UTILITY VEHICLE

Abstract

A utility vehicle (2) includes a plurality of ground-contacting members (4), a chassis (10), a drivetrain assembly, a front suspension assembly, and a rear suspension assembly. A cargo bed may be supported by the chassis at the rear of the vehicle. The vehicle also includes an operator's seat (38) and at least one passenger seat positioned within an operator's area. In one embodiment, the vehicle includes doors (200) to enclose the operator's area.

Description

UTILITY VEHICLE frPfrC ίη / ΖΖΠΖ / Ε / ΥΙΛΙ Field of Invention The present invention relates to a utility vehicle and, more particularly, to an all-terrain utility vehicle. Background of the Invention Generally, all-terrain vehicles (ATVs) and utility vehicles (UVs) are used to transport one or more passengers and a small amount of cargo across a variety of terrains. There is a growing recreational market interest in ATVs, especially ATVs and UVs, such as those used for trail riding, racing, and / or cargo towing. However, some UVs and / or ATVs are configured for utility and cargo towing needs and, therefore, cannot be configured for high speeds or racing. Alternatively, some UVs and / or ATVs are configured for sport and racing and, therefore, are set up for higher speeds but can only be configured for limited cargo towing. According to an illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members, a chassis supported by a plurality of ground-contacting members, and an operator's seat supported by the chassis and having a seat bottom. The utility vehicle further comprises an engine supported by the chassis and positioned behind a forward edge of the operator's seat, and a continuously variable transmission (CVT) supported by the chassis and positioned behind the forward edge of the operator's seat. The CVT operably couples the engine to at least one of the plurality of ground-contacting members. Additionally, the utility vehicle comprises a first air intake system having a first air inlet oriented in a first direction.The first air intake system supplies air to the engine, and the first air intake is located in front of the operator's seat. The utility vehicle also includes a second air intake system with a second air intake oriented in a different direction. This second air intake supplies air to the CVT, and the second air intake is also located in front of the operator's seat. The second air intake is angled away from the first. According to another illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members, a chassis supported by the ground-contacting members, and an operator area including at least one operator seat supported by the chassis. The operator seat includes a seat bottom. The utility vehicle further comprises a continuously variable transmission (CVT) supported by the chassis and an air intake assembly fluidly coupled to the engine and the CVT.The air intake assembly includes a unitary body with a first inlet, a first outlet, a first flow path extending between the first inlet and the first outlet, a second inlet, a second outlet, a second flow path extending between the second inlet and the second outlet, and a separator member positioned between the first flow path and the second flow path. According to an additional illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members, a chassis assembly supported by the ground-contacting members and including a lower chassis portion and an upper chassis portion coupled to the lower chassis portion to define an operator area, and an operator seat positioned within the operator area and supported by the chassis assembly. The operator seat includes a seat bottom, a seat back, and a headrest positioned above the seat back. The utility vehicle also comprises a first opening defined along a first side of the vehicle for entering and exiting the operator area and having a first longitudinal distance extending from a front end to a rear end of the first opening.Additionally, the utility vehicle comprises a first door positioned within the first opening and having a longitudinal distance approximately equal to the longitudinal distance of the first opening. The first door has an upper portion that extends along a portion of the upper chassis portion and adjacent to a portion of the seat back. According to yet another illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members and a chassis assembly supported by the ground-contacting members above a ground surface. The chassis assembly includes a lower chassis portion and an upper chassis portion coupled to the lower chassis portion to define an operator area. The lower chassis portion includes a chassis member. The utility vehicle also comprises an operator seat positioned within the operator area and supported by the chassis assembly adjacent to the chassis member. The operator seat includes a seat bottom and a seat back.Additionally, the utility vehicle comprises a first door having a front portion adjacent to a portion of the operator area in front of the seat bottom and having a first height relative to the chassis member, an intermediate portion adjacent to the seat bottom and having a second height relative to the chassis member, and a rear portion adjacent to the seat back and having a third height relative to the chassis member, the second height being less than the first and third heights relative to the chassis member. According to a further illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members and a chassis assembly supported by the ground-contacting members above a ground surface. The chassis assembly includes a lower chassis portion and an upper chassis portion coupled to the lower chassis portion to define an operator area. The lower chassis portion includes a chassis member in a vertical position. Additionally, the utility vehicle comprises an operator seat positioned within the operator area and supported by the chassis assembly in a position adjacent to the chassis member. The operator seat includes a seat bottom and a seat back.The utility vehicle also comprises a first door extending rearward from the upright chassis member, having an outer surface facing away from the operator area and an inner surface facing toward the operator area, and a hinge assembly operably coupled to the upright member and the first door. The hinge assembly is positioned adjacent to the inner surface of the door facing toward the operator area. According to another illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members, a chassis supported above a ground surface by the ground-contacting members, an operator area including at least one operator seat supported by the chassis, a powertrain assembly supported by the chassis and including an engine and a continuously variable transmission operably coupled to the engine, and an exhaust assembly fluidly coupled to the engine and comprising a muffler and an exhaust duct fluidly coupled to the muffler. The utility vehicle further comprises a cargo area having a loading surface and being rotatably coupled to the chassis at a pivot location situated above the muffler.The loading surface is rotatable between a first position when the loading surface is generally parallel to the ground surface and a second position when the loading surface is skewed in relation to the ground surface. According to a further illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members and a chassis supported above a ground surface by the ground-contacting members. The chassis includes a front portion, a mid-portion coupled to the front portion, and a rear portion coupled to the mid-portion, the rear portion including at least one chassis member. The utility vehicle also comprises an operator area including at least one operator seat supported by the chassis and a powertrain assembly supported by the chassis and including an engine and a continuously variable transmission operably coupled to the engine.Additionally, the utility vehicle comprises a cargo area having a loading surface that is rotatable between a first position when the loading surface is generally parallel to the ground surface and a second position when the loading surface is angled relative to the ground surface. The cargo area includes a support member positioned beneath the loading surface and configured to rotate relative to the chassis. The support member and at least one chassis member are configured to cooperate to provide a stop for the loading surface when the loading surface is in the second position. According to another illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members and a chassis supported above a ground surface by the ground-contacting members. The chassis includes a front portion, a mid-portion coupled to the front portion, and a rear portion coupled to the mid-portion, the rear portion including at least one chassis member. Additionally, the utility vehicle comprises an operator area including at least one operator seat supported by the chassis and a powertrain assembly supported by the chassis and including an engine and a continuously variable transmission operably coupled to the engine.The utility vehicle also comprises a cargo area having a cargo box configured to rotate between a first position when a bottom surface of the cargo box is generally parallel to the ground surface and a second position when the bottom surface is angled relative to the ground surface. Additionally, the utility vehicle comprises a stopping member positioned within a defined opening between the bottom surface of the cargo bed and a vehicle envelope that includes the rear portion of the chassis, and this opening is defined when the cargo box is in the first position. According to a further illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members, a chassis supported by the plurality of ground-contacting members, a powertrain assembly including an engine and a continuously variable transmission supported by the chassis, and an operator area supported by the chassis and having at least one operator seat including a seat bottom and a seat back configured to support an operator. Additionally, the utility vehicle comprises at least one display unit positioned within the operator area indicating dynamic vehicle parameters to the operator, and a steering assembly operably coupled to the plurality of ground-contacting members and including a steering column and a steering wheel extending within the operator area.The steering wheel is movable at least vertically between at least a first position and a second position, and at least the display unit is configured to move with the steering wheel. According to another illustrative embodiment of the present description, a utility vehicle comprises a plurality of members making contact with the ground, a chassis supported by the plurality of members making contact with the ground, a powertrain assembly including an engine and a continuously variable transmission supported by the chassis, and an operator area supported by the chassis and having at least one operator seat including a seat bottom and a seat back configured to support an operator.Additionally, the utility vehicle comprises an instrument panel assembly positioned within the operator area and forward of the operator's seat bottom, at least one display unit supported by the instrument panel assembly, and a steering wheel assembly operably coupled to the plurality of members making contact with the ground, including a steering column and a steering wheel extending within the operator area. The steering wheel is movable at least vertically between at least a first position and a second position, and at least the display unit is in a first position when the steering wheel is in the first position, and at least the display unit is in a second position when the steering wheel is in the second position. According to another illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members, a chassis supported by the plurality of ground-contacting members, a powertrain assembly including an engine and a continuously variable transmission supported by the chassis, and an operator area supported by the chassis and having at least one operator seat including a seat bottom and a seat back configured to support an operator. Additionally, the utility vehicle comprises an instrument panel assembly located within the operator area and forward of the operator seat bottom. The instrument panel includes a stationary portion and a movable portion, the movable portion being configured to move between at least a first position and a second position.Additionally, the utility vehicle comprises a first display unit supported by the stationary portion of the instrument panel assembly and having a first indicator for vehicle parameters, a second display unit supported by the movable portion of the instrument panel assembly and having a second indicator for vehicle parameters, and a steering assembly operably coupled to the plurality of members making contact with the ground and including a steering column and a steering wheel extending into the operator area. According to a further illustrative embodiment of the present description, a utility vehicle comprises a plurality of ground-contacting members, a chassis supported by the plurality of ground-contacting members, an operator area having at least one seat comprising a seat bottom and a seat back, and a powertrain assembly supported by the chassis and including an engine and a continuously variable transmission operably coupled to the engine. Additionally, the utility vehicle comprises a suspension assembly operably coupled to at least one of the plurality of ground-contacting members.The suspension assembly includes a control arm having a chassis bracket operably attached to the chassis, and the chassis bracket includes an outer member, an inner member positioned within the outer member, at least one bearing member positioned between the inner and outer members, and an end cap positioned in a sealable manner within the outer member and adjacent to the inner member. Brief Description of the Figures The qualities mentioned above and other qualities of this invention, and the manner of obtaining them, will become more apparent and the invention itself will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the associated figures, where: Figure 1 is a left-facing, front perspective view of a utility vehicle of the present description; Figure 2 is a right-hand, rear perspective view of the vehicle in Figure 1; Figure 3 is a left side view of the vehicle in Figure 1; Figure 4 is a right side view of the vehicle in Figure 1; Figure 5 is a top view of the vehicle in Figure 1; Figure 6 is a front view of the vehicle in Figure 1; Figure 7 is a rear view of the vehicle in Figure 1; Figure 8 is a background view of a lower chassis assembly of the vehicle in Figure 1; Figure 9 is a front perspective view, left, of the lower chassis assembly of Figure 8; Figure 10 is a left-facing, rear perspective view of the lower chassis assembly of Figure 8; Figure 11 is a front view of a mid-portion of the lower chassis assembly of Figure 8, taken along line 11-11 of Figure 8; Figure 12 is a schematic view of a powertrain assembly of the vehicle in Figure 1; Figure 13A is a left-facing, front perspective view of a portion of a front suspension assembly of the vehicle in Figure 1; Figure 13B is a view with the separated parts of a suspension mount from the front suspension assembly of Figure 13A; Figure 13C is a cross-sectional view of the suspension support of Figure 13A, taken along line 13C-13C of Figure 13A; Figure 14 is a front view of a shock absorber from the vehicle of Figure 1 in an extended position; Figure 15 is a front view of the shock absorber of Figure 14 in a compressed position; Figure 16 is a forward-facing view of a portion of an area of ​​the vehicle operator of the Figure 1, showing a board assembly of FQfrC Ln / Zznz / E / YIAI instruments and a portion of a steering assembly; Figure 17A is a schematic side view of the instrument panel assembly and steering assembly of Figure 16, with a movable portion of the instrument panel assembly in a raised position; Figure 17B is a schematic side view of the instrument panel assembly and steering assembly of Figure 16, with a movable portion of the instrument panel assembly in a lowered position; Figure 17C is a side view of a portion of the steering assembly and an indicator of the instrument panel assembly of Figure 16 in an elevated position; Figure 17D is a side view of the steering assembly portion and indicator of Figure 16 in a lowered position; Figure 18 is a top view of a portion of the vehicle operator area of ​​Figure 1, showing locations of a plurality of covered storage areas; Figure 19 is a perspective view of a roof for the storage areas of Figure 18; Figure 20A is a left-facing, front perspective view of a portion of the operator area of ​​the frPfrC ίη / ZZΖΠZ / E / YΙΛΙ vehicle of Figure 1, showing an operator seat and a passenger seat; Figure 20B is a rear, top view of a portion of the operator area of ​​the vehicle in Figure 1, with the steering assembly removed; Figure 20C is a left side view of a portion of the operator area in Figure 20B; Figure 21 is a right-hand perspective view of a vehicle door assembly from Figure 1; Figure 22 is a view with the separated parts of the door assembly of Figure 21; Figure 23 is a view with the separated parts of the door assembly of Figure 21, which includes a retainer assembly and a hinge assembly; Figure 24 is a right-facing, front perspective view of a handle from the door assembly of Figure 21; Figure 25 is a cross-sectional view of the hinge assembly of Figure 23 with the door assembly in an open position, taken along line 25-25 of Figure 21; Figure 2 6A is a cross-sectional view of the hinge assembly of Figure 23 with the door assembly in a partially closed position; Figure 26B is a cross-sectional view of the frPfrC Ln / Zznz / E / YIAI hinge assembly of Figure 23 with the door assembly in a closed position; Figure 27 is a left-facing, front perspective view of an air intake assembly of the vehicle in Figure 1; Figure 28 is a right-hand, rear perspective view of the air intake assembly of Figure 27; Figure 29 is a left-facing, rear perspective view of a portion of the air intake assembly of Figure 28 and a portion of a vehicle powertrain assembly of Figure 1; Figure 30 is a right-hand, rear perspective view of the air intake assembly and powertrain assembly of Figure 29; Figure 31 is a view with the separated parts of a filter, intake port and auxiliary duct for a continuously variable transmission from the powertrain assembly of Figure 30; Figure 32 is a top view of the lower chassis assembly and air intake assembly of Figure 27; Figure 33 is a top, schematic view of the vehicle in Figure 1, illustrating an alternative configuration of the air intake assembly of Figure frPfrc Ln / zznz / E / YiAi 32; Figure 34 is a rear perspective view of the air inlets of the air intake assembly of Figure 32; Figure 35 is a cross-sectional view of the air inlets in Figure 34; Figure 36 is a cross-sectional view of a front end of the vehicle in Figure 1 showing one of the air intakes positioned under a hook of the vehicle, taken along line 36-36 of Figure 34; Figure 37 is a cross-sectional view of a unitary housing member of the air intake assembly of Figure 27, taken along line 37-37 of Figure 27; Figure 38 is a left-facing, rear perspective view of an exhaust assembly of the vehicle in Figure 1; Figure 39 is a view with the separated parts of the exhaust assembly of Figure 38; Figure 40 is a right-side view of a rear chassis portion of the vehicle in Figure 1 with a rear cargo area in an elevated position; Figure 41 is a left-facing, front perspective view of the rear chassis portion and rear cargo area of ​​Figure 40; Figure 42 is a view with the separated parts frPfrC ίη / ZZΖΠZΖ / E / YΙΛΙ of the rear chassis portion and the rear loading area of ​​Figure 40; Figure 43A is a schematic side view of the rear chassis portion and rear cargo area of ​​Figure 40 in a lowered position with a stop member placed inside an opening between a portion of the vehicle chassis and a portion of the rear cargo area; Figure 43B is a cross-sectional view of the rear chassis portion and rear cargo area of ​​Figure 40; Figure 44 is a left-facing, front perspective view of a rear hatch of the rear loading area of ​​Figure 40; Figure 45 is a left-facing, rear perspective view of the rear hatch of Figure 44; Figure 46 is a view with the separated parts of the tailgate from Figure 44; Figure 47 is a view with the separated parts of a side storage area of ​​the rear loading area of ​​Figure 40; Figure 48 is a left-facing, rear perspective view of an alternative modality of the rear loading area of ​​Figure 40 in a lowered position; Figure 49 is a left-left, rear perspective view of the rear loading area of ​​an alternative embodiment of Figure 48 in an elevated position; and Figure 50 is a left-left, rear perspective view of the rear loading area of ​​an alternative embodiment of Figure 48 with side storage areas removed and rear loading area side walls rotated to a lowered position. Detailed Description of the Invention The corresponding reference characters indicate corresponding parts from all the various views. Although the figures represent embodiments of the present invention, they are not necessarily to scale, and certain qualities may be exaggerated for the purpose of illustrating and explaining the present invention. The embodiments disclosed below are not intended to be exhaustive or to limit the invention to the precise forms disclosed in the following detailed description. Preferably, the embodiments are selected and described in such a way that other persons skilled in the field may benefit from their teachings. While the present description is primarily directed to a utility vehicle, it should be understood that the qualities disclosed herein may have application to other types of vehicles such as other all-terrain vehicles, motorcycles, snowmobiles, and golf carts. With reference to Figures 1-7, an illustrative modality of a utility vehicle 2 is shown. Vehicle 2 is configured for off-road conditions. Vehicle 2 includes a plurality of ground-contacting members 4, illustratively the front wheels 6 and rear wheels 8. In one embodiment, one or more of the ground-contacting members 4 may be replaced by tracks, such as the Prospector uMR tracks available from Polaris Industries Inc., located at 2100 Highway 55 in Medina, MN 55340, or wheels other than pneumatic tires, such as those shown in U.S. Patents Nos. 8,176,957 (Attorney File PLR-09-25371.01P) and 8,104,524 (Attorney File PLR-09-25369.01P), the full descriptions of which are expressly incorporated herein by reference. Vehicle 2 further includes a chassis assembly 10 supported above a ground surface G by ground-contacting members 4. The ground surface G can be trash, grass, concrete, ceramic, a polymer surface, or another generally level and horizontal surface. The chassis assembly 10 extends along a longitudinal centerline Cl of vehicle 2 (Figure 5). The chassis assembly 10 includes a lower chassis assembly 12 that defines a front chassis portion 14, a rear chassis portion 16, and an intermediate chassis portion 18 extending between them. The lower chassis assembly 12 supports a rear cargo area 30 and a vehicle body 32, which includes a plurality of body panels. Additionally, and as shown in Figures 13, the chassis assembly 10 includes an upper chassis assembly 20 that extends vertically above the lower chassis assembly 12 and, more particularly, above at least the intermediate chassis portion 18 of the lower chassis assembly 12. In one embodiment, the region joined by the upper chassis assembly 20 and lower chassis assembly 12 is referred to as an open-air operator area 34 of the vehicle 2. The upper chassis assembly 20 includes upright front members 22, upright rear members 24, longitudinally extending members 26, a front side member 27, a rear side member 28, and at least one reinforcement 29. As shown in Figures 1-6, operator area 34 includes seat 36 for one operator and one or more passengers. For illustrative purposes, seat 36 includes operator seat 38 and passenger seat 40; however, seat 36 may also include rear seats frPfrC Ln / Zznz / E / YIAI for additional passengers. With reference to Figures 8-11, the lower chassis assembly 12 is shown. The lower chassis assembly 12 includes the front chassis portion 14, the intermediate chassis portion 18, and the rear chassis portion 16. In one embodiment, the wheelbase length of the vehicle 2 extends from the front chassis portion 14 to the rear chassis portion 16 and can be approximately 205.74 centimeters (81 inches). The front chassis portion 14 includes longitudinal members 48 (Figure 10), side members 50, rear upright members 52, front upright members 54, and a cross brace 56. Additionally, the front chassis portion 14 includes a front plate 58 for supporting vehicle components, such as a front differential 297 (Figure 12). The intermediate chassis portion 18 is coupled to the front chassis portion 14 and includes longitudinal members 60, side members 62 coupled to the longitudinal members 60, a first vertical member 64 coupled to the longitudinal members 60, a second vertical member coupled to the longitudinal members 60, a third vertical member 68 coupled to the longitudinal member 60, and a diagonal member 74 coupled to the vertical members 64, 66, and 68. The intermediate chassis portion 18 also includes a plurality of diagonal braces 70, 71 coupled to the third vertical member 68. Additionally, the intermediate chassis portion 18 includes a plate or base member 72 which defines a skid plate and is positioned below at least the operator area 34.As shown in Figures 8 and 11, plate 72 of the intermediate chassis portion 18 extends laterally along the full side width of vehicle 2. A central portion 72a of plate 72 is concave relative to the right and left side portions 72b of plate 72. Therefore, the central portion 72a is a surface closer to the ground G than the left and right side portions 72b. By configuring plate 72 with the concave central portion 72a relative to the right and left side portions 72b, vehicle 2 has increased clearance along its sides. The rear chassis portion 16 is coupled to the intermediate chassis portion 18 and includes lower longitudinal members 76, vertical members 78, side members 82, and upper longitudinal members 80. The rear chassis portion 16 also includes a plate 84, which may be integral with or separate from plate 72. Plate 84 supports a portion of a powertrain assembly 292 of vehicle 2. frPfrC ίη / ΖΖΠΖ / Ε / ΥΙΛΙ Additional details of chassis assembly 10 can be disclosed in United States Patent Application Serial No. 14 / 477,589, filed September 4, 2014, and entitled SIDE-BY-SIDE VEHICLE (Attorney File No. PLR-15-26062.03P), the full description of which is expressly incorporated herein by reference. With reference to Figure 12, the drivetrain assembly 292 includes at least one motor 294 (Figure 29), one continuously variable transmission (CVT) 296 (Figure 27), one maneuverable transmission 298 (Figure 2), one front differential 297, one rear differential 299, and one driveshaft 295. The CVT 296 is operably coupled to the motor 294 and the maneuverable transmission 298 to drive the front wheels 6 and / or the rear wheels 8 through the front and rear differentials 297 and 299, respectively. As shown in Figure 32, the plate 84 of the rear chassis portion 16 is positioned behind the seat chassis 197 and is therefore positioned behind a forward edge 43a of the seat bottom 42 (Figures 20A-20C). For this reason, the 294 motor and the 296 CVT are placed behind the forward edge 43a of the seat bottom 42. With reference to Figures 13A-13C, vehicle 2 includes a front suspension assembly 90. The assembly frPfrC Ln / Zznz / E / YIAI bearing member length 116 defines the mounting member tolerance 98a. Each bearing member 116 is positioned midway between the inner surface of the outer member 112 and the outer surface of the inner member 114, and is positioned adjacent to each end portion of the inner member 114. More particularly, in one embodiment, the inner surface of the outer member 112 includes recesses 122, and each recess 122 receives a portion of one of the bearing members 116. The bearing members 116 are received within the recess 122 and make contact with a projection 113 on the inner surface of the outer member 112. The projection 113 can be machined into the outer member 112, thereby making the outer member 112 easy to manufacture.The bearing members 116 allow movement of the outer member 112 relative to the inner member 114 without the need for any additional grease or lubrication. Therefore, the mounting member 98a can be grease-free while still allowing movement of the outer member 112 relative to the bearing member 116. For example, the bearing member 116 can be comprised of a material containing glass fiber reinforced Nylon 6 / 6, PTFE, and silicone, which permits grease-free lubrication. The glass fiber reinforced Nylon 6 / 6, PTFE, and silicone can be present in any amount within the material comprising the bearing member 116. In one embodiment, the bearing member 116 provides a self-lubricating surface for the movement of the outer member 112 relative to the inner member 114 due to the addition of PTFE. To seal the internal volume of the outer member 112 from water, debris, fine dust, and other liquid or particulate matter, which could increase friction between the bearing member 116 and the outer member 112, end plugs 118 can be sealed within the end portions of the outer member 112. For illustrative purposes, the end plugs 118 can be positioned adjacent to the end portions of the inner member 114. Each end plug 118 includes a recess 126 to receive the seals 120, which, for illustrative purposes, are O-rings. In this way, the end plugs 118 and the seals 120 seal the internal volume of the outer member 112 to prevent fine dust, debris, water, or other material from entering the internal volume of the outer member 112, which could affect the movement of the outer member 112 relative to the inner member 114 during vehicle operation.Additionally, as shown in Figure 13C, the seals 120 are positioned completely inside the outer member 112 and inside the outer member of the end plug 118, such that contaminating material (e.g., fine dust, liquids) does not come into contact with the seal 120. In this way, the seal 120 is not exposed to any liquid, fine dust, or other material that could enter the outer member 112 and increase friction between the bearing member 116 and the outer member 112. The seals 120 can also be integrated with a waxy material to increase wear resistance. Additionally, the seals 120 are axially adjacent to the thrust surfaces 117 of the mounting member 98a. More specifically, an axial load may be exerted on the mounting member 98a in the L direction (Figure 13C) during operation of vehicle 2 such that the interfacial area between the bearing members 116 and the end caps 118 defines the thrust surfaces 117 of the mounting members 98a. As shown in Figure 13C, the seals 120 are axially separated from the thrust surfaces 117 by projections 119 of the end caps 118; however, the seals 120 are axially aligned with the thrust surfaces 117 and are not positioned radially inward or radially outward from the thrust surfaces 117.By axially aligning the seals 120 with the thrust surfaces 117, the probability of water and debris making contact with the bearing members 116 in an axial direction of the mounting member 98a is reduced. Additionally, the inner member 114 and the. FPfrC Ln / Zznz / E / YIAI outer element 116 seal the radial surfaces of bearing members 116 from water and debris. Each of the end caps 118 includes an opening or channel 128 that aligns with an inner channel 124 of the inner member 114. Additionally, the diameter of channel 128 is approximately the same as the diameter of the inner channel 124. A fastener (not shown) is received through the inner channel 124 and channel 128 for coupling the upper control arm 92 to the lower chassis assembly 12. Vehicle 2 also includes a rear suspension assembly 130, as shown in Figure 7. The rear suspension assembly 130 may include a stabilizer bar 132, an upper suspension member 134, a lower suspension member 136, and a linear force element, illustratively, a damper 138. The upper and lower suspension members 134, 136 may be mounted to the rear chassis portion 16 of the lower chassis assembly 12 with mounting members (not shown) similar to the mounting members 98a of the front suspension assembly 90. Additionally, both the 96 front shock absorbers and the 138 rear shock absorbers can be hydraulic or pneumatic shock absorbers with an individual spring or coil. Alternatively, the 96 shock absorbers, frPfrC ίη / ZZΖΠZ / E / YΙΛΙ 138 can be hydraulic or pneumatic shock absorbers with progressive coil springs, as shown in Figures 14 and 15. When shock absorbers 96, 138 include progressive coil springs, the suspension travel can have an auxiliary spring constant to prevent the main spring from slack when the suspension is at full extension. Additionally, a progressive coil spring can be used in suspension tuning to maintain a soft spring constant during certain trail riding events while allowing a transition to the stiffer main spring during other trail riding events. For illustrative purposes, the shock absorbers 96, 138 include a hydraulic or pneumatic cylinder 140, a main or primary spring 142, and an auxiliary or secondary spring, shown illustratively as a progressive coil soft spring 144. The springs 142, 144 generally surround the cylinder 140, and the soft spring 144 is placed in series with the main spring 142. The soft spring 144 may also have a length that is less than the length of the main spring 142 when both the soft spring 144 and the main spring 142 are in the extended position shown in Figure 14. The soft spring 144 can be coupled to the cylinder 140 with a first coupler 141a and a second coupler 141b. Additionally, the main spring frPfrC Ln / Zznz / E / YIAI 142 can be coupled to cylinder 140 with the second coupler 141b and a third coupler 141c. Couplers 141a, 141b, 141c can be adjusted along the entire length of cylinder 140 so that couplers 141a, 141b, 141c can be used to adjust the length of springs 142, 144. The illustrative soft spring 144 has a first, second, third, and fourth coil 144a, 144b, 144c, 144d; however, the soft spring 144 can have any number of coils. The soft spring 144 is a progressively wound spring such that the pitch of the first, second, third, and fourth coils 144a, 144b, 144c, 144d of the soft spring 144 is different along the entire length of the soft spring 144. Additionally, the distance between adjacent coils 144a, 144b, 144c, 144d varies such that a distance di between the first coil 144a and the second coil 144b is less than a distance d2 between the second coil 144b and the third coil 144c. The distance da between the third coil 144c and the fourth coil 144d is greater than the distance di. In this way, when the soft spring 144 is compressed to the position in Figure 15, each individual coil 144a, 144b, 144c, 144d sits on top of the coil below it one by one.By varying the distance between each of the coils 144a, 144b, 144c, and 144d, noise is minimized or eliminated when the soft spring 144 collapses to the compressed position of Figure 15. This is because there is a gradual collapse of the soft spring 144; preferably, all coils 144a, 144b, 144c, and 144d should collapse simultaneously, which can cause spring chatter or a clicking noise. In one configuration, the suspension travel between the extended position of Figure 14 and the compressed position of Figure 15 can be approximately 30.48 centimeters (12 inches). However, the suspension travel can be greater or less than 30.48 centimeters (12 inches) in alternative configurations. Additional details of the front suspension assembly 90 and / or the rear suspension assembly 130 may be disclosed in United States Patent Application No.of Series 14 / 477,589, presented on September 4, 2014, and entitled SIDE-BY-SIDE VEHICLE (Attorney File No. PLR-15-26062.03P), the full description of which is expressly incorporated in this document by way of reference. With reference to Figures 16-20C, a plurality of body panels of body 32 may extend into the operator area 34. For example, body 32 may include interior panels 450, a center console 452 positioned between the interior panels 450, a platform 454, exterior panels 462, and an instrument panel assembly 150. The interior panels 450, exterior panels 462, and center console 452 may be positioned laterally along seats 48, 40; the platform 454 may be positioned beneath seats 38, 40; and the instrument panel assembly 150 may be positioned in front of seats 38, 40. The platform assembly may include a dead pedal 456 for the operator to rest their left foot during operation. vehicle operation 2.An accelerator pedal 458 and a brake pedal 460 are both positioned towards the centerline Cl of the dead pedal 456 in such a way that the accelerator pedal 458 and the brake pedal 460 are positioned between the dead pedal 456 and the inner panels 450. As shown in Figure 16, the instrument panel assembly 150 includes a plurality of storage areas 152, 154. Additionally, the instrument panel assembly 150 may include a plurality of display units, such as a display unit 156 generally positioned in the middle of the instrument panel assembly 150 and an indicator 158 positioned in front of the operator's seat 38. Alternatively, the display unit 156 may be removed from the instrument panel assembly 150 to expose an additional cargo storage area within the operator's area 34. As shown in Figure 16, the display unit 156, or the storage area concealed by the display unit 156, is positioned below the upper surface 151 of the instrument panel assembly 150.The 156 display unit can be configured for GPS, entertainment, information about vehicle parameters, terrain data, and any other vehicle-related qualities and information. The indicator 158 is configured to display various dynamic vehicle parameters to the operator, such as speed, fuel level, engine temperature, rpm, and other data. For illustrative purposes, the indicator 158 is positioned below an upper surface 151 of the instrument panel assembly 150. Additionally, the indicator 158 is forward of a portion of a steering assembly 160, which includes at least a steering wheel 162, a steering column 163, a steering shaft 164, tie rods 166 (Figure 6), and a tilt assembly 168. The tilt assembly 168 includes a hydraulic or pneumatic damper 170, a piston 172 configured for reciprocating motion within the damper 170, and a lever 174 that actuates the movement of the piston 172 within the damper 170.In one embodiment, the steering assembly 160 can be a sub-assembly configured for coupling with vehicle 2 as a fully assembled unit, instead of requiring each individual component of the steering assembly 160 to be coupled to vehicle 2 one by one. With reference to Figures 17A and 17B, the instrument panel assembly 150 includes a stationary portion 157 and a movable portion, illustratively a bezel 159. The stationary portion 157 is defined at its upper end by the upper surface 151 of the instrument panel assembly 150. More specifically, an upper surface of the indicator 158 and an upper surface of the bezel 159 are positioned below the upper surface 151 of the instrument panel assembly 150. The movable portion, defined by the bezel 159, supports the indicator 158 and is configured to move between a raised and a lowered position. Therefore, because at least an upper and a lower portion of the indicator 158 are supported by the bezel 159, the indicator 158 moves with the bezel 159 between the raised and lowered positions.Additionally, the bezel 159 and indicator 158 move within the instrument panel assembly 150 and are positioned under the upper surface 151 of the instrument panel assembly 150 in both the raised and lowered positions. More particularly, and with reference to Figures 17D and 17C, the indicator 158 is set to move with the handwheel 162 when the tilt assembly 168 is actuated to adjust the position of the handwheel 162 for the operator. More specifically, the indicator 158 is supported within the recess 159 of the instrument panel assembly 150, which is coupled to the steering column 163 via a bracket assembly 175. For example, as shown in Figures 17C and 17D, the indicator 158 is coupled to the steering column 163 via a bracket 176 of the bracket assembly 175 and is secured to it with a fastener 177. Additionally, the bracket 176 is rotatably coupled to a reinforcement 178, which is supported by the chassis assembly 10 and coupled to the tilt assembly 168 via support members 180, 182.For illustrative purposes, a lower end of the support member 180 is rotatably coupled to the damper 170 of the tilt assembly 168, and an upper end of the support member 180 is coupled to the support member 182. In this way, the position and orientation of the indicator 158 are fixed relative to the handwheel 162 such that when the tilt assembly 168 allows the handwheel 162 to move between a raised position (Figure 17C) and a lowered position (Figure 17D), the indicator 158 also moves with the handwheel 162 to maintain its position and orientation relative to the handwheel 162. For this reason, the operator's view of the indicator 158 is not blocked or obstructed by the position of the handwheel 162.Additionally, the operator's line of sight outside the front of vehicle 2 is not obstructed by the indicator 158 or the steering wheel 162 because both are positioned below the upper surface 151 of the instrument panel assembly 150. With reference to Figures 18 and 19, the vehicle body 32 also additionally includes storage areas 184, 186 within the operator area 34. More specifically, the storage areas 184 can be positioned behind the seats 38, 40 and may include panels or doors 190 which are sealed against the vehicle body 32. The storage areas 184 may contain an engine control unit (ECU) (not shown) or an open volume for cargo or personal effects of either the operator or a passenger. One side of the panels 190 is adjacent to an opening 194 for opening the panel 190 when accessing the storage areas 184. Additionally, storage areas 186 are also located within the operator area 34 and are positioned on either side of a center console 185 and beneath the operator's seat 38 and the passenger seat 40. Storage areas 186 may contain batteries (not shown) for vehicle 2, the fuel tank (not shown) for vehicle 2, and an open volume for cargo or personal effects of the operator and / or passenger. Similar to panels 190, storage areas 186 include panels or doors 188, which also adjoin the recess 194. In one embodiment, panels 190 are generally identical to panels 188. The recess 194 assists the operator or passenger when opening or closing panel 190. As with panel 190, panels 188 may also seal against the body 32 when in the closed position. In one configuration, the 190 panel is provided for both storage areas 184, 186.Alternatively, panel 190 is provided for storage areas 184 behind seats 38, 40 and also for storage area 186 located under passenger seat 40, while panel 188 is provided for storage area 186 under operator seat 38. With reference to Figure 20A, the operator seat 38 and the passenger seat 40 can be in a parallel configuration within the operator area 34 and can be supported by a seat frame 197 of the lower frame assembly 12. Alternatively, seats 38, 40 can be in a rear-to-front configuration such that the passenger seat 40 is positioned behind the operator seat 38. Each of seats 38, 40 includes a seat bottom 42, a seat backrest 44 positioned above the seat bottom 42, and a headrest 46 positioned above the seat bottom 42 and the seat backrest 44 for at least the operator and one passenger. The seat bottom 42 can be separate from the seat back 44, however the headrest 46 can be integrally formed with the seat back 44.Alternatively, the headrest 46 can be separate from the seat backrest 44. In a further embodiment, a seat bottom 42, a seat backrest 44 and a headrest 46 can all be coupled together or integrally formed together. The seat bottoms 42 include the forward edge 43a, a rear edge 43b, and a seating surface 45, all of which are supported above the seat frame 197. The seat bottoms 42 can be coupled to a seat slide assembly 196 such that at least the seat bottoms 42 slide in a rear-to-front direction relative to the seat frame 197. In one embodiment, the seat backs 44 are coupled to the seat bottoms 42 such that the seat backs 44 move with the seat bottoms 42 when the seat slide assembly 196 is actuated. Additionally, each seat 38, 40 may include a seat belt assembly 198 which may include a shoulder strap 198a and a lap restraint 198b to secure the operator and passenger within the operator area 34 when the vehicle 2 is in operation. With reference to Figures 20B and 20C, the position of seats 38 and 40 allows additional leg, hip, and elbow space for the operator and / or passenger. For example, in one configuration, a lateral distance Di defines a hip width of the seat bottoms 42 and can be approximately 45.72–63.5 centimeters (18–25 inches), and is, for illustrative purposes, approximately 55.12 centimeters (21.7 inches). Additionally, a lateral distance D2 between the longitudinal centerline Cl and the doors 200 defines the elbow space for the operator and / or passenger and can be approximately 63.5–76.2 centimeters (25–30 inches), and is, for illustrative purposes, approximately 71.12 centimeters (28 inches). With reference still to Figure 20B, a lateral distance D3 between the inner panel 450 and the outer panel 462 defines the operator's legroom and can be approximately 40.64-76.2 centimeters (16-30 inches) and may be, for illustrative purposes, approximately 50.8 centimeters (20 inches). A lateral distance D4 between the inner panel 450 and the lower inner corner of the dead pedal 456 defines a leg space for the operator's pedal entry and may be approximately 25.4 centimeters (20 inches). 50.8 centimeters (10-20 inches) and may be, for illustrative purposes, approximately 40.64 centimeters (16 inches). With reference to Figure 20C, the longitudinal and vertical position of the operator's seat 38 also affects the operator's legroom such that a longitudinal distance D5 extends between a vertical plane Pi, which includes the front edge of the accelerator pedal 458 and the front edge 43a of the seat bottom 42, and may be approximately 50.8-76.2 centimeters (20-30 inches) and may be, for illustrative purposes, approximately 63.5 centimeters (25 inches). Also, a distance De defines the vertical legroom for the operator and extends between the front edge 43a of the seat bottom 42 and the platform 454. The distance De may be approximately 50.8-76.2 centimeters (20-30 inches) and may be, for illustrative purposes, approximately 42.16 centimeters (16.6 inches). Figure 20C also shows an opening 470 in the body 32 and, more specifically, in the interior panel 450, which extends between the operator's and passenger's sides of the operator's area 34. The opening 470 is positioned forward and inward of the seats 38, 40 and rearward of the pedals 458, 460. Additionally, the opening 470 is forward of and below the center console 452 and above the platform 454. The opening 470 is bounded by body panels, such as a floor panel 472, a rear panel 474, a front panel (not shown) generally opposite the rear panel 474, and an upper panel (not shown) generally opposite the floor panel 472. Any of the floor panel 472, the rear panel 474, the front panel, and / or the panel The upper may include a removable access cover (not shown) which can be removed to expose additional vehicle components 2.By removing the access cover, other components of vehicle 2 (e.g., driveshaft 295) can be serviced. Additionally, nets or cover members can be movably attached to the interior panels 450 to retain cargo within the opening 470. Besides cargo, the opening 470 is configured to receive accessories for vehicle 2, such as a subwoofer, speaker, audio components, or any other vehicle accessory. Furthermore, vents, a baffle, or other airflow member can be incorporated within the floor panel 472, rear panel 474, front panel, and / or top panel of the opening 470, and / or positioned adjacent to the opening 470 to direct airflow through a lower portion of the operator area 34. As shown in Figures 21-26B, the vehicle may also include doors 200 to partially enclose the operator area 34. The doors 200 are supported by and rotatably coupled to the intermediate chassis portion 18 of the lower chassis assembly 12. More particularly, the doors 200 are rotatably coupled to upright members 66 of the intermediate chassis portion 18 of the lower chassis assembly 12 via a plurality of hinges 202. In this manner, the doors 200 rotate about the upright members 66 when moving between a closed and an open position to allow entry into and exit from the operator area 34. As shown in Figure 22, the doors 200 include an outer panel 204, an inner panel 206, and a door frame assembly 208 positioned between them. The outer panel 204 and the inner panel 206 may be made of a polymeric material, while the door frame assembly 208 may be made of a metallic material (e.g., steel, aluminum). The door frame assembly 208 may be pressure-molded, rather than deep-drawn, during its formation. The inner panel 206 may include receptacles or storage compartments (not shown) for maps, route information, or other items carried in the vehicle 2 by the operator and / or passenger. The doors 200 may also have a contour that is sloped or curved. FQfrC Ln / Zznz / E / YIAI extends outward from the vehicle 2 to increase operator space within the operator area 34. Additional details relating to the outline of the doors 200 can be found in United States Patent Application Serial No. 14 / 434,685, filed April 9, 2015, and entitled SIDE-BY-SIDE VEHICLE (Attorney File No. PLR-15-25448.05P), the full description of which is expressly incorporated herein by reference. An inner surface of the outer panel 204 includes a plurality of brackets for supporting various door components 200. More particularly, brackets 210 on the outer panel 204 align with openings 212 in the hinges 202 and openings 214 in the door frame assembly 208 to couple the hinges 202 to the door frame assembly 208 and the outer panel 204. Additionally, a bracket 216 on the outer panel 204 aligns with an opening 218 on the outer surface of the inner panel 206 to couple the inner panel 206 to the outer panel 204. The outer panel 204 also couples to the door frame assembly 208 and the inner panel 206 via a bracket 220 on the inner surface of the outer panel 204.More particularly, as shown in Figure 22, bracket 220 aligns with an opening 222 in the door chassis assembly frPfrC ίη / ZZΖΠZ / E / YΙΛΙ of door 208 and an opening 224 in the inner panel 206 for the joint coupling of the outer panel 204, the inner panel 206 and the door chassis assembly 208. Similarly, a bracket 226 on the inner surface of the outer panel 204 aligns with an opening 228 and an opening 230 in the door chassis assembly 208 and aligns with an opening 232 in the inner panel 206 for the joint coupling of the outer panel 204, the inner panel 206 and the door chassis assembly 208. The doors 200 also include an exterior grab handle or grab rail 234, which is operably coupled to the outer panel 204 with fasteners 236. When entering vehicle 2, the operator or passenger can pull the exterior grab handle 234 to release a door locking mechanism 200 to open the doors 200. A retainer assembly 240 can also be coupled to the door frame assembly 208 and the inner panel 206 to facilitate opening the doors when the operator and / or passenger are exiting vehicle 2. The retainer assembly 240 includes an inner grab handle or latch 242, a retainer member 244, a tension or spring assembly 248 operably coupled to the inner grab handle 242 and the retainer member 244, and a bracket 246 to support the spring assembly 248.To support the retainer assembly 240 on the doors 200, a bracket 250 on the inner surface of the outer panel 204 aligns with an opening 252 in the door frame assembly 208 and an opening 254 in the inner handle 242, and a fastener is received through it. The retainer member 244 is supported on the door frame assembly 208 by fasteners received through openings 256 in the retainer member 244 and openings 258 in the door frame assembly 208. In one embodiment, as shown in Figure 24, a handle bar 270 is attached to at least the inner panel 206 of the doors 200 and may be attached to or adjacent to the inner handle 242 and the retainer member 244.Spring assembly 248 is attached to door frame assembly 208 with fasteners received through openings 260 in bracket 246, which are aligned with openings 262 in door frame assembly 208. For this reason, spring assembly 248 is completely concealed between door frame assembly 208 and inner panel 206 so that spring assembly 248 is not visible to the operator, passenger, or anyone outside vehicle 2. The spring assembly 248 is movably coupled to the inner grab handle 242 and the retaining member 244 such that when the operator or passenger pulls the inner grab handle 242, the spring assembly 248 is released and the doors 200 can be opened. As shown in Figures 21-23, the spring assembly 248 also includes a ratchet member 264, which is configured to receive and release a latch 266 coupled to the third member in the vertical position 68 via a bracket 268. More specifically, the ratchet member 264 can be a catch member configured to receive the latch 266 to secure the door 200 in the closed position during operation of vehicle 2.However, when the operator or passenger opens doors 200, they pull the inner handle 242, which causes the ratchet member 264 to release the latch 266, thus allowing doors 200 to swing open. Similarly, when the operator or passenger opens door 200 using the outer handle 234, the ratchet member 264 releases the latch 266 to allow entry into the operator area 34. Additionally, when the doors 200 are opened and closed, the outer panel 204, the inner panel 206, and the door frame assembly 208 are fixed relative to each other and rotate together around the upright member 66 by means of the hinges 202. As shown in Figure 21, the hinges 202 are concealed because the hinges 202 are positioned along the inner surface of the outer panel 204 in such a way that the hinges 202 are not visible from the outside of the vehicle 2. More particularly, as shown in Figures 25-26B, the hinges 202 are concealed when the doors 200 are in the open position (Figure 25), the partially closed position (Figure 26A), and the fully closed position (Figure 26B). Hinges 202 are rotatably coupled to arms 274 on upright members 66.In one embodiment, the hinges 202 are removably coupled to the arms 274 with a fastener 272. Illustratively, the fastener 272 is received vertically through vertically oriented openings 273 in the hinges 202 and a vertically oriented channel 275 in the arms 274. The arms 274 can be removably or permanently coupled to the upright members 66. The arms 274 include an interlocking surface 276 for interlocking a stopping surface 278 on the hinges 202 when the doors 200 are in the open position (Figure 25). Therefore, when the doors 200 open, the interconnecting surface 276 is in contact with the stopping surface 278, preventing the over-rotation of the doors 200. Conversely, when the doors 200 close, the interconnecting surface 276 is separated from the stopping surface 278 and is not in contact with it.For this reason, the doors 200 rotate freely to the closed position (Figure 26B). A seal 286 (Figure 22) can be attached to a portion of the doors 200 so that the doors 200 seal against the vehicle body 32. Additionally, as shown in Figures 1-4, the doors 200 have a longitudinal width Wd which is approximately equal to a longitudinal width Wo of an opening between the front and rear upright members 22, 24. For this reason, in one embodiment, the doors 200 generally extend completely across the longitudinal opening of the operator area 34. As shown in Figures 1-4 and 22, each of an upper portion 280 of the outer panel 204, an upper portion 282 of the inner panel 206, and an upper portion 284 of the door chassis assembly 208 extends upward from the outer handle 234 and the retaining assembly 240 such that the doors 200 make contact with a portion of the rear upright members 24.For illustrative purposes, the upper portions 280, 282, and 284 are positioned below the headrests 46 and adjacent to the seatbacks 44, but extend into the upper chassis assembly 20 and are positioned above an upper surface of the rear cargo area 30. Therefore, the doors 200 are positioned within a crossmember area of ​​the lower chassis assembly 12 adjacent to the seatbacks 44, such that no additional chassis members are required in that area. More specifically, and as shown in Figure 3, the upper portion 280 of the doors 200 is positioned approximately at the shoulder height of the operator and passenger, extending the length of the entire body below the head of the operator and / or passenger.Additionally, the height of a front portion of the doors 200, defined by a front portion 288 of the outer panel 204 and a front portion 290 of the inner panel 206, is approximately the same as the height of the upper portions 280, 282, 284, relative to the longitudinal member 60 and the floor surface G when in the position shown in Figure 3. For example, in one embodiment, a height Hi from the bottom surface of the longitudinal member 60 to the upper portion 280 of the door 200 may be approximately 81.28-96.52 centimeters (32-38 inches) and may be, illustratively, approximately 88.9 centimeters (35 inches).Conversely, the height of a portion of the doors between the front portions 288, 290 and the upper portions 280, 282, 284 may be less than the height of the front portions 288, 290 and the upper portions 280, 282, 284, in relation to the longitudinal member 60 and the floor surface G when it is in the position shown in Figure frPfrC ίη / ZZΖΠZ / E / YΙΛΙ. 3, which consequently increases the operator's line of sight over the 200 doors. The upper portion 284 of the door chassis assembly 208 can be configured as an accessory bracket. For example, while the illustrative doors 200 are shown as half doors, an upper portion of the doors 200 can be attached to an upper portion 284 of the door chassis assembly 208 to define a complete door for the vehicle 2. More particularly, the upper portion 284 of the door chassis assembly 208 includes a plurality of slots or openings 263 which are configured to receive fasteners for attaching an accessory to the doors 200, such as a hard plastic upper door, a canvas upper door, fabric side nets, or any other accessory configured for attachment to the doors 200.Alternatively, the upper door or any other accessory can be attached to the upper portions 280, 282 of the outer and inner panels 204, 206, instead of being attached to the door chassis assembly 208. With reference to Figures 27-37, vehicle 2 further includes an air intake assembly 300. The air intake assembly 300 includes a first duct 302 and a second duct 304. The first duct and the second duct 302, 304 are fluidly coupled to at least one application device of vehicle 2, for example, a powertrain assembly 292 of vehicle 2. More particularly, in one embodiment, the first duct 302 defines a first flow path fluidly coupled to the engine 294 and a second duct 304 defines a second flow path fluidly coupled to the CVT 296. Each of the first duct and the second duct 302, 304 includes an air inlet 306, 308, respectively. Each of the air inlets 306, 308 has an opening or air intake 310, 312, respectively, which may be skewed in relation to each other or may be parallel to each other.For example, in one embodiment, air intakes 310, 312 are skewed relative to each other in such a way that air intake 312 can generally be oriented towards the operator's side or the left side L of vehicle 2 and air intake 310 can generally be oriented towards the passenger's side or the right side R of vehicle 2 (Figure 33). For illustration, air intake 310 can be angled to the right (R) at approximately 45° from the centerline (Cl), and air intake 312 can be angled to the left (L) at approximately 45° from the centerline (Cl). However, in a further embodiment, air intake 312 can be oriented at any angle relative to air intake 310. Alternatively, air intakes 310 and 312 can be parallel to each other such that each air intake 310 and 312 receives air from the same direction and the same side of the vehicle.For example, both air intakes 310, 312 can be oriented towards the right side R, the left side L, a front side F or a rear side RS of the vehicle 2 to draw air into the first duct and the second duct 302, 304. With reference to Figures 27 and 28, each of the first duct and the second duct 302, 304 may include a single or unitary member extending between the air inlets 306, 308 and at least the application device (e.g., powertrain assembly 292). Alternatively, as shown in Figures 27 and 28, the first duct and the second duct 302, 304 may comprise multiple fluidly coupled members extending between the air inlets 306, 308 and the application device. For example, the first illustrative conduit 302 includes a first member 314a, a second member 316a, a third member 318a, and a fourth member 320a, and the second illustrative conduit 304 includes a first member 314b, a second member 316b, a third member 318b, and a fourth member 320b.The fourth members 320a, 320b define the outlets of the first air duct and the second air duct 302, 304, frPfrC Ln / Zznz / E / YIAI respectively, and the outlets are located behind the seat frame 197. Additionally, at least one of the outlets defined by the fourth members 320a, 320b is located behind the rearmost edge 43b of the seat bottom 42. As shown in at least Figure 32, the outlet defined by the fourth member 320a is located in a generally vertical direction and may be skewed with respect to the directions of the first and second intakes 310, 312, and the outlet defined by the fourth member 320b is located in a generally rearward direction and may be skewed with respect to the directions of the first and second intakes 310, 312. For illustrative purposes, first members and third members 314a, 314b, 318a, 318b may be rigid housing members comprised of a rigid polymeric or metallic material, while second members and fourth members 316a, 316b, 320a, 320b may be flexible housing members comprised of a flexible polymeric material. In one embodiment, first members and third members 314a, 314b, 318a, 318b are formed by blow molding, and second and fourth members 316a, 316b, 320a, 320b are formed by injection molding. As shown in Figures 27 and 28, the first air duct 302 is fluidly coupled to a vehicle 2 air filter box assembly 322, which includes a chamber 324, a housing 326, and a duct 328. Chamber 324 is configured as a tuning chamber to adjust the noise of the air flowing through the first air duct 302 and into the housing 326. Chamber 324 is fluidly coupled to the housing 326, which includes a filter therein to filter debris, contaminants, particulate matter, and other material from the air flowing from the first air duct 302 and into the engine 294 through duct 328. More particularly, duct 328 is fluidly coupled to an engine 294 intake manifold 332, as shown in Figure 29, to to pass the filtered air inside the 294 engine for combustion in it. With reference to Figures 27-31, the second air duct 304 is seamlessly coupled to the CVT 296 and, more specifically, to the intake port 330 of the CVT 296. The CVT 296 can also receive a secondary air supply from an auxiliary duct 334. The auxiliary duct 334 is seamlessly coupled to one of the clutches of the CVT 296 and provides cooling air to the CVT 296. Air from the second air duct 304 and the auxiliary duct 334 is exhausted through an exhaust port 336 and an exhaust duct 338, which is oriented either to the right (R) or left (L) side. L of vehicle 2. Alternatively, the exhaust duct 338 can be oriented towards the rear RS side of vehicle 2 to expel air from the CVT 296. As shown in Figures 29-31, the auxiliary duct 334 can receive ambient air from either the right (R) or left (L) side of vehicle 2. More specifically, the auxiliary duct extends between the CVT 296 and an intake port 342 supported by the vehicle 2 body 32. A screen or filter 340 is positioned outside the intake port 342 and supported by the body 32. The screen 340 prevents debris, contaminants, and other material (e.g., stones) from entering the CVT 296. In one embodiment, the screen 340 is flush with the body 32 and attached to it with fasteners 339. In this way, the CVT 296 receives cooling air from two distinct air sources—the second air duct 304 and the auxiliary duct 334—each located in different places within vehicle 2.For illustration, the CVT 296 receives a first airflow from the air inlet 312 in front of the operator area 34 and a second airflow from a location behind the air inlet 312. In particular, the air inlet 312 is positioned in front of the leading edge 43a of the seat bottom 42 and the intake hole 342 is positioned behind the leading edge 43a. Therefore, in the event that either of these air sources were occluded or otherwise had reduced airflow, the other duct continues to provide cooling air to the CVT 296. Additional details of the CVT 296 can be disclosed in United States Patent Application Serial No. 14 / 475,385, filed September 2, 2014, and entitled CONTINUOUSLY VARIABLE TRANSMISSION (Attorney File No. PLR-15-26520.01P), the full description of which is expressly incorporated herein by reference. frPfrC Ln / Zznz / E / YIAI With reference to Figures 32-37, in one embodiment, the powertrain assembly 292 is supported above plate 72 and / or plate 84 and placed generally behind seats 38, 40 in the operator area 34. However, a portion of the air intake assembly 300 can be supported by the front chassis portion 14 such that the first air duct and the second air duct 302, 304 extend from the front chassis portion 13, through the intermediate chassis portion 18, and into the rear chassis portion 16. For example, as shown in Figure 32, the air inlets 306, 308, the first members 314a, 314b, and at least a portion of the second members 316a, 316b can be placed within the front chassis portion 14. Additionally, a portion of the second members 316a, 316b, the third members 318a, 318b, and the fourth members 320a, 320b extend through the portion of intermediate chassis 18. The 324 chamber of the 322 air filter box assembly can also be placed inside the intermediate chassis portion 18.The fourth member 320b can extend into the rear chassis portion 16 for coupling with the CVT 296 intake port 330, which is behind the intermediate chassis portion 18. To limit interference with components within the operator area 34, the first air duct and the second air duct 302, 304 extend through the intermediate chassis portion 18 in a position adjacent to plate 72 and below the seat chassis 197. Alternatively, the air intake assembly 300 can be supported only by the rear chassis portion 16 or the intermediate chassis portion 18. Additionally, as shown in the illustrative embodiment of Figure 33, the first air intake 306 can be supported by the front chassis portion 14, while the second air intake 308 can be supported by the rear chassis portion 16. Therefore, the first air duct 302 extends from the front chassis portion 14 to the rear chassis portion 16, while the second air duct 304 is located only on the rear chassis portion 16. Furthermore, while FQfrC Ln / Zznz / E / YIAI that the illustrative modality of Figure 33 reveals both the first air intake and the second air intake 306, 308 positioned along the longitudinal centerline Ct of vehicle 2, the first air intake and / or the second air intake 306, 308 may be positioned along the right side R and / or the left side L of vehicle 2, or along any portion of vehicle 2 between the front chassis portion 14 and the rear chassis portion 16 and between the right side R and the left side L. For example, as shown in Figure 33, the configuration of vehicle 2 may define an envelope when viewed from above which includes the right side R, the left side L, the front side F and the rear side RS, and the first air intake and the second air intake 306, 308 may be oriented towards the right side R, the left side L, the front side F and / or the rear RS side. With reference to Figures 32 and 34-37, when the air intake assembly 300 is configured as shown in Figure 32 such that the first air duct and the second air duct 302, 304 extend from the front chassis portion 14 to the rear chassis portion 16, the first air inlet and the second air inlet 306, 308 can be held under a canopy 344 of the body 32 (Figure 36). By attaching the first air inlet and the second air inlet 306, 308 to the body member 346, the first air inlet and the second air inlet 306, 308 are placed in front of the leading edge 43a of the seat bottom 42 and are also placed vertically above the seating surface 45 of the seat bottom 42.In one embodiment, the first air inlet and the second air inlet 306, 308 can extend through openings in a body member 346, illustratively an awning liner, positioned beneath and extending upward from the awning 344. Additionally, an upper end of the first members 314a, 314b can also extend upward through openings in the body member 346 for coupling with the lower ends of the first air inlet and the second air inlet 306, 308. Clamps 348 can be provided around the upper ends of the first members 314a, 314b to couple the lower ends of the first air inlet and the second air inlet 306, 308 to them.In this way, the first air inlet and the second air inlet 306, 308 are supported above the body member 346, but are not directly coupled to it, which can reduce the number of under-canopy components 344 that are required to support the first air inlet and the second air inlet 306, 308 on the front chassis portion frPfrC ίη / ZZΖΠZ / E / YΙΛΙ 14. Additionally, the clamps 348 can couple the first members 314a, 314b to the second members 316a, 316b, the second members 316a, 316b to the third members 318a, 318b and / or the third members 318a, 318b to the fourth members 320a, 320b. Additionally, as shown in Figure 34, air intakes 310, 312 may be skewed away from each other such that the first air intake 310 is skewed toward the right side R of vehicle 2 and the second air intake 312 is skewed toward the left side L of vehicle 2. In one embodiment, the first air intake 310 is skewed approximately 45° from the longitudinal centerline Cl and toward the right side R, while the second air intake 312 is skewed approximately 45° from the longitudinal centerline Cl and toward the left side L. Alternatively, as disclosed herein, the first air intake and the second air intake 310, 312 may be parallel to each other or may be skewed relative to each other in any orientation between the left side L and the right side R of vehicle 2.By skewing the first air inlet and the second air inlet 310, 312, the admission of water, dust or debris can be minimized. With reference to Figure 36, during operation of vehicle 2, ambient air flows into the air intake assembly 300 to provide combustion air to the engine 294 and cooling air to the CVT 296. More specifically, ambient air A is received at the front side F (Figure 33) of vehicle 2 and initially flows through a grille 350 supported by the body 32. After ambient air A passes through the grille 350, the airflow splits into two separate air paths, where air path B flows to air inlets 306, 308 and air path C flows to the radiator 352. Air path C may be cooling air for the engine 294, which flows through a radiator 352 before reaching the engine 294. Because body member 346 (Figure 36) has a gap in portion 354 which vertically overlaps a grille portion 350, air path B can flow upward over body member 346 and into air inlets 306, 308. Additionally, other openings (not shown) in the awning 344 can also receive air above body member 346, which combines with air path B and flows to inlets 306, 308. Air path B flows into the first air inlet and the second air inlet 306, 308 and through the first air duct and the second air duct. 302 304 toward an application device (e.g., powertrain assembly 2 92). Additionally, because the illustrative air intakes 310, 312 are skewed relative to each other, the air intakes 310, 312 do not draw air from each other in such a way that each air intake 310, 312 receives approximately the same amount of air. Alternatively, the air intakes 310, 312 can be sized to receive different amounts of air. As a portion of air path B flows through the first air inlet 306, the air flows through the first member 314a, through the second member 316a, through the third member 318a and through the fourth member 320a before flowing into the chamber 324 of the air filter box assembly 322 and flowing through the filter (not shown) within the housing 326 and finally into the manifold 332 of the engine 294 through the duct 328. A portion of air path B simultaneously flows through the second air inlet 308, into the first member 314b, through the second member 316b, into the third member 318b and through the fourth member 320b before flowing into the intake port 330 of the CVT 296. As shown in Figure 37, the third members 318a, 318b can be integrally formed within a single or unitary housing member 356. The housing member 356 is positioned below the seat frame 197 and thus below the seat bottoms 42 (Figure 32). Additionally, the housing member 356 can generally extend longitudinally along the centerline Cl. In one embodiment, the housing member 356 can be a blow-molded component that defines a portion of both the first air duct 302 and the second air duct 304. For illustration, the housing member 356 includes a partition or dividing member 357 positioned between the first intermediate member and the second intermediate member 318a, 318b, which maintains a separation between the first air duct and the second air duct 302, 304 such that the air flowing through the first air duct 302 is not mixed with or collected from the air flowing through the second air duct 304. Therefore, by influencing a baffle 357, the first air duct and the second air duct 302, 304 are not deprived of air, and the air from one of the first and second air ducts 302, 304 is not recycled through the other. Similarly, in one embodiment, the first members 314a, 314b may also be contained within a single or unitary housing member and may be separated by a baffle. and / or Additionally, the deflector 357 Other portions of the housing member 356 may define a routing tray 358 for supporting a plurality of tubes, ducts, or wires from the front chassis portion 14 to the mid-chassis portion 18 and / or the rear chassis portion 16. In one embodiment, the housing member 356 includes an integral coupling member, illustratively a fin 355, for coupling the housing member 356 to a tunnel or floor member 360 of the body 32 with a fastener 359. The tunnel member 360 may extend through a portion of the operator area 34 and generally conceal portions of the air intake assembly 300, the driveshaft 295 (Figure 12), or other vehicle components 2. Alternatively, the fastener 359 may couple the housing 356 to a portion of the lower chassis assembly 12. Any of the inlets 306, 308, the first members 314a, 314b, the second members 316a, 316b, the third members 318a, 318b, and / or the fourth members 320a, 320b may include a filter member (not shown) for filtering debris, contaminants, particulate matter, or other material from the ambient air A entering the air intake assembly 300. Additionally, any of the inlets 306, 308, the first members 314a, 314b, the second members 316a, 316b, the third members 318a, 318b, and / or the fourth members 320a, 320b may include a drain line (not shown) for draining water or other fluids from the assembly air intake 300. Also, the size, orientation or position of any of the first members 314a, 314b, the second members 316a, 316b, third members 318a, 318b and / or fourth members 320a, 320b can be adjusted or fine-tuned to suit various performance and / or noise requirements. With reference now to Figures 38 and 39, vehicle 2 further includes an exhaust assembly 362. The exhaust assembly 362 includes a first heat shield 364, an exhaust manifold 366, an exhaust pipe 368, a muffler or silencer 370, a second heat shield 372, an exhaust pipe or outlet pipe 374, a sensor 376, illustratively an oxygen sensor, a third heat shield 378, and a fourth heat shield 380. In one embodiment, the first heat shield 364 is positioned in front of the exhaust manifold 366 and has a generally concave or semicircular configuration. The exhaust manifold 366 is generally surrounded by the third heat shield 378 defined by members 378a, 378b, 378c, 378d, 378e which are coupled together through clamps 382. The third heat shield 378 also surrounds at least a portion of the exhaust pipe 368.For example, at least members 378c, 378d generally surround a portion of the exhaust pipe 368. The fourth heat shield 380 frPfrC ίη / ZZΖΠZ / E / YΙΛΙ also surrounds a portion of the exhaust pipe 368 and can be coupled to the exhaust pipe 368 and / or the third heat shield 378 with clamps 382. The second heat shield 372 generally surrounds at least a portion of the muffler 370 and includes a first member 372a and a second member 372b. Illustratively, the second member 372b is positioned in front of the first member 372a such that the second member 372b is between the outer surface of the muffler 370 and the inner surface of the first member 372a. In one embodiment, the first member and / or the second member 372a, 372b of the second heat shield 372 may comprise a plurality of different layers. For example, the first member and / or the second member 372a, 372b of the second heat shield 372 may comprise six layers of insulating material. By providing the first, second, third and fourth heat shields 364, 372, 378, 380, the heat dissipated by the exhaust assembly 362 cannot affect other vehicle components 2. With reference to Figures 40-49, the rear cargo area 30 of vehicle 2 is supported on the rear chassis portion 16 and, more specifically, on the upper longitudinal members 80. The rear cargo area 30 includes a cargo box 384, a cargo box frame 386, and a tilt assembly 388, which includes a damper 390 having a pneumatic or hydraulic cylinder 392 and a piston 394. Additionally, the tilt assembly 388 includes mounting members 396, bolts 398, fasteners 400, and bearings 399. As shown in Figure 3, the rear cargo area 30 is positioned above the exhaust assembly 362, and the cargo box frame 386 can generally be parallel to the upper longitudinal members 80 of the rear chassis portion. 16 when the cargo box 384 is in a lowered position. As shown in Figures 40-43B, the cargo box 384 is configured to rotate between a lowered position (Figure 3), in which a loading surface 422 of the cargo box 384 is generally parallel to the ground, and a raised or tilted position (Figure 40), in which the loading surface 422 is angled relative to the ground. More specifically, the cargo box 384 is rotatably coupled to the upper longitudinal members 80 by means of mounting members 396 of the tilting assembly 388. The mounting members 396 are coupled to the chassis of the cargo box 386 and are configured to receive bolts 398 through openings therein. The bolt 398 is received through the bearing 399 which is supported over the rear ends of the upper longitudinal members 80 and is secured to the bearing 399 and the mounting members 396 with the fasteners 400.For this reason, cargo box 384 is configured to pivot about bolt 398 between the lowered and raised positions. As shown in Figures 40 and 43, cargo box 384 is configured to pivot above the exhaust assembly 362 and, more specifically, above the muffler 370. In particular, the pivot point for cargo box 384, defined by bolt 398 and bearing 399, is located forward of the centerline Ml of the muffler 370 (Figure 43B). By placing the pivot point for cargo box 384 above the muffler 370 and forward of the centerline Ml, rather than behind the centerline Ml of the muffler 370, the length of the lower chassis assembly 12 remains the same and does not need to be extended to accommodate the pivoting movement of cargo box 384.Additionally, as shown in Figure 40, the second heat shield 372 is positioned immediately adjacent to the muffler 370 such that the second heat shield 372 is close to the outer surface of the muffler 370. In this way, additional clearance is provided for tilting the cargo box 384 without the cargo box making contact with the second heat shield 372. The tilting assembly 388 can prevent the cargo box 384 from contacting the muffler 370 or another component of the exhaust assembly 362 when it is in the raised position. More specifically, the damper 390 can be used to assist in rotating the cargo box 384 between the raised and lowered positions. Illustratively, an upper end of the damper 390 is rotatably coupled to the cargo box frame 386 with a bolt 402, and a lower end of the damper 390 is rotatably coupled to a bracket 406 of the rear frame portion 16 via a bolt 404. In this way, the damper 390 is configured to rotate relative to the rear frame portion 16 and the cargo box frame 386 when the cargo box 384 is raised and lowered.In one embodiment, the damper 390 is configured to raise the cargo box 384 to a predetermined height and angle to prevent excessive rotation of the cargo box 384 to a position in which the cargo box 384 makes contact with other vehicle components 2, for example the exhaust assembly 362. Additionally, as shown in Figure 47, the rear cargo area 30 may include a lever 424 to actuate the damper 390 when the cargo box 384 is raised and lowered. Alternatively, if the damper 390 is not provided, the cargo box 384 is still prevented from rotating excessively to a position in which the cargo box 384 makes contact with a portion of the exhaust assembly 362. For example, the cargo box frame 386 includes a stop member 408 positioned within an opening 387 defined between a bottom surface 385 of the cargo box 384 and a vehicle envelope 389 that includes the rear chassis portion 16 (Figure 43A). The stop member 408 is configured to make contact with an interlocking surface 410 of the upper longitudinal members 80 of the rear chassis portion 16 when the cargo box 384 is in the raised position.Therefore, the cooperation between the stopping member 408 and the interlocking surface 410 provides strong stopping power when the cargo box 384 is tilted, preventing it from rotating excessively and contacting any component of the exhaust assembly 362. Consequently, with or without the damper 390, the cargo box 384 remains separated from the exhaust assembly 362 in both the raised and lowered positions. Alternatively, the upper longitudinal members 80 may include a stopping member 408, configured to contact an interlocking surface on the chassis of the cargo box 386. With reference to Figures 44-46, the rear loading area 30 may include a tailgate 412 rotatably coupled to the cargo box 384. The illustrative tailgate 412 includes an outer member 414, an inner member 416, and an intermediate member 418 positioned between them. The inner and outer members 416, 414 may be made of a polymeric material, and the intermediate member 418 may be made of a polymeric and / or metallic material. The outer, inner, and intermediate members 414, 416, 418 are coupled together with a plurality of fasteners 419a. Alternatively, the inner and intermediate members 416, 418 can be coupled together with fasteners 419a and the outer member 414 can be configured to be press-fitted onto the intermediate member 418 through the plurality of friction-fit fasteners 419b.The outer, inner, and intermediate members 414, 416, and 418 are configured to rotate together between a raised and lowered position to add or remove cargo from the cargo box 384. Tie rods 420 connect to the inner member 416 and the cargo box 384 to hold the tailgate 412 in a predetermined position when it rotates to the lowered position. Therefore, the tie rods 420 allow the tailgate 412 to remain in a horizontal configuration when in the lowered position, becoming an extension of the loading surface. FQfrC Ln / Zznz / E / YIAI 422 (Figure 47) of the cargo box 384, instead of rotating to a position below the cargo surface 422 of the cargo box 384. A retaining member 436 is operably coupled to the inner member 416 and extends through an opening 438 in the intermediate member 418 and an opening 440 in the outer member 414. The retaining member 436 retains and releases the tailgate 412 to allow the tailgate 412 to rotate between the raised and lowered positions. With reference to Figure 47, the cargo box 384 also includes side walls 426 generally positioned perpendicular to the rear door 412 and a front wall 427 of the cargo box 384. In one embodiment, the side walls 426 include at least one storage area 428. The storage area 428 may be integrally formed within the side walls 426 and may be used to hold various items, such as battery clamps, tow ropes, tools, personal effects of the operator and / or passenger, and other items that may be placed within the storage area 428. To contain cargo placed within the storage area 428, a cover 430 may be rotatably attached to the side walls 426.More particularly, the cover 430 frPfrC Ln / Zznz / E / YIAI may include retaining members 432 which are received within recesses 433 in the side walls 426 when the cover 430 is in the raised position and the cargo is contained within the storage area 428. Additionally, the hinge members 434 engage with the hinge members (not shown) on the cover 430 to allow the cover 430 to rotate between the raised position and the lowered position in which the storage area 428 is exposed. Illustratively, because the storage areas 428 are integrally formed with the side walls 426 of the cargo box 384, the storage areas 428 are configured to rotate with the cargo box 384. By including storage areas 428 in the side walls 426 of the cargo box 384, the dimensions of the cargo box 384 are not reduced to accommodate the additional storage. For example, the cargo box 384 can extend approximately 50.8–88.9 centimeters (20–35 inches) in the longitudinal direction, approximately 101.6–127 centimeters (40–50 inches) between the inside surfaces of the side walls 426 in the lateral direction, approximately 139.7–165.1 centimeters (55–65 inches) between the outside surfaces of the side walls 426 in the lateral direction, and approximately 12.7–38.1 centimeters (5–15 inches) in the vertical direction. For illustration, the 384 cargo box extends approximately 68.58 centimeters (27 inches) in the longitudinal direction, approximately 114.3 centimeters (45 inches) between the inside surfaces of the side walls 426 in the lateral direction, approximately 152.4 centimeters (60 inches) between the outside surfaces of the side walls 426 in the lateral direction and approximately 30.48 centimeters (12 inches) in the vertical direction. An alternative embodiment of the rear cargo area 30 is shown as a rear cargo area 30' in Figures 48-50. The rear cargo area 30' includes a cargo box 384' with a front wall 427', side walls 426', and a loading surface 422'. Cargo is configured to be placed on the loading surface 422' and contained between the side walls 426' and the front wall 427'. Additionally, the rear cargo area 30' includes storage areas 428' positioned on one or both sides of the cargo box 384' to contain additional cargo in the rear cargo area 30'. The storage areas 428' can be removably attached to the rear chassis portion 16.The storage areas 428' include covers 430', which are rotatable around hinge members 434' between a raised position in which the storage areas 428' are exposed and a lowered position in which the cargo is contained within the storage areas 428'. The covers 430' are sealed against the storage areas 428' in such a way that the storage areas 428' define a dry storage area for the rear loading area 30'. The loading surface 422' of the cargo box 384' is configured to tilt between a raised and a lowered position. However, the storage areas 428' remain stationary relative to the loading surface 422' and the lower chassis assembly 12 and are not configured to rotate with the cargo box 384'. Therefore, cargo within the storage areas 428' remains stationary, while cargo within the cargo box 384' rotates with the cargo box 384'. Thus, the cargo box 384' includes a first storage area defined by the loading surface 422' and configured to rotate relative to the lower chassis assembly 12, and a second loading area defined by the storage areas 428' and fixed to the lower chassis assembly. Additionally, and as shown in Figure 50, frPfrC Ln / Zznz / E / YIAI because the storage areas 428' are detachably attached to the rear chassis portion 16, the side walls 426' of the cargo box 384' can be configured to rotate sideways to define a full-size flatbed style cargo box. More particularly, the side walls 426' include extension portions 442 which are received within the lateral ends of the front wall 427' when the storage areas 428' are included in vehicle 2. However, when the storage areas 428' are removed from vehicle 2, the side walls 426' rotate laterally outward from the front wall 427' to expose the outer portions 442 such that the extension portions 442 define an extension of the front wall 427' and the side walls 426' define an extension of the loading surface 422'.When in the extended position shown in Figure 50, the side walls 426' and extension portions 442 are configured to tilt with the loading surface 422' between the raised and lowered positions. In one configuration, each 428' storage area extends approximately 50.8–88.9 centimeters (20–35 inches) in the longitudinal direction, approximately 12.7–30.48 centimeters (5–12 inches) in the lateral direction, and approximately 12.7–38.1 centimeters (5–15 inches) in the vertical direction. Illustratively, each 428' storage area extends approximately 71.12 centimeters (28 inches) in the longitudinal direction, approximately 21.59 centimeters (8.5 inches) in the lateral direction, and approximately 25.4 centimeters (10 inches) in the vertical direction. Additionally, when the 428' storage areas are included in vehicle 2, the 384' cargo box extends approximately 50.8-88.9 centimeters (20-35 inches) in the longitudinal direction, approximately 76.2-101.6 centimeters (30-40 inches) in the lateral direction, and approximately 12.7-38.1 centimeters (5-15 inches) in the vertical direction.For illustrative purposes, cargo box 384' extends approximately 71.12 centimeters (28 inches) in the longitudinal direction, approximately 91.44 centimeters (36 inches) in the lateral direction, and approximately 25.4 centimeters (10 inches) in the vertical direction. However, when storage areas 428' are removed and side walls 426' are rotated to the lowered position so that extension portions 442 are exposed, cargo box 384' can extend approximately 71.12 centimeters (28 inches) in the longitudinal direction, approximately 142.24 centimeters (56 inches) in the lateral direction, and approximately 25.4 centimeters (10 inches) in the vertical direction. frPfrC ίη / ΖΖΠΖ / Ε / ΥΙΛΙ While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of this description. Therefore, this application is intended to cover any variations, uses, or adaptations of the invention using its general principles. Furthermore, this application is intended to cover such deviations from the present description as they fall within known or usual practice in the field to which this invention pertains. It is hereby stated that, as of this date, the best method known to the applicant for putting the aforementioned invention into practice is the one that is clear from the present description of the invention.

Claims

CLAIMS Having described the invention as above, the following claims are claimed as property:

1. A utility vehicle comprising a plurality of members making contact with the ground; a chassis supported above a ground surface by the members making contact with the ground; an operator area including at least one operator seat supported by the chassis; a powertrain assembly supported by the chassis and including an engine and a continuously variable transmission operably coupled to the engine; an exhaust assembly fluidly coupled to the engine and comprising a muffler and an exhaust duct fluidly coupled to the muffler; and a cargo area having a cargo surface;characterized in that the muffler is placed outside a chassis housing and the loading surface is rotatably coupled to the chassis at a pivot location positioned above the muffler, the loading surface being rotatable between a first position when the loading surface is generally parallel to the ground surface and a second position when the loading surface is skewed in relation to the ground surface.; 2. The utility vehicle according to claim 1, characterized in that the turning location is in front of a rearward end of the muffler.

3. The utility vehicle according to claim 2, characterized in that the turning location is in front of a midline (Ml) of the muffler.

4. The utility vehicle according to any of claims 1-3, characterized in that the chassis includes a front portion, an intermediate portion coupled to the front portion, and a rear portion coupled to the intermediate portion, and the rear portion includes at least one longitudinally extending chassis member positioned above the muffler, and the pivot location is positioned at a rear end of the longitudinally extending chassis member.

5. The utility vehicle according to any of claims 1-4, characterized in that the cargo area includes a storage compartment adjacent to the cargo surface and the cargo surface is rotatable relative to the storage compartment.

6. The utility vehicle according to any of claims 1-4, characterized in that the cargo area includes a first side wall adjacent to the cargo surface and a second side wall opposite the first side wall and adjacent to the cargo surface, at least one of the first side wall and the second side wall including a storage compartment.

7. The utility vehicle according to claim 6, characterized in that the storage compartment is rotatable with the loading surface.

8. The utility vehicle according to any of claims 1-7, characterized in that it further comprises a linear force element positioned below the loading surface and configurable to move when the loading surface rotates between the first position and the second position.

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