internal layer  222 , the second internal layer  224 , the fourth internal layer  228 , and the fifth internal layer  229  comprise grain orientations extending substantially parallel to the longitudinal axis, and the third internal layer  226  comprises a grain orientation extending substantially perpendicular to the longitudinal axis. Providing resilient internal members with different grain orientations provides flexibility to the multi-material skateboard deck  200  while contributing to the isotropic strength of the multi-material skateboard deck  200 . 
     In a specific embodiment of a multi-material skateboard deck  200 , the top layer  220  comprises a triaxial woven carbon fiber reinforced polymer. The first internal layer  222  comprises maple wood wherein the grain is oriented parallel to the longitudinal axis  1000 . The second internal layer  224  comprises maple wood wherein the grain is oriented parallel to the longitudinal axis  1000 . The third internal layer  226  comprises maple wood wherein the grain is oriented perpendicular to the longitudinal axis  1000 . The fourth internal layer  228  comprises maple wood wherein the grain is oriented parallel to the longitudinal axis  1000 . The fifth internal layer  229  comprises maple wood wherein the grain is oriented parallel to the longitudinal axis  1000 . The bottom layer  230  comprises a triaxial woven carbon fiber reinforced polymer. The top layer  220  and the bottom layer  230  act as stiffening layers and have a density less than the first internal layer  222 , second internal layer  224 , third internal layer  226 , fourth internal layer  228 , and fifth internal layer  229 . 
     This embodiment of the multi-material skateboard deck  200  comprises a weight between 950 and 1500 g, dependent upon the deck shape. This provides weight savings between 25% and 33% compared to the industry stiff 9-ply deck. This embodiment of the multi-material skateboard deck  200  comprises a strength-to-weight ratio between 4.5 and 5.4 lbf/g. This embodiment allows the multi-material skateboard deck to be lighter while still providing comparable strength values and capabilities when compared to the industry standard 9-ply deck 
     IV. Embodiment III. Of the Multi-Material Skateboard Deck 
     Referring to  FIGS.  4 A and  4 B , in one embodiment of the multi-material skateboard deck  300  the multi-material skateboard deck  300  comprises a top layer  320 , a first internal layer  322 , a second internal layer  324 , a third internal layer  326 , and a bottom layer  330 . The plurality of internal layers are sandwiched in between the top layer  320  and the bottom layer  330 , and are numbered from closest to the top layer  320  to closest to the bottom layer  330 . The top layer  320  comprises a top inner surface  340  interfacing the first internal layer  322  and a top outer surface  342  opposite the top inner surface  340 . In some embodiments, the top outer surface  342  forms the riding surface  314  of the multi-material skateboard deck  300 . In many embodiments, however, the top outer surface  342  can be covered by grip tape (not shown), wherein the grip tape then forms the riding surface  314  of the multi-material skateboard deck  300 . Similarly, the bottom layer  330  comprises a bottom inner surface  350  interfacing the third internal layer  326  and a bottom outer surface  352  opposite the bottom inner surface  350 . In many embodiments, the bottom outer surface  352  forms the underside surface  316  of the multi-material skateboard deck  300 . 
     In the embodiment of  FIGS.  4 A and  4 B , the top layer  320 , bottom layer  330 , first internal layer  322  and third internal layer  326  are stiffening layers comprising a fiber-reinforced polymer material. In many embodiments, the top layer  320  and bottom layer  330  comprise a carbon fiber reinforced polymer layer. In many embodiments, the top layer  320  and bottom layer  330  comprise a woven fiber fabric having quasi-isotropic properties. In many embodiments, the top layer  320  and the bottom layer  330  comprise a triaxial fiber weave, producing approximately the same strength properties in all directions. Structurally, the outermost layers of the deck experience the most stress due to flexural forces, thus utilizing carbon fiber as the exterior layers maximizes the effect of the carbon fiber strength by providing strength in tension. 
     In many embodiments the first internal layer  322  and the third internal layer  326  comprise a carbon fiber reinforced polymer layer. In some embodiments, the first internal layer  322  and the third internal layer  326  comprise a unidirectional carbon fiber oriented in the longitudinal axis direction. 
     The second internal layer  324  in the embodiment of  FIGS.  4 A and  4 B  is provided as a resilient layer, as described above. In the embodiment in  FIGS.  4 A and  4 B , the second internal layer  324  comprises an end grain wood core. In many embodiments, the end grain wood is balsa. The second internal layer  324  can be between 0.20 inch to 0.30 inch thick. In some embodiments, the second internal layer  324  can be up to 0.20 inch, up to 0.22 inch, up to 0.24 inch, up to 0.26 inch, up to 0.28 inch, or up to 0.30 inch. In one exemplary embodiment, the second internal layer  324  is comprised of an end grain balsa wood is 0.25 inch thick. 
     In a specific embodiment of a multi-material skateboard deck  300 , the top layer  320  comprises a triaxial woven carbon fiber reinforced polymer. The first internal layer  322  comprises a unidirectional carbon fiber oriented in the longitudinal axis  1000  direction. The second internal layer  324  comprises of an end grain balsa wood. The third internal layer  326  comprises a unidirectional carbon fiber oriented in the longitudinal axis  1000  direction. The bottom layer  330  comprises a triaxial woven carbon fiber reinforced polymer. The top layer  320  and the bottom layer  330  act as stiffening layers. 
     This embodiment of the multi-material skateboard deck  300  comprises a weight between 400 and 750 g, dependent upon the deck shape. This provides weight savings between 49% and 60% compared to the industry standard 7-ply deck. This embodiment of the multi-material skateboard deck  300  comprises a strength-to-weight ratio between 6.3 and 7.5 lbf/g. This embodiment allows the multi-material skateboard deck to be lighter while still providing comparable strength values and capabilities when compared to the industry standard 7-ply deck 
     V. Skateboard Truck 
     Described below, are embodiments of a multi-wheel truck.  FIGS.  8 - 9    illustrate an embodiment of the truck  900  that comprises a unique suspension system and attack angle α that allow the truck  900  to smoothly pass over discontinuous surfaces. In general, the truck  900  comprises a plurality of wheel sets comprising a rotating level arm  910  and a plurality of wheels. The truck  900  further comprises a hanger  902  that serves to connect the plurality of wheel sets. The truck  900  further comprises a baseplate  970  configured to receive the hanger  902  and couple the truck  900  to the underside of a skateboard deck (not shown). The arrangement of the hanger  902  and baseplate  970  will be described in greater detail below. 
     The plurality of wheel sets creates a suspension system that absorbs unwanted shock upon impact with an obstacle and provides a smooth ride over such obstacles.  FIG.  10    illustrates a wheel set according to the present truck  900 . In many embodiments, each wheel set comprises a rotatable level arm  910  coupled to a central axle  908 , at least one central wheel  920  rotatably coupled to a central axle  908 , and a plurality of auxiliary wheels coupled to the level arm  910  by a plurality of auxiliary axles. In many embodiments, each wheel set comprises one central wheel  920  and two auxiliary wheels, including a leading wheel  922  and a trailing wheel  924 . In many embodiments, the truck  900  comprises a pair of wheel sets, one on either side of the truck  900  and affixed to opposite ends of the hanger  902 . In many embodiments, each of the pair of wheel sets is affixed to either end of the hanger  902  and sits along a longitudinal axis  4000  extending from a first end  904  of the hanger  902  to a second end  906  of the hanger  902 . 
     The central axle  908  can be coupled to one end of the hanger  902  and configured to affix both the central wheel  920  and the rotatable level arm  910  thereto. The central axle  908  can be received by a void  956  formed within the end of the hanger  902  and fixedly coupled therein. In many embodiments, the central wheel  920  forms a bore. The bore is sized to allow the central wheel  920  to couple to and freely rotate about the central axle  908 . This allows the skateboard to smoothly and securely roll along the central wheel  920  during use. 
     The level arm  910  is also rotatably coupled to the central axle  908 . The level arm  910  comprises a front region  912  disposed near the front of the truck  900  (i.e. the portion of the truck  900  nearest the front of the skateboard), a middle region  914  centered about the central axle  908 , and a rear region  916  opposite the front region  912  and disposed near the back of the truck  900 . The middle region  914  comprises a middle bore  915  located substantially at the center of the level arm  910  and configured to concentrically link, attach, and/or couple the central axle  908 . The middle bore  915  allows the level arm  910  to couple to and rotate about the central axle  908 . In the illustrated embodiment, auxiliary wheels are attached at either end of the level arm  910  by a plurality of auxiliary axles  926 ,  928 . As illustrated in  FIG.  10   , the front region  912  is configured to receive a leading wheel  922 . The front region  912  comprises a front bore  913  configured to concentrically link, attach, and/or couple a front auxiliary axle  926  (hereafter “front axle”). The front axle  926  is fixedly coupled within the front bore  913  so that the front axle  926  is restricted from rotating with respect to the level arm  910 . The leading wheel  922  is configured to affix to the front axle  926  and allowed to freely rotate upon said front axle  926 . As shown in  FIG.  10   , the rear region  916  is configured to receive a trailing wheel  924 . The rear region  916  comprises a rear bore  917  configured to concentrically link, attach, and/or couple a rear auxiliary axle  928  (hereafter “rear axle”). The rear axle  928  is fixedly coupled within the rear bore  917  so that the rear axle  928  is restricted from rotating with respect to the level arm  910 . The trailing wheel  924  is configured to affix to the rear axle  928  and allowed to freely rotate upon said rear axle  928 . The configuration of the leading and trailing wheels  922 ,  924  attached to either end of the level arm  910  by the plurality of auxiliary axles  926 ,  928  allows the leading and trailing wheels  922 ,  924  to roll freely along the ground during use of the skateboard. The location of the auxiliary axles  926 ,  928  to which the leading and trailing wheels  922 ,  924  are attached allows the leading and trailing wheels  922 ,  924  to move up or down as the level arm  910  rotates about the central axle  908 . 
     The suspension system creates a “lifting effect” that provides smooth passage of the truck  900  over obstacles or discontinuities in the rolling surface. As the truck  900  rolls along the ground, the level arm  910  can rotate in response to discontinuities in the surface. The rotation of the level arm  910  allows the auxiliary wheels on either end of the level arm  910  to raise or lower according to the terrain of the rolling surface. The freedom of the auxiliary wheels to raise or lower in response to obstacles serves to absorb the shock typically associated with impact between a wheel and such obstacles. 
     The lifting effect also serves to dynamically distribute load between the central and auxiliary wheels during use to provide an even smoother ride. During normal use of the skateboard rolling along a smooth surface, the central wheel  920  can support a majority of the weight of the rider. However, when the central wheel  920  encounters an obstacle, such as a crack, the leading wheel  922  and/or the trailing wheel  924  can bear the majority of the weight of the rider to keep the truck  900  stable. For example, upon impact with a crack in the rolling surface, the leading wheel  922  encounters the crack first. As the leading wheel  922  is in the crack, the level arm  910  can rotate to lower the leading wheel  922  into the crack. Meanwhile, the majority of the load of the skateboard is supported by the central wheel  920 , which continues to roll along the main rolling surface. As the leading wheel  922  exits the crack, the central wheel  920  can enter the crack. The level arm  910  can rotate to raise the leading wheel  922  and allow it to continue rolling along the main rolling surface. Rather than falling into the crack and causing deceleration of the board or shock to the rider, the central wheel  920  can be suspended over the crack by the level arm  910 . Because the level arm is supported on either end by the leading and trailing wheels  922 ,  924 , which are rolling on the smooth rolling surface, substantially the entire load of the skateboard is supported between the auxiliary wheels, and little to none of the load is carried by the central wheel  920 . As the central wheel  920  exits the crack, the trailing wheel  924  can enter the crack. As the trailing wheel  924  is in the crack, the level arm  910  can rotate to lower the trailing wheel into the crack. Meanwhile, the majority of the load of the board is supported by the central wheel  920 , which is again rolling along the main rolling surface. Because there is at least one wheel rolling along the main rolling surface and supporting the majority of the weight of the rider at any given time, the suspension system provides stability to the truck  900  by allowing the wheel set to act as a single wheel rolling continuously along a smooth surface. 
     The truck  900  further comprises a spatial arrangement between the plurality of wheels that works in conjunction with the suspension system to provide smooth traversal of obstacles and discontinuous surfaces. The spatial arrangement of the wheels enables the lifting effect of the suspension system to occur no matter the angle at which the skateboard encounters an obstacle. In many embodiments, the central and auxiliary wheels are spaced apart, both laterally (i.e. with respect to a direction extending along the longitudinal axis  4000 ) and in a front-to-rear direction. This spatial arrangement of the wheels provides the truck  900  with a wide base and prevents the wheels within each given wheel set from all impacting an obstacle simultaneously. Therefore, there is always at least one wheel of every given wheel set supporting the weight of the rider on the main rolling surface at any given time. The spatial relationship between the wheels within a given wheel set can be characterized by an attack angle α, described in detail below. 
     The attack angle α is a characteristic of the spatial relationship between the central and auxiliary wheels of the truck  900 . As shown in  FIG.  11   , the attack angle α can be defined as the acute angle between a first reference line A connecting the central wheel  920  and the leading wheel  922  of a particular wheel set and a second reference line B extending parallel to the longitudinal axis  4000 . The first reference line A can connect a first reference point R 1  located on the leading wheel  922  and a second reference point R 2  located on the central wheel  920 . The first reference point R 1  is the forwardmost and outermost (i.e. furthest spaced away from the hanger  902 ) point of the leading wheel  922 . Similarly, the second reference point R 2  is the forwardmost and outermost point of the central wheel  920 . Different configurations of the leading and central wheel  920  can alter the relationship between the first and second reference point R 1 , R 2 , thus altering the directionality of the first reference line A. 
     Because the attack angle α relates the position of the first and second reference points R 1 , R 2 , the attack angle α is dependent on the size and location of the central wheel  920  and the leading wheel  922 . Specifically, different specific configurations of the central wheel  920  and the leading wheel  922  in terms of the lateral spacing between the central wheel  920  and leading wheel  922 , the front-to-rear spacing between the central wheel  920  and leading wheel  922 , the widths of the central wheel  920  and leading wheel  922 , and the diameters of the central wheel  920  and leading wheel  922  create different attack angles α. In this way, the attack angle α can be manipulated by changing the spatial relationship between the leading and central wheels  920  and/or by altering the diameter and/or width of the leading wheel  922  and central wheel  920 . For example, providing a greater lateral distance between the leading wheel  922  and the central wheel  920  creates an attack angle α that is shallower, while providing a smaller lateral distance between the leading wheel  922  and the central wheel  920  creates an attack angle α that is steeper. Similarly, altering the diameter and/or width of one or more wheels within the wheel set changes the location of the first reference point R 1  and/or second reference point R 2 , which in turn alters the orientation of the first reference line A. The diameter and width of the plurality of wheels is further detailed below. 
     In many embodiments the central wheel  920  is laterally spaced away from the plurality of auxiliary wheels to create the attack angle α. In general, the plurality of auxiliary wheels comprise an “inline” configuration in which the leading and trailing wheels  922 ,  924  are positioned in a straight line from the front of the truck  900  to the rear. The central wheel  920  is not in line with respect to the auxiliary wheels, but rather is laterally spaced away from the auxiliary wheels. In many embodiments, as illustrated by  FIG.  12   , the central wheel  920  is laterally spaced further from the hanger  902  than the auxiliary wheels, such that the auxiliary wheels are located between the central wheel  920  and the hanger  902 . In alternative embodiments (not shown), the central wheel  920  can be laterally spaced closer to the hanger  902  than the auxiliary wheels, such that the central wheel  920  is located between the auxiliary wheels and the hanger  902 . The lateral spacing between the auxiliary wheels, in particular the leading wheel  922  and the central wheel  920 , with respect to one another can be characterized by the distance between a pair of planes. The leading wheel  922  and central wheel  920  can each sit upon a respective plane separated by a particular distance in a longitudinal direction.  FIG.  12    illustrates a first plane  2000  extending in a front-to-rear direction through the center of the central wheel  920 . Similarly, a second plane  3000  is illustrated, wherein the second plane  3000  extends in a front-to-rear direction (thus parallel to the first plane  2000 ) through the center of the leading wheel  922 . In many embodiments, the distance P 1  between the first plane  2000  and the second plane  3000  is approximately 2.0 inches. In some embodiments, the distance P 1  between the first plane  2000  and the second plane  3000  can range approximately between 0.5 inches and 3.0 inches. In some embodiments, the distance P 1  between the first plane  2000  and the second plane  3000  ranges approximately between 0.5 inches and 1.0 inches, approximately between 1.0 inches and 1.5 inches, approximately between 1.5 inches and 2.0 inches, between approximately 2.0 inches and 2.5 inches, or approximately between 2.5 inches and 3.0 inches. The distance between plane  2000  and plane  3000  create a wheel set in which the central wheel  920  is laterally spaced from the auxiliary wheels. This configuration creates the desired attack angle α and a wide base for the wheel set. 
     The attack angle α is further determined by a front-to-rear distance between adjacent wheels.  FIG.  13    illustrates a front-to-rear distance  992  defined between the leading wheel  922  and the central wheel  920 , wherein the distance  992  is measured as the perpendicular distance between the axles (i.e. the front axle  926  and the central axle  908 ) upon which each wheel is attached. Similarly, a front-to-rear distance  994  between the central wheel  920  and the trailing wheel  924  can be measured as the perpendicular distance between the central axle  908  and the rear axle  928 , upon which each respective wheel is attached. In many embodiments, the front-to-rear distance  992 ,  994  between adjacent wheels is dependent on the front-to-rear length of the level arm  910 , as the leading and trailing wheels  922 ,  924  are affixed proximate either end of the level arm  910 . 
     In many embodiments, the front-to-rear distance between any adjacent pair of wheels can be approximately 1.5 inches. In some embodiments, the front-to-rear distance between any adjacent pair of wheels can be between approximately 0.5 and 2.5 inches. In some embodiments, the front-to-rear distance between adjacent wheels can be between 0.5 and 1.0 inches, between 1.0 and 1.5 inches, between 1.5 and 2.0 inches, or between 2.0 and 2.5 inches. In some embodiments, the front-to-rear distance between adjacent wheels can be between 0.5 and 0.75 inches, between 0.75 and 1.0 inches, between 1.0 and 1.25 inches, between 1.25 and 1.5 inches, between 1.5 and 1.75 inches, between 1.75 and 2.0 inches, between 2.0 and 2.25 inches, between 2.25 and 2.5 inches, between 2.5 and 2.75, between 2.75 and 3.0, between 2.75 and 3.25, or between 3.25 and 3.5. In many embodiments, the front-to-rear distance  992  between the leading wheel  922  and the central wheel  920  can be substantially similar to the front-to-rear distance  994  between the central wheel  920  and the trailing wheel  924 . In other embodiments, the front-to-rear distance  992  between the leading wheel  922  and the central wheel  920  can substantially differ from the front-to-rear distance  994  between the central wheel  920  and the trailing wheel  924 . The front-to-rear distance between adjacent wheels determines, in part, the location of the first reference point R 1  and the second reference point R 2 , and therefore influences the attack angle α. 
     The configuration of the central wheel  920  and the leading wheel  922 , both in terms of spacing and dimensions of each wheel, define the attack angle α for the truck  900 . In many embodiments, an attack angle α between 30 and 60 degrees is desirable to allow the truck  900  the ability to smoothly traverse obstacles at the widest range of angles. In many embodiments, the attack angle α of the present truck  900  is approximately 45 degrees. In some embodiments, the attack angle α is between approximately 30 degrees and 60 degrees. In some embodiments, the attack angle α is between approximately 30 and 35 degrees, between approximately 35 and 40 degrees, between approximately 40 degrees and 45 degrees, between approximately 45 degrees and 50 degrees, between approximately 50 degrees and 55 degrees, or between approximately 55 degrees and 60 degrees. In other embodiments, the attack angle α is between approximately 30 and 32 degrees, between approximately 32 and 34 degrees, between approximately 34 and 36 degrees, between approximately 36 and 38 degrees, between approximately 38 and 40 degrees, between approximately 40 degrees and 42 degrees, between approximately 42 degrees and 44 degrees, between approximately 44 degrees and 46 degrees, between approximately 46 degrees and 48 degrees, between approximately 48 degrees and 50 degrees, between approximately 50 degrees and 52 degrees, between approximately 52 degrees and 54 degrees, between approximately 54 degrees and 56 degrees, between approximately 56 degrees and 58 degrees, or between approximately 58 degrees and 60 degrees. 
     An optimized attack angle α enhances the ability of the truck  900  to smoothly traverse obstacles of varying size, while approaching such obstacles at a wide range of angles. As shown in  FIGS.  14  and  15   , an approach angle β can be defined between the truck  900  and an obstacle  990  as the skateboard approaches the obstacle  990 . The approach angle β can be defined as the acute angle between the obstacle  990  and the skateboard&#39;s direction of travel. More specifically, the approach angle β is formed by a reference line C corresponding to the direction of travel at the moment the truck  900  impacts the obstacle  990  and a second reference line D tangent to the obstacle  990  at the point of impact. For example, a skateboard approaching an elongate obstacle  990  “straight on” would define an approach angle β of approximately 90 degrees, while a skateboard approaching the obstacle  990  from any direction other than straight on would define an approach angle β substantially less than 90 degrees. 
     The attack angle α of the truck  900  allows the truck  900  to smoothly traverse obstacles and discontinuous surfaces at a wider range of approach angles β than a conventional skateboard. Because the central wheel  920  and the leading wheel  922  are laterally spaced apart to form the attack angle α, the truck  900  essentially comprises a wider base than a similar board with an in-line wheel configuration or a conventional skateboard forming no angle of attack. The angle of attack reduces the likelihood that multiple wheels in the set will impact an obstacle at the same time. This provides balance and stability over obstacles of various sizes and orientations by allowing at least one wheel in each wheel set to contact the regular rolling surface at any given time. In other words, the attack angle α allows the lifting effect to occur at a wide range of approach angles β. 
     When the present truck  900  encounters an obstacle at any approach angle β, the load created by the weight of the rider can be shifted between the central and auxiliary wheels in both a front-to-rear direction as well as a lateral direction. This configuration provides the present truck  900  with two more degrees of stability than a conventional skateboard truck, which comprises only a single wheel on either side of a truck  900 . When a conventional truck encounters an obstacle, the load created by the weight of the rider cannot be shifted from the wheel, and thus the wheel experiences the full force of impact with the obstacle. In contrast, the ability to shift load between a central wheel  920  and auxiliary wheels allows the present truck  900  to absorb the force of impact with the obstacle. The ability to shift load in multiple directions due to the attack angle α of the truck  900  provides a greater absorption of this force over a wider range of approach angles β. 
     The lifting effect allows the truck  900  to smoothly traverse obstacles due to the lifting of the leading wheel  922  and the trailing wheel  924  upon the level arm  910  rotating about the central axle  908 . However, in some situations, such as when the skateboard is being carried rather than ridden, it may be desirable for the rotation of the level arm  910  to be selectively restricted. Doing so can prevent the level arm  910  from freely swinging back and forth while the skateboard is being carried, which can lead to the wheels slamming against the underside of the skateboard. Referring now to  FIGS.  16 - 17   , the level arm  910  may comprise a spring mechanism  930  that provides a certain amount of mechanical interference to control the rotation of the level arm  910  about the axle. In many embodiments, the spring mechanism  930  can comprise an insert recess  932  formed within level arm  910  and configured to receive a spring insert  940 . The spring insert  940  can be configured to engage and work in conjunction with one or more components of the truck  900  to create a “spring effect” that provides resistance against rotation of the level arm  910  under certain loads. The insert recess  932  can be formed within the middle region  914  of the level arm  910  and can be centered about the middle bore  915  of the level arm  910 . In this way, the middle bore  915  can extend through a portion of the insert recess  932  and the central axle  908  can extend through the entirety of the insert recess  932 . Preferably, the insert recess  932  is formed inward from an inward facing surface of the level arm  910  (i.e. the side of the level arm  910  that faces toward the hanger  902  when the level arm  910  is affixed to the central axle  908 ). The location and orientation of the spring insert  940  is provided to expose the corresponding spring insert  940  toward an end of the hanger  902 , the geometry of which the spring insert  940  will engage to produce the desired spring effect. 
     The insert recess  932  can receive a spring insert  940  that is configured to create a spring effect that governs the rotation of the level arm  910  about the axle. The spring insert  940  can be secured within the recess by the use of mechanical fasteners such as screws or snap fit mechanisms, by the use of adhesives, or by a combination thereof. The spring insert  940  is designed to provide a certain amount of resistance against the rotation of the level arm  910  to retain the position of the level arm  910  as the skateboard is being carried. Retaining the position of the level arm  910  as the skateboard is carried through the air protects the skateboard by preventing the auxiliary wheels from slamming against the skateboard deck. The spring insert  940  can be configured to restrict rotation of the level arm  910  under relatively light loads while permitting rotation of the level arm  910  under relatively heavy loads. For instance, the spring insert  940  can restrict rotation of the level arm  910  under light loads typically associated with a user carrying the skateboard rather than riding it. The spring insert  940  can also permit rotation of the level arm  910  under heavy loads experienced when the skateboard is ridden over an obstacle. 
     In many embodiments, as shown in  FIGS.  16  and  17   , the spring insert  940  is a single, substantially flat piece and is configured to correspond to the shape of the insert recess  932  such that the spring insert  940  sits flush within the insert recess  932 . The spring insert  940  can be formed of a generally flexible material such as an injection-molded plastic. The spring insert  940  can be constructed from any one or combination of the following: nylon, polypropylene, polyethylene, thermoplastic resins, thermoplastic polyurethane, thermosetting resins, aromatic diisocyanates, toluene diisocyanate (TDI), methylene diphenyl diisocyanate (MDI), acrylonitrile butadiene styrene (ABS), acetal, steel, steel alloy, or any material suitable for providing a spring insert  940  with the desired geometry and properties. It is desirable for the spring insert  940  to be formed of a material with a high elongation. The high elongation allows the spring insert  940  to flex and “bounce back” easily. The high elongation material allows the spring insert  940  to flex and bend in response to forces associate with use of the truck  900 . 
     In many embodiments, the spring insert  940  is configured to engage a portion of the hanger  902 . As shown in  FIG.  17   , the hanger  902  comprises a shoulder  950  on each of the first and second ends, where the central axle  908  is attached. The spring insert  940  is disposed within the level arm  910  in such a way that it is mounted on the shoulder  950  of the hanger  902 . The shoulder  950  and the spring insert  940  can comprise complementary geometries that together produce the desired spring effect as force is applied to the level arm  910 . The spring insert  940  comprises an internal geometry configured to engage the shoulder  950  and act as a spring. The internal geometry can comprise a plurality of apertures, extensions, flexures, slots, grooves, notches, and/or any other features that are configured to engage the central axle  908  and/or hanger  902  in a way that produces the desired spring effect. In many embodiments, the internal geometry can take the form of a cutout extending through the entire thickness of the spring insert  940  and thereby forms one or more apertures. In many embodiments, the shoulder  950  can be generally cylindrical. In some embodiments, the shoulder  950  comprises one or more notches configured to interact and provide resistance between one or more features of the spring insert geometry. 
     In one embodiment, referring to  FIG.  18   , the spring insert  940  comprises a perimeter  941  forming a central aperture  942  therein, a plurality of protrusions  944 , and a plurality of bumper portions  946 . The protrusions  944  can extend from the perimeter  941  of the spring insert  940  inward toward the central aperture  942 . In many embodiments, the protrusions  944  are configured to fit within corresponding notches  952  formed in the shoulder  950  of the hanger  902 . For example, in the illustrated embodiment, the protrusions  944  of the spring insert  940  are generally triangular in shape and are configured to mate with the generally triangular shaped notches  952  formed in the shoulder  950  (as shown in  FIG.  17   ). During use of the truck  900  (either riding or carrying the skateboard), the load on the level arm  910  causes the protrusion  944  to press against the surface of the shoulder  950  and provide resistance against rotation. However, due to the flexibility of the spring insert material, the protrusion  944  will flex to permit rotation of the arm under a sufficient load. In many embodiments, the spring insert  940  comprises a notch  948  formed opposite the protrusion  944 . The notch  948  of the spring insert  940  can provide a small space between the perimeter  941  of the spring insert  940  and the insert recess  932 , such that the insert is not flush within the recess at the particular location of the notch  948 . The space created by the notch  948  provides a greater ability for the protrusion  944  to flex upon engagement with the shoulder  950 . 
     The spring insert  940  further comprises a plurality of bumper portions  946  that act as guides to keep the spring insert  940  centered about the shoulder  950  of the hanger  902  during use of the truck  900 , providing stable rotation of the level arm  910 . In many embodiments, while the bumper portions  946  abut a portion of the shoulder  950 , the contact area between the shoulder  950  and the bumper portions  946  can be minimal in order not to inhibit the rotation of the level arm  910  during regular use of the skateboard. Rather, the protrusions  944  provide the main contact area between the spring insert  940  and the shoulder  950 . Under sufficient loads, the protrusions  944  flex to allow the level arm  910  to rotate, and the bumper portions  946  serve to keep the spring insert  940  centered. 
     The spring insert  940  can further comprise a pair of attachment holes  949  located proximate the perimeter  941 . The attachment holes  949  can be configured to receive a mechanical fastener (such as a screw). The attachment holes  949  provide locations for the spring insert  940  to be affixed within the level arm  910  by such mechanical fasteners. 
       FIG.  19    illustrates an alternative embodiment of a spring insert  740  according to the present invention. Spring insert  740  is similar to spring insert  940  and includes substantially the same geometry. Spring insert  740  also performs the same functionality as spring insert  940 , wherein upon engagement with the shoulder  950  of the hanger  902 , portions of the spring insert geometry are configured to provide resistance against rotation yet flex and allow rotation under sufficient loads. Rather than a protrusion extending inward toward the aperture  742 , spring insert  740  comprises a pair of elongated flexure portions  744  extending laterally across the insert. The flexure portion  744  can be substantially thin compared to other portions of the insert, allowing the flexure portion  744  to flex upon engagement with the shoulder  950  of the hanger  902 . Similar to the notch  948  of spring insert  940 , the flexure portion  744  of spring insert  740  can form a space between the perimeter  741  of the spring insert  740  and the insert recess  932 . This space allows the flexure portion  744  to flex outward as the shoulder  950  presses against the flexure portion  744 . Under sufficient loads, the flexure portion  744  flexes enough to allow rotation of the level arm  910 . In many embodiments, spring insert  740  further comprises a plurality of bumper portions  746  and attachment holes  749  similar to those of spring insert  940 . 
       FIG.  20    illustrates another alternative embodiment of a spring insert  840  according to the present invention. Spring insert  840  is similar to spring inserts  940  and  740  and includes substantially similar features. Spring insert  840  also performs the same functionality as spring inserts  940  and  740 , wherein upon engagement with the shoulder  950  of the hanger  902 , portions of the spring insert geometry are configured to provide resistance against rotation, yet flex and allow rotation under sufficient loads. Spring insert  840  comprises a plurality of elongate protrusions  844  that extend away from the perimeter  841  and are configured to engage a portion of the shoulder  950 . The spring insert  840  further comprises a slot  845  that separates the elongate protrusion  844  from the perimeter  841 . The slot  845  allows the elongate protrusion  844  to flex outward toward the perimeter  841  as the shoulder  950  presses against the elongate protrusion  844 . Under sufficient loads, the elongate protrusion  844  flexes enough to allow rotation of the level arm  910 . The spring insert  840  further comprises bumper portions  846  similar to the bumper portions  946  of spring insert  940 . However, instead of bumper portions  946  that create a small contact area between the bumper portion  846  and the shoulder  950 , the bumper portions  846  of spring insert  840  can comprise arcuate surfaces that correspond to the shape of the shoulder  950  and provide a larger contact area between the bumper portion  846  and the shoulder  950 . This configuration provides extra stability in centering the spring insert  840  with respect to the central axle  908  and the hanger  902 , while still allowing the level arm  910  to rotate. In some embodiments, spring insert  840  further comprises a plurality of gaps  847  formed between each of the bumper portions  846  and elongate protrusions  844 . The plurality of gaps  847  can separate the bumper portions  846  and elongate protrusions  844  from one another and allow greater overall flexure within the internal geometry of the spring insert  840 . 
     The spring insert  940  governs the rotation of the level arm  910 . When the truck  900  is on the ground, the level arm  910  can be considered at a “rest” position. When at rest, the level arm  910  can be generally parallel to the deck of the skateboard, and the wheels can be spaced approximately evenly away from the underside of the deck. When the skateboard is carried (i.e. when the wheels are not touching the ground), the weight of the wheels applies a force to the level arm  910 , causing the level arm  910  to want to rotate away from rest position. The geometry of the spring insert  940  can engage with the geometry of the shoulder  950  and restrict the level arm  910  from rotating, and the level arm  910  will generally be retained in rest position. By retaining the level arm  910  in the rest position and restricting its rotation, the spring mechanism  930  prevents the wheels from slamming into the underside of the deck, as would be the case if the level arm  910  were able to rotate freely as the board is being carried. 
     During use of the skateboard, however, it is desirable for the level arm  910  to rotate and produce the lifting effect in order to allow the multi-wheel truck  900  to smoothly traverse discontinuous and uneven surfaces. The spring mechanism  930  can permit the level arm  910  to rotate during use of the skateboard. If a sufficient moment is applied to the level arm  910  during use, as would be the case when traversing a crack or uneven surface, the force of the shoulder  950  pressing against the flexible spring insert  940  causes the spring portion to flex, permitting the level arm  910  to rotate and produce the desired lifting effect. 
     In many embodiments, the spring mechanism  930  can comprise a rotation threshold. The rotation threshold can be defined as the smallest force applied to the level arm  910  wherein the spring mechanism  930  allows the level arm  910  to rotate. For instance, if a force applied to the level arm  910  is less than the rotation threshold, the spring mechanism  930  restricts rotation of the level arm  910  and retains the level arm  910  in the rest position. In contrast, if a force applied to the level arm  910  is greater than the rotation threshold, the spring mechanism  930  permits the level arm  910  to rotate. The rotation threshold can depend on the design of the spring insert  940 , specifically the internal geometry and the materials used. Preferably, the spring insert  940  is designed such that the lesser forces associated with the carrying of the skateboard are below the rotation threshold, whereas the greater forces associated with riding a skateboard over obstacles and discontinuous surfaces are preferably above the rotation threshold. In some embodiments, the rotation threshold is approximately between 0.1 ft-lb and 1.5 ft-lb. In some embodiments, the rotation threshold can be approximately between 0.1 ft-lb and 0.25 ft-lb, approximately between 0.25 ft-lb and 0.5 ft-lb, approximately between 0.5 ft-lb and 0.75 ft-lb, approximately between 0.75 ft-lb and 1.0 ft-lb, or approximately between 1.0 ft-lb and 1.5 ft-lb. In some embodiments the rotation threshold can be approximately between 0.1 ft-lb and 0.4 ft-lb, between approximately 0.4 ft-lb and 0.7 ft-lb, between approximately 0.7 ft-lb and 1.1 ft-lb, or between approximately 1.1 ft-lb and 1.5 ft-lb. The rotation threshold allows the spring mechanism  930  to restrict rotation of the level arm  910  under sufficiently small loads yet allow rotation of the level arm  910  under sufficiently large loads. 
     In many embodiments, the spring mechanism  930  comprises a spring insert  940  located within an insert recess  932  formed from a level arm  910 . However, in alternative embodiments, rather than comprising a separate spring insert  940  within the level arm  910 , the spring mechanism  930  can be integrally formed within level arm  910 . In other words, the level arm  910  can be formed with an integral spring geometry centered about the middle bore  915  that provides the same spring effect as the spring inserts of the above embodiments. In many such embodiments, the level arm  910  comprising an integral spring geometry can be formed of a non-metallic material, such as an injection molded plastic material or a composite material. Embodiments of lift arms with integral spring mechanisms are discussed in further detail below. 
     Remaining Features 
     As discussed above, the multi-wheel truck  900  comprises a hanger  902  and a baseplate  970  that serve to couple the plurality of wheel sets and configure the truck  900  to be attachable to the underside of a skateboard deck. As shown in  FIG.  16   , the hanger  902  is configured to couple the wheel sets to the truck  900 , and the baseplate  970  is configured to receive the hanger  902  and attach the truck  900  to the underside of the skateboard deck. 
       FIGS.  21  and  22    illustrate an embodiment of the hanger  902  of the multi-wheel truck  900 . The hanger  902  comprises a first end  904  and a second end  906  opposite the first end  904 . The hanger  902  defines a longitudinal axis  4000  extending between the first end  904  and the second end  906 , wherein the first and second ends are each located proximate the longitudinal axis  4000 . The hanger  902  further defines a transverse axis  4100  that extends perpendicular to the longitudinal axis  4000 . As such, the transverse axis  4100  corresponds to a front-to-rear direction of the hanger  902 , with respect to the front and the rear of the skateboard. In many embodiments, the first and second ends are located proximate a front of the hanger  902 , while other components of the hanger  902 , such as a pivot tip  962  or pivot saddle  972 , may be located rearward of the first and second ends. In many embodiments, a maximum width of the hanger  902  is located between the first and second ends, such that the front of the hanger  902  comprises the hanger&#39;s widest portion. The first and second ends generally form the widest portion of the hanger  902  so that the wheel sets, which are attached to the first and second ends, are spaced away from the remainder of the hanger  902  and are free to rotate without interference from the hanger  902 . 
     Each of the first end  904  and the second end  906  can comprise a void  956  configured to couple the wheel set to the hanger  902 . The void  956  is configured to receive the central axle  908  of the wheel set and fixedly attach the central axle  908  to the hanger  902 . In many embodiments, the void  956  is threaded to receive a correspondingly threaded portion of the central axle  908 . In some embodiments, the void  956  can comprise any form of attachment mechanism suitable for fixedly securing a portion of the central axle  908  therein such as snap fits, adhesives, epoxies, magnets, interlocking attachment mechanisms, or some combination thereof. 
     As discussed briefly above, the hanger  902  further comprises a plurality of shoulders  950  configured to engage the spring insert  940  of the level arm  910  upon rotation of the level arm  910 . As shown in  FIGS.  21  and  22   , the hanger  902  comprises a shoulder  950  located at each of the first and second end  906 . In many embodiments, the shoulder  950  protrudes from the end of the hanger  902  such that it may be received within the internal geometry of the spring insert  940 . The shoulder  950  comprises a geometry configured to correspond to the internal geometry of the spring insert  940  in such a way that the shoulder  950  can engage the spring insert  940  upon rotation of the level arm  910  and produce the spring effect discussed above. As illustrated in the embodiment of  FIGS.  21  and  22   , the geometry comprises a generally cylindrical shape but for a plurality of notches  952  around its perimeter. Each notch  952  can be configured to receive a protrusion  944  of a spring insert  940 , such as the protrusions  944  of spring insert  940 . As the level arm  910  rotates about the central axle  908 , the surface of the notch  952  can press against the protrusion  944  of the spring insert  940  and restrict rotation of the level arm  910  up to a certain amount of force. 
     In many embodiments, the hanger  902  can be configured to pivot left or right about a portion of the baseplate  970  to control the direction of the skateboard during use. As the rider shifts his or her weight toward either the right or left side of the skateboard, the hanger  902  can pivot about the baseplate  970 , turning the skateboard either left or right. The hanger  902  comprises a pivot body  960  configured to engage a pivot cup  964  of the baseplate  970  and allow the hanger  902  to pivot. The pivot body  960  can be located rearward of the front of the hanger  902  and can comprise a width substantially less than the maximum width of the hanger  902 . In many embodiments, the pivot body  960  is generally triangularly shaped with rounded edges that allow the hanger  902  to pivot about a surface of the pivot cup  964 . 
     The hanger  902  further comprises a pivot tip  962  configured to center the hanger  902  about the baseplate  970 . In many embodiments, the pivot tip  962  protrudes from a rearmost portion of the hanger  902 . The pivot tip  962  can be received by a portion of the baseplate  970  such as a pivot cup  964 , which will be further detailed below. In many embodiments, the pivot tip  962  is generally cylindrical but for a capped or tipped end that allows the hanger  902  to smoothly rotate and/or pivot within the pivot cup  964 . The pivot tip  962  can be integrally formed with the hanger  902 , thereby forming a continuous hanger structure. 
     As illustrated in  FIG.  21    The hanger  902  comprises a king pin aperture  978  that receives a king pin  975  or other attachment mechanism to allow the hanger  902  to be coupled to one or more other components of the truck  900 , such as a baseplate  970 . The king pin aperture  978  can be a through aperture extending through a portion of the hanger body. In many embodiments, the king pin aperture  978  is located substantially in the center of the hanger  902 , proximate the pivot body  960 . In many embodiments, the king pin aperture  978  is located between the pivot body  960  and the front of the hanger  902 . The connection between the hanger  902  and the baseplate  970  via the king pin aperture  978  is further detailed below. 
     In some embodiments, the hanger  902  can comprise one or more weight saving features. The weight saving features can be provided in the form of a notch, an indentation, a gap, a void, or a bore, etc. The weight saving features are zones or portions of the hanger  902  that are devoid of material. The weight saving features can be provided within any portion of the hanger  902 , such as the first end  904 , the second end  906 , the pivot body  960 , the pivot tip  962 , substantially proximate the front of the hanger  902 , or substantially proximate the rear of the hanger  902 . In many embodiments, the weight saving features are provided within the pivot body  960 , as the pivot body  960  is generally the most substantial portion of the hanger mass. 
     The hanger  902  can be constructed from any material used to construct a conventional skateboard truck. The hanger  902  can be constructed from any one or combination of the following: 8620 alloy steel, S25C steel, carbon steel, maraging steel, 17-4 stainless steel, 1380 stainless steel, 303 stainless steel, stainless steel alloy, brushed steel, tungsten, magnesium, magnesium alloy, titanium, titanium alloy, Ti-6-4, aluminum, aluminum alloy, aluminum 2024, aluminum 3003, aluminum 5052, aluminum 6061, aluminum 7075, ADC-12, aluminum A356, magnesium AZ61A, magnesium AZ80A, magnesium AZ31B, carbon fiber reinforced plastic composite, glass filled plastic composite, nylon, polyether ether ketone, polyetherimide, polyphenylene sulfide or any material suitable for creating a hanger or skateboard truck. In many embodiments, the hanger  902  can be constructed of aluminum 6061, aluminum A356, or magnesium AZ61A. The material of the hanger  902  can vary based upon the intended use and/or desired weight of the hanger  902 . 
     The weight saving features can occupy between approximately 1% to approximately 20% of the volume of the hanger  902 . In many embodiments, the weight saving features can occupy between approximately 1% to approximately 5%, approximately 5% to approximately 10%, approximately 10% to approximately 15%, or approximately 15% to approximately 20% of the volume of the hanger  902 . In alternative embodiments, the weight saving features can occupy between approximately 1%, approximately 2%, approximately 3%, approximately 4%, approximately 5%, approximately 6%, approximately 7%, approximately 8%, approximately 9%, approximately 10%, approximately 11%, approximately 12%, approximately 13%, approximately 14%, approximately 15%, approximately 16%, approximately 17%, approximately 18%, approximately 19%, or approximately 20% of the hanger volume. The one or more weight saving features allows the mass of the hanger  902  to be kept to a minimum while maintaining structural integrity. 
     The truck  900  further comprises a baseplate  970  configured to receive the hanger  902  and couple the truck  900  to the underside of a skateboard deck. The baseplate  970  can be mechanically attached to the underside of the skateboard deck by any fastening means such as screws, bolts, adhesives, snap fits, or some combination thereof. In many embodiments, as illustrated in  FIG.  23   , the baseplate  970  comprises a plurality of apertures  974  extending through the body of the baseplate  970  and configured to receive a mechanical fastener such as a bolt or screw. In many embodiments, each of the plurality of apertures  974  are proximal to the outer periphery or outer perimeter edge of the baseplate  970 . Further, in some embodiments, the apertures  974  can be threaded to receive a corresponding threaded fastener. In some embodiments, the baseplate  970  can have two apertures, three apertures, four apertures, five apertures, six apertures, or seven apertures. In many embodiments, the base plate can comprise at least four apertures  974  to provide sufficient structural rigidity to affix the baseplate  970  to the deck of the skateboard. 
     The baseplate  970  can be constructed from any material used to construct a conventional skateboard truck. The baseplate  970  can be constructed from any one or combination of the following: 8620 alloy steel, S25C steel, carbon steel, maraging steel, 17-4 stainless steel, 1380 stainless steel, 303 stainless steel, stainless steel alloy, brushed steel, tungsten, magnesium, magnesium alloy, titanium, titanium alloy, Ti-6-4, aluminum, aluminum alloy, aluminum 2024, aluminum 3003, aluminum 5052, aluminum 6061, aluminum 7075, ADC-12, aluminum A356, magnesium AZ61A, magnesium AZ80A, magnesium AZ31B, carbon fiber reinforced plastic composite, glass filled plastic composite, nylon, polyether ether ketone, polyetherimide, polyphenylene sulfide or any material suitable for creating a baseplate or skateboard truck. In many embodiments, the baseplate  970  can be constructed of aluminum 6061, aluminum A356, or magnesium AZ61A. The material of the baseplate  970  can vary based upon the intended use and/or desired weight of the baseplate  970 . 
     The baseplate  970  further comprises a saddle  972  and a pivot cup  964  extending in a direction opposite the skateboard deck. The saddle  972  forms a base for the pivot body  960  of the hanger  902  to sit and pivot upon. In many embodiments, the surface of the saddle  972  is substantially flat. This allows the rounded surface and/or rounded edges of the hanger  902  the ability to pivot about the surface of the saddle  972 . The saddle  972  can be located near the front of the baseplate  970  and can orient the hanger  902  in such a way that the front of the hanger  902  is proximate the front of the baseplate  970  when fully assembled. In many embodiments, the saddle  972  extends away from the skateboard deck at an angle so that the hanger  902  is oriented at an angle with respect to the deck of the skateboard. By angling the hanger  902  in such a way, the pivoting action of the hanger  902  upon the saddle  972  causes the wheels to turn either left or right. In this way, the rider can control the direction of the skateboard during use by shifting his or her weight to the left or to the right. 
     The saddle  972  further comprises a king pin receiving port  976 . The king pin receiving port  976  can take the form an aperture extending through the saddle  972 . The king pin receiving port  976  is configured to receive a king pin  975  that couples the baseplate  970  to the hanger  902 . In many embodiments, the king pin receiving port  976  may or may not be threaded. The geometrical characteristics of the king pin receiving port  976  (i.e. thread type, thread count, pitch, etc.) can vary based upon the type and geometry of the king pin  975 . 
     The pivot cup  964  is formed rearward of the saddle  972  and is configured to receive the pivot tip  962  of the hanger  902 . The pivot cup  964  forms a cup-like structure including one or more inner walls forming a cavity. The pivot cup  964  is shaped to receive the pivot tip  962  and house the pivot tip  962  within the cavity. When assembled, the pivot cup  964  helps to center the hanger  902  on the baseplate  970  by retaining the pivot tip  962  within the pivot cup  964 . In many embodiments, the inner walls of the pivot cup  964  can form a generally cylindrical shape that corresponds to the generally cylindrical shape of the pivot tip  962 . In this way, the pivot tip  962  can be retained within the pivot cup  964 , while still being allowed to rotate within the pivot cup  964  as the hanger  902  pivots. 
       FIG.  24    illustrates the configuration in which the hanger  902  and the baseplate  970  are coupled. The hanger  902  sits upon the baseplate  970  and is coupled thereto by a king pin  975 . The hanger  902  sits upon the angled saddle  972 , orienting the hanger  902  at an angle with respect to the skateboard deck. The pivot body  960  of the hanger  902  rests upon the surface of the saddle  972  in a way that allows the hanger  902  to pivot about the saddle  972 . Further, the pivot tip  962  of hanger  902  is inserted into the pivot cup  964  of the baseplate  970  to center the hanger  902  with respect to the baseplate  970 . 
     The king pin receiving port  976  of the saddle  972  is aligned with the king pin aperture  978  of the hanger  902  and each are configured to receive a king pin  975 . In many embodiments, the king pin  975  is a threaded, elongate screw. The king pin  975  extends through each of the king pin receiving port  976  and the king pin aperture  978  to couple the hanger  902  and the base. In many embodiments, a threaded bolt  980  can be attached to a threaded end of the king pin  975  to lock the king pin  975  in place and secure the connection between the baseplate  970  and the hanger  902 . 
     As described above, the multi-wheel truck  900  comprises one or more level arms  910  that serve to connect a plurality of wheels in a wheel set and rotate to provide a lifting effect over obstacles and discontinuous surfaces. In many embodiments, the one or more level arms  910  are constructed of a metallic material, a non-metallic material, or some combination thereof. In many embodiments the one or more level arms  910  can be constructed of any one or combination of the following: 8620 alloy steel, S25C steel, carbon steel, maraging steel, 17-4 stainless steel, 1380 stainless steel, 303 stainless steel, stainless steel alloy, brushed steel, tungsten, magnesium, magnesium alloy, titanium, titanium alloy, Ti-6-4, aluminum, aluminum alloy, aluminum 2024, aluminum 3003, aluminum 5052, aluminum 6061, aluminum 7075, ADC-12, aluminum A356, magnesium AZ61A, magnesium AZ80A, magnesium AZ31B, carbon fiber reinforced plastic composite, glass filled plastic composite, nylon, polyether ether ketone (PEEK), polyetherimide, polyphenylene sulfide or any material suitable for creating components of a skateboard truck. In many embodiments, the one or more level arms  910  can be constructed of aluminum 6061, aluminum A356, or magnesium AZ61A. In other embodiments, the one or more level arms  910  can be constructed of nylon or carbon fiber reinforced nylon. In some embodiments, the one or more level arms  910  can comprise a multi-part construction combining a portion formed of a carbon fiber reinforced plastic and a plastic without carbon fiber reinforcement. 
     As illustrated in an alternative embodiment of  FIG.  25   , the one or more level arms  710  can comprise a multi-part construction comprising a skeletal portion  718  and a casing portion  719 . The skeletal portion  718  can be an internal portion of the level arm  710  and can comprise the main structural elements of the level arm, including forming the front, middle, and rear apertures of the level arm  710 . In this way, the skeletal portion  718  is the only portion of the level arm that directly receives and contacts the plurality of axles of the wheel set. The skeletal portion  718  can be formed of a high strength material to provide support and durability to the level arm  710 . In many embodiments, the skeletal portion  718  can be constructed of a hard plastic such as a carbon fiber reinforced plastic composite material or a glass filled plastic composite material, a metallic material, or any other material possessing sufficient strength to provide support and durability to the level arm  710 . 
     The casing portion  719  surrounds and encases at least a portion of the skeletal portion  718 . In many embodiments, the casing portion  719  is constructed of a “softer material” comprising a higher elongation than the skeletal portion  718 . In many embodiments, the casing portion  719  is constructed of an injection molded plastic, an unfilled plastic (i.e. a plastic devoid of carbon fiber or glass reinforcement), nylon, polypropylene, polyethylene, or any other plastic or other material with the desired elongation. The casing portion  719  can provide protection against failure of the level arm  710 . For example, if the skeletal portion  718 , which is rigid due to its high strength, was to become damaged and crack or fail completely, the high elasticity of the casing portion  719  would allow the surrounding casing portion  719  to elongate rather than break. This configuration protects against catastrophic failure of the level arm  710 . 
     The casing portion  719  can also be configured to comprise a spring mechanism integrally formed within. Due to the ability to injection mold the casing portion  719 , the casing portion  719  can be designed to comprise a spring geometry substantially similar to the geometry of spring inserts  940 ,  740 , and  840 . Including an integrally formed spring mechanism within the level arm  710  itself eliminates the need for a separately formed spring insert. 
     As discussed above, the multi-wheel truck  900  comprises a plurality of wheels including at least one central wheel  920  and one or more auxiliary wheels. Each wheel may be characterized by a diameter (wheel diameter), a width (wheel width), a durometer (wheel durometer), and a material (wheel material). In many embodiments, the characteristics (diameter, width, durometer, and/or material) of the central wheel  920  can differ from those of one or more of the auxiliary wheels. In other embodiments, the characteristics of the central wheel  920  can be substantially similar to those of one or more of the auxiliary wheels. 
     In many embodiments, the diameter of one or more wheels, as illustrated in  FIG.  13   , ranges approximately between 1.5 inches and 4.0 inches. In some embodiments, the diameter of one or more wheels can range between 1.5 inches and 2.0 inches, between 2.0 inches and 2.5 inches, between 2.5 inches and 3.0 inches, between 3.0 inches and 3.5 inches, or between 3.5 inches and 4.0 inches. In some embodiments, the diameter of one or more wheels can range between 1.5 inches and 1.75 inches, between 1.75 inches and 2.0 inches, between 2.0 inches and 2.25 inches, between 2.25 inches and 2.5 inches, between 2.5 inches and 2.75 inches, between 2.75 inches and 3.0 inches, between 3.0 inches and 3.25 inches, between 3.25 inches and 3.5 inches, between 3.5 inches and 3.75 inches, or between 4.0 inches. 
     One or more wheels can have a substantially similar diameter with respect to another wheel, two or more wheels, three or more wheels, four or more wheels, or five or more wheels. In many embodiments the at least one central wheel  920  can have a substantially similar diameter D 1  with respect to one or more auxiliary wheels. In some embodiments, one or more auxiliary wheels can have a substantially similar diameter D 2  with respect to one or more other auxiliary wheels. For example, the leading wheel  922  of a particular wheel set can comprise a substantially similar diameter to the trailing wheel  924  of the same wheel set. In other embodiments, one or more auxiliary wheels can have a substantially different diameter D 2  with respect to one or more other auxiliary wheels. For example, the leading wheel  922  of a particular wheel set can comprise a substantially greater or substantially lesser diameter than the trailing wheel  924  of the same wheel set. 
     In alternative embodiments, one or more wheels can have a substantially different diameter with respect to another wheel, two or more wheels, three or more wheels, four or more wheels, or five or more wheels. In many embodiments the at least one central wheel  920  can have a substantially different diameter with respect to one or more auxiliary wheels. In some embodiments, the diameter D 1  of at least one central wheel  920  can be less than the diameter D 2  of at least one auxiliary wheel. In some embodiments, the diameter D 1  of at least one central wheel  920  can be greater than the diameter D 2  of at least one auxiliary wheel. In some embodiments, one or more auxiliary wheels can have a substantially different diameter with respect to one or more other auxiliary wheels. For example, the leading wheel  922  of a particular wheel set can comprise a substantially greater or substantially lesser diameter than the trailing wheel  924  of the same wheel set. 
     The diameter of the one or more wheels is significant in allowing the truck  900  to smoothly traverse obstacles and discontinuous surfaces. The wheels are sized with sufficiently large diameters such that when a given wheel encounters an obstacle, the point along the wheel that contacts the obstacle occurs low enough on the wheel to reduce the force of impact between the wheel and the obstacle. As discussed above, the diameter of the one or more wheels also impacts the attack angle α. Reducing or increasing the diameter of the leading and/or central wheel  920  alters the position of reference point R 1  and/or reference point R 2  in relation to one another. Altering the location of the reference points may change the orientation of reference line A and effect the attack angle α formed between reference line A and reference line B. 
     For example, in some embodiments, each of the wheels can be provided with substantially small diameters to provide a substantially steep attack angle α (i.e. an attack angle substantially greater than 45 degrees). In other embodiments, each of the wheels can be provided with a substantially large diameter to provide a substantially shallow angle of attack a (i.e. an attack angle substantially greater than 45 degrees). In some embodiments, each of the wheels can be provided with a different diameter in order to optimize the attack angle α. In some embodiments the leading wheel  922  can comprise the greatest diameter, the central wheel  920  can comprise a diameter D 1  less than the diameter of the leading wheel  922 , and the trailing wheel  924  can comprise a diameter less than both the leading wheel  922  and the central wheel  920 . Such an embodiment with a large leading wheel  922  diameter can provide an extra advantage in traversing obstacles. The leading wheel  922  is generally the first wheel to encounter such obstacles, and providing a large leading wheel  922  diameter minimizes the impact between the obstacle and the leading wheel  922 . As discussed above, the diameter of each respective wheel can be balanced with the width and spacing of each wheel to optimize the attack angle α. 
     In many embodiments, the wheel width for one or more wheels can range between approximately 0.1 inches and 2.5 inches. In some embodiments, the width of one or more wheels can be between approximately 0.1 and 0.5 inches, between 0.5 and 1.0 inches, between 1.0 and 1.5 inches, between 1.5 and 2.0 inches, or between 2.0 and 2.5 inches. In some embodiments, the wheel for one or more wheels can be between approximately 0.1 and 0.25 inches, between 0.25 and 0.5 inches, between 0.5 and 0.75 inches, between 0.75 and 1.0 inches, between 1.0 and 1.25 inches, between 1.25 and 1.5 inches, between 1.5 and 1.75 inches, between 1.75 and 2.0 inches, between 2.0 and 2.25 inches, or between 2.25 and 2.5 inches. 
     In many embodiments, the width W 2  of each auxiliary wheel is substantially the same as the width of the other auxiliary wheels. For example, the trailing wheel  924  and leading wheel  922  in a given wheel set generally comprise the same width W 2 . In many embodiments, the width W 2  of the auxiliary wheels is approximately 0.5 inches. In many embodiments, the width W 2  of one or more of the auxiliary wheels can range between approximately 0.1 and 1.5 inches. In some embodiments, the width W 2  of one or more auxiliary wheels can range between approximately 0.1 and 0.3 inches, between 0.3 and 0.5 inches, between 0.5 and 0.7 inches, between 0.7 and 0.9 inches, between 0.9 and 1.1 inches, between 1.1 and 1.3 inches, and between 1.3 and 1.5 inches. 
     In many embodiments, the width W 1  of the central wheel  920  is greater than the width W 2  of the auxiliary wheels. In many embodiments, the width W 1  of the central wheel  920  is approximately 1.7 inches. In many embodiments, the width W 1  of the central wheel  920  can range between approximately 1.0 and 2.5 inches. In some embodiments, the width W 1  of the central wheel  920  can be between 1.0 and 1.25 inches, between 1.25 and 1.5 inches, between 1.5 and 1.75 inches, between 1.75 and 2.0 inches, between 2.0 and 2.25 inches, or between 2.25 and 2.5 inches. The central wheel  920 , which generally bears the majority of the load when the skateboard is rolling along a smooth rolling surface, is provided with a greater width W 1  to provide increased stability to the truck  900  as well as to increase the durability of the central wheel  920 . 
     The respective widths of the wheels, particularly the widths of the central and leading wheels  922 , impact the attack angle α. Reducing or increasing the width of the leading and/or central wheel  920  alters the position of reference point R 1  and/or reference point R 2  in relation to one another. Altering the location of the reference points may change the orientation of reference line A and affect the attack angle α formed between reference line A and reference line B. 
     In many embodiments, the wheel durometer for each wheel can be determined by the intended use of the wheel and desired gripping ability with the ground surface. For example, if the user requires wheels that provides enough grip to maneuver over uneven or continuous surfaces, sidewalk contraction joints, cracks, pebbles, rocks, etc., then the durometer of one or more wheels measured on a Shore A durometer scale can range between approximately 78 A-98 A. In other embodiments, the durometer of one or more wheels can be between approximately 78 A-80 A, 80 A-82 A, 82 A-84 A, 84 A-86 A, 86 A-88 A, 88 A-90 A, 90 A-92 A, 92 A-94 A, 94 A-96 A, or 96 A-98 A. In some embodiments, the wheel durometer value can be 78 A, 79 A, 80 A, 81 A, 82 A, 83 A, 84 A, 85 A, 86 A, 87 A, 88 A, 89 A, 90 A, 91 A, 92 A, 93 A, 94 A, 95 A, 96 A, 97 A, or 98 A. To achieve a desired wheel durometer, the plurality of wheels can be comprised of various plastic or plastic polyurethane materials of differing hardness values. 
     In many embodiments, one or more wheels can be constructed of a material selected from the group comprising: Thermoplastic resins, thermoplastic polyurethane, thermosetting resins, aromatic diisocyanates, toluene diisocyanate (TDI), methylenediphenyl diisocyanate (MDI), nylon, polypropylene, polyethylene, or any material suitable for creating a skateboard wheel. In some embodiments, the material of the central wheel  920  is the same as the material of the plurality of auxiliary wheels  922 ,  924 . In other embodiments, the central wheel  920  can be constructed of a first material selected from the above group while the plurality of auxiliary wheels  922 ,  924  are constructed of a second material selected from the above group. In many embodiments, the central wheel  920  is constructed of a thermosetting plastic such as MDI and the plurality of auxiliary wheels  922 ,  924  are constructed of TPU. 
     More information regarding multi-wheel skateboard trucks can be found in pending U.S. Patent Publication No. 2021-0402283, filed Jun. 29, 2021. 
     VI. Electric Truck 
     The skateboard decks described herein can be coupled with any form of an electronic motorized wheel, electric motors, or any assembly that would form an electronically powered skateboard assembly. In some embodiments, the skateboard can have a remote that controls the motor and thus dictates the speed at which the board travels. The electronically powered skateboard assembly can further comprise a battery pack to power the motors. 
     In some embodiments (not shown), the multi-wheel truck  900  described herein can be configured to be applied to an electric skateboard. In many embodiments, the multi-wheel truck  900  can be configured to receive one or more belts connected to an electric motor. In such embodiments, the belt can connect the electric motor to ‘the central axle  908 , wherein the motor is configured to drive the central axle  908  via the one or more belts. The electric motor can deliver power to the axle by driving the belt, which in turn spins the axle. In such embodiments, the central wheel  920  of each wheel set can be fixedly attached to the central axle  908  rather than rotatably attached. This way, the central wheels  920  can spin when powered by the electric motor and propel the skateboard forward. 
     In other embodiments (not shown), the multi-wheel truck  900  can comprise one or more wheels configured to receive a hub motor. Each hub motor can be caged inside each of the central wheels  920  and can couple to the central axle  908 . In such embodiments, the hub motor can rotate about the central axle  908 , providing power to the central wheel  920  and causing the central wheel  920  to spin. The spinning of the central wheel  920  by the hub motor propels the skateboard forward. 
     In some embodiments, the multi-wheel truck  900  can be configured to receive one or more sensors in one of the wheels, one or more of the axles, the hanger  902 , or the pivot saddle  972 . The sensors can be in communication with the motor and transmit a signal that controls the speed of the motor when the user steps on to the board or shifts weight. In this way, the user can control the speed of the skateboard by leaning forward or backwards on the deck of the skateboard. 
     VII. Decal 
     In many embodiments, one or more stiffening layers can comprise a graphic or decal to enhance the aesthetic appearance of the multi-material skateboard deck  100 . In particular, it is desirable for any stiffening layers that form a visible surface of the multi-material skateboard deck  100  (i.e. the riding surface  114  or the underside surface  116 ) to comprise a graphic or decal  160 . In many embodiments one or more stiffening layers forming a visible surface of the multi-material skateboard deck  100  which can comprise a decal  160  encased within the resin matrix. Encasing the decal  160  within the resin matrix allows the decal to be visible, as if printed on or adhered to the surface of the laminate, as well as protects the decal from scratching, peeling, or otherwise becoming damaged. 
     In many embodiments, the decal  160  can be a vinyl decal. The decal  160  can comprise any shape or size suitable to fit within the stiffening layer. In many embodiments, particularly in embodiments comprising a relatively large decal, the decal  160  can comprise a plurality of perforations that allow resin to easily flow through the decal  160 . The plurality of perforations can keep the decal  160  from folding or creasing as the resin is applied to the stiffening layer. 
     Because the top layer  120  and the bottom layer  130  form the visible surfaces including the riding surface  114  and the underside surface  116  of the multi-material skateboard deck  100 , it may be desirable to provide graphics on the top outer surface  142  and/or the bottom outer surface  152 . In many embodiments, as illustrated in  FIG.  2 A , the top layer  120  and/or the bottom layer  130  comprises a decal  160  or graphic encased within the resin matrix of the carbon fiber reinforced polymer making up the layer. 
     VIII. Method of Manufacturing the Multi-Material Skateboard Deck 
     In many embodiments, the multi-material skateboard deck is formed through a lamination and pressing process.  FIG.  6    illustrates a process flow diagram describing one embodiment of a method of manufacturing a multi-material skateboard deck with a top and bottom layer comprising a fiber-reinforced composite material, a plurality of internal layers made of a resilient material, and a decal encased within the resin matrix. In many embodiments, lamination is accomplished through a process wherein a plurality of dry (un-impregnated) fiber weaves and resilient layers are impregnated with resin, pressed, and molded. Referring to block  1  and illustrated in  FIG.  7   , a decal is aligned with a fiber weave that, after impregnation and lamination, forms the bottom layer of the skateboard deck. In many embodiments, the decal is a vinyl decal. The decal can be aligned at a specific position on the fiber weave and can further be aligned in a specific orientation in relation to the directionality of the fibers. In many embodiments, the decal can be aligned with the bottom layer fiber weave by the use of a stencil  162 . The stencil  162  can properly orient the decal in relation to the bottom layer fiber weave. 
     Referring to block  2 , the bottom layer fiber weave can be impregnated with resin. The resin applied to the fiber weave can be one of the resins described above. The resin can be applied to both the outer surface and the inner surface of the bottom layer fiber weave. The resin can soak through the entire fiber weave, impregnating the fibers and encasing the decal within the resin matrix. Encasing both the fibers and the decal within the resin matrix allows the decal to be protected within the bottom layer when fully laminated. 
     Referring to block  3 , each internal layer (i.e. the first internal layer, second internal layer, third internal layer, and fourth internal layer) is coated with resin and layered on the bottom layer fiber weave one by one. For example, before allowing the resin of the bottom layer to dry, the fourth internal layer can be layered on top of the bottom layer and coated with resin. Similarly, the third internal layer can be layered on top of the fourth internal layer and coated with resin. This process is repeated for each of the internal layers. Each internal layer can be bonded together by the resin, and the bottom-most internal layer (i.e. the fourth internal layer) can be bonded to the inner surface of the bottom layer. 
     Referring to block  4 , a top layer fiber weave is layered on top of the top-most internal layer (i.e. the first internal layer). The top layer fiber weave is the fiber weave that will, after impregnation and lamination, form the top layer of the skateboard deck. Resin is applied to the top layer fiber weave in a similar manner as the bottom layer fiber weave. In some embodiments, a decal can be optionally adhered to the top layer fiber weave. The decal can be applied to the outer surface of the top layer fiber weave and resin can be applied to the outer surface and the inner surface of the top layer fiber weave to impregnate the fibers of the top prepreg sheet and encase the decal within the resin matrix. 
     Impregnation of the various fiber weaves and internal layers creates a wet lay-up, comprising an uncured version of the multi-material skateboard deck. Referring to block  5 , the wet lay-up is molded and cured to form a laminate of the multi-material skateboard deck. The lamination of the wet lay-up is achieved by use of a hydraulic press. The wet layup can be placed in a mold that is in turned placed within the hydraulic press for molding. The hydraulic press applies a force of 40 tons or less to the deck to shape and compress the deck layers. In some embodiments, the hydraulic press applies a force between 20 and 25 tons, 25 and 30 tons, 30 and 35 tons, or 35 and 40 tons. When applied to the uncut deck layup, the pressure exerted on the deck is between 90 and 200 psi. In some embodiments, the pressure is between 90 and 100 psi, 100 and 110 psi, 110 and 120 psi, 120 and 130 psi, 130 and 140 psi, 140 and 150 psi, 150 and 160 psi, 160 and 170 psi, 170 and 180 psi, 180 and 190 psi, or 190 and 200 psi. 
     The mold can be any shape suitable of molding the layup to create the desired shape including but not limited to the shapes described above. In many embodiments, the wet lay-up is placed within the mold and hot pressed. The high temperatures that the press can produce will decrease the viscosity of the resin applied to the deck. This decrease in viscosity, along with the high pressure applied by the press, aids in removing excess resin from the interlaminar layers and composite layers. A reduction in the amount of resin used to manufacture a composite material improves the mechanical properties and performance of the deck. In many embodiments, the layup is heated to a temperature that will cure every known thermoset of the resin for a predetermined amount of time. While heating, pressure is simultaneously applied to the wet lay-up by the hydraulic press via the mold. The combination of heat and pressure molds and cures the wet lay-up into a laminate comprising the desired shape of the skateboard deck. 
     In some embodiments, the wet lay-up is heated to a temperature at or above 150° F. In some embodiments, the wet lay-up is heated to a temperature at or above 155° F., 160° F., 165° F., 170° F., 175° F., 180° F., 185° F., 190° F., 195° F., 200° F., 205° F., or 210° F. The wet lay-up is heated to the necessary temperature for a predetermined amount of time to fully cure the specific type of resin being used. In many embodiments, the wet lay-up is heated to the appropriate curing temperature for between 15 minutes and 60 minutes. In many embodiments, the wet lay-up is heated to the appropriate curing temperature for between 15 minutes and 35 minutes, between 20 minutes and 40 minutes, between 25 minutes and 45 minutes, between 30 minutes and 50 minutes, between 35 minutes and 55 minutes, or between 40 minutes and 60 minutes. In some embodiments, the wet lay-up can be heated above the glass transition temperature for approximately 15 minutes, 20 minutes, 25 minutes, 30 minutes, 35 minutes, 40 minutes, 45 minutes, 50 minutes, 55 minutes, or 60 minutes. Utilizing heat allows for the use of a higher performance resin to adhere the deck layers. The heat, coupled with the force of the hydraulic press, reduces the viscosity of the resin, which allows for improved fiber impregnation with the higher performance resin. The hot press process also removes excess resin from between deck layers by lowering the resin viscosity, which results in a higher performance deck. Removing up to 30% of the excess resin provides a structure that is mostly dependent on the deck layers instead of the adhesive epoxy. In some embodiments, rather than being hot pressed, the wet lay-up can be cold pressed. In such embodiments, high pressure can be applied to the wet lay-up without heating the wet lay-up. The molding process forms the wet lay-up into a pressed and cured laminate prepared to be cut to form the final desired profile of the skateboard deck. 
     After lamination, referring to block  6 , the laminate is cut to form the desired final shape of the skateboard deck. The cutting of the board can be achieved through a subtractive manufacturing process, such as CNC machining. The uncut laminate can be machined to remove excess material such that only the final profile of skateboard deck profile remains. In many embodiments, the laminate may comprise one or more alignment features  168  in the top and/or bottom layer to allow for precise alignment of the laminate in the CNC machine. The one or more alignment features  168  can be formed during the molding process as indentations into the outer surface of the top layer and/or bottom layer. After molding, alignment holes can be drilled into the laminate at the location of each alignment feature  168 . Prior to the machining process, the alignment holes can be configured to mate with one or more corresponding features of the CNC machine, holding the skateboard deck in the precise location necessary to produce the desired cut. By using the mold to create the alignment holes, the laminate can be consistently and repeatably positioned within the CNC machine, simplifying the manufacturing process and producing a skateboard deck repeatably cut to the proper dimensions. 
     Following cutting the deck to the proper size and shape, a protective two-component acrylic coat is sprayed onto the exterior deck surface and left to cure at room temperature for 24 hours. This acrylic coating provides protection against ultraviolet (UV) radiation, moisture, and minor scratches. UV radiation can degrade the epoxy, resulting in a decrease in the deck mechanical properties and changing the epoxy aesthetics to a less visually appealing yellow color. Preventing moisture from being introduced to the maple veneers will extend the overall life of the deck by preserving the original wood properties. 
     IX. Example I 
     An exemplary skateboard deck coupon, measuring 10 inches by 1 inch was compared to a similar control skateboard deck coupon in a 3-point bend test. Both the exemplary coupon and the control coupon were a sample section of a skateboard deck. The exemplary coupon comprised a multi-material skateboard deck coupon made of 6 layers. The exemplary coupon had the same layering as the multi-material skateboard deck  100 . The top layer comprised a triaxial woven carbon fiber reinforced polymer. The first internal layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The second internal layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The third internal layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The fourth internal layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The bottom layer comprised a triaxial woven carbon fiber reinforced polymer. The top layer and the bottom layer act as stiffening layers and have a density less than the first, second, third, and fourth internal layers. 
     The control coupon comprised seven layers wherein all seven layers were made from maple wood. The first layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The second layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The third layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The fourth layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The fifth layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The sixth layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The seventh layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. 
     The exemplary coupon had a weight of 40.5 grams and yielded at a force of 163.7 lbf. The control coupon had a weight of 51.5 grams and yielded at a force of 202 lbf. These results showed that the exemplary coupon had a strength-to-weight ratio of 4.0 lbf/g and the control coupon had a strength-to-weight ratio of 3.9 lbf/g. The better strength-to-weight ratio of the exemplary coupon allows for the entire skateboard deck made from the same layup as the exemplary coupon to retain strength while decreasing the weight. The coupon weights are a good measure of the overall weight savings for the different skateboard deck layups. When comparing this exemplary coupon to the industry standard coupon, a weight savings of approximately 22% could be expected using the same layup as the exemplary coupon. 
     X. Example II 
     An exemplary skateboard deck coupon, measuring 10 inches by 1 inch was compared to a similar control skateboard deck coupon in a 3-point bend test. Both the exemplary coupon and the control coupon were a sample section of a skateboard deck. The exemplary coupon comprised a multi-material skateboard deck coupon made of 7 layers. The exemplary coupon had the same layering as the multi-material skateboard deck  200 . The top layer comprised a triaxial woven carbon fiber reinforced polymer. The first internal layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The second internal layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The third internal layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The fourth internal layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The fifth internal layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The bottom layer comprised a triaxial woven carbon fiber reinforced polymer. The top layer and the bottom layer act as stiffening layers and have a density less than the first, second, third, and fourth internal layers. 
     The control coupon comprised nine layers wherein all nine layers were made from maple wood. The first layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The second layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The third layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The fourth layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The fifth layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The sixth layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The seventh layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. 
     The exemplary coupon had a weight of 47.9 grams and yielded at a force of 230.7 lbf. The control coupon had a weight of 70 grams and yielded at a force of 248 lbf. These results showed that the exemplary coupon had a strength-to-weight ratio of 4.8 lbf/g and the control coupon had a strength-to-weight ratio of 3.5 lbf/g. The better strength-to-weight ratio of the exemplary coupon allows for the entire skateboard deck made from the same layup as the exemplary coupon to retain strength while decreasing the weight. The coupon weights are a good measure of the overall weight savings for the different skateboard deck layups. When comparing this exemplary coupon to the industry stiff coupon, weight savings of approximately 32% could be expected using the same layup as the exemplary coupon. 
     XI. Example III 
     An exemplary skateboard deck coupon, measuring 10 inches by 1 inch was compared to a similar control skateboard deck coupon in a 3-point bend test. Both the exemplary coupon and the control coupon were a sample section of a skateboard deck. The exemplary coupon comprised a multi-material skateboard deck coupon made of 5 layers. The exemplary coupon had the same layering as the multi-material skateboard deck  300 . The top layer comprised a triaxial woven carbon fiber reinforced polymer. The first internal layer comprised a unidirectional carbon fiber oriented in the longitudinal axis direction. The second internal layer comprised of an end grain balsa wood. The third internal layer comprised a unidirectional carbon fiber oriented in the longitudinal axis direction. The bottom layer comprised a triaxial woven carbon fiber reinforced polymer. The top layer and the bottom layer act as stiffening layers. 
     The control coupon comprised seven layers wherein all seven layers were made from maple wood. The first layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The second layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The third layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The fourth layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The fifth layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The sixth layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The seventh layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. 
     The exemplary coupon had a weight of 21.5 grams and yielded at a force of 147.5 lbf. The control coupon had a weight of 51.5 grams and yielded at a force of 202 lbf. These results showed that the exemplary coupon had a strength-to-weight ratio of 6.9 lbf/g and the control coupon had a strength-to-weight ratio of 3.9 lbf/g. The better strength-to-weight ratio of the exemplary coupon allows for the entire skateboard deck made from the same layup as the exemplary coupon to retain strength while decreasing the weight. The coupon weights are a good measure of the overall weight savings for the different skateboard deck layups. When comparing this exemplary coupon to the industry standard coupon, weight savings of approximately 59% could be expected using the same layup as the exemplary coupon. 
     XII. Example IV 
     An exemplary skateboard deck coupon, measuring 10 inches by 1 inch was compared to a similar control skateboard deck coupon in a 3-point bend test. Both the exemplary coupon and the control coupon were a sample section of used skateboard decks. These skateboard decks were heavily used for approximately 1-2 months to expose the decks to real-world wear before the coupons were cut from the decks. The exemplary coupon comprised a multi-material skateboard deck coupon made of 6 layers. The exemplary coupon had the same layering as the multi-material skateboard deck  100 . The top layer comprised a triaxial woven carbon fiber reinforced polymer. The first internal layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The second internal layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The third internal layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The fourth internal layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The bottom layer comprised a triaxial woven carbon fiber reinforced polymer. The top layer and the bottom layer act as stiffening layers and have a density less than the first, second, third, and fourth internal layers. 
     The control coupon comprised seven layers wherein all seven layers were made from maple wood. The first layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The second layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The third layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The fourth layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The fifth layer comprised maple wood wherein the grain was oriented in perpendicular to the longitudinal axis. The sixth layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. The seventh layer comprised maple wood wherein the grain was oriented in parallel to the longitudinal axis. 
     The exemplary coupon had a weight of 42.5 grams and yielded at a force of 186.4 lbf. The control coupon had a weight of 46.7 grams and yielded at a force of 142.5 lbf. These results showed that the exemplary coupon had a strength-to-weight ratio of 4.4 lbf/g and the control coupon had a strength-to-weight ratio of 3.1 lbf/g. The better strength-to-weight ratio of the exemplary coupon allows for the entire skateboard deck made from the same layup as the exemplary coupon to retain strength while decreasing the weight. The coupon weights are a good measure of the overall weight savings for the different skateboard deck layups. When comparing this exemplary coupon to the industry standard coupon, weight savings of approximately 9% could be expected using the same layup as the exemplary coupon. This test shows that when exposed to use, the exemplary skateboard deck retained a higher strength-to-weight ratio than a ridden industry standard board. 
     Clause 
     Clause 1. A skateboard deck comprising a plurality of resilient layers; wherein the plurality of resilient layers is no more than four layers; wherein the plurality of resilient layers comprises a first internal layer, a second internal layer, a third internal layer, and a fourth internal layer; a plurality of stiffening layers; wherein the plurality of stiffening layers comprises a first stiffening layer and a second stiffening layer; wherein: the first stiffening layer and second stiffening layer comprise a fiber-reinforced material; a top outer surface and a bottom outer surface; wherein the first stiffening layer forms the top outer surface and the second stiffening layer forms the bottom outer surface; and wherein the plurality of resilient layers and the plurality of stiffening layers are encased within a resin matrix. 
     Clause 2. The skateboard deck of clause 1, further comprising a strength-to-weight ratio greater than 4.0 lbf/g. 
     Clause 3. The skateboard deck of clause 1, wherein a decal can be encased within the resin matrix. 
     Clause 4. The skateboard deck of clause 1, wherein the first internal layer, second internal layer, the third internal layer, and the fourth internal layer comprise a wood-type material with a grain. 
     Clause 5. The skateboard deck of clause 4, wherein the first internal layer, the third internal layer, and the third internal layer comprise a grain that aligns with a longitudinal axis, and the second internal layer comprises a gran that aligns with the transverse axis. 
     Clause 6. The skateboard deck of clause 5, wherein each layer of the plurality of resilient layers are made from maple wood. 
     Clause 7. The skateboard deck of clause 1, further comprises a shape selected form a group consisting of: a long board shape, a radial shape, a progressive shape, a w-concave shape, a flat cave shape, a gas pedal shape, an asymmetric shape, a convex shape, a flat shape, a rocker shape, a camber shape, a drop down shape, a cruiser shape, a mini cruiser shape, and a bull dog cruiser shape. 
     Clause 8. The skateboard deck of clause 1, wherein the thickness of the resin matrix between each layer of the plurality resilient layers and the stiffening layers is less than 0.005 inches. 
     Clause 9. The skateboard deck of clause 3, wherein the decal has perforations to allow for the resin matrix to penetrate the decal. 
     Clause 10. A skateboard deck comprising a plurality of resilient layers; wherein the plurality of resilient layers is no more than four layers; wherein the plurality of resilient layers comprises a first internal layer, a second internal layer, a third internal layer, a fourth internal layer, and a fifth internal layer; a plurality of stiffening layers; wherein the plurality of stiffening layers comprises a first stiffening layer and a second stiffening layer; wherein the first stiffening layer and second stiffening layer comprise a fiber-reinforced material; a top outer surface and a bottom outer surface; wherein the first stiffening layer forms the top outer surface and the second stiffening layer forms the bottom outer surface; wherein the plurality of resilient layers and the plurality of stiffening layers are encased within a resin matrix. 
     Clause 11. The skateboard deck of clause 10, further comprising a strength-to-weight ratio greater than 4.0 lbf/g. 
     Clause 12. The skateboard deck of clause 10, wherein a decal can be encased within the resin matrix. 
     Clause 13. The skateboard deck of clause 10, wherein the first internal layer, second internal layer, the third internal layer, and the fourth internal layer comprise a wood-type material with a grain. 
     Clause 14. The skateboard deck of clause 13, wherein the first internal layer, the third internal layer, and the third internal layer comprise a grain that aligns with a longitudinal axis, and the second internal layer comprises a gran that aligns with the transverse axis. 
     Clause 15. The skateboard deck of clause 14, wherein each layer of the plurality of resilient layers are made from a maple wood. 
     Clause 16. The skateboard deck of clause 10, further comprises a shape selected form a group consisting of: a long board shape, a radial shape, a progressive shape, a w-concave shape, a flat cave shape, a gas pedal shape, an asymmetric shape, a convex shape, a flat shape, a rocker shape, a camber shape, a drop down shape, a cruiser shape, a mini cruiser shape, and a bull dog cruiser shape. 
     Clause 17. The skateboard deck of clause 10, wherein the thickness of the resin matrix between each layer of the plurality resilient layers and the stiffening layers is less than 0.005 inches. 
     Clause 18. The skateboard deck of clause 12, wherein the decal has perforations to allow for the resin matrix to penetrate the decal. 
     Clause 19. A method of manufacturing a skateboard deck comprising coating a first stiffening layer with resin; coating a first resilient layer with resin and placing it on top of the first stiffening layer; coating a second resilient layer with resin and placing it on top of the first resilient layer; coating a third resilient layer with resin and placing it on top of the second resilient layer; coating a fourth resilient layer with resin and placing it on top of the third resilient layer; coating a second stiffening layer with resin and placing it on top of the fourth resilient layer to form a laminated deck; placing the laminated deck into a mold; applying pressure and heat onto the deck with a press for a predetermined amount of time; 
     removing the deck from the mold to drill necessary holes; cutting the deck to the desired profile; and applying a polyurethane coating to the exterior surface of the deck 
     Clause 20. The method of manufacturing a skateboard deck in clause 19, wherein the press applies a force of up to 40 tons. 
     Clause 21. The method of manufacturing a skateboard deck in clause 19, wherein the pressure experienced by the press is dependent upon the size and shape of the board. 
     Clause 22. The method of manufacturing a skateboard deck in clause 19, wherein the heat aids in curing the resin. 
     Clause 23. The method of manufacturing a skateboard deck in clause 19, wherein the press operates at a temperature of up to 210° F. 
     Clause 24. The method of manufacturing a skateboard deck in clause 19, wherein the deck is cut using a CNC machining process. 
     Replacement of one or more claimed elements constitutes reconstruction and not repair. Additionally, benefits, other advantages, and solutions to problems have been described with regard to specific embodiments. The benefits, advantages, solutions to problems, and any element or elements that may cause any benefit, advantage, or solution to occur or become more pronounced, however, are not to be construed as critical, required, or essential features or elements of any or all of the claims. 
     Moreover, embodiments and limitations disclosed herein are not dedicated to the public under the doctrine of dedication if the embodiments and/or limitations: (1) are not expressly claimed in the claims; and (2) are or are potentially equivalents of express elements and/or limitations in the claims under the doctrine of equivalents.