ADJUSTABLE SUSPENSIONS AND VEHICLE OPERATION FOR OFF-ROAD RECREATIONAL VEHICLES

Abstract

Suspension systems for recreational vehicles are described. Suspension systems may include at least one adjustable member that connects a stabilizer bar to the respective suspensions. Suspension systems may also include a torque-force actuator associated with a stabilizer bar.

Description

SUSPENSION ADJUSTMENT AND VEHICLE OPERATION FOR OFF-ROAD RECREATIONAL VEHICLES Field of Invention The present application relates to recreational vehicles and, more particularly, to suspension systems for recreational vehicles. Background of the Invention Nowadays some off-road vehicles include adjustable shock absorbers. These adjustments include spring preload, high and low speed compression damping, and / or rebound damping. To make these adjustments, the vehicle stops and the operator makes an adjustment at each shock absorber location on the vehicle. A tool is often required for adjustment. Some off-road vehicles also include electronically controlled adjustable shock absorbers along with sensors for active ride control systems. Brief Description of the Invention In exemplary embodiments of the description, various vehicles are provided that have one or more adjustable suspensions. In an exemplary embodiment of the present description, a vehicle is provided. The vehicle comprises: a plurality of ground coupling members including zn«c ίη / 77Π7 / Ε / ΥΙΛΙ Ref. 341247 a first portion on a left side of a vertical longitudinal center line plane of the vehicle and a second portion on a high side of the vertical longitudinal center line plane of the vehicle; a frame supported by the plurality of ground coupling members; an operator area including an operator seat supported by the frame; a left side suspension movably coupling a first ground coupling member of the first portion of the plurality of ground coupling members to the structure; a first electronically controlled shock absorber having a first end movably coupled to the left lateral suspension and a second end movably coupled to the frame; an elevated lateral suspension that movably couples a first ground coupling member of the second portion of the plurality of ground coupling members to the structure; a second electronically controlled shock absorber having a first end movably coupled to the raised lateral suspension and a second end movably coupled to the frame; an stabilizer bar movably coupled to the frame, the stabilizer bar having a first end movably coupled to the left side suspension and a second end movably coupled to the right side suspension; a third electronically controlled shock absorber positioned to operatively couple the stabilizer bar to one of the left side suspension and the right side suspension; and an electronic controller operatively coupled to the first electronically controlled damper, the second electronically controlled damper and the third electronically controlled damper, the electronic controller establishing a first characteristic of the first electronically controlled damper, a second characteristic of the second electronically controlled damper and a third characteristic of the electronically controlled third shock absorber. In an example thereof, the third adjustable shock absorber is coupled to the stabilizer bar at a first end and that of the left lateral suspension and the right lateral suspension at a second end. In another example thereof, when the electronic controller determines that the vehicle is in a first condition, the electronic controller adjusts the third characteristic of the third electronically controlled shock absorber to a first setting and adjusts that of the first characteristic of the first electronically controlled shock absorber. and the second feature of the second electronically controlled shock absorber that is coupled to the same of the left lateral suspension and the right lateral suspension that the second end of the third adjustable shock absorber is coupled to a first configuration. In a variation thereof, the electronic controller further adjusts the other of the first characteristic of the first electronically controlled damper and the second characteristic of the second electronically controlled damper to a first configuration. In another variation thereof, when the electronic controller determines that the vehicle is not in the first condition, the electronic controller adjusts the third characteristic of the third electronically controlled damper to a second setting and adjusts that of the first characteristic of the first controlled damper. electronically and the second feature of the second electronically controlled shock absorber that is coupled to the same of the left lateral suspension and the right lateral suspension that the second end of the third adjustable shock absorber is coupled to a second configuration. In a further variation thereof, the first configuration of the electronically controlled third shock absorber restricts a compression of the third electronically controlled shock absorber. In yet another example thereof, the third electronically controlled shock absorber is positioned rearward of the operator's seat. In yet another example thereof, the third electronically controlled shock absorber is positioned forward of the operator's seat. In another example thereof, the electronic controller controls only one compression damping characteristic of the third electronically controlled shock absorber. In yet another example thereof, the third electronically controlled damper includes an electronically controlled bypass valve which is adjustable by the electronic controller. In a variation thereof, the third electronic controlled shock absorber further includes an impact body having an interior, an upper end and a lower end; a piston positioned inside the impact body and dividing the interior of the impact body into a first cavity and a second cavity; and a bypass passage in fluid communication with the interior of the impact body on a first side of the piston at a first location and in fluid communication with the interior of the impact body on a second side of the piston at a second location, wherein a Compressed gas is present on the second side of the piston and the second side of the piston is closer to the upper end of the impact body than the first side of the piston. In a further variation thereof, the interior of the impact body includes a liquid fluid and both the first location and the second location are inferior to an interface between the liquid and the compressed gas. In yet a further variation thereof, the electronically controlled bypass valve has a first configuration where the liquid is capable of flowing from the first location to the second location and from the second location to the first location and a second configuration where the liquid is capable of flowing only from the second location to the first location. In another variation thereof, the third electronically controlled shock absorber further includes an impact body having an interior; a piston positioned inside the impact body and dividing the interior of the impact body into a first cavity and a second cavity; a spring positioned inside the impact body and compressible between a first end of the impact body and the piston, wherein the electronically controlled bypass valve controls a flow of fluid between the first cavity and the second cavity. In a further variation of this, the spring is positioned on the same side of the piston as the first cavity and the electronically controlled bypass valve controls the flow of fluid from the first cavity to the second cavity. In yet a further variation thereof, the third electronically controlled damper further includes a bleeder valve that controls the flow of fluid from the second cavity to the first cavity. In yet another variation thereof, the electronically controlled third shock absorber further includes an impact body having an interior; a piston positioned inside the impact body and dividing the interior of the impact body into a first cavity and a second cavity; a first spring positioned inside the impact body and compressible between a first end of the impact body and a first side of the piston; and a second spring positioned inside the impact body and compressible between a second end of the impact body and a second side of the piston, wherein the electronically controlled bypass valve controls a fluid flow between the first cavity and the second cavity. . In yet a further variation of this, the first spring and the second spring position the piston within the interior of the impact body without external loading and with the electronically controlled bypass valve configured to allow fluid flow between the first cavity and the second. cavity. In yet another example thereof, the electronic controller further monitors a brake pressure sensor to control at least one of the first electronically controlled shock absorber, the second electronically controlled shock absorber, and the third electronically controlled shock absorber. In another exemplary embodiment of the present description, a vehicle is provided. The composition of the vehicle: a plurality of ground coupling members including a first portion on a left side of a vertical longitudinal centerline plane of the vehicle and a second portion on a high side of the vertical longitudinal centerline plane of the vehicle ; a frame supported by the plurality of ground coupling members; an open-air operator area including an operator seat supported by the frame; a cab frame positioned to extend over the operator's seat; a left lateral front suspension movably coupling a first ground coupling member of the first portion of the multiple ground coupling members to the frame; a first electronically controlled shock absorber having a first end movably coupled to the left lateral front suspension and a second end movably coupled to the frame; a right side front suspension movably coupling a first ground coupling member of the second portion of the plurality of ground coupling members to the frame; a second electronically controlled shock absorber having a first end movably coupled to the right side front of a suspension and a second end movably coupled to the frame; an stabilizer bar movably coupled to the frame, wherein the stabilizer bar has a first portion movably coupled to the left lateral front suspension and a second portion movably coupled to the right lateral front suspension; a torque actuator operatively couples the first stabilizer bar portion and the second stabilizer bar portion; and an electronic controller operatively coupled to the first electronically controlled damper, the second electronically controlled damper, and the torque actuator, the electronic controller establishing a first characteristic of the first electronically controlled damper, a second characteristic of the second electronically controlled damper, and a third feature of torque actuator. In an example thereof, the electronic controller induces a torque with the torque controller to move the at least one of the left front suspension and the right front suspension to alter a vehicle steering angle toward zero. In yet another exemplary embodiment of the present description, a recreational vehicle is provided. The recreational vehicle comprises: a plurality of ground coupling members; a frame supported by the plurality of ground coupling members; a powertrain assembly supported by the frame and operatively coupled to the plurality of ground coupling members; at least one inertial measurement unit (IMU) supported by the frame, the IMU being configured to detect a lateral acceleration of the recreational vehicle; and a controller operatively coupled to the IMU, the controller is configured to: calculate a centripetal acceleration of the recreational vehicle; and determining a roll angle of the recreational vehicle using centripetal acceleration. In an example thereof, the recreational vehicle further comprises a steering angle sensor, wherein the controller is configured to calculate centripetal acceleration of the recreational vehicle based on one or more measurements of the steering angle sensor. In another example thereof, the recreational vehicle further comprises a vehicle speed sensor, wherein the controller is configured to calculate centripetal acceleration of the recreational vehicle based on one or more measurements of the vehicle speed sensor. In yet another example thereof, the recreational vehicle further comprises a ground coupling member speed sensor, wherein the controller is configured to calculate the centripetal acceleration of the recreational vehicle based on one or more measurements of the ground coupling member speed sensor. ground coupling member. In yet another example thereof, the recreational vehicle further comprises a global positioning system (GPS) receiver, wherein the controller is configured to calculate the centripetal acceleration of the recreational vehicle based on one or more receiver measurements GPS. In yet another example thereof, to determine the roll angle of the recreational vehicle using centripetal acceleration, the controller is configured to remove the centripetal acceleration from the lateral acceleration. In a variation thereof, to determine the roll angle of the recreational vehicle using centripetal acceleration, the controller is configured to: remove the centripetal acceleration from the lateral acceleration to determine an inertial magnitude due to the roll angle. In yet another exemplary embodiment of the present description, a recreational vehicle is provided. The composition of recreational vehicle: a plurality of ground coupling members; a frame supported by the plurality of ground coupling members; a powertrain assembly supported by the frame and operatively coupled to the plurality of ground coupling members; at least one inertial measurement unit (IMU) supported by the frame, the IMU being configured to detect a longitudinal acceleration of the all-terrain vehicle; and a controller operatively coupled to the IMU, the controller being configured to: calculate an acceleration of the recreational vehicle due to the vehicle accelerating forward or backward; and determining a pitch angle of the recreational vehicle using the acceleration of the recreational vehicle due to the vehicle accelerating forward or backward. In an example thereof, the recreational vehicle further comprises a vehicle speed sensor, wherein the controller is configured to calculate the acceleration of the recreational vehicle due to the vehicle accelerating forward or backward based on one or more measurements. of the vehicle speed sensor. In an example thereof, the recreational vehicle further comprises a vehicle speed sensor, wherein the controller is configured to calculate the acceleration of the recreational vehicle due to the vehicle accelerating forward or backward based on one or more measurements. of the vehicle speed sensor. In yet another example thereof, the recreational vehicle further comprises a global positioning system (GPS) receiver, wherein the controller is configured to calculate the acceleration of the recreational vehicle due to the vehicle accelerating forward or backward based on in one or more GPS receiver measurements. In yet another example thereof, to determine the pitch angle of the recreational vehicle using the acceleration of the recreational vehicle due to the vehicle accelerating forward or backward, the controller is configured to remove the acceleration of the recreational vehicle due to the vehicle accelerates forward or backward zn«c Ln / zznz / E / YiAi longitudinal acceleration. In a variation thereof, to determine the pitch angle of the recreational vehicle using the acceleration of the recreational vehicle due to the vehicle accelerating forward or backward, the controller is configured to: remove the acceleration of the recreational vehicle due to the Vehicle accelerates forward or backward from longitudinal acceleration to determine an inertial magnitude due to pitch angle. In yet a further exemplary embodiment of the present disclosure, a shock absorber is provided. The shock absorber comprising: an impact body having an interior, an upper end and a lower end; a piston positioned inside the impact body and dividing the interior of the impact body into a first cavity and a second cavity; a bypass passage in fluid communication with the interior of the impact body on a first side of the piston at a first location and in fluid communication with the interior of the impact body on a second side of the piston at a second location, the first location being positioned between the piston and the lower end of the impact body and the second location is positioned between the piston and the upper end of the impact body; a liquid fluid positioned on both the first side of the piston and the second side of the piston; and a compressed gas positioned on the second side of the piston, wherein the second location of the bypass conduit is positioned between the second side of the piston and an interface between the compressed gas and the liquid. In an example thereof, the damper further comprising an electronically controlled bypass valve has a first configuration wherein liquid is capable of flowing from the first location to the second location and from the second location to the first location and a second location. configuration wherein the liquid is capable of flowing only from the second location to the first location. In another example thereof, the shock absorber further comprises a rod coupled to the piston and extending out of the upper end of the impact body. In yet a further exemplary embodiment of the present description, the vehicle is provided. The vehicle comprises: a plurality of ground coupling members; a frame supported by the plurality of ground coupling members; an operator area including an operator seat supported by the frame; a first suspension movably coupling a first ground coupling member to the frame; a first electronically controlled shock absorber having a first end movably coupled to the first suspension and a second end movably coupled to the frame; a first sensor supported by the vehicle for monitoring a first feature; and an electronic controller operatively coupled to the first electronically controlled damper zn«c ίη / ζζηζ / Ε / γίΛΐ to control a damping characteristic of the first electronically controlled damper, the electronic controller being operatively coupled to the first sensor and controlling the characteristic damping of the first electronically controlled damper based on at least one frequency characteristic based on the first monitored characteristic. In an example thereof, the first characteristic is an acceleration. In a variation thereof, the first characteristic is an angular acceleration. The above-mentioned and other features of the description, and the manner of achieving them, will become more apparent and better understood by reference to the following description of embodiments taken together with the accompanying figures. These and other features mentioned above can be used in any combination or permutation. Brief Description of the Figures Figure 1 illustrates a representative view of an example recreational vehicle; Figure 2 illustrates a representative view of an exemplary controller of the exemplary recreational vehicle of Figure 1; Figure 3 illustrates a representative view of example sensors of the example recreational vehicle of the ZÍIRC ίη / 77Π7 / Ε / ΥΙΛΙ figure 1; Figure 4 illustrates a left front perspective view of an example side-by-side recreational vehicle of the example recreational vehicle of Figure 1; Figure 5 illustrates the pitch, roll, and yaw axes of the side-by-side recreational vehicle example of Figure 4; Figure 6 illustrates a right rear perspective view of the example side-by-side recreational vehicle of Figure 4; Figure 7 illustrates a left side or driver's side view of the example side-by-side recreational vehicle of Figure 4; Figure 8 illustrates a right side or passenger view of the example side-by-side recreational vehicle of Figure 4; Figure 9 illustrates a top view of the example side-by-side recreational vehicle of Figure 4; Figure 10 illustrates a front view of the example side-by-side recreational vehicle of Figure 4; Figure 11 illustrates a rear view of the example side-by-side recreational vehicle of Figure 4; Figure 12 illustrates a left front perspective view of the frame of the example side-by-side recreational vehicle of Figure 4; zn«c Ln / zznz / E / YiAi Figure 13 illustrates a left front perspective view of the frame of the example side-by-side recreational vehicle of Figure 4; Figure 14 illustrates a left front perspective view of a driver's side and passenger side front suspension of the example side-by-side recreational vehicle of Figure 4; Figure 15 illustrates a rear perspective view of the driver side and passenger side front suspensions of the example side-by-side recreational vehicle of Figure 4; Figure 16 illustrates an enlarged view of portions of a driver side and a passenger side rear suspension of the example side-by-side recreational vehicle of Figure 4 that includes a rear stabilizer bar; Figure 17 illustrates an enlarged view of the rear stabilizer bar of Figure 16 of the example side-by-side recreational vehicle of Figure 4; Figure 18 illustrates a representative view of the powertrain of the example side-by-side recreational vehicle of Figure 4; Figure 19 illustrates an example suspension control system of the example side-by-side recreational vehicle of Figure 4; Figure 20 illustrates an exemplary impact damping logic of the exemplary control system of Figure 19; Figure 21 illustrates another exemplary impact damping logic of the exemplary control system of Figure 19; Figure 22 illustrates an exemplary impact damping logic of the exemplary control system of Figure 19; Figure 23 illustrates an exemplary processing sequence of the impact damping logic of the exemplary control system of Figure 19; Figure 24 illustrates an example portion of an operator interface of the example side-by-side recreational vehicle of Figure 4; Figure 25 illustrates another exemplary processing sequence of the impact damping logic of the exemplary control system of Figure 19; Figure 26 illustrates yet another exemplary processing sequence of the impact damping logic of the exemplary control system of Figure 19; Figure 27 illustrates yet another exemplary processing sequence of the impact damping logic of the exemplary control system of Figure 19; Figure 28 illustrates an example display screen of the operator interface of the example side-by-side recreational vehicle zn«c Ln / zznz / E / YiAi of Figure 4; Figure 29 illustrates an example display screen of the operator interface of the example side-by-side recreational vehicle of Figure 4; Figure 30 illustrates example display features of the operator interface for communicating damping settings of the adjustable shock absorbers of the example side-by-side recreational vehicle of Figure 4; Figure 31 illustrates an example display screen of the operator interface of the example side-by-side recreational vehicle of Figure 4; Figure 32 illustrates an aerial representation of the example side-by-side recreational vehicle of Figure 4 turning left; Figure 33 illustrates an additional exemplary processing sequence of the impact damping logic of the exemplary control system of Figure 19; Figure 34 illustrates a further exemplary processing sequence of the impact damping logic of the exemplary control system of Figure 19; Figure 35 illustrates a driver-requested throttle input, engine output torque, and vertical acceleration of the side-by-side recreational vehicle example of Figure 4 over time for ZÍIRC ίη / 77Π7 / Ε / ΥΙΛΙ processing sequence of Figure 36; Figure 36 illustrates a further exemplary processing sequence of the impact damping logic of the exemplary control system of Figure 19; Figure 37 illustrates a representative view of portions of the suspension of the example side-by-side recreational vehicle of Figure 4 including adjustable shock absorbers coupling the stabilizer bars to the respective front and rear suspensions; Figure 38 illustrates an example of an adjustable damper; Figure 39 illustrates representative curves comparing various electronic configurations of the adjustable damper of Figure 38; Figure 40 illustrates representative curves comparing various configurations of the adjustable damper of Figure 38; Figure 41 illustrated the side-by-side recreational vehicle example of Figure 4 including the suspension system of Figure 37 with the adjustable shock absorber of Figure 38 of a front stabilizer bar in a first configuration; Figure 42 illustrated the side-by-side recreational vehicle example of Figure 4 including the suspension system of Figure 37 with the adjustable shock absorber of the zn«c Ln / zznz / E / YiAi Figure 38 of a front stabilizer bar in a second configuration; Figure 43 illustrates another exemplary processing sequence of the impact damping logic of the exemplary control system of Figure 19 that includes control of the adjustable shock absorber of Figure 37; Figure 44 illustrates yet another exemplary processing sequence of the impact damping logic of the exemplary control system of Figure 19 that includes control of the adjustable shock absorber of Figure 37; Figure 45 illustrates another example of an adjustable damper; Figure 46 illustrates a representative view of portions of the suspension of the example side-by-side recreational vehicle of Figure 4 including stabilizer bars having torque actuators for the respective front and rear suspensions; Figure 47 illustrates a representative view of an example torque actuator; Figure 48 illustrates a representative view of portions of the suspension of the example side-by-side recreational vehicle of Figure 4 including stabilizer bars having torque actuators and an adjustable shock absorber that couples the stabilizer bars to the front and rear suspensions. respective rear; zn«c ίη / 77Π7 / Ε / ΥΙΛΙ Figure 49 illustrates an example of a passive adjustable suspension system of the example side-by-side recreational vehicle of Figure 4; Figure 50 illustrates representative curves comparing various configurations of the adjustable suspension system of Figure 49; Figure 51 illustrates an example of a suspension position sensor; Figure 52 illustrates an example of an adjustable suspension system of the example side-by-side recreational vehicle of Figure 4 having a valve in a first state; Figure 53 illustrates the adjustable suspension system of Figure 52 with the valve in a second state; Figure 54 illustrates example limit curves for the adjustable suspension system; and Figure 55 illustrates an example display screen of the operator interface of the example side-by-side recreational vehicle of Figure 4. Corresponding reference characters indicate corresponding parts throughout the various views. Detailed description of the invention The embodiments described below are not intended to be exhaustive or to limit the invention to the precise forms described in the following detailed description. Rather, the modalities are chosen and described so that other experts in the art can use their teachings. While the present description relates primarily to a side-by-side vehicle, it should be understood that the features described herein may be applied to other types of vehicles such as all-terrain vehicles, snowmobiles, and golf carts. Referring now to Figure 1, the present description relates to a vehicle 10 having suspension systems 11 that engage a plurality of ground coupling members 14 and a vehicle frame 16. Examples of ground coupling members 14 include wheels, skis, guide tracks, treads or other devices suitable for supporting the vehicle with respect to the ground. Suspension systems 12 typically include spring 18 and shock absorbers 20 coupled between ground engagement members 14 and frame 16. Springs 18 may include, for example, coil springs, leaf springs, air springs or other springs. gas. The air or gas springs 18 can be adjusted. See, for example, United States Patent No. 7,950,486, assigned to the current assignee, the entire description of which is incorporated herein by reference. The shock absorbers 20 can be electronically controlled to adjust one or both of an impact characteristic compression damping and an impact characteristic rebound damping. Examples of adjustable shocks include the FOX 3.0 Live Valve X2 internal bypass shock with electronic independent compression damping control and rebound damping control available from FOX located at 6634 Highway 53 in Braselton, Georgia 30517. They include a first controllable valve to adjust compression damping and a second controllable valve to adjust rebound damping. In embodiments, the shock absorbers 20 include a combination valve that controls both compression damping and rebound damping. Additional example adjustable impacts are described in U.S. Provisional Application No. 63 / 027,833, filed May 20, 2020, titled SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES, Docket PLR-01 29147.01 P-US , the entire description of which is expressly incorporated by reference herein. In embodiments, each ground coupling member 14 is coupled to the vehicle frame 16 through a separate suspension system 12 having one or more springs 18 and adjustable shock absorbers 20. In embodiments, a single suspension system 12 may couple the least two ground coupling members 14 to the vehicle structure 16. Furthermore, the suspension systems 12 may further include one or more torsion couplers 22 that couple individual suspension systems 12 together so that a movement of a first suspension system 12 influences the movement of a second suspension system 12. An example of a torque coupler 22 is a stabilizer bar. As described herein, examples of torque couplers 22 may include one or more adjustable components or systems, such as torque actuator 1200 (see Figures 46 and 47) to adjust the characteristics of the torque coupler. 22 and therefore the interdependence between the coupled suspension systems 12. As described herein, examples of torque actuators 1200 can also actively drive the coupled suspension systems 12. Each of the ground coupling members 14 is coupled to the vehicle structure 16 through one or more suspension arms 30 of the respective suspension system 12, such as A-arms, trailing arms, control arms and other arms. suitable. The respective arms 30 allow vertical movement of the ground coupling member 14 with respect to the vehicle frame 16. Springs 18 and impacts 20 are typically coupled to one of the respective arms 30 and the vehicle frame 16 and the damping features of The springs 18 and shock absorbers 20 control the vertical movement of the ground coupling member 11 with respect to the vehicle frame 16. These damping characteristics, as described herein, can be adjusted to improve handling, comfort, ride height, performance and other characteristics of the vehicle 10. In the case of a snowmobile, a first portion of the springs 18 and impacts 20 may be located between the suspension arms attached to the front skis and the frame of the motorcycle of snow and a second portion of the springs 18 and impacts 20 are located within an interior of an endless track ground coupling member, as described in United States provisional application No. 63 / 027,833, filed on 20 May 2020, entitled SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES, File PLR-01 29147.01 P-US, the full description of which is expressly incorporated by reference herein. The vehicle 10 also includes a controller ZÍIRC ίη / 77Π7 / Ε / ΥΙΛΙ 50 operatively coupled to adjustable shock absorbers 20 of suspension systems 12 and other adjustable components, such as torque couplers 22. The electronic controller 50 includes at least one processor 52 and at least one readable medium non-transitory computer, memory 54. In embodiments, the electronic controller 50 is a single unit that controls the operation of various systems 60 of the vehicle 10. In embodiments, the electronic controller 50 is a distributed system comprising multiple controllers, each which controls one or more systems of the vehicle 10 and can communicate with each other through one or more wired and / or wireless networks. In embodiments, the multiple controllers communicate over a CAN network. Additionally, the electronic controller 50 is operatively coupled to a plurality of sensors 80 that monitor various parameters of the vehicle 10 or the environment surrounding the vehicle 10. In embodiments, one or more of the sensors 80 may be incorporated as part of the electronic controller 50. , have a direct connection with the electronic controller 50 and / or provide information regarding the detected characteristics through one or more wired and / or wireless networks. In embodiments, the multiple sensors and controllers communicate over a CAN network. The controller 50 performs certain operations (e.g., provides commands) to control one or more subsystems of other vehicle components. In embodiments, the controller 50 forms a portion of a processing subsystem that includes one or more computing devices having memory, processing, and communication hardware. The controller 50 may be a single device or a distributed device, and the functions of the controller 50 may be performed by hardware and / or as the execution of computer instructions stored on a non-transitory computer-readable storage medium, such as memory 54. , through one or more processors. Referring to Figure 2, controller 50 is depicted as including several controllers. Each of these controllers may be individual devices or distributed devices or one or more of these controllers may together be part of an individual device or distributed device. The functions of these controllers may be performed by hardware and / or as the execution of computer instructions stored on a non-transitory computer-readable storage medium, such as memory 54, by one or more processors. In embodiments, the controller 50 includes at least two separate controllers which communicate over a network 40. In one embodiment, the network 40 is a CAN network. Details regarding an example CAN network are described in United States Patent Application Ser. No. 11 / 218,163, filed September 1, 2005, the disclosure of which is expressly incorporated by reference herein. . In embodiments, any suitable type of network or data bus may be used in place of the CAN network including wired, wireless, or combinations of these. In embodiments, two-wire serial communication is used for some connections. Referring to Figure 2, the controller 50 includes an operator interface controller 82 which controls communication with an operator through the operator interface 62. The operator interface 62 includes one or more input devices 42 that receive inputs from an operator of the vehicle 10 and one or more output devices 44 that provide information to the operator of the vehicle 10. Examples of input devices 42 for the operator interface 62 include levers, buttons, switches, soft keys and other suitable input devices. Examples of output devices 44 include lights, displays, audio devices, touch devices, and other suitable output devices. In embodiments, at least a portion of the user input devices 42 are positioned such that an operator can operate the input without removing his or her hands from a vehicle steering input device. In embodiments, at least a portion of the user input devices 42 is disposed on a steering wheel, handlebar, or other steering input device of the operator of the vehicle 10 to facilitate actuation of the input devices 42. In embodiments, at least A portion of the user input devices 42 are operable by a foot of the operator or by other movement of the operator. Examples of user input devices may be multipurpose input devices. A direction controller 84 controls portions of ZÍIRC ίΠ / 77Ω7 / Β / ΥΙΛΙ a steering system 64. In embodiments, the steering system 84 is a power steering system and includes one or more steering sensors. Example sensors and electronic power steering units are provided in United States Patent Application No. 12 / 135,107, filed June 6, 2008, entitled VEHICLE, File PLR-06-22542.02P and the patent application of United States No. 83 / 071,855, filed on August 28, 2020, entitled VEHICLE STEERING SYSTEMS AND METHODS, file PLR-1529282.01 P-US. The descriptions of which are expressly incorporated by reference herein. A prime mover controller 86 controls the operation of a prime mover 66. Examples of prime movers provide motive power to a vehicle driveline 10 and include two-cycle combustion engines, four-cycle combustion engines, electric motors, hybrid systems and associated power delivery systems, such as fuel and air control systems for internal combustion engines and battery systems for electric motors. A transmission controller 88 controls the operation of the transmission system 68. Examples of transmission systems 68 include shiftable transmissions, double Dutch automatic transmissions, continuously variable transmissions and zn«c Ln / zznz / E / YiAi combinations of are. A suspension controller 90 controls the adjustable portions of the suspension systems 12. Examples of adjustable components include adjustable shock absorbers 20, adjustable springs 18, and / or configurable torsion couplers 22, such as stabilizer bars including stabilizer bars. Additional details regarding adjustable shock absorbers, adjustable springs, and configurable torque couplers are provided in U.S. Patent Application No. 16 / 013,210, filed June 20, 2018, titled VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL; United States Patent Application No. 16 / 529,001, filed August 1, 2019, titled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; United States Patent Application No. 15 / 816,368, filed ON November 17, 2017, entitled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; United States Patent Application No. 16 / 198,280, filed on November 21, 2018, entitled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND; United States Provisional Application No. 63 / 027,833, filed May 20, 2020, entitled SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES, File PLR-01-29147.01 P-US; and United States Provisional Application No. 63 / 053,278, filed July 17, 2020, titled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND, ZÍIRC ίΠ / 77Ω7 / Ε / ΥΙΛΙ file PLR-15-29249.01 P-US, all descriptions of which are expressly incorporated by reference herein. The communication controller 92 controls communications between a communication system 72 of the vehicle 10 and remote devices, such as other vehicles, personal computing devices, such as cell phones or tablets, a centralized computing system that maintains one or more databases and other types of devices remote from vehicle 10 or carried by passengers of vehicle 10 or otherwise supported by vehicle 10. In embodiments, communication controller 92 of vehicle 10 communicates with paired devices over a wireless network. An example of a wireless network is a radio frequency network that uses a BLUETOOTH protocol. In this example, the communication system 72 includes a radio frequency antenna. Communication controller 92 controls device pairing with vehicle 10 and communications between vehicle 10 and the remote device. In embodiments, the communication controller 92 of the vehicle 10 communicates with remote devices over a cellular network. In this example, the communication system 72 includes a cellular antenna and the communication controller 92 receives and sends cellular messages to and from the cellular network. In embodiments, the communication controller 92 of the vehicle 10 communicates with remote devices via a satellite network. In this example, the communication system 72 includes a satellite antenna and the communication controller 88 receives and sends messages to and from the satellite network. In one embodiment, the vehicle 92 may communicate with other vehicles 10 over a radio frequency mesh network and the communication controller 92 and the communication system 72 are configured to enable communication over the mesh network. Exemplary vehicle communication systems and associated processing sequences are described in U.S. Patent Application Ser. 16 / 234,162, filed Dec. 27, 2018, titled RECREATIONAL VEHICLE INTERACTIVE TELEMETRY, MAPPING AND TRIP PLANNING SYSTEM, file PLR-15-25635.04P-02-US; U.S. Patent Application Ser. United States Patent No. 10,764,729, titled COMMUNICATION SYSTEM USING VEHICLE TO VEHICLE RADIO AS AN ALTERANTE COMMUNICATION MEANS, filed December 12, 2018; United States Published Patent Application No., US20190200189, entitled COMMUNICATION SYSTEM USIG CELLULAR SYSTEM AS AN ALTERNATE TO A VEHICLE TO VEHICLE RADIO, filed on December 12, 2018; United States published patent application No. ZÍIRC ίη / 77Π7 / Ε / ΥΙΛΙ US20190200173, entitled METHOD AND SYSTEM FOR FORMING A DISTANCED-BASED GROUP IN A VEHICLE TO VEHICLE COMMUNICATION SYSTEM, filed on December 12, 2018; United States Published Patent Application No. US20190200188, titled VEHICLE-TO-VEHICLE COMMUNICATION SYSTEM, filed December 12, 2018; United States Patent Application No. 16 / 811,865, filed March 6, 2020, titled RECREATIONAL VEHICLE GROUP MANAGEMENT SYSTEM, File PLR-15-27455.02P-G3-US; U.S. Patent Application Ser. United States Patent Application Ser. No. 16 / 013,210, filed June 20, 2018, entitled VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL, File PLR-15-25091.04P-03-US; and United States Patent Application Ser. at the moment. A vehicle controller 94 controls accessories 74, such as lights, loads, chassis level functions and other vehicle accessories. A ride height controller 96 controls the preload and operating height of the vehicle. In modalities, 7n«C ίη / 77Π7 / Ε / ΥΙΛΙ the ride height controller 96 controls the springs 16 and / or the shock absorbers 20 of the suspension systems 12 to adjust a ride height of the vehicle 10, either directly or through the controller suspension 90. In modes, the ride height controller 96 provides more ground clearance in a comfort driving mode compared to a sport driving mode. Additional details regarding exemplary ride height controllers are provided in United States Published Application No. US2020 / 0156430, the full disclosure of which is expressly incorporated by reference herein. An agility controller 98 controls a braking system 78 of the vehicle 10 and the stability of the vehicle 10. Control methods of the agility controller 98 may include integration into braking circuits (ABS) so that a stability control system can improve dynamic response (handling and vehicle stability) by modifying the shock impact damping 20 together with electronic braking control. Additional details regarding example ride height controllers are provided in United States Published Application No. US2019 / 0337497, entitled OPERATING MODES USING A BRAKING SYSTEM FOR AN ALL TERRAIN VEHICLE, the full description of which is incorporated herein. c ίη / 77Π7 / Ε / ΥΙΛΙ expressly by reference herein. In embodiments, the controller 20 includes a location determiner 70 and / or communicates via communication system 72 to a location determiner 70. The location determiner 70 determines a current geographic location of the vehicle 10. An example of a location determiner Location 70 is a GPS unit that determines the position of the vehicle 10 based on interaction with a global satellite system. Referring to Figure 3, the electronic controller 50 is illustrated together with various sensors of the plurality of sensors 80. Exemplary sensors include a ground coupling member accelerometer 102 associated with each ground coupling member 14. The electronic controller 50 communicates with or receives information from each of the ground coupling member accelerometers 102. For example, the ground coupling member accelerometers 82 provide information indicating the movement of the ground coupling members 14. , adjustable shock absorbers 18 and / or suspension arms 30 as the vehicle traverses different terrain. Other sensors of the ground coupling member may also be included, such as one or more sensors that monitor an angle of a suspension arm, an extension of an impact, or other suitable characteristics that zn«c ίη / 77Π7 / Ε / ΥΙΛΙ provide. an indication of a position of the ground coupling member. Exemplary sensors are described in U.S. Patent Application No. 16 / 013,210, filed June 20, 2018, entitled VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL, the entire disclosure of which is expressly incorporated by reference in the present. The electronic controller 50 communicates with or receives vehicle speed information for the vehicle 10 from a vehicle speed sensor 104. The electronic controller 50 communicates with or receives steering information for the vehicle 10 from a steering sensor 106. Examples of steering sensors 106 include a sensor that monitors a position of an operator's steering input, such as a steering wheel or handlebar, a sensor that monitors an acceleration of the operator's steering wheel or handlebar and a sensor associated with a power steering unit that provides an indication of a position of the operator's steering input. The electronic controller 50 communicates with or receives information regarding the vehicle 10 from an inertial measurement unit (IMU) 108. The IMU 108 includes a 3-axis accelerometer 110 to provide information indicating the acceleration forces of the vehicle 10 during the operation and a 3-axis gyroscope 112 to provide indications of zn«c Ln / zznz / E / YiAi inertial measurements, such as roll speeds, pitch speeds and / or yaw speeds of the vehicle during operation. In embodiments, the IMU 108 is located at or near a central position (e.g., a central gravity position) of the vehicle 10. In other cases, the IMU 108 is located in a position that is not near the center of gravity of the vehicle 10. In an exemplary embodiment, IMU 108 is located along a longitudinal centerline plane of the vehicle 50. The electronic controller 50 communicates with or receives information regarding the vehicle 10 from a brake sensor 114. The electronic controller 50 communicates with or receives information regarding the vehicle 10 from a throttle position sensor 116. The electronic controller 50 communicates with or receives information regarding the vehicle 10 from a gear selection sensor 118. With reference to Figures 4-18, an example of vehicle 200 is illustrated that includes the control systems and suspension systems described herein. The 200 vehicle is an example of a side-by-side off-road recreational vehicle. Vehicle 200, as illustrated, includes a plurality of ground coupling members 202. By way of illustration, the ground coupling members 202 are wheels 204 and associated tires 206. ground coupling 202 are operatively coupled to the power system 210 (see Figure 18) to drive the movement of the vehicle 200. Referring to Figure 18, the power system 210 includes a prime mover 212. In embodiments, the prime mover 212 is an internal combustion engine and receives fuel from a power supply system 214, such as a fuel pump positioned in a fuel tank 216 (see Figure 8) Other examples of prime movers include electric motors. A transmission 220 is operatively coupled to the prime mover 212. The transmission 220 converts a rotation speed of an output shaft 222 of the prime mover 212 into a faster rotation speed or a slower rotation speed of an output shaft 224 of the transmission 220. It is contemplated that the transmission 220 can further rotate the output shaft 224 at the same speed as the output shaft 222. In the illustrated embodiment, the transmission 220 includes a shiftable transmission 230 and a continuously variable transmission (CVT) 232. In one example, a CVT input member 232 is coupled to the prime mover 212. In turn , an input member of the shifting transmission 230 is coupled to an output member of CVT zn«c Ln / zznz / E / YiAi 232. In embodiments, the shiftable transmission 230 includes a forward high setting, a forward low setting, a neutral setting, a park setting, and a reverse setting. The gear selection sensor 118 monitors a gear setting of the shiftable transmission 230. Power communicated from the prime mover 212 to CVT 232 is provided to a CVT drive member 232. The drive member in turn provides power to a drive member through a connecting member, such as a belt. Examples of CVT are described in US Patent No. 3,861,229; 6,176,796; 6,120,399; 6,860,826; and 6,938,508, where the descriptions are expressly incorporated by reference herein. The driven member provides power to an input shaft of the shift transmission 230. Although the transmission 220 is illustrated to include both the shift transmission 232 and the CVT 230, the transmission 220 may include only one of the shift transmission 232 and the CVT 230. Additionally, transmission 220 may include one or more additional components. The transmission 220 is further coupled to at least one differential 240 which in turn is coupled to at least one ground coupling member 202. The differential 240 may communicate power from the transmission 220 to one of the ground coupling members 202. or multiple members of zn«c ίη / 77Π7 / Ε / ΥΙΛΙ ground coupling 202. In an ATV embodiment, one or both of a front differential and a rear differential are provided. The front differential powers at least one of the ATV's two front wheels and the rear differential powers at least one of the ATV's two rear wheels. In a side-by-side vehicle embodiment having seating for at least one operator and one passenger in a side-by-side configuration, one or both of a front differential and a rear differential are provided. The front differential powers at least one of the two front wheels of the side-to-side vehicle and the rear differential powers at least one of the multiple rear wheels of the side-to-side vehicle. In one example, the side-by-side vehicle has three axles and a differential is provided for each axle. Returning to Figure 4, the ground coupling members 202 support a vehicle frame 250 which in turn supports a seating area 252 comprising a driver's seat 254 and a passenger's seat 256. In the illustrated embodiment, the seating area 252 is an outdoor seating area. Referring to Figures 12 and 13, the vehicle frame 250 includes a front frame section 251, a middle frame portion 253, and a rear frame portion 255. The seating area 252 is supported by the center frame portion 253. A cabin frame 258 extends over the seating area 252 to protect passengers from objects such as tree branches, etc. A passenger grab bar 260 is provided for the passenger in the seat 256. The vehicle 200 further includes a front suspension 2 62 for each of the front ground coupling members 202 and a rear suspension 264 for each of the rear ground coupling members 202. The front suspensions 262 are coupled to the front portion 251 of the vehicle frame 250. The rear suspensions 264 are coupled to the rear portion 255 of the vehicle frame 250 and a rear side of the center frame portion 253. Referring to Figures 14 and 15, the front suspensions 262 include lower A-arms 266 rotatably coupled to the front portion 251 of the vehicle frame 250 at a first end and upper A-arms 268 rotatably coupled to the front portion 251 of the vehicle frame 250 at a first end. The second ends of the lower A-arms 266 and the upper A-arms are rotatably coupled to the respective wheel carriers 270. The clamping rods 274 of the steering system 64 are also coupled to the wheel carriers 270 to control an angle of the wheel carriers 270 and the steering vehicle 200. A desired steering angle is input by the driver through actuation of a steering input from the operator, illustratively the steering wheel 276 ( see Figure 4) A front differential 240 of the power system 210 is also supported by the front portion 251 of the vehicle frame 250 and is operatively coupled to the wheel carriers 270 through the axle shafts 272 that rotate a portion of the wheel carriers 270 to propel the vehicle 200 with respect to the ground. A stabilizer bar 280 is rotatably coupled to the front portion 251 of the vehicle frame 250 via links 282 (see Figure 15) which engage the lower A-arms 266 and stabilizer bar 280 to engage the front suspensions. 262, such that a vertical movement of one of the front suspensions 262 will initially cause a twist of the stabilizer bar 280 and subsequently an additional movement will cause a movement of the other of the front suspensions 262 due to the interconnection through the stabilizer bar 280. The front suspensions 262 further include adjustable shock absorbers, illustratively the front left electronically adjustable shock absorber 290 on the operator's side of the centerline vertical plane 284 (see Figure 9) of the vehicle 200 and the front right electronically adjustable shock absorber 292 on the operator's side. passenger zn«c ίη / 77Π7 / Ε / ΥΙΛΙ of the centerline vertical plane 284. The electronically adjustable left front impact 290 and the electronically adjustable right front impact 292 are rotatably coupled at a lower end to the lower A-arms 266 of respective front suspensions 262 and rotatably coupled at an upper end to the front portion 251 of the vehicle frame 250. Each of the electronically adjustable left front shock absorber 290 and the electronically adjustable right front shock absorber 292 are operatively coupled to the electronic controller 50 which controls the compression damping and rebound damping characteristic of each of the electronically adjustable left front shock absorber 290 and the electronically adjustable right front shock absorber 292. A suspension position sensor 800 is shown in Figure 51. The suspension position sensor 800 can provide a real-time measurement of the impact length and location of the wheel in the suspension travel. The suspension position sensor 800 is operatively coupled to the electronic controller 50. Referring to Figure 51, the suspension position sensor 800 includes a frame mounting bracket 802 that is coupled to the front portion 251 of the frame 250. The suspension position sensor 800 further includes an A-arm bracket 805 that is coupled to the A-arm 266. The A-arm support 805 includes a base 808, a lower arm 804 coupled to the base 808, and an upper arm 806 coupled to the base 808. The A-arm 266 is received between the lower arm 804. and the upper arm 806. The A-arm bracket 805 moves with the A-arm 266. The base 808 is further coupled to a rotating shaft 810 of a rotary potentiometer, encoder or Hall effect sensor positioned within the housing 812 of the bracket. frame assembly 802. As arm A 266 moves, the bowl, encoder or Hall effect sensor detects the rotation between arm A 266 and frame 251. Based on those readings, the position and speed can be determined of the ground coupling member 102. Although illustrated coupled to the A-arm 266, the suspension position sensor 800 may be attached to other types of suspension arms or suspension components that rotate with the suspension travel. Referring to Figures 7, 8 and 11, the rear suspensions 264 include rear arms 300 rotatably coupled to a rear side of the central portion 253 of the vehicle frame 250 at a first end and coupled to a wheel carrier (not shown) at a second end. The rear suspensions 264 further include lower control arms 302 and upper control arms 304 rotatably coupled to the rear frame portion 255 of the zn«c Ln / zznz / E / YiAi frame of the vehicle 250 at a first end and coupled from rotating form to the wheel carrier at a second end. A rear differential 310 of the power system 210 is also supported by the rear portion 255 of the vehicle frame 250 and is operatively coupled to the wheel carriers through the axle shafts 312 that rotate a portion of the wheel carriers to drive the vehicle 200 with respect to the ground. Referring to Figures 16 and 17, the stabilizer bar 320 is rotatably coupled to a rear side of the central portion 253 of the vehicle frame 250 through mounts 321 secured to the vehicle frame 250 with fasteners 323. Links 322 are rotatably coupled to the rear arms 300 at a first end and are rotatably coupled to the stabilizer bar 320 at a second end to engage the rear suspensions 264, so that a vertical movement of one of the rear suspensions 264 will initially cause a twist of the stabilizer bar 320 and subsequently additional movement will cause a movement of the other of the rear suspensions 264 through the interconnection of the stabilizer bar 320. The rear suspensions 264 further include adjustable shock absorbers, illustratively the electronically adjustable left rear shock absorber 294 on the side ZÍIRC ίη / 77Π7 / Ε / ΥΙΛΙ of the operator of the vertical centerline plane 284 (see Figure 11) of the vehicle 200 and the right rear electronically adjustable shock absorber 296 on the passenger side of the vertical centerline plane 284. The left rear impact electronically adjustable 294 and the electronically adjustable right rear shock 296 are rotatably coupled at a lower end to the rear arms 300 of the respective rear suspensions 264 and rotatably coupled at an upper end to the rear portion 255 of the vehicle frame 250 Each of the electronically adjustable left rear shock absorber 294 and the electronically adjustable right rear shock absorber 296 are operatively coupled to the electronic controller 50 that controls the compression damping and rebound damping characteristic of each of the electronically adjustable left rear shock absorber 294 and the electronically adjustable right rear shock absorber 296. As shown, the vehicle 200 may also include an external body 330 that includes a hood 332, side panels 334, doors 336, a utility cargo box 338 (see Figure 6), and rear panels 340. The vehicle 200, As described herein, it may be further configured as shown in US Patent 8,827,028; United States Patent Application No. 16 / 458,797, published as US20200164742A1; US patent application No. 16 / 244,462, published as US20190210668A1; and / or United States Patent Application No. 16 / 861,859, wherein the complete descriptions are expressly incorporated by reference herein. Referring to Figure 5, a roll axis 400, a pitch axis 402 and a yaw axis 404 of the vehicle 200 are shown. The IMU 108 provides information to the electronic controller 50 of the motion characteristics of the vehicle 200 along and about the roll axis 400 (longitudinal acceleration and roll angle velocity), the pitch axis 402 (lateral acceleration and pitch angle velocity), and the yaw axis 404 (vertical acceleration and yaw angle velocity). Referring to Figure 19, the electronic controller 50 includes the impact damping logic 450 that controls the damping characteristics of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296. The term logic as used herein includes software and / or firmware running on one or more programmable processors, application-specific integrated circuits, field-programmable gate arrays, signal processors digital, wired logic or combinations of these. Therefore, according to the embodiments, various logics can be implemented in any appropriate manner and would remain in accordance with the embodiments described herein. A non-transitory machine-readable medium, such as memory 54, comprising logic 450 may further be considered to be incorporated within any tangible form of a computer-readable carrier, such as solid-state memory, magnetic disk, and disk. optical device containing an appropriate set of computer instructions and data structures that would cause a processor 52 to carry out the processing sequences described herein. The present description contemplates other embodiments in which the electronic controller 50 is not microprocessor based, but is configured to control the operation of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 based on one or more sets of wire instructions. In embodiments, the impact damping logic 450 is executed by the suspension controller 90 of the electronic controller 50. The electronic controller 50 provides electronic control and / or monitors the various components of the vehicle. 200, illustrative steering system 64, braking system 78, main engine 66, operator interface 62 and sensors 80. Example sensors 80 are provided in Figure 3 and throughout this description. Referring to Figure 20, the impact damping logic 450 includes one or more processing sequences 460 that control the damping characteristics of one or more of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the impact electronically adjustable left rear impact 294 and electronically adjustable right rear impact 296. In embodiments, the impact damping logic 450 includes one or more functions that are based on one or more desired output cushioning characteristics for each of the left front impacts. electronically adjustable shock absorbers 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294 and the electronically adjustable right rear shock 296. The desired damping characteristics may be the same for two or more electronically adjustable left front shock absorbers 290, the shock absorber electronically adjustable right front shock absorber 292, the electronically adjustable left rear shock absorber 294 and the electronically adjustable right rear shock absorber 296 or different for each of the electronically adjustable left front shock absorber 290, the electronically adjustable right front shock absorber 292, the electronically adjustable left rear shock absorber 294 and the electronically adjustable right rear shock absorber 296. Exemplary processing sequences, in embodiments, have variable arbitration priorities based on the inputs received and the desired performance of the vehicle 200. Referring to Figure 21, the impact damping logic 450 includes one or more processing sequences 460 that control the damping characteristics of one or more of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the impact electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 and one or more lookup tables 462 that, based on one or more inputs, provide cushioning characteristics for each of the electronically adjustable left front impact 290, the right front impact electronically adjustable rear impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296. Exemplary processing sequences, in embodiments, have variable arbitration priorities based on the inputs received and the desired performance of the vehicle 200. In embodiments, the electronic controller 50 updates the damping characteristics of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact 296 during movement of the vehicle 200. The electronic controller 50 continuously controls the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact 296 by updating the desired cushioning characteristics of the left front impact. electronically adjustable front impact 290, electronically adjustable right front impact 292, electronically adjustable left rear impact 294, and electronically adjustable right rear impact 296 based on monitored sensor values, received operator inputs, and / or other inputs at time instances discreet An example time range is from about 1 millisecond to about 5 milliseconds. For example, the electronic controller 50 updates the targets for each of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 approximately every 5 milliseconds and updates the current control loop approximately every millisecond. The impact damping logic 450, based on inputs from the operator interface 62 and one or more sensors 80 adjusts the damping characteristics of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the left rear impact electronically adjustable 294 and electronically adjustable right rear impact 296 based on various conditions. In embodiments, the impact damping logic 450 adjusts the compression and / or rebound damping characteristics for one or more of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact 296 based on a determination that the vehicle 200 is cornering, braking, accelerating, airborne, landing, sliding, traveling on dirt, traveling uphill, traveling downhill, traveling on whistling, crawling on the rock, wrong direction, selected vehicle modes, based on monitored sensor values ​​and other monitored conditions. Example processing sequences for the above and other conditions are provided in U.S. Patent Application No. 16 / 013,210, filed June 20, 2018, titled VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL; United States Patent Application No. 16 / 529,001, filed August 1, 2019, titled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; United States Patent Application No. 15 / 816,368, filed on November 17, 2017, entitled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; United States Patent Application No. 16 / 198,280, filed on November 21, 2018, entitled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND; United States Provisional Application No. 63 / 027,833, filed May 20, 2020, entitled SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES, File PLR-01-29147.01 P-US; and United States Provisional Application No. 63 / 053,278, filed July 17, 2020, entitled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND, Docket PLR-1529249.01 P-US, all descriptions of which are expressly incorporated by reference herein . In embodiments, the impact damping logic 450 predicts the acceleration of the vehicle 200 along one or more of the roll axis 400 (longitudinal acceleration), the pitch axis 402 (lateral acceleration), and the yaw axis 404 (longitudinal acceleration). vertical) and / or predicts an angular motion of the vehicle 200 about one or more of the roll axis 400, the pitch axis 402 and the yaw axis 404 and updates zn«c Ln / zznz / E / YiAi the damping characteristics of one or more of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 based on the same or in combination with other inputs and detected values. In embodiments, a longitudinal acceleration of the vehicle 200 is measured based on one or more inputs, such as IMU 132, estimated based on one or more inputs, such as a monitored throttle position and / or a monitored engine rpm, or provided based on one or more inputs as described herein. In embodiments, for the intended longitudinal acceleration of the vehicle 200, the electronic controller 50 actively reviews the torque and / or throttle position and adjusts the compression and rebound damping characteristics of the electronically adjustable left front impact 290, the front impact electronically adjustable right rear impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 to counteract the intended movement of the vehicle 200, such as diving (pitch forward around the pitch axis 402) or squats (pitch backward around of the pitch axis 402). In one example, vehicle 200 is driven at a higher speed (open throttle) and the operator drops the throttle to 0%. In response, the electronic controller 50 increases the compression damping in the electronically adjustable left front impact 290 and the electronically adjustable right front impact 292 to counteract a dive of the front end of the vehicle 200 and increases the rebound damping in the adjustable left rear impact. electronically 294 and the electronically adjustable right rear impact 296 to counteract the lift of the rear end of the vehicle 200. Referring to Figure 22, in embodiments, the impact damping logic 450 receives a predictive longitudinal acceleration 470 from the vehicle 200 and a predictive pitch motion 472 from the vehicle 200 and assigns damping characteristics for one or more of the adjustable left front impact. electronically 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 based on one or both of the predicted longitudinal acceleration 470 of the vehicle 200 and the predictive pitch motion 472 of the vehicle 200. The impact damping logic 450, in embodiments, includes a table of damping characteristics (compression damping only, rebound damping only, or compression damping and rebound) for each of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 based on the expected vehicle longitudinal acceleration 470 of the vehicle 200 and / or the pitch of the planned vehicle 472 of vehicle 200. Referring to Figure 23, an exemplary processing sequence 500 of the electronic controller 50 is illustrated for determining a predicted longitudinal acceleration 470 and a predicted vehicle pitch motion 472 of the vehicle 200. A predicted power for the prime mover 66 is determined, for example, an internal combustion engine, as depicted in block 502. In one example, a torque is provided from an engine controller 86 of the vehicle 200. The torque is multiplied by a measured engine speed. by the engine speed sensor 172 to determine an engine output power. In another example, a throttle position is measured with throttle position sensor 116 and a corresponding torque is provided with a lookup table. Again, the torque is multiplied by an engine speed to obtain the engine power output. In embodiments, a value is measured by the air pressure sensor 174 and the lookup table used to determine the torque is multidimensional zn«c Ln / zznz / E / YiAi and includes torque values ​​for different air pressures. air. In one example, the air pressure sensor 174 measures an air pressure associated with an air inlet of the vehicle 200. In another example, the air pressure is measured indirectly by the location determiner 70 which determines a location of the vehicle 200. and, based on a lookup table, provides an ambient air pressure reading for that elevation whether actual from a third-party service or customary based on a lookup table. The determined engine power is then multiplied by an efficiency factor for the vehicle transmission 200 to provide a power output for the drive train 210, as represented in block 504. In one example, the efficiency factor explains losses associated with the CVT transmission 232. The power output of the drive train 210 is converted to a forward moving force of the vehicle 200 by dividing the power output of the drive train 210 by the vehicle speed measured by the vehicle speed sensor 104, as represented in block 506. A resultant or compound forward motion force is determined by subtracting from the determined forward motion force of block 506 a downstream force of the vehicle 200 and a braking force, as represented in block 508. The shore force below the vehicle 200 is determined through a lookup table based on a vehicle speed measured by the vehicle speed sensor 104. The braking force is determined through a brake force lookup table based on a brake pressure measured by the brake pressure sensor 114 or based on another model of the brake system. A predicted longitudinal acceleration of the vehicle is determined by dividing the resulting forward motion force by the mass of the vehicle, as represented in block 510. In one example, a standard vehicle mass is used. In another example, a vehicle mass is estimated based on the number of people traveling in the vehicle 200 which can be measured by load sensors 176 associated with the seats. In another example, a vehicle mass is estimated based on a standard vehicle mass, the number of people traveling in the vehicle 200 that can be measured by load sensors 176 associated with the seats, and an amount of cargo that is carried. transports that can be measured by load sensors 176 associated with the load carrying portion of the vehicle 200, such as the cargo box. The expected longitudinal acceleration of the vehicle is compared to the traction limits and is set equal to the respective traction limit (a negative traction limit for a negative acceleration (deceleration) of the vehicle zn«c Ln / zznz / E / YiAi 200 and a positive traction limit for an acceleration of the vehicle 200) if the anticipated longitudinal acceleration exceeds the respective traction limit, as represented in block 512. In embodiments, the traction limit is based on one or more of friction surface, normal wheel forces, a load transfer model or calculations on each individual wheel or axle. In embodiments, the predicted vehicle acceleration from block 512 is filtered, as represented by block 514, to provide a smoother response. Filtering is useful to take into account the time difference between a given engine output power and a vehicle acceleration 200 and to take into account different sampling rates of the various sensors. The filtered predicted vehicle longitudinal acceleration is used to determine a predicted pitch motion of the vehicle 200. A direction of travel of the vehicle 200 is determined, as represented in block 516. Once a direction of travel is known, toward forward or backward, the effect of acceleration on the front and rear portion of the vehicle can be considered. In one example, a gear selection sensor 118 is provided as part of the shift transmission 230 of the vehicle 200 and provides an indication of whether the shift transmission 230 is in a forward gear or a reverse gear. In embodiments, the rotation sensors are associated with one or more ground coupling members 102 and / or rotating shafts of the drive line 210 downstream of the displaceable transmission 230 to provide an indication of a direction of travel of the vehicle 200. In embodiments, both an indication of a desired direction of travel and an actual direction of travel are used to verify the direction of travel to account for situations where the CVT is not engaged. When the indicator or predicted direction of travel and the indicator of the actual direction of travel match, the direction of travel is confirmed. Examples of intended direction of travel indicators include a gear selection sensor. Examples of true direction of travel indicators include rotation sensors on a transmission line shaft 210 or ground coupling members 102. In embodiments, tensile limits may be applied to each ground coupling member to distinguish between situations. in which a given ground coupling member has traction versus slipping, such as on ice or operating in two-wheel drive versus all-wheel drive. Additionally, in embodiments, the brake pressure is monitored with a pressure sensor to provide greater precision in the level of brake pressure applied by the operator. Both traction limits and brake pressure monitoring provide a more accurate estimate of vehicle acceleration. The predicted pitch motion magnitude is determined by taking the derivative of the filtered predicted vehicle longitudinal acceleration, as represented in block 518. This predicted vehicle pitch motion value is filtered to provide a smoother result over time. , as represented in block 520. The intended vehicle pitch motion 472 and / or the intended vehicle longitudinal acceleration 470 are used by the impact damping logic 450 to adjust the electronically adjustable left front impact damping characteristics. 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact 296, as represented by block 522. In embodiments, the intended vehicle longitudinal acceleration 470 and the intended vehicle pitch motion 472 are used to alter the base damping of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear shock 296 which can be set by the selected vehicle mode zn«c Ln / zznz / E / YiAi (comfort, handling, rough trail and other suitable modes). The damping characteristic tables for the compression of each of the electronically adjustable left front shock 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294 and the electronically adjustable right rear shock 296 and the damping characteristic tables for the rebound of each of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 may be two-dimensional (one input, one output cushioning characteristic ), three-dimensional (two inputs, one output damping characteristic) or x-dimensional (x1 inputs, one output damping characteristic). In embodiments, the base damping tables (damping profile) are two-dimensional maps for each of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact. 296 and each of the compression damping characteristic and the rebound characteristic (two inputs, one output). The two inputs are the vehicle speed and the expected longitudinal acceleration of the vehicle and the output depending on the table is one of a desired compression damping and a desired rebound damping. In one example, vehicle speed is measured by vehicle speed sensor 104 and predicted longitudinal vehicle acceleration is determined by processing sequence 500. In some embodiments, the inertial quantities sensed by the IMU 108 are unintentionally distorted when the vehicle 200 is accelerated in a forward direction or a reverse direction (i.e., longitudinally) and / or when the vehicle 200 is cornering, as shown. shown in Figure 32. In embodiments, the inertial magnitudes detected by IMU 108 are corrected by the electronic controller 50 using the processing sequences 900, 920 illustrated in Figures 33 and 34, respectively. For example, the IMU 108 is used to detect a snap angle, which is then corrected using the calculated longitudinal and / or lateral accelerations, as described below. Referring to Figure 33, a processing sequence 900 to determine the lateral acceleration due to the vehicle 200 having a roll angle a greater than zero around the axis 400 (see Figure 5) A lateral acceleration signal of IMU 108, as depicted in block 902. In at least one example, the lateral acceleration signal includes the acceleration signal detected along the axis 402 (see Figure 5) due to, for example, the vehicle It is located at an angle a. However, in certain examples, the lateral acceleration signal detected by IMU 108 also includes an acceleration signal because the vehicle 200 is curving, as illustrated in Figure 32. Accordingly, in certain embodiments, the processing sequence 900 calculates the lateral acceleration due to cornering of the vehicle 200, as represented in block 904. The detected lateral acceleration signal from the IMU 108 can then be conditioned to determine the lateral acceleration due to the roll angle a by taking into account the lateral acceleration due to the curvature of the vehicle 200 in the detected lateral acceleration signal of the IMU 108. In embodiments, the lateral acceleration signals of the IMU 108 are smoothed (for example, by applying a filter to the signals of lateral acceleration) before performing the following calculations. In embodiments, to calculate the lateral acceleration due to cornering of the vehicle 200, the electronic controller 50 receives a signal corresponding to the wheelbase W910 (see Figure 32). In some cases, the electronic controller 50 also receives the steering angle (for example, a steering wheel angle) of the sensor ZÍIRC ίΠ / 77Ω7 / Β / ΥΙΛΙ steering 106. Using the steering angle value, the turning angle θ 912 (see Figure 32) of the front ground coupling members 14 can be determined by the electronic controller 50 using, for example, a lookup table. In some examples, the electronic controller 50 also receives the linear speed of the vehicle V 914 (see Figure 32) from the wheel speed sensors associated with the ground coupling members 14, the GPS sensors 70 and / or the vehicle speed sensor 104. Using these inputs, the radius of gyration R 916 (see Figure 32) of the vehicle 200 can be determined according to the following formula R = W / sin (Θ). Using the radius of gyration R 216, the angular velocity of the vehicle 200 can be determined according to the following formula ω = V / R. And, using the angular velocity ω of the vehicle 200, which is measured as the cornering speed by IMU 108, the centripetal acceleration a of the vehicle 200 can be determined according to the following formula a = V * ω. In embodiments, processing sequence 900 removes centripetal acceleration from the lateral acceleration signal detected by IMU 108, as represented by block 906, to determine the inertial magnitude due to roll angle a. From the inertial magnitude due to the roll angle a, the roll angle a can be determined using a lookup table, a type of sensor fusion filter, and / or a feedback system filter. In embodiments, the absolute value of the lateral acceleration signal is calculated before removing the centripetal acceleration from the lateral acceleration signal detected by IMU 108. Additionally or alternatively, measurements from the IMU 108 and the vehicle speed sensor 104 are aligned in time so that the difference between a vehicle speed acceleration a and the acceleration measured by the IMU 108 is the lateral acceleration due to the roll angle a 225. Referring to Figure 34, a processing sequence 920 for determining the longitudinal acceleration due to the vehicle 200 at a pitch angle γ around the axis 402 (see Figure 5) is illustrated. In embodiments, processing sequence 920 includes receiving CVT clutch status and / or gear position to determine whether vehicle 200 is moving forward or reverse. In embodiments, both an indication of a desired direction of travel and an actual direction of travel are used to verify the direction of travel to account for situations where the CVT is not engaged. In embodiments, a bidirectional vehicle speed sensor may be used to provide an indication of a desired direction of travel. When the indicator or predicted direction of travel and the indicator of the actual direction of travel match, the direction of travel is confirmed. In zn«c ίη / 77Π7 / Ε / ΥΙΛΙ embodiments, the processing sequence 920 also includes receiving the longitudinal acceleration signal from IMU 108. In embodiments, the longitudinal acceleration signal includes the acceleration signal detected along the axis 400 (see Figure 5) due, for example, to the vehicle being at an angle γ around the axis 402 (see Figure 5). However, in certain examples, the longitudinal acceleration signal detected by IMU 108 also includes a acceleration signal due to vehicle 200 accelerating forward or backward along axis 400. Accordingly, in certain embodiments, processing sequence 920 calculates longitudinal acceleration due to vehicle 200 changing longitudinal speed, as depicted in block 924. The detected longitudinal acceleration signal from the IMU 108 can then be conditioned to determine the longitudinal acceleration due to the pitch angle γ around the axis 402 (see Figure 5) by taking into account the acceleration longitudinal acceleration signal from the IMU 108. According to certain embodiments, the longitudinal acceleration signals from IMU 108 are smoothed (e.g., by applying a filter to longitudinal acceleration signals) before performing the following calculations. In some examples, to calculate the longitudinal acceleration due to the vehicle zn«c ίη / ζζηζ / Ε / γίΛΐ 200 accelerates forward or reverse, the electronic controller 50 receives measurements from the wheel speed sensors, the GPS sensors 70 and / or the vehicle speed sensor 104. From these measurements, the electronic controller 50 determines a vehicle speed and direction 200, in at least some embodiments. Then, in certain examples, the electronic controller 50 calculates the derivative of the speed of the vehicle 200 to determine whether the vehicle 200 is accelerated forward or backward along the axis 400. In some embodiments, the processing sequence 920 then removes the acceleration of the vehicle 200 accelerating forward or backward from the longitudinal acceleration signal detected by the IMU 108, as represented by block 926, to determine the inertial magnitude. due to the pitch angle γ around the axis 402 (see Figure 5) From the inertial magnitude due to the pitch angle γ around the axis 402 (see Figure 5), the pitch angle γ around the axis 402 (see Figure 5) can be determined using a sensor fusion filter, a lookup table, or the calculation of basic trigonometry ratios. In embodiments, an absolute value of the derivative of the speed of the vehicle 200 is calculated by the electronic controller 50 before removing the acceleration of the vehicle 200 that accelerates forward or backward from the longitudinal acceleration signal detected by IMU 108. According to certain embodiments where the wheel speed sensors are used to determine the speed of the vehicle 200, the electronic controller 50 applies a speed limiter to reduce the calculated speed of the vehicle from the wheel speed sensor to take into account any slipping on the ground coupling members 14, such as when the vehicle runs on low friction surfaces such as ice. In some embodiments, vehicle driving modes and therefore base damping tables (damping profiles) are selected through operator interface 62. In embodiments, operator interface 62 is provided at a location easily accessible to the driver operating the vehicle 200. In embodiments, the operator interface 62 is not a single interface, but rather a plurality of interfaces each positioned in locations easily accessible to the driver operating the vehicle 200. With reference to the Figure 24, a first operator interface 530 may be supported by the steering wheel 276 of the vehicle 200 and a second operator interface 532 positioned on a dashboard 277 of the vehicle 200 (see Figure 6). The operator interface 62 includes input devices of the user to allow the driver or a passenger to manually adjust the features of zn«c Ln / zznz / E / YiAi electronically adjustable left front impact damping 290, electronically adjustable right front impact 292, electronically adjustable left rear impact 294 and electronically adjustable right rear impact 296 during vehicle operation 200 based on the terrain conditions encountered or to select a pre-programmed active damping profile for the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the impact electronically adjustable left rear impact 294 and electronically adjustable right rear impact 296 by selecting a driving mode. In embodiments, a selected driving mode (e.g., a selected driver mode) alters the characteristics of the suspension system 12 alone, such as the damping profile for the electronically adjustable left front impact 290, the electronically adjustable right front impact 292 , the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296. In embodiments, a selected driving mode alters the characteristics of the suspension system 12 and other vehicle systems, such as the steering system 64, the main engine 66, the transmission system 68, the active descent control and the zn«c Ln / zznz / E / YiAi brake system 7 8 . Referring to Figure 24, the first operator interface 530 includes a mode up input 534, a mode down input 536, and a controller-operable suspension adjustment input 538. Each of the inputs 534, 536 and 538 are buttons. Mode up input 534 and mode down input 536 allow a driver to cycle through the driving modes of the vehicle without removing their hands from the steering wheel 276. In embodiments, each vehicle mode has a damping profile of corresponding base for left front electronically adjustable impact 290, front right electronically adjustable impact 292, rear left electronically adjustable impact 294 and rear right electronically adjustable impact 296. The driver-operable suspension adjustment input 538, in one example, requests that the compression damping of the electronically adjustable front left impact 290, the electronically adjustable front right impact 292, the electronically adjustable left rear impact 294 and the impact be increased. electronically adjustable right rear impact 296. For example, a depression of the driver-operable suspension adjustment input 538 instructs the electronic controller 50 to increase the compression damping of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear shock 294 and the electronically adjustable right rear shock 296 to a maximum value. Additionally, multiple actuations of the driver-operable suspension adjustment input 538 provide additional instructions recognizable by the electronic controller 50. Referring to Figure 25, a processing sequence 550 of the electronic controller 50 is shown. In processing sequence 550, a suspension input depression actuable by driver 538 is detected, as represented in block 552. Electronic controller 50 increases the compression damping of the electronically adjustable left front shock 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294 and the electronically adjustable right rear shock 296 to a first level, as represented by the block 554. In an example, the first level is 100%. The processing sequence 550 also monitors whether a second depression of the driver-operable suspension input 538 has occurred within a first time window of the first depression, as represented in block 556. If not, the processing sequence Processing process 550 determines whether a first timer has expired, as represented in block 558. In embodiments, satisfaction of the condition in block 564 (e.g., single tap, double tap, ...) results in electronically adjustable left front impact compression damping 290, electronically adjustable right front impact 292, electronically adjustable left rear impact 294 and electronically adjustable right rear impact 296 returning to the current reference damping for the adjustable left front impact electronically 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 either immediately or via a downward ramp, but in both cases without a calibrated retention time as in the block 558. Once the first timer has expired, the processing sequence 550 ramps the electronically adjustable left front impact compression damping 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the right rear impact. electronically adjustable 296 back to the current reference damping for the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296, as represented by the block 560. If a second depression of the driver-operable suspension input 538 has occurred within a first time window of the first depression, then the processing sequence 550 sustains the electronically adjustable left front impact compression damping 290. , the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 in the first level until a third depression of the driver-operable suspension input 538 is received, as shown by blocks 562 and 564 or a change in the driving mode of the vehicle has been received, as represented by block 566. Once a third depression of the driver-operable suspension input 538 is received ( block 564) or a mode change (block 566), processing sequence 550 returns electronically adjustable left front impact compression damping 290, right front electronically adjustable impact 292, electronically adjustable left rear impact 294, and electronically adjustable right rear impact 296 to the current reference damping for electronically adjustable left front impact 290, electronically adjustable right front impact 292, electronically adjustable left rear impact 294 and electronically adjustable right rear impact 296, such ZÍIRC ίη / 77Π7 / Ε / ΥΙΛΙ as represented by blocks 558 and 560. An advantage, among others, of the processing sequence 550 is the continuous elevation of the electronically adjustable left front impact compression damping 290, the front impact electronically adjustable right rear impact 292, electronically adjustable left rear impact 294 and electronically adjustable right rear impact 296 for situations where the operator plans for the vehicle 200 to be on rough terrain for an extended period of time. In embodiments, both a third dip and a fourth dip are required within a preset time window of the third dip for block 564. Referring to Figure 26, another processing sequence 570 of the electronic controller 50 is shown. In processing sequence 570, a depression of the suspension input actuable by driver 538 is detected, as represented in block 572. The electronic controller 50 increases the compression damping of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 to a first level, as represented by block 574. In an example, the first level is 100%. The processing sequence 570 also monitors whether the driver-operable sleep input 538 is pressed for at least a first extended time window, as represented in block 576. If not, the processing sequence 570 determines whether a first timer has expired, as represented in block 578. Once the first timer has expired, the processing sequence 570 ramps the electronically adjustable left front impact compression damping 290, the electronically adjustable right front impact 292, the impact left rear electronically adjustable shock 294 and right rear electronically adjustable shock 296 back to the current reference damping for left front electronically adjustable shock 290, front right electronically adjustable shock 292, rear left electronically adjustable shock 294 and rear right shock electronically adjustable 296, as represented by block 580. If driver-operable suspension input 538 is depressed for at least a first extended time window, then processing sequence 570 sustains left front impact compression damping electronically adjustable 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294 and the electronically adjustable right rear shock 296 in the first level until a second depression of the driver-actuated suspension input 538 is received, such as represented by blocks 582 and 584 or a change in the driving mode of the vehicle has been received, as represented by block 586. Once one of a second depression of the suspension input actuable by the driver 538 (block 584) or a mode change (block 586), the processing sequence 570 returns the electronically adjustable left front impact compression damping 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 to the current reference damping for the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296, as shown through blocks 578 and 580. In embodiments, satisfaction of the condition in block 584 (e.g., single tap, double tap, ...) results in electronically adjustable left front impact compression damping 290, the electronically adjustable right front impact 292, electronically adjustable left rear impact 294 and electronically adjustable right rear impact 296 which is returned to the current reference damping for electronically adjustable left front impact 290, electronically adjustable right front impact 292, the electronically adjustable left rear 294 and electronically adjustable right rear impact 296 either immediately or via a downward ramp, but in both cases without a calibrated retention time as in block 57 8.An advantage, among others, of the processing sequence 550 is the continuous elevation of the compression damping of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the adjustable right rear impact electronically 296 for situations where the operator plans for the vehicle 200 to be in rough terrain for an extended period of time. In embodiments, a depression of a preset extended first time window is required for block 584. In embodiments, both a third depression and a fourth depression within a preset time window of the third depression are required for block 584. Referring to Figure 27, another processing sequence 600 of the electronic controller 50 is shown. In processing sequence 600, a suspension input depression actuable by driver 538 is detected, as represented in block 602. The electronic controller 50 increases the compression damping of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 to a first level, as represented by block 604. In an example, the first level is 100%. The processing sequence 600 also monitors whether the driver-operable sleep input 538 is depressed for at least a first extended time window, as represented in block 606 (or, alternatively, whether a second depression occurs). of the driver-operable suspension input 538 within a first time window). If not, processing sequence 600 determines whether a first timer has expired, as represented in block 608. Once the first timer has expired, processing sequence 600 ramps the electronically adjustable left front impact compression damping. 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 back to the current reference damping for the electronically adjustable left front impact 290, the adjustable right front impact If the driver-operable suspension input 538 is pressed for at least an extended first time window (alternatively, a second depression is received within a preset time window), then the processing sequence 600 sustains the electronically adjustable left front impact compression damping 290, the adjustable right front impact electronically adjustable rear shock 292, the electronically adjustable left rear shock 294 and the electronically adjustable right rear shock 296 at a second level until a subsequent depression is received from the driver-actuable suspension input 538, as represented by blocks 612 and 614 or a change in the driving mode of the vehicle has been received, as represented by block 616. Once one of a second depression of the driver-operable suspension input 538 (block 614) or a change is received mode (block 616), the processing sequence 600 increases the compression damping of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact 296 back to the current reference cushioning for the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact 296, as represented by blocks 608 and 610. In embodiments, satisfying the condition at block 614 (e.g., single tap, double tap, . . . ) results in electronically adjustable left front impact compression damping 290, electronically adjustable right front impact 292, electronically adjustable left rear impact 294, and electronically adjustable right rear impact 296 being returned to the current reference cushioning for the impact electronically adjustable left front impact 290, electronically adjustable right front impact 292, electronically adjustable left rear impact 294 and electronically adjustable right rear impact 296 either immediately or via a downward ramp, but in both cases without a calibrated retention time as in block 608. An advantage, among others, of the processing sequence 600 is that the operator can select between increased compression damping of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the left rear impact electronically adjustable 294 and the electronically adjustable right rear impact 296 for situations where the operator plans for the vehicle 200 to be on rough terrain for an extended period of time and lower compression damping of the electronically adjustable left front impact 290, the right front impact electronically adjustable rear shock 292, the electronically adjustable left rear shock 294 and the electronically adjustable right rear shock 296 for situations where the operator plans for the vehicle 200 to go over vibration bumps (small bumps in the road). In other embodiments, an extended depression of the driver-operable suspension input 538 or a second depression of the driver-operable suspension input 538 may indicate to the electronic controller 50 other damping arrangements, such as increased damping ( compression, rebound, or both) for only a portion of the electronically adjustable left front shock 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294, and the electronically adjustable right rear shock 296. Back to Figure 24, when in response to the input of the driver-operable suspension input 538, the damping profile is locked, such as in response to block 556 in Figure 25, block 576 in Figure 26 , block 606 in Figure 27, an indicator is provided to the vehicle operator. Example indicators include visual indicators, audio indicators, tactile indicators, or combinations of these. In embodiments, the indicator includes a visual indicator displayed on screen 540. Referring to Figure 55, a first example screen 1500 is displayed on screen 540. Display screen 1500 provides various vehicle indicators to indicate that the damping profile is locked. Exemplary indicators include a locked icon 1502 on the upper left curve of the screen and a locked icon 1504 on the right side of the screen which covers a majority of a vertical extent of the screen 540. With reference to Figures 35 and 36, an exemplary processing sequence 630 is illustrated where the electronic controller 50 alters the operation of a transmission line system 210 of the vehicle 200 from an operation requested by the driver based on the vehicle 200 is in the air or based on a vertical acceleration value of the vehicle 200 along the axis 404 (see Figure 5) or based on all accelerations of the vehicle along the axes 400, 402, 404 ( see Figure 5) Referring to Figure 35, a vertical acceleration 636 along the axis 404 is zn«c ίη / 77Π7 / Ε / ΥΙΛΙ monitored by IMU 108. By monitoring the vertical acceleration 636, the electronic controller 50 can determine when the vehicle 200 is in the air (see reference line 638) and when the vehicle 200 lands (see reference line 640). Additional methods for detecting when the vehicle 200 is airborne and when the vehicle 200 lands are provided in U.S. Patent Application No. 16 / 013,210, filed June 20, 2018, titled VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL; United States Patent Application No. 16 / 529,001, filed August 1, 2019, titled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; United States Patent Application No. 15 / 816,368, filed ON November 17, 2017, entitled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; United States Patent Application No. 16 / 198,280, filed ON November 21, 2018, entitled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND; United States provisional application No. 63 / 027,833, filed ON May 20, 2020, entitled SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES, file PLR-01 -29147.01 P-US; and United States Provisional Application No. 63 / 053,278, filed July 17, 2020, entitled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND, Docket PLR-15-29249.01 P-US, all descriptions of which are expressly incorporated by reference in the present. zn«c Ln / zznz / E / YiAi With processing sequence 630, a driver of vehicle 200 can maintain a depression of an accelerator input, such as an accelerator pedal, up to and through a jump with vehicle 200. the torque requested by the driver, such as as an actuation of a pedal or accelerator input, is represented by line 632. The engine output torque is represented by line 634. The vertical acceleration of the vehicle 200 is represented by line 636. The processing sequence 630, based on a detection that the vehicle 200 is in the air, reduces the engine output torque to limit the amount that an output speed of the primary engine 66 and a rotation speed of the coupling members at ground 102 are increased due to the lack of contact with the ground, as represented on line 634. Therefore, the electronic controller 50 reduces the throttle input to the prime mover 66 even though the requested throttle input of the driver through the accelerator pedal remains at a higher level. Furthermore, as the electronic controller 50 detects that the vehicle 200 has landed, the vehicle 200 is no longer in free fall, the electronic controller 50 adjusts the throttle input to the prime mover 66 back toward the throttle input requested by the driver, as represented on line 632. Therefore, a driver of the zn«c Ln / zznz / E / YiAi vehicle 200 can remain on the accelerator pedal during a jump while the electronic controller 50 acts to protect the transmission 210 of the vehicle 200 during the jump. In embodiments, the throttle input to the prime mover 66 is adjusted by the electronic controller 50 in a linear, stepped, non-linear manner, or a combination of these. Referring to Figure 36, an example embodiment of processing sequence 630 is provided. Acceleration information along axis 404 is provided to electronic controller 50, as depicted in block 650. Electronic controller 50 determines whether the vehicle 200 is in the air, as represented in block 652. The electronic controller 50, based on the throttle position sensor 116, determines whether the throttle input position requested by the driver exceeds a first threshold, as represented in block 654. In one example, the first threshold is 75% of the maximum requested potential throttle input. In another example, the first threshold is 90% of the maximum requested potential throttle input. Otherwise, the electronic controller 50 does not adjust the output torque of the prime mover 66, as represented in block 656. In embodiments, the determination of whether the vehicle is airborne is based on all vertical accelerations, longitudinal and lateral. In embodiments, the vehicle operator can select an input to disable the functionality of Figure 36. In embodiments, the system reduces the torque to different values ​​based on the amount of time the vehicle is airborne. In embodiments, the system ramps torque rearward at different speeds based on the vehicle's airtime and throttle position. If so, the electronic controller 50 reduces the torque to a predefined value, as represented in block 658. The predefined value is less than the torque corresponding to the throttle input value requested by the driver. The electronic controller 50 continues to monitor the throttle input requested by the driver. As represented by block 660, electronic controller 50 determines whether the throttle input requested by the driver is less than a second threshold. In one example, the second threshold is equal to the first threshold. In another example, the second threshold is different from the first threshold. If the accelerator input requested by the driver is less than the second threshold, indicating that the driver has stepped off the accelerator pedal, the electronic controller 50 does not further reduce the torque, as represented in block 656 Furthermore, if the throttle input requested by the driver exceeds zn«c ίη / 77Π7 / Ε / ΥΙΛΙ subsequently the second threshold, the electronic controller 50 will provide the requested throttle input. One advantage, among others, is that this allows the driver to return to torque while in the air, if necessary. The electronic controller 50 maintains the torque reduction until a determination that the vehicle 200 has landed, as represented in block 662. If the electronic controller 50 determines that the vehicle 200 has landed, the electronic controller 50 returns the engine torque at the level indicated by the throttle input requested by the driver, as represented in block 664. Returning to Figure 24, the operator interface 532 includes a screen 540 and a plurality of buttons 542. In some embodiments, the screen 540 is a touch screen and functions as an input device 42 of the operator interface 62 and a output device 44 of the operator interface 62. Referring to Figure 28, a first example screen 700 is displayed on screen 540. The display screen 540 provides various vehicle indicators including indicators with respect to the suspension systems of the vehicle 200. Example indicators include a mode indicator 702 (illustrating a desert or low mode) that provides an indication of a Zíirc ίη / ζζηζ / Ε / γίΛΐ driving mode selected by the operator of the vehicle 200. Referring to Figure 31, a submenu is presented 760 on screen 540 listing a plurality of vehicle modes, illustratively a low mode entry 762, a rock crawler mode entry 764, a track mode entry 766, and a comfort mode entry 768. The submenu 760 is displayed in response to an operator input. Exemplary operator inputs include the operation of a button, the operation of a switch, and a gesture on the display 540 when the display is a touch screen. Example gestures include a swipe. Submenu 760 is removed from display 540 either in response to actuation of an operator input, a gesture on display 540, or a period of time. In Figure 31, track mode indicator 766 has been selected and mode indicator 702 has been updated to reflect the new vehicle mode. Returning to Figure 28, display 700 includes a compression damping indicator 704 and a rebound damping indicator 706 both associated with the electronically adjustable left front shock absorber 290, a compression damping indicator 708 and a rebound damping indicator. rebound damping indicator 710 both associated with the electronically adjustable right front shock absorber 292, a compression damping indicator 712 and a rebound damping indicator 714 both associated with the electronically adjustable left rear shock absorber 294, and a compression damping indicator 716 and a rebound damping indicator 718 both associated with the electronically adjustable right rear shock absorber 296. Figure 30 illustrates exemplary indicators for 10% increments of compression damping and exemplary indicators for 10% increments of rebound damping for the electronically adjustable left front impact 290 and the electronically adjustable left rear impact 294 (the indicators for the electronically adjustable right front impact 292 and the electronically adjustable right rear impact 296 are mirror images). The display 700 further includes a brake switch indicator 720 that has a first color when the vehicle 200 is braking and a second color when the vehicle 200 is not braking. A vehicle speed indicator 722 and a throttle input position indicator 754 are provided (currently the throttle input is not depressed). A gear adjustment indicator 730 is also provided. Additionally, ball indicator g 724 and a steering angle indicator 726 are provided. Ball indicator G 724 indicates the resulting acceleration on the vehicle 200 (longitudinal and lateral acceleration). The steering angle indicator 726 indicates a position of the operator's steering input device, such as a steering wheel. When the steering angle indicator 726 is centered vertically, the steering input device is arranged to drive the vehicle 200 in a straight line. An operator selection input 732 is provided on display 700. A g-ball input 734 and an angle input are provided. Figure 28 illustrates the screen 700 corresponding to the selection of the ball input g 734. Figure 29 illustrates the screen 750 corresponding to the selection of the angle input 736. The screen 750 includes a pitch angle indicator 752 and a roll angle indicator 752. In embodiments, the display screen 700 and / or the display screen 750 also provide an indication of a temperature of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the rear impact right electronically adjustable shock 296 measured by a temperature sensor associated with each of the electronically adjustable left front shock 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294 and the electronically adjustable right rear shock 296. The FOX zn shock absorbers «c Ln / zznz / E / YiAi 3.0 Live Valve X2 include sensors to monitor shock valve temperature. The electronic controller receives information regarding the temperature of each of the electronically adjustable left front shock 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294, and the electronically adjustable right rear shock 296 and provides an indication of these. on the display screen 700 and / or the display screen 750 or other output device of the operator interface 62. The display feedback may be color gradient (blue when cold - orange when hot red when hot - flashing red when overheated), or a simple on / off indicator that turns on when the impact temperature exceeds a threshold. The color gradient may be a color of the icons used for each of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact 296 on the display screen. display 700 and / or display screen 750. As mentioned herein, the suspension systems may further include one or more torque couplers that couple individual suspension systems together so that a movement of a first suspension system influences the movement of a second suspension system. As shown in Figures 14 and 15, a front sway module 280 couples the two front suspensions 262 together and, in particular, the stabilizer bar 280 is coupled to the lower A-arms 266 of the front suspensions 262 through the links 282. Similarly, as shown in Figures 16 and 17, a rear stabilizer bar 320 couples the two rear suspensions 264 together and, in particular, the stabilizer bar 320 is coupled to the rear arms 300 of the rear suspensions 264 through links 322. Referring to Figure 37, a representation of the vehicle 200 is provided. The links 282 are replaced with adjustable shock absorbers 1000 that couple the stabilizer bar 280 to the front suspensions 262 and the links 322 are replaced with adjustable shock absorbers 1000 that couple the stabilizer bar 320 to the rear suspensions 264. As shown in Figure 37, each of the links 282 and the links 322 are replaced. In embodiments, only one of the links 282 is replaced with an adjustable shock absorber 1000 and the other of the links 282 remains so that the stabilizer bar 280 is coupled to one of the front suspensions 262 through an adjustable shock absorber 1000 and to the other of the front suspensions 262 zn«c Ln / zznz / E / YiAi through a link 282. In embodiments, only one of the links 322 is replaced with an adjustable shock absorber 1000 and the other of the links 322 remains so that the Stabilizer bar 320 is coupled to one of the rear suspensions 264 through an adjustable shock absorber 1000 and to the other of the rear suspensions 264 through a link 322. The adjustable shock absorbers 1000 are operatively coupled to the electronic controller 50. By adjusting one or more characteristics of the respective adjustable shock absorber 1000, the electronic controller 50 can adjust the amount of coupling between the respective front suspensions 262 and the respective rear suspensions 264. In In embodiments, the electronic controller 50 may control a feature of the adjustable shock absorber 1000 to cause the adjustable shock absorber 1000 to act similarly to a link 282 or link 322 in a setting or to allow relative movement between the respective front suspension 262 or the suspension rear 264 and the corresponding stabilizer bar 280 or 320 in another scenario. In embodiments, only one of the links 282 is replaced with an adjustable shock absorber 1000 and the other of the links 282 remains so that the stabilizer bar 280 is coupled to one of the front suspensions 262 through an adjustable shock absorber 1000 and to the other of the front suspensions 262 through a link 282. In embodiments, only one of the links 322 is replaced with an adjustable shock absorber 1000 and the other of the links 322 remains so that the stabilizer bar 320 is coupled to one of the rear suspensions 264 through an adjustable shock absorber 1000 and to the other of the rear suspensions 264 through a link 322. An example of an adjustable shock absorber 1000 is a magnetorheological (MR) fluid impact that has a fluid whose viscosity can be changed by applying a magnetic field that can be controlled by the electronic controller 50. Exemplary MR impacts are available from XeelTech located at 181, 6771 St. Anton im Montafon, Austria. With exemplary RM impacts, the impact can be locked in any stroke position. In embodiments, when the vehicle is traveling straight, the RM shock is left open and the damping is controlled based on the selected mode and vehicle speed and when the vehicle is turning, the RM shock is locked in different positions ( based on mode and / or other inputs) to achieve different roll stiffnesses for adjustable suspensions. Additionally, the MR impact control for stabilizer bar 280 and the MR for stabilizer bar 320 are controlled independently to provide different camber characteristics. In embodiments, the RM damper has a position sensor that provides an indication to the electronic controller 50 zn«c Ln / zznz / E / YiAi of the travel position of the damper, thereby providing an indication of a damper length and / or a speed sensor that provides a rate of change of the length of the shock absorber. Example controls for the electronic controller 50 with an RM impact as part of one or both of the front stabilizer bar system and the rear stabilizer bar system include the following. to. Calibration of base damping (straight line / non-locked) versus vehicle speed and driving and handling mode. b. Lock profile change: The lock profile (transition from unlocked state to MR impact locked state) may be different for different conditions. In one example, it stops immediately. In another example, it increases slowly. The slope of the ramp or shift may change in comparison to vehicle speed, vehicle mode, turning aggressiveness and / or other characteristics. c. Locking the link (MRI impact) in an exact position on the course. In one example, the position sensor in the RM shock absorber is used to indicate the position in the stroke of the shock absorber. d. Mimicking a Spring - As the MR shock moves through the stroke, add damping force as a spring rate. zn«c ίη / ζζηζ / Ε / γίΛΐ and. End-of-stroke cushioning / component protection - Add cushioning at the ends of the shocks' stroke to prevent top out (rebound) and bottom out (compression) for shock durability and noise and vibration. F. Locking MR impacts in different front / rear positions to create a mode bias. g. Locking MR impacts to different positions based on vehicle load. Referring to Figure 38, an adjustable shock 1050 is illustrated that can be implemented as an adjustable shock absorber 1000. The adjustable shock absorber 1050 includes a body 1052 having an interior in which a piston 1054 corresponds in directions 1056, 1058. In In the illustrated embodiment, a shaft 1060 moveable with piston 1054 extends from one end 1059 of body 1052 and is movably coupled to a suspension arm 266 or 300. Another end 1066 of body 1052 is movably coupled to the stabilizer bar 280 or 320. A spring 1062 is included internal to the body 1052 to deflect the piston 1054 in the direction 1056 when compressed between the end 1066 of the body 1052 and the piston 1054. In other embodiments, the spring 1062 is provided externally. to body 1052 and is compressed between the spring stops (not shown); a spring stop carried by the body 1052 and another spring stop carried by the shaft 1060. In 7n«C ίη / 77Π7 / Ε / ΥΙΛΙ modes, the 1050 adjustable shock absorber does not include an associated spring. One advantage, among others, of including an associated spring is the inclination of the shock absorber 1050 towards an extended position. In embodiments, the spring effect can be achieved through gas pressure. An external fluid control circuit 1070 is provided. The fluid control circuit 1070 controls the movement of fluids from an inner chamber 1072 inside the body 1052 and limited by a first side 1074 of the piston 1054 and an inner chamber 1076 in the interior of the body 1052 and limited by a second side 1078 of the piston. The capacity and degree of ease of fluid movement between chambers 1072 and 1076 along with the stiffness of the spring 1062 control the stiffness of the adjustable damper 1050. The external fluid control circuit 1070 includes a rebound bypass bleed valve 1080. which allows fluid to move from chamber 1072 to chamber 107 6; thereby allowing the piston 1054 to move in the direction 1056, resulting in an extending length of the adjustable shock absorber 1050. The external fluid control circuit 1070 further includes an electronically controlled compression bypass valve 1082. The valve 1082 controls the movement of fluid from chamber 1076 to chamber 1072; thus allowing piston 1054 to move in direction 1058 and shorten zn«c Ln / zznz / E / YiAi 100 an adjustable damper length 1050. In embodiments, the valve 1082 is an on / off valve and when in the on configuration allows the movement of fluid from the chamber 1076 to the chamber 1072 and in the off configuration prevents the movement of fluid from chamber 1076 to chamber 1072. Electronic controller 50 controls operation of valve 1082 between the on setting and the off setting. In the off setting of valve 1082, adjustable damper 1050 acts similarly to a solid link, such as link 282 or link 322. In some embodiments, valve 1082 has a variable opening with an off (closed) setting. and a plurality of activation settings (partial open to fully open), each of which has a different rate of fluid flow allowed from chamber 1076 to chamber 1072. Electronic controller 50 controls the operation of valve 1082, including the flow rate allowed at the various on settings and between the various on settings and the off setting. With the arrangement shown in Figure 38, the adjustable shock absorber 1050 when the electronically controlled compression bypass valve 1082 is closed, the position of the piston 1054 is locked in compression (the adjustable shock absorber 1050 generally functions as a rigid link by limiting the movement of piston 1054 in the direction ZÍIRC ίη / 77Π7 / Ε / ΥΙΛΙ 101 1058) and the position of the piston 1054 is free to move in rebound (movement of the piston 1054 in the direction 1056). When the electronically controlled compression bypass valve 1082 is open, the piston position 1054 is free to move in compression (piston movement 1054 in direction 1058) and the piston position 1054 is free to move in rebound (piston movement 1054 at address 1056). Referring to Figure 39, the roll stiffness of the stabilizer bar 280 is illustrated based on a lateral acceleration of the vehicle 200. Curve 1090 represents when the electronically controlled compression bypass valve 1082 is closed (off setting). In this setting, the adjustable shock absorber 1050 acts as a solid link and the slope of the line 1090 is determined based on a stiffness of the stabilizer bar itself 280. In general, a higher slope corresponds to a larger diameter stabilizer bar. Curve 1092 represents when the electronically controlled compression bypass valve 1082 is fully open (100% setting). In this setting, the roll stiffness of the stabilizer bar 280 is not linear. Rather, curve 1092 includes a first linear segment 1091 having a slope based on the spring constant of the spring 1062 (alternatively gas pressure) and a second linear segment 102 1093 which has a slope based on a stiffness of the stabilizer bar itself 280. Curve 1094 represents when the electronically controlled compression bypass valve 1082 is locked at 50% of travel. In this setting, the roll stiffness of the stabilizer bar 280 is not linear. Rather, curve 1094 includes a first linear segment 1095 that has a slope based on the spring constant of the spring 1062 (alternatively gas pressure) and a second linear segment 1097 that has a slope based on a stiffness of the spring 1062. stabilizer bar 280 and the fluid pressure of the adjustable shock absorber 1050. An advantage, among others, of including a spring 1062 is the ability to adapt the desired roll attributes of the vehicle 200. Similar curves would be provided for the stabilizer bar 320. Referring to Figure 40, another comparison of the roll stiffness of the stabilizer bar 280 based on a lateral acceleration of the vehicle 200 is illustrated. Curves 1090 and 1092 of Figure 39 are reproduced. Additionally, a curve 1098 is illustrated illustrating the roll stiffness of the stabilizer bar 280 when the spring 1062 is not included in the adjustable shock absorber 1050. The curve 1098, like the curve 1092, corresponds to the controlled compression bypass valve electronically 1082 is fully open (100% open setting) and includes a 103 first linear segment 1099 and a second linear segment 1089. The first linear segment 1099 of the curve 1098 has a slope based on which the adjustable shock absorber 1050 is compressed with an electronically controlled compression bypass valve 1082 fully open and a second segment linear 1089 has a slope based on a stiffness of the stabilizer bar itself 280. In embodiments, an individual adjustable shock absorber 1050 is provided for the connection of each of the lower A-arms 266 of the front suspensions 262 to the stabilizer bar 280 and for the connection of each of the rear arms 300 of the rear suspensions 264 to the stabilizer bar 320. In embodiments, a single adjustable shock absorber 1050 is provided for the connection of only one of the lower A-arms 266 to the stabilizer bar 280 and the connection of the other lower A-arm 266 to the stabilizer bar 280 is through a solid link. In embodiments, a single adjustable shock absorber 1050 is provided for the connection of only one of the rear arms 300 of the rear suspension 264 to the stabilizer bar 320 and the connection of the other rear arm 300 to the stabilizer bar 320 is through a solid bond. Referring to Figure 43, an exemplary zn«c ίη / 77Π7 / Ε / ΥΙΛΙ damping logic processing sequence 1100 is illustrated. 104 impact 450 of the electronic controller 50. The electronic controller 50 receives user and / or sensor inputs, as represented in block 1102. Example user inputs may be received through the user interface 62 and include selections mode, manual adjustments, requests to harden the suspension through the first operator interface 530 or other appropriate inputs. Exemplary sensor inputs include one or more characteristics of the vehicle 200 that are being monitored by the sensors 80. The electronic controller 50 determines whether the vehicle 200 is in a first condition, as represented in block 1104. If the vehicle 200 is in the first condition, the electronic controller 50 adjusts at least one characteristic of a first shock absorber 1000. , such as an adjustable shock absorber 1050, coupled at a first end to a first suspension arm 266 or a suspension arm 300 and at a second end to a stabilizer bar 280, 320 in a first configuration, as shown in the block 1106. The electronic controller 50 further adjusts at least one characteristic of the corresponding electronically adjustable left front impact 290, electronically adjustable right front impact 292, electronically adjustable left rear impact 294, and electronically adjustable right rear impact. 105 296 attached to the same suspension arm 266, 300 as the adjustable shock absorbers 1000 of the block 1106 and the frame 250 to a first configuration (may be different than the first configuration of the adjustable shock absorber 1000), as represented by the block 1108. The electronic controller 50 may, in embodiments, further adjust the additional adjustable shock absorbers 1050, such as additional adjustable shocks 1050 and the other electronically adjustable left front shock 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294 and the electronically adjustable right rear 296 based on the vehicle 200 being in the first condition. First example conditions include turning, squatting, diving, rock crawling, a vehicle speed below a first threshold, and other conditions described herein and conditions described in U.S. Patent Application No. 16 / 013,210, filed June 20, 2018, entitled VEHICLE HAVING SUSPENSION WITH CONTINUOUS DAMPING CONTROL; United States Patent Application No. 16 / 529,001, filed August 1, 2019, titled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; United States Patent Application No. 15 / 816,368, filed on November 17, 2017, entitled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; United States Patent Application No. 16 / 198,280, zn«c Ln / zznz / E / YiAi 106 filed on November 21, 2018, entitled VEHICLE WITH ADJUSTABLE COMPRESSION AND REBOUND DAMPING: United States Provisional Application No. 63 / 027,833, filed on May 20, 2020, entitled SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES, file PLR-01 -29147.01 P-US; and United States Provisional Application No. 63 / 053,278, filed July 17, 2020, entitled VEHICLE HAVING COMPRESSION AND REBOUND DAMPING, File PLR-15-29249.01 P-US, wherein the complete descriptions are expressly incorporated by reference at the moment. If the vehicle 200 is not in the first condition, as represented in block 1104, the electronic controller 50 adjusts at least one characteristic of a first shock absorber 1000, such as an adjustable shock absorber 1050, coupled at a first end to a first suspension arm 266 or a suspension arm 300 and at a second end to a stabilizer bar 280, 320 to a second configuration, as represented in block 1110. The electronic controller 50 further adjusts at least one characteristic of the corresponding of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 attached to the same zn«c arm Ln / zznz / E / YiAi The electronic controller 50 can, in embodiments, further adjust additional adjustable shock absorbers 1000, such as additional adjustable shocks 1050 and the other electronically adjustable left front shock 290, electronically adjustable right front shock 292, electronically adjustable left rear shock 294 and electronically adjustable right rear shock 296 based on the vehicle 200 not being in the first condition. With reference to Figure 44, an exemplary processing sequence 1120 of impact damping logic 450 of the electronic controller 50 is illustrated. The electronic controller 50 receives user and / or sensor inputs, as represented in block 1122. Example user inputs may be received through the user interface 62 and include mode selections, manual adjustments, requests to harden the suspension through the first operator interface 530, or other suitable inputs. Exemplary sensor inputs include one or more characteristics of the vehicle 200 that are being monitored by the sensors 80. 108 The electronic controller 50 determines whether the vehicle 200 is in a first condition, as represented in block 1124. If the vehicle 200 is in the first condition, the electronic controller 50 adjusts at least one characteristic of a first shock absorber 1000. , such as a shock absorber 1050, coupled at a first end to a first suspension arm 266 or a suspension arm 300 and at a second end to a stabilizer bar 280, 320 to a first configuration, as represented in block 1126. The electronic controller 50 further adjusts at least one characteristic of one of the electronically adjustable left front shock 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294, and the electronically adjustable right rear shock 296 attached to a different suspension arm. 266, 300 that the adjustable shock absorber 1000 of the block 1126 and the frame 250 to a first configuration (may be different than the first configuration of the adjustable shock absorbers 1000), as represented by the block 1128. The electronic controller 50 can, in embodiments, further adjusting the additional adjustable shock absorbers 1000, such as additional adjustable shocks 1050 and electronically adjustable left front shocks 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294 and the 109 electronically adjustable right rear impact 296 based on the vehicle 200 being in the first condition. Example processing sequences for the above and other conditions are provided in U.S. Patent Application No. 16 / 013,210, filed June 20, 2018, titled VEHICLE HAVING SUSPENSIOIN WITH CONTINUOUS DAMPING CONTROL; United States Patent Application No. 16 / 529,001, filed August 1, 2019, titled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; United States Patent Application No. 15 / 816,368, filed on November 17, 2017, entitled ADJUSTABLE VEHICLE SUSPENSION SYSTEM; United States Patent Application No. 16 / 198,280, filed on November 21, 2018, entitled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND; United States provisional application no. 63 / 027,833, filed on May 20, 2020, entitled SYSTEMS AND METHODS OF ADJUSTABLE SUSPENSIONS FOR OFF-ROAD RECREATIONAL VEHICLES, file PLR-01- 29147.01 P-US; and United States provisional application no. 63 / 053,278, filed July 17, 2020, entitled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING, file PLR-15924 9-US, the entire description of which is expressly set forth herein. If the vehicle 200 is not in the first condition, as represented in block 1124, the electronic controller 50 adjusts at least one characteristic zn«c ίη / ζζηζ / Ε / γίΛΐ 110 of a first shock absorber 1000, such as an adjustable shock absorber 1050, coupled at a first end to a first suspension arm 266 or a suspension arm 300 and at a second end to an stabilizer bar 280, 320 to a second configuration, such as depicted in block 1130. The electronic controller 50 further adjusts at least one characteristic of the corresponding electronically adjustable left front impact 290, electronically adjustable right front impact 292, electronically adjustable left rear impact 294, and adjustable right rear impact. electronically 296 attached to a different suspension arm 266, 300 than the adjustable shock absorber 1000 of the block 1130 and the frame 250 to a second configuration (may be different than the second configuration of the adjustable shock absorber 1000), as represented by the block 1132 The electronic controller 50 may, in embodiments, further adjust the additional adjustable shock absorbers 1000, such as additional shocks 1050 and the other electronically adjustable left front shock 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294 and the electronically adjustable right rear impact 296 based on the vehicle 200 not being in the first condition. In modes, the adjustable shock absorber 1000 is zn«c Ln / zznz / E / YiAi 111 alters when vehicle 200 crawls on rock or traverses other large obstacles. Referring to Figure 41, the adjustable shock absorber 1000 associated with the stabilizer bar 280 is in a deactivated position and a driver's side front ground coupling member 202 is arranged on a large rock 1100 resulting in a coupling member front to ground passenger side 202 that is raised from the ground. Referring to Figure 42, the adjustable shock absorber 1000 associated with the stabilizer bar 280 is in one setting (either fully open or partially open) and the driver's side front ground coupling member 202 is arranged on a large rock. 1100, which results in the passenger side forward ground coupling member 202 remaining on the ground. In both Figures 41 and 42 (see also sheet A-l), the passenger side adjustable shock absorber 1000 allows full extension of the shaft 1060 of the adjustable shock absorber 1000, but only in Figure 42 is the driver side adjustable shock absorber 1000 which is allowed to compress, thereby further lowering the passenger side ground coupling member 202. In Figure 42, the electronically adjustable right front impact rebound damping feature 292 is also established to promote full extension of the impact electronically adjustable front right 292. ZÍIRC ίΠ / 77Ω7 / Β / ΥΙΛΙ 112 In embodiments, the vehicle 200 is determined to crawl on the rock based on a selection of a mode selected by the user through the user interface 62. In embodiments, the vehicle 200 is determined to crawl on the rock with based on one or more sensor inputs. For example, based on vehicle speed, vehicle pitch, vehicle roll, the relative length of the electronically adjustable left front impact 290 and the electronically adjustable right front impact 292 (the front ground coupling members 202 of the vehicle 200 are located on a relatively flat surface or are located on a non-level surface or surfaces), or the relative positions of the lower A-arms 266 (the front ground coupling members 202 of the vehicle 200 are located on a relatively flat surface or are on an unlevel surface or surfaces). When the electronic controller 50 determines that the vehicle 200 is rock crawling, then the electronic controller 50 alters one or more characteristics of the adjustable dampers 1000 associated with the stabilizer bar 280 and / or one or more characteristics of the associated adjustable dampers 1000. with the stabilizer bar 320. 19, the electronic controller 50 includes the impact damping logic 450 that controls the damping characteristics of the 113 electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296. In an example, when the vehicle 200 is crawling on the rock, the electronic controller 50 alters one or more damping characteristics of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact 296 based on a vehicle orientation 200 as described in United States Patent Application Serial No. 16 / 198,280, filed on November 21, 2018, entitled VEHICLE HAVING ADJUSTABLE COMPRESSION AND REBOUND DAMPING, the entire disclosure of which is expressly incorporated herein by this reference. In embodiments, when the vehicle is traveling at a low speed, such as below 10 miles per hour (mph), adjustable shock absorbers 1000, such as shock absorbers 1050, for each of the stabilizer bar 280 and stabilizer bar 320 are configured. by the electronic controller 50 in a completely open setting that allows each of the front suspensions 262 and each of the rear suspensions 264 to generally act completely independently on a generally level ground. 114 A vehicle speed sensor can be used to monitor vehicle speed. As the speed of the vehicle increases, the frequency of bumps in the dirt increases, and / or a direction of travel of the vehicle changes, such as turning, the electronic controller 50 further alters the settings of one or more of the adjustable shock absorbers 1000. , just like 1050 impacts. For example, as vehicle speed increases, electronic controller 50 may additionally stiffen adjustable shock absorbers 1050 by partially closing valve 1082 and fully closing valve 1082 once vehicle speed reaches a threshold. Additionally, the electronic controller 50 adjusts one or both of the compression damping and the rebound damping of one or more of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the right rear electronically adjustable 296 due to increased speed. As another example, when the vehicle 200 turns the electronic controller 50 may alter one or more of the adjustable dampers 1050 to partially close or completely close the valve 1082 to reduce vehicle roll. The electronic controller 50 may depend on 7n«C ίη / 77Π7 / Ε / ΥΙΛΙ 115 one or more sensors to determine when the vehicle 200 is turning and the sharpness of the turn, including IMU 108 (lateral acceleration, vehicle roll), steering angle sensor 106 and a steering speed sensor. In an example, when the vehicle 200 turns to the left, the valve 1082 for the left-adjustable front shock absorbers 1050 (in front of the driver) and the valve 1082 for the right-adjustable rear shock absorbers 1050 (behind the passenger) are at the same time. less partially closed or completely closed by the electronic controller 50. Additionally, the electronic controller 50 adjusts one or both of the compression damping and the rebound damping of one or more of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 due to the twist. Referring to Figure 45, another example adjustable impact 1140 is illustrated that can be implemented as an adjustable shock absorber 1000. The adjustable shock absorber 1140 includes a body 1142 having an interior in which a piston 1144 corresponds in directions 1056, 1058 In the illustrated embodiment, a shaft 1154 movable with piston 1144 extends from an end 1150 of body 1142 and is movably coupled to a suspension arm 266 or 300. zn«c Ln / zznz / E / YiAi 116 Another end 1152 of the body 1142 is movably coupled to the stabilizer bar 280 or 320. A first spring 1156 is included internal to the body 1142 to bias the piston 1144 in the direction 1056 when compressed between the end 1152 of the body 1142 and the side 1146 of the piston 1144. A second spring 1158 is included internal to the body 1142 to bias the position 1144 in the direction 1058 when compressed between the end 1150 and the side 1148 of the piston 1144. An advantage, among others, of having springs on both sides of the piston 1144, is that the springs help keep the piston 1144 centered in the body 1142. Another advantage, among others, is that a single unit can be provided on one side of the stabilizer bar. An external fluid control circuit 1160 is provided. The fluid control circuit 1160 controls the movement of fluids between an interior chamber 1164 inside the body 1142 and limited by a first side 1148 of the piston 1144 and an interior chamber 1166 in the interior of the body 1142 and limited by a second side 1146 of the piston 1144. The capacity and degree of ease of movement of the fluid between the chambers 1164 and 1166 together with the stiffness of the springs 1156, 1158 control the stiffness of the adjustable damper 1140 . The external fluid control circuit 1160 includes an electronically controlled compression bypass valve 1162. The valve 1162 controls the movement ZÍIRC ίη / 77Π7 / Ε / ΥΙΛΙ 117 of the fluid between the chambers 1164, 1166 thus allowing the piston 1144 to move in the directions 1056, 1058. In embodiments, valve 1162 is an on / off valve and when in the on configuration allows fluid movement between chambers 1164, 1166 and in the off configuration prevents fluid movement from chambers 1164, 1166. The electronic controller 50 controls the operation of the valve 1162 between the on setting and the off setting. In the off setting of valve 1162, the adjustable damper 1140 acts similarly to a solid link, such as link 282 or link 322. In some embodiments, valve 1162 has a variable opening that has an off (closed) setting. ) and a plurality of ignition settings (partially open to fully open), each with a different rate of allowable fluid flow between chambers 1164, 1166. The electronic controller 50 controls the operation of the valve 1162, including the allowable flow rate between the various on settings and between the various on settings and the off setting. With the arrangement shown in Figure 45, when the electronically controlled valve 1162 is closed, the position of the piston 1144 is generally locked in compression and rebound. When the electronically controlled valve 1162 is open, the position of the piston 1144 zn«c Ln / zznz / E / YiAi 118 is free to move in compression and rebound. In embodiments, an individual adjustable shock absorber 1140 is provided for connection of each of the lower A-arms 266 to the stabilizer bar 280 and for connection of each of the rear arms 300 of the rear suspension 264 to the stabilizer bar 320. In embodiments, a single adjustable shock absorber 1140 is provided for the connection of only one of the lower A-arms 266 to the stabilizer bar 280 and the connection of the other lower A-arm 266 to the stabilizer bar 280 is through a solid link. In embodiments, a single adjustable impact absorber 1140 is provided for the connection of only one of the rear arms 300 of the rear suspension 264 to the stabilizer bar 320 and the connection of the other rear arm 300 to the stabilizer bar 320 is made through of a solid bond. Additional examples of shock absorbers for adjustable shock absorbers 1000 are described in published United States Patent Application No. US2019 / 0100071. Referring to Figure 46, a representation of the vehicle 200 is provided. It links 282 front torque suspensions 262 together through the stabilizer bar 1190 and links 322 rear torque suspensions 264 together through the stabilizer bar 1192 The 1190 stabilizer bar includes a 119 first section 1191 which is rotatably coupled to the right front suspension 262 and the frame 250 and a second section 1193 which is rotatably coupled to the left front suspension 262 and the frame 250. The first section 1191 and the second section 1193 are coupled together via a torque actuator 1200. Similarly, the stabilizer bar 1192 includes a first section 1194 rotatably coupled to the right rear suspension 264 and frame 250 and a second section 1195 rotatably coupled. to the left rear suspension 264 and the frame 250. The first section 1194 and the second section 1195 are coupled to each other through a torque actuator 1200. The torque actuator 1200 acts as a traditional stabilizer bar between the respective two front suspensions 262 and two rear suspensions 264 or proactively induces a torque in at least one of the first section 1191 or the second section 1193 of the stabilizer bar. 1190 and / or induces a torque in at least one of the first section 1194 or the second section 1195 of the stabilizer bar 1192. The torque actuator 1200 is operatively coupled to the electronic controller 50 that controls the operation of the torque actuator 1200. An example of a torque actuator 1200 is the mechatronic Active Roll Control (eARC) system available in Schaeffler AG located in ZÍIRC ίΠ / 77Ω7 / Β / ΥΙΛΙ 120 Industriestrahe 1-391074 Herzogenaurach Germany. In embodiments, the electronic controller 50 further controls the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact 296. Referring to Figure 47, an example of torque actuator 1200 coupled to the first section 1191 and second section 1193 of the stabilizer bar 1190 is illustrated. A first portion 1202 of the torque actuator 1200 is coupled fixed to the first section 1191 of the stabilizer bar 1190 to rotate with the first section 1191 and a second portion 1204 of the torque actuator l200 is fixedly coupled to the second section 1193 of the stabilizer bar 1190 to rotate with the second section 1193. The first portion 1202 includes a housing 1206 having an electric motor 1210 positioned therein. The electric motor 1210 is fixedly coupled to the first section 1191. A stabilizer bearing 1208 supports the first section 1191. An output shaft of the motor 1210 is fixedly coupled to the second section 1193 through a gear 1212. A An example of a gear is a planetary gear. Multiple sensors 1212 are provided that monitor the characteristics of the torque actuator 1200. Examples of sensors 1212 include a sensor 121 of the motor speed which monitors a rotation speed of the output shaft of the electric motor 1210, a motor position sensor that monitors a rotation position of the output shaft of the motor 1210, a shaft position sensor that monitors a rotational position of the gear output 1214 and a shaft speed sensor that monitors a rotational speed of the gear output 1214. The electronic controller 50 by inducing a torque force on the output shaft of the electric motor 1210 in a first direction or a second direction can induce a torque force in one or both of the first section 1191 of the stabilizer bar 1190 and the second section 1193 of the stabilizer bar 1190. In embodiments, the electronic controller 50 applies torque based on one or more inputs. Example inputs include IMU 108, steering angle sensor 106, vehicle speed sensor 104, selected suspension mode, the rotational speed of the electric motor 1210, the rotational position of the output shaft of the electric motor 1210, the rotational position of the gear output 1214 and the rotational speed of the gear output 1214. The electronic controller 50 applies the torque by the current level provided to the electric motor 1210. Referring to Figure 48, a representation of the vehicle 200 is shown. The representation in the figure zn«c ίη / 77Π7 / Ε / ΥΙΛΙ 122 replaces links 282 and 322 with adjustable shock absorbers 1000 and includes stabilizer bars 1190 and 1192 with torque actuators 1200. The adjustable shock absorbers 1000 and torque actuator 1200 are operatively coupled to the electronic controller 50 that controls the operation of each of the adjustable dampers 1000 and the torque actuator 1200. In embodiments, the electronic controller 50 further controls the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the electronically adjustable right rear impact 296. With the inclusion of the torque actuator 1200 in the stabilizer bar 1190 and stabilizer bar 1192, multiple control processing sequences are provided to increase the performance of the vehicle 200. As explained in published United States Patent Application No. US2020 / 0156430, the entire disclosure of which is expressly incorporated herein by this reference, the cushioning characteristics of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292 , the electronically adjustable left rear shock 294 and the electronically adjustable right rear shock 296 are adjusted during cornering. In modalities, the characteristics of the zn«c ίη / 77Π7 / Ε / ΥΙΛΙ 123 torque actuator 1200 on the stabilizer bar 1190 and the stabilizer bar 1192 can also be adjusted during cornering. The characteristics of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 and the torque actuator 1200 can be adjusted based on a detection of a curve of the vehicle 200 and at the location on a curve (curve entry, center curve, curve exit). As discussed in published United States Patent Application No. US2020 / 0156430, the entire disclosure of which is expressly incorporated by reference herein, the detection of a curvature of the vehicle 200 and the location on a curve can be detected based on one or more sensor values. In embodiments, curve sharpness and / or vehicle speed are additionally considered in the characteristics of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, and the adjustable right rear impact. electronically 296 and the torque actuatorl200. In embodiments, the electronic controller 50 determines whether the vehicle 200 is curved (e.g., a turn). Furthermore, the electronic controller 50 determines a direction of rotation 124 (for example, a left turn or a right turn). For example, the electronic controller 50 may determine that the vehicle 200 is cornering and / or turning direction based on steering information indicating a steering speed, angle and / or position, yaw rate information indicating a cutting speed and / or acceleration information indicating lateral acceleration. The electronic controller 50 may compare the steering speed, steering angle, steering position, yaw rate and / or lateral acceleration with one or more corresponding thresholds (e.g., predetermined, preprogrammed and / or defined by the controller). user) to determine if the vehicle 200 is curved. The electronic controller 50 may use the positive and / or negative values ​​of the steering speed, angle, position, yaw rate and / or lateral acceleration to determine the direction of the turn. Additionally, the electronic controller 50 determines whether the vehicle 200 is entering, midway, and / or exiting a curve. Additional details regarding determining when the vehicle 200 is turning, a direction of the curve, and whether the vehicle 200 is at the entrance of the curve, in the middle of the curve, or exiting the curve in the application Published United States Patent No. US2020 / 0156430, the entire description of which is expressly incorporated by reference herein. 7n«C ίη / 77Π7 / Ε / ΥΙΛΙ 125 In embodiments, when the vehicle 200 is cornering the electronic controller 50 may (based on sensor inputs, such as vehicle speed) increase the stiffness of the stabilizer bar 1190 during corner entry by increasing the torque. applied by the torque actuator 1200 of the stabilizer bar 1190. One advantage, among others, of increasing the rigidity of the stabilizer bar 1190 is to get out of tire bite to improve cornering. In other embodiments having adjustable shock absorbers 1000 associated with the stabilizer bar 1190, with or without torque actuator 1200, the stiffness of the stabilizer bar 1190 may be increased by increasing the stiffness of the adjustable shock absorbers 1000 associated with the stabilizer bar 1190. In embodiments, when the vehicle 200 is cornering the electronic controller 50 may (depending on sensor inputs, such as vehicle speed) increase the stiffness of the stabilizer bar 1192 during the mid-corner relative to the stiffness of the stabilizer bar 1190 by increasing a torque applied by the torque actuator 1200 of the stabilizer bar 1192 and / or reducing a torque applied by the torque actuator 1200 of the stabilizer bar 1190. An advantage, among others , to increase the stiffness of the stabilizer bar 1192 on the stiffness of the stabilizer bar 126 1190 is to generate a vehicle more prone to oversteer. In other embodiments having adjustable shock absorbers 1000 associated with the stabilizer bar 1190 and the stabilizer bar 1192, with or without torque actuator 1200, the stiffness of the stabilizer bar 1192 can be increased over the stiffness of the stabilizer bar 1190 by increasing the stiffness of the adjustable shock absorbers 1000 associated with the stabilizer bar 1192 and / or reduce the stiffness of the adjustable shock absorbers 1000 associated with the stabilizer bar 1190. In embodiments, when the vehicle 200 is making a sharp turn, such as approximately 90° or more) (depending on sensor inputs, such as acceleration) the electronic controller 50 may increase the stiffness of the stabilizer bar 1190 and decrease the stiffness of the stabilizer bar 1192. One advantage, among others, of increasing the stiffness of the stabilizer bar 1190 and decreasing the stiffness of the stabilizer bar 1192 is to make the vehicle 200 less prone to tire lift and force loss of traction on the front outside tires. In other embodiments having adjustable shock absorbers 1000 associated with the stabilizer bar 1190 and the stabilizer bar 1192, with or without force actuator 1200, the stiffness of the stabilizer bar 1190 may be increased and the stiffness of the stabilizer bar 1192 may be increased. c Ln / zznz / E / YiAi 127 be decreased by increasing the stiffness of the adjustable shock absorbers 1000 associated with the stabilizer bar 1190 and / or reducing the stiffness of the adjustable shock absorbers 1000 associated with the stabilizer bar 1192. Additionally, the torque actuator 1200 can be adjusted to account for the vehicle 200 hitting a bump while turning. The electronic controller 50 detects the direction of rotation and the amount of torque on the stabilizer bar 1190. If a bump is found on the front coupling member within the ground, then the stiffness of the stabilizer bar 1190 is reduced by adjusting the torque actuator 1200. One advantage, among others, of reducing the rigidity is to reduce the lower compression of the electronically adjustable left front shock absorber 290 or the electronically adjustable right front shock absorber 292 due to the stabilizer bar 1190. The force of the bar stabilizer 1190 that compresses the internal impact of the electronically adjustable left front impact 290 and the electronically adjustable right front impact 292 reduced and no impact load will be transferred by the stabilizer bar 1190 to the external impact of the electronically adjustable left front impact 290 and the right front impact electronically adjustable 292 that causes the impact to be compressed. In other modalities that have adjustable shock absorbers 1000 128 associated with the stabilizer bar 1190, with or without torque actuator 1200, the stiffness of the stabilizer bar 1190 may be decreased by decreasing the stiffness of the adjustable shock absorbers 1000 associated with the stabilizer bar 1190. If a bump is found in the front coupling member off the ground, then the stiffness of the stabilizer bar 1190 is increased by adjusting the torque actuator 1200. One advantage, among others, of increasing the rigidity is to transfer as much impact as possible to the front inboard impact of the electronically adjustable left front impact 290 and the electronically adjustable right front impact 292 to reduce the transient roll of the vehicle 200 and improve the background performance of the external impact of the electronically adjustable left front impact 290 and the electronically adjustable right front impact 292. In other Embodiments having adjustable impact absorbers 1000 associated with the stabilizer bar 1190, with or without torque actuator 1200, the stiffness of the stabilizer bar 1190 may be increased by increasing the stiffness of the adjustable shock absorbers 1000 associated with the stabilizer bar 1190. In In embodiments, when at least one torque sensor is associated with the stabilizer bar 1190, the torque of a single wheel stroke can be measured and the adjustable shock absorbers 1000 and / or the torque actuator 1200 of 129 the stabilizer bar 1192 can be adjusted in anticipation of the impact. In embodiments, the electronic controller 50 adjusts the stiffness of the stabilizer bar 1190 and / or the stabilizer bar 1192 by altering a characteristic of the torque actuator 1200 to tilt the vehicle 200 on a high side of the vehicle 200, such as a side that is the highest side when the vehicle 200 is driven on a hill side or a side that rises due to one of the wheels being on a large rock. As described in published United States Patent Application No. US2020 / 0156430, which is incorporated herein by this reference, the electronic controller 50 can detect an orientation of the electronic controller 50 and adjust the damping characteristics of at least one of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 based on the detected orientation of the vehicle 200. Additionally, the electronic controller 50 can adjust the torque actuator 1200 of one or both of the stabilizer bar 1190 and the stabilizer bar 1192 to tilt the vehicle 200 on a high side of the vehicle 200, such as a side that is the highest side when the vehicle 200 is traveling on a hill side or a 130 side that rises because one of the wheels is on a large rock. When it is detected that the vehicle 200 has the right side higher than the left side, such as by a threshold amount, the torque actuator 1200 of the stabilizer bar 1190 is adjusted to apply a torque force to the second section 1193. of the stabilizer bar 1190 to the second lower section 1193 and the lower A-arm 266 coupled to the second section 1193 via link 282 and raise the lower A-arm 266 coupled to the first section 1191 via link 282, which gives as a result of the vehicle 200 leaning towards the hillside or rock that makes the right side of the vehicle 200 higher than the left side of the vehicle 200. When it is detected that the vehicle 200 has the left side higher than the right side , such as by a threshold amount, the torque actuator 1200 of the stabilizer bar 1190 is adjusted to apply a torque force to the second section 1193 of the stabilizer bar 1190 to raise the second section 1193 and raise the lower A-arm 266 coupled to the second section 1193 via link 282 and the lower A-arm 266 coupled to the first section 1191 via link 282, resulting in the vehicle 200 resting on the hillside or rock that makes the left side of the vehicle 200 is higher than the right side of vehicle 200. In embodiments, the electronic controller 50 executes the sequence ZÍIRC ίη / 77Π7 / Ε / ΥΙΛΙ 131 to tilt the vehicle 200 in response to a mode selection made through the operator interface 62, such as a rock crawl mode. In embodiments, the operator interface 62 may have an input by which an operator may select to raise one side of the vehicle 200. For example, when traversing a rock, the operator may position one of the left front wheel and the right front wheel in the upper portion of the rock and then selecting through the operator interface 62 to alter the vehicle 200 so that it is more level from side to side. The torque actuator 1200 of the stabilizer bar 1190 then applies a torque force to raise the other side of the vehicle 200. One advantage, among others, would be to help the vehicle 200 traverse the obstacle. In embodiments, the operator interface 62 may have an input by which an operator may select a tire changing mode and select the tire to be changed. For example, the operator can select the left front tire to change through the operator interface 62. The electronic controller 50 can activate the torque actuator 1200 of the stabilizer bar 1190 and the stabilizer bar 1192 coupled to the tire being will change to compress the left front impact electronically adjustable 290, the impact zn«c Ln / zznz / E / YiAi 132 front right electronically adjustable shock 292, the rear left electronically adjustable shock 294 and the rear right electronically adjustable shock 296 placed near the tire to be changed (fp2 90 in the case of the front left tire to be changed) and to extend that of the electronically adjustable left front impact 290, the electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 opposite the tire to be changed and coupled thereto of the stabilizer bar 1190 and the stabilizer bar 1192 (the electronically adjustable right front shock 292 associated with the right front tire in the case of the left front tire to be changed). Additionally, the electronic controller 50 may activate the torque actuator 1200 of the other of the stabilizer bar 1190 and the stabilizer bar 1192 not coupled to the tire to be changed to extend the electronically adjustable left front impact 290, the front impact right electronically adjustable impact 292, the left rear electronically adjustable impact 294 and the right rear electronically adjustable impact 296 positioned on the same side of the vehicle 200 as the tire to be changed (the left rear electronically adjustable impact 294 associated with the left rear tire in case that 133 the left front tire is changed) and to compress the electronically adjustable left front impact 290, electronically adjustable right front impact 292, electronically adjustable left rear impact 294 and electronically adjustable right rear impact 296 on the opposite of the vehicle 200 of the tire to be changed and attach to the other of the stabilizer bar 1190 and the stabilizer bar 1192 (the electronically adjustable right rear shock 296 associated with the right rear tire in the case of the left front tire the tire being changed) to raise even more so the tire to be changed. In embodiments, the vehicle 200 may have a demonstration mode that simulates the movement of the vehicle based on operator inputs while the prime mover 66 of the vehicle 200 is not operating. In demonstration mode, selectable through operator interface 62, one or more of the stabilizer bar torque actuator 1200 of the stabilizer bar 1190, the stabilizer bar torque actuator l200 of the stabilizer bar 1192, the electronically adjustable left front impact 290, the electronically adjustable right front shock 292, the electronically adjustable left rear shock 294, the electronically adjustable right rear shock 296 and the adjustable shock absorbers 1000 can be altered by the electronic controller 50 ZÍIRC ίΠ / 77Ω7 / Β / ΥΙΛΙ 134 to simulate a movement of the vehicle 200. In one example, the electronic controller 50 tilts the vehicle 200 to the left in response to the steering wheel 276 being turned to the left, tilts the vehicle 200 to the right in response to the steering wheel 276 being turned. 27 6 is turned to the right and keeps the vehicle 200 level when the steering wheel 276 is not turned to the left or right. In one example, the electronic controller 50 can actuate the force force actuator 1200 for both the stabilizer bar 1190 and the stabilizer bar 1192 to tilt the vehicle 200 to the left when the steering wheel 276 is turned to the left by raising the second section. 1193 of the stabilizer bar 1190 and the second section 1195 of the stabilizer bar 1192 and lowering the first section 1191 of the stabilizer bar 1190 and the first section 1194 of the stabilizer bar 1192. Referring to Figure 49, a multi-speed passive stabilizer bar system 1300 is shown. In the illustrated embodiment, the stabilizer bar system 1300 is used to couple the rear suspensions 264 together. The stabilizer bar system 1300 can also be used to couple front suspensions 262 together. Additionally, the stabilizer bar system 1300 can be implemented in conjunction with the actively controlled electronically adjustable left front impact 290, the 135 electronically adjustable right front impact 292, the electronically adjustable left rear impact 294 and the electronically adjustable right rear impact 296 or the passive impact absorbers for the front suspension 262 and / or the rear suspension 264. The stabilizer bar system 1300 includes an stabilizer bar 320 and a shock absorber 1302. The shock absorber 1302 is rotatably coupled to the trailing arm 300 at a lower end 1304 and is rotatably coupled to the stabilizer bar 320 at an upper end 1306. The shock absorber 1302 includes a shock absorber 1303 that has a cylindrical body 1308 and a rod 1310 that extends from the cylindrical body 1308. The rod 1310 connects to a piston (not shown) located within the cylindrical body 1308 and can be moved in directions 1314 and 1316 to lengthen the shock absorber 1302 (movement in direction 1314) and to shorten the shock absorber 1302 (movement in direction 1316). The rod 1310 carries a first stop member 1320 and the cylindrical body 1308 carries a second stop member 1322. At least one of the first stop member 1320 and the second stop member 1322 is adjustable. For example, the second stop member 1322 may be threaded into a portion of the cylindrical body 1308 and may be rotated relative to the cylindrical body 1308 to raise or lower the second stop member. 136 1322 with respect to the lower end 1304 of the shock absorber 1302. A coil spring 1324 is compressed between the first stop member 1320 and the second stop member 1322. In embodiments, the damper 1303 provides nominal resistance to movement in directions 1314 and 1316. Therefore, the damper 1302 is controlled by a coil spring 1324 and the position of the second stop member 1322. In this case, the damper 1302 is a coilover shock without valveless reserve. In embodiments, the damper 1303 provides a constant resistance for a stroke of the rod 1310 up to a first distance (having a combined spring rate of the spring 1324 and stiffness of the rod 320) and acts as a solid link thereafter in presence of an additional torque of the trailing arms 300 or stabilizer bar 320 (which has a spring rate equal to the stiffness of the stabilizer bar 320). In embodiments, a single shock absorber 1302 is provided on a first side of the stabilizer bar 320 (such as one on the driver's side of the vehicle 200 or the passenger side of the vehicle 200) and a solid link 322 is provided on a second side of the stabilizer bar 320 (such as the other on the driver's side of the vehicle 200 or the passenger side of the vehicle 200). In embodiments, a shock absorber 1302 is provided on both sides of the bar ZÍIRC ίΠ / 77Ω7 / Β / ΥΙΛΙ 137 stabilizer 320 to connect the stabilizer bar 320 to each rear arm 300 of the rear suspension 264. Referring to Figure 50, a theoretical comparison of the drop link force (either links 322 or shock absorber 1302) based on the roll angle difference between the rear suspension 264. Curve 1400 represents a conventional stabilizer bar 320 with 322 solid drop links. The 1400 curve is a linear curve. The slope of the curve 1400 is based on the diameter of the stabilizer bar 320 and is selected as a compromise between roll control and one or more deflectors. Examples of detractors include reduced ride comfort, reduced traction (cornering, acceleration, braking), increased head throw, reduced articulation, and increased durability requirements for mating components (hubs, hub clamps, mounts of frame and control arms 300. Curve 1402 represents the use of shock absorber 1302 as one of the drop links for the stabilizer bar 320. Curve 1402 assumes that when the suspension arms 300 are at the same height (without torque of the stabilizer bar 320), the Second stop member 1322 is arranged so that the coil spring 1324 is not compressed. The curve 1402 includes a first linear component 1404 and a second linear component 1406. The slope of the first component zn«c Ln / zznz / E / YiAi 138 linear component 1404 is based on a spring rate of the coil spring 1324 and the diameter of the stabilizer bar 320. The slope of the second linear component 1406 is based on the diameter of the stabilizer bar 320. The advantages, among others, of the lower slope of the first linear component 1404 of curve 1402 for low roll angles (illustratively 0-3 degrees) compared to curve 1400 include greater ride comfort, compliance, traction, wheel articulation. 264 rear suspension and head release. The lower slope may result in reduced vehicle responsiveness compared to curve 1400. The advantages of, among others, the greater slope of the second linear component 1406 of curve 1402 for higher roll angles (illustratively 3 -8 degrees) compared to the 1400 curve is to bring the characteristics of the 200 vehicle closer to the 1400 curve and to mimic the roll feel of solid links during harder camber events and other high roll events. Curve 1408 represents the use of shock absorber 1302 as one of the drop links for the stabilizer bar 320. Curve 1408 assumes that when the suspension arms 300 are at the same height (without torque of the stabilizer bar 320), the second stop member 1322 is arranged so that the coil spring 1324 is preloaded (zn«c Ln / zznz / E / YiAi is compressed 139 partially). This increases the initial force of the shock absorber 1302 as shown in Figure 50. The curve 1408 includes a first linear component 1410 and a second linear component 1412. The slope of the first linear component 1410 is based on a spring rate of the spring of coil 1324 and the diameter of the stabilizer bar 320. The slope of the second linear component 1412 is based on the diameter of the stabilizer bar 320. The advantages, among others, of the lower slope of the first linear component 1410 of curve 1408 for low roll angles (illustratively 0-3 degrees) compared to curve 1400 include greater ride comfort, compliance, traction, wheel articulation. 264 rear suspension and head release. The preload of the shock absorber 1302 maintains a responsiveness of the vehicle 200. The advantages, among others, of the greater slope of the second linear component 1412 of the curve 1408 for higher roll angles (illustratively 3-8 degrees) manage the sensation of vehicle roll 200 at higher roll angles. Referring to Figure 52, a stabilizer bar system 1400 is shown. The stabilizer bar system 1400 includes an impact 1402 having a first end 1404 movably coupled to the stabilizer bar 320 and a second end 1406 movably coupled. to the arm zn«c Ln / zznz / E / YiAi 140 of suspension 264. Although illustrated with the stabilizer bar 320, the stabilizer bar system 1400 can also be used in conjunction with the stabilizer bar 280 and one of the suspension arms 266 and 268. The shock absorber 1402 includes a body 1410 having a piston 1412 disposed therein. The piston 1412 is coupled to the rod 1414 which is received in an opening 1416 of the shock absorber 1402. The rod 1414 is rotatably coupled to the stabilizer bar 320 and the body 1410 is rotatably coupled to the suspension arm 264. The Piston 1412 can move within the body 1410 in directions 1420 and 1422. The interior 1430 of the body 1410 includes a liquid fluid, such as oil, and compressed gas. The interface 1432 between the liquid fluid and the compressed qas is positioned on an upper side of the piston 1412. The region below the piston 1412 is completely filled with the liquid fluid. In embodiments, piston 1412 is sealed with respect to the interior of body 1410. In embodiments, piston 1412 is sealed with respect to the interior of body 1410 and does not include fluid passages from an upper side of piston 1412 to a lower side of piston 1412. . A stop 1440 is provided inside the body 1410. The stop 1440 limits the movement of the piston 1412 in the direction 1420. In embodiments, the stop 1440 is carried by a spacer placed around the rod 1414. In 141 embodiments, the stop 1440 is carried by a sealing head of the shock absorber 1402. An external bypass 1450 is operatively coupled to the interior of the body 1410 of the shock absorber 1402. An upper portion 1452 of the external bypass 1450 engages above the piston 1412 and a lower portion 1454 of the external bypass 1450 engages below the piston. 1412. The upper portion 1452 of the external bypass 1450 is positioned lower than the interface 1432 between the liquid fluid and the compressed gas. The external bypass 1450 includes a valve 1460 that has a plurality of configurations. The position of the valve 1460 is controlled by the electronic controller 50. In Figure 52, the valve 1460 is in a first position or state where the liquid fluid inside the body 1410 flows freely both in compression (movement of the piston 1412 in direction 1422) and in rebound (movement of piston 1412 in direction 1420). In Figure 53, the valve 1460 is in a second position or state where the liquid fluid flows freely in rebound (movement of piston 1412 in direction 1420) and blocked in compression (movement of piston 1412 in direction 1422). In embodiments, in the second position of valve 1460, a check valve is provided in the fluid passage of external bypass 1450. 142 In the arrangement shown in Figures 52 and 53, the compressed gas is always on the rebound side of piston 1412 and is not exposed to the high pressures of the compression side of piston 1412. In embodiments, the compressed gas is retained in an air chamber (not shown). When the compressed gas is retained in the air chamber, the 1402 impact can be installed with the rod side down since the air chamber prevents mixing of the liquid fluid and the compressed gas. In embodiments, the electronic controller monitors one or more frame motion characteristics of the vehicle to detect terrain that the vehicle is traversing. Exemplary motion characteristics of the frame include one or more of lateral acceleration (Alat), longitudinal acceleration (Along), translational acceleration of the yaw axis (Avert), angular acceleration of the roll axis (roll AgrA) , the angular acceleration of the pitch axis (pitch AgrA) and the angular acceleration of the yaw axis (yaw agra). Each of the lateral acceleration (Alat), the longitudinal acceleration (Along) and the translational acceleration of the yaw axis (Avert) are measured by the accelerometers of IMU 108. In embodiments, each of the lateral acceleration (Alat), The longitudinal acceleration (Along) and the translational acceleration of the yaw axis (Avert) are transformations (rotational and / or translational) of the accelerations measured by the zn«c ίη / 77Π7 / Ε / ΥΙΛΙ 143 accelerometers of the IMU 108 to the center of gravity of the vehicle. Each of the angular acceleration of the roll axis (roll Agrá), the angular acceleration of the pitch axis (pitch Agrá) and the angular acceleration of the yaw axis (yaw Agrá) are derived from measurements from the IMU 108 gyroscopes. In embodiments, derivatives of the measured angular velocities are taken from the measurements of the IMU 108 gyroscopes to obtain each of the angular acceleration of the roll axis (Agra roll), the angular acceleration of the pitch axis (Agra pitch) and the angular acceleration of the yaw axis (Agra yaw). In embodiments, angular velocities may be used instead of angular accelerations. The electronic controller 50 further analyzes one or more of the lateral acceleration (Alat), the longitudinal acceleration (Along), the translational acceleration of the yaw axis (Avert), the angular acceleration of the roll axis (roll Ag), the acceleration angle of the pitch axis (pitch Ag) and the angular acceleration of the yaw axis (yaw Ag) to obtain a frequency spectrum of each analyzed. In embodiments, frequency spectra are determined through a recursive fast Fourier transform (FFT). Based on one or more characteristics of the frequency spectra, the electronic controller 50 may determine a terrain that the vehicle traverses and alter one or more characteristics of the electronically adjustable left front impact 290, the 144 electronically adjustable right front impact 292, the electronically adjustable left rear impact 294, the electronically adjustable right rear impact 296 and / or one or more of the adjustable stabilizer bars described herein. In embodiments, the electronic controller 50 selects a first reference damping profile from a plurality of reference damping profiles based on one or more characteristics of the frequency spectra and, optionally, additional sensor inputs. In embodiments, the electronic controller 50 selects a first reference damping profile from a plurality of reference damping profiles based on one or more characteristics of the frequency spectra, such as applying bandpass filters in certain frequency ranges. and optionally, additional sensor inputs. Exemplary bandpass filters would include between about 2 to about 4 Hz for hiss and between about 8 to about 12 Hz for jitter. As an example, the electronic controller 50 selects one of eight reference damping profiles based on one or more characteristics of the frequency spectra and additional sensor inputs. Eight exemplary reference damping profiles in Rock Mode, Mud Mode, Pavement Mode, Gravel Mode, Trail Mode, Vibrate Mode, Whistle Mode, and Rough Trail Mode. A mode is established 145 of example rock based on a vehicle speed that is below a first threshold and the amplitudes of the frequency spectra for each of the lateral acceleration (Alai), the longitudinal acceleration (Along) and the acceleration of translation of the yaw axis (Avert) that is below the respective limit curves for a first frequency interval. An example mud mode is established based on a vehicle speed that is below a first threshold and the amplitudes of the frequency spectra for each of the angular acceleration of the roll axis (Agra roll) and the acceleration angle of the yaw axis (Agrá yaw) that lies below the respective limit curves for a first frequency interval. An example pavement mode is established based on the amplitudes of the frequency spectra for each of the angular acceleration of the roll axis (roll Agrá) and the angular acceleration of the yaw axis (yaw Agrá) found below of the respective limit curves for a first frequency interval. An example gravel mode is established based on the amplitudes of the frequency spectra for each of the angular acceleration of the roll axis (Agra roll) and the angular acceleration of the pitch axis (Agra pitch) that lie below of the respective limit curves for a first frequency interval. 146 In a variation, the amplitude of the limit curves for the gravel mode is greater than the amplitude of the limit curves for the pavement mode for the angular acceleration of the roll axis (gravel roll). An example trail mode is established based on the amplitudes of the frequency spectra for each of the roll axis angular acceleration (Agra roll) and the pitch axis angular acceleration (Agra pitch) that are below the respective limit curves for a first frequency interval. In a variation, the amplitude of the limit curves for the trail mode is greater than or equal to the amplitude of the limit curves for the gravel mode for the angular acceleration of the roll axis (Agra roll). Referring to Figure 54, example limit curves of the angular acceleration of the roll axis (Agra roll) are shown for each of the pavement mode, the gravel mode and the trail mode for the frequency range of 0- 25 Hz. An example vibration mode is established based on the amplitudes of the frequency spectrum of the angular acceleration of the pitch axis (Agra pitch) that lies below the respective limit curves for a first frequency interval and the frequency spectrum of the angular acceleration of the roll axis (Agra roll) which is unbounded and is greater than the travel mode. An example whistle mode is established based on the amplitudes of the frequency spectrum of the 147 angular acceleration of the roll axis (Agra roll) that are below the respective limit curves for a first frequency interval and the frequency spectrum of the angular acceleration of the pitch axis (Agra pitch) that is free and is greater than the tour mode. The general or default rough trail mode is set based on the frequency spectrum of the roll axis angular acceleration (Agrá roll) which is not limited and is greater than the tour mode and the frequency spectrum of the roll axis angular acceleration of pitch (Pitch Agrá) which is not limited and is greater than the trail mode, in Figure 54 in a frequency range of 0-25 Hertz. The example limit curves have amplitude limits set for wide frequency spans of 1 HZ, more or less frequency spans can be used. In embodiments, to limit the frequency of change between the reference damping profiles, the analyzed frequency spectrum must fail the respective limiting curves for a set number of test cycles. In the examples, a given test cycle is every 5 milliseconds. In embodiments, the analyzed frequency spectrum must fail for a first number of frequency slots or a first percentage of frequency slots to change terrain modes. In modalities, the number of test cycles required to cause a change of terrain modes depends 148 of the number of frequency bins that fail for the current terrain (faster for more failures). In embodiments, a vehicle equipped with processing sequences to determine terrain condition based on frequency response may be used to provide trail maps to a community of users. The vehicle would be driven on a trail or other terrain and, based on the frequency responses, determine the appropriate damping characteristics for the suspensions. These damping characteristics or simply a mode selection are communicated to a remote computing device which stores the data. Other vehicles can access the stored data and use the registered damping characteristics or mode selection to adjust the suspension characteristics on those vehicles based on a GPS location of the vehicle. In other examples, users can access stored data and are presented with a visual map of the trail with color coding of trail terrain conditions. In embodiments, the terrain mode is selected by the user and frequency spectrum analysis is used to make adjustments up or down for the reference damping characteristics of the selected mode. In embodiments, the user can select a 149 The automatic mode and the system use frequency spectrum analysis as described herein to determine damping characteristics based on the detected terrain. In embodiments, determining the terrain over which the vehicle travels, as discussed herein, can be used to further refine various vehicle systems. For example, an estimate of skin friction for the given terrain may be included and may be used in one or more control systems, such as traction limits, brake pressure application, vehicle speed estimator, and / or train control. matrix. While this invention has been described as having an exemplary design, the present invention may be further modified within the spirit and scope of the present disclosure. Therefore, this application is intended to cover any variation, use or adaptation of the invention using its general principles. Furthermore, the present application is intended to cover deviations from the present description that are within known or customary practice in the art to which the present invention belongs. It is stated that in relation to this date, the best method known to the applicant to practice the present invention is the one that is clear from the present description of the invention.

Claims

1. A vehicle, characterized in that it comprises: a plurality of grounding members including a first portion on a left side of a vertical longitudinal centerline plane of the vehicle and a second portion on a right side of the vertical longitudinal centerline plane of the vehicle; a frame supported by the plurality of grounding members; an operator area including an operator seat supported by the frame; a left-side suspension movably coupling a first grounding member of the first portion of the multiple grounding members to the frame; a first electronically controlled damper having a first end movably coupled to the left-side suspension and a second end movably coupled to the frame;a right-side suspension movably coupling a first grounding member of the second portion of the plurality of grounding members to the frame; a second electronically controlled damper having a first end movably coupled to the right-side suspension and a second end movably coupled to the frame; a stabilizer bar movably coupled to the frame, wherein the stabilizer bar has a first end movably coupled to the left-side suspension and a second end movably coupled to the right-side suspension; a third electronically controlled damper positioned to operatively couple the stabilizer bar to one of the left-side and the right-side suspension;and an electronic controller operatively coupled to the first electronically controlled damper, the second electronically controlled damper, and the third electronically controlled damper, the electronic controller establishing a first characteristic of the first electronically controlled damper, a second characteristic of the second electronically controlled damper, and a third characteristic of the third electronically controlled damper.

2. The vehicle according to claim 1, zn«c ίη / 77P7 / E / YΙΛΙ 152 characterized in that the third adjustable shock absorber is coupled to the stabilizer bar at a first end and to the left lateral suspension and the right lateral suspension at a second end.

3. The vehicle according to claim 1, characterized in that when the electronic controller determines that the vehicle is in a first condition, the electronic controller adjusts the third characteristic of the third electronically controlled shock absorber to a first configuration and adjusts the first characteristic of the first electronically controlled shock absorber and the second characteristic of the second electronically controlled shock absorber that is coupled to the same left lateral suspension and right lateral suspension that the second end of the third adjustable shock absorber is coupled to a first configuration.

4. The vehicle according to claim 3, characterized in that the electronic controller further adjusts the other of the first characteristic of the first electronically controlled shock absorber and the second characteristic of the second electronically controlled shock absorber to a first configuration.

5. The vehicle according to claim 3, characterized in that when the electronic controller determines that the vehicle is not in the first condition, the electronic controller adjusts the third characteristic of the third electronically controlled shock absorber to a second configuration and adjusts the first characteristic of the first electronically controlled shock absorber and the second characteristic of the second electronically controlled shock absorber that is coupled to the same left lateral suspension and right lateral suspension that the second end of the third adjustable shock absorber is coupled to a second configuration.

6. The vehicle according to claim 3, characterized in that the first configuration of the third electronically controlled shock absorber restricts a compression of the third electronically controlled shock absorber.

7. The vehicle according to claim 1, characterized in that the third electronically controlled shock absorber is positioned behind the operator's seat.

8. The vehicle according to claim 1, characterized in that the third electronically controlled shock absorber is positioned in front of the operator's seat.

9. The vehicle according to claim 1, characterized in that the third electronically controlled shock absorber includes an electronically controlled bypass valve which is adjustable by the electronic controller.

10. The vehicle according to claim 9, characterized in that the third electronically controlled shock absorber further includes an impact body having an interior, an upper end, and a lower end; a piston positioned inside the impact body and dividing the interior of the impact body into a first cavity and a second cavity; and a bypass duct in fluid communication with the interior of the impact body on a first side of the piston at a first location and in fluid communication with the interior of the impact body on a second side of the piston at a second location, wherein a compressed gas is present on the second side of the piston and the second side of the piston is closer to the upper end of the impact body than the first side of the piston.

11. The vehicle according to claim 10, characterized in that the interior of the impact body includes a liquid fluid and both the first and second locations are below an interface between the liquid and the compressed gas.

12. The vehicle according to claim 11, characterized in that the electronically controlled bypass valve 155 has a first configuration in which the fluid is able to flow from the first location to the second location and from the second location to the first location and a second configuration in which the fluid is able to flow only from the second location to the first location.

13. The vehicle according to claim 9, characterized in that the third electronically controlled shock absorber further includes an impact body having an interior; a piston positioned inside the impact body and dividing the interior of the impact body into a first cavity and a second cavity; a spring positioned inside the impact body and compressible between a first end of the impact body and the piston, wherein the electronically controlled bypass valve controls a fluid flow between the first cavity and the second cavity.

14. The vehicle according to claim 13, characterized in that the spring is positioned on the same side of the piston as the first cavity and the electronically controlled bypass valve controls the flow of fluid from the first cavity to the second cavity.

15. The vehicle according to claim 14, characterized in that the third electronically controlled shock absorber further includes a bleed valve that controls the flow of fluid from the second cavity to the first cavity.

16. The vehicle according to claim 1, characterized in that the electronic controller controls only one compression damping characteristic of the third electronically controlled damper.

17. The vehicle according to claim 9, characterized in that the third electronically controlled shock absorber further includes an impact body having an interior; a piston positioned inside the impact body and dividing the interior of the impact body into a first cavity and a second cavity; a first spring positioned inside the impact body and compressible between a first end of the impact body and a first side of the piston; and a second spring positioned inside the impact body and compressible between a second end of the impact body and a second side of the piston, wherein the electronically controlled bypass valve controls a fluid flow between the first cavity and the second cavity.

18. The vehicle according to claim 17, characterized in that the first spring and the second spring position the piston within the interior of the impact body without external load and with the electronically controlled bypass valve configured to allow fluid flow between the first cavity and the second cavity. 157 19. The vehicle according to claim 1, characterized in that the electronic controller further monitors a brake pressure sensor to control at least one of the first electronically controlled shock absorber, the second electronically controlled shock absorber, and the third electronically controlled shock absorber.

20. A vehicle, characterized in that it comprises: a plurality of grounding members including a first portion on a left side of a vertical longitudinal centerline plane of the vehicle and a second portion on a right side of the vertical longitudinal centerline plane of the vehicle; a frame supported by the plurality of grounding members; an open-air operator area including an operator seat supported by the frame; a cab frame positioned to extend over the operator seat; a left-side front suspension movably coupling a first grounding member of the first portion of the multiple grounding members to the frame; a first electronically controlled damper having a first end movably coupled to the left-side front suspension and a second end movably coupled to the frame;158 a right-side front suspension movably coupling a first grounding member of the second portion of the plurality of grounding members to the frame; a second electronically controlled damper having a first end movably coupled to the right-side front suspension and a second end movably coupled to the frame; a stabilizer bar movably coupled to the frame, wherein the stabilizer bar has a first portion movably coupled to the left-side front suspension and a second portion movably coupled to the right-side front suspension; a torque force actuator operatively coupling the first portion of the stabilizer bar and the second portion of the stabilizer bar;and an electronic controller operatively coupled to the first electronically controlled damper, the second electronically controlled damper, and the torque actuator, the electronic controller establishes a first characteristic of the first electronically controlled damper, a second characteristic of the second electronically controlled damper, and a third characteristic of the torque actuator. zn«c Ln / zznz / E / YiAi; 21. The vehicle according to claim 159 20, characterized in that the electronic controller induces a torque force with the torque force controller to move at least one of the left front suspension and the right front suspension to alter a turning angle of the vehicle towards zero.

22. A recreational vehicle, characterized in that it comprises: a plurality of grounding members; a frame supported by the plurality of grounding members; a drivetrain assembly supported by the frame and operatively coupled to the plurality of grounding members; at least one inertial measurement unit (IMU) supported by the frame, the IMU being configured to detect a lateral acceleration of the recreational vehicle; and a controller operatively coupled to the IMU, the controller being configured to: calculate a centripetal acceleration of the recreational vehicle; and determine a roll angle of the recreational vehicle using the centripetal acceleration.

23. The recreational vehicle according to claim 22, characterized in that it further comprises a steering angle sensor, wherein the controller is configured to calculate the centripetal acceleration of the recreational vehicle based on one or more measurements from the steering angle sensor.

24. The recreational vehicle according to claim 22, characterized in that it further comprises a vehicle speed sensor, wherein the controller is configured to calculate the centripetal acceleration of the recreational vehicle based on one or more measurements from the vehicle speed sensor.

25. The recreational vehicle according to claim 22, characterized in that it further comprises a ground coupling member speed sensor, wherein the controller is configured to calculate the centripetal acceleration of the recreational vehicle based on one or more measurements from the ground coupling member speed sensor.

26. The recreational vehicle according to claim 22, characterized in that it further comprises a global positioning system (GPS) receiver, wherein the controller is configured to calculate the centripetal acceleration of the recreational vehicle based on one or more measurements from the GPS receiver.

27. The recreational vehicle according to claim 22, characterized in that, in order to determine the roll angle of the recreational vehicle using the centripetal acceleration, the controller is configured to remove the centripetal acceleration from the lateral acceleration.

28. The recreational vehicle according to claim 27, characterized in that, in order to determine the roll angle of the recreational vehicle using centripetal acceleration, the controller is configured to: remove the centripetal acceleration from the lateral acceleration to determine an inertial magnitude due to the roll angle.

29. A recreational vehicle, characterized in that it comprises: a plurality of ground coupling members; a frame supported by the plurality of ground coupling members; a drivetrain assembly supported by the frame and operatively coupled to the plurality of ground coupling members; at least one inertial measurement unit (IMU) supported by the frame, the IMU being configured to detect a longitudinal acceleration of the all-terrain vehicle; and a controller operatively coupled to the IMU, the controller being configured to: calculate an acceleration of the recreational vehicle due to the vehicle accelerating forward or backward; and determine a pitch angle of the recreational vehicle using the acceleration of the recreational vehicle due to the vehicle accelerating forward or backward.

30. The recreational vehicle according to claim 29, characterized in that it further comprises a vehicle speed sensor, wherein the controller is configured to calculate the acceleration of the recreational vehicle due to the vehicle accelerating forward or backward based on one or more measurements from the vehicle speed sensor.

31. The recreational vehicle according to claim 29, characterized in that it further comprises a vehicle speed sensor, wherein the controller is configured to calculate the acceleration of the recreational vehicle due to the vehicle accelerating forward or backward based on one or more measurements from the vehicle speed sensor.

32. The recreational vehicle according to claim 29, characterized in that it further comprises a global positioning system (GPS) receiver, wherein the controller is configured to calculate the acceleration of the recreational vehicle due to the vehicle accelerating forward or backward based on one or more measurements from the GPS receiver.

33. The recreational vehicle according to claim 29, characterized in that, in order to determine the pitch angle ZÍIRC ίη / 77Π7 / E / YΙΛΙ 163 of the recreational vehicle using the acceleration of the recreational vehicle due to the vehicle accelerating forwards or backwards, the controller is configured to remove the acceleration of the recreational vehicle due to the vehicle accelerating forwards or backwards from the longitudinal acceleration.

34. The recreational vehicle according to claim 33, characterized in that, in order to determine the pitch angle of the recreational vehicle using the acceleration of the recreational vehicle due to the vehicle accelerating forwards or backwards, the controller is configured to: remove the acceleration of the recreational vehicle due to the vehicle accelerating forwards or backwards from the longitudinal acceleration in order to determine an inertial magnitude due to the pitch angle.

35. A shock absorber, characterized in that it comprises: an impact body having an interior, an upper end, and a lower end; a piston positioned inside the impact body and dividing the interior of the impact body into a first cavity and a second cavity; a bypass conduit in fluid communication with the interior of the impact body on a first side of the piston at a first location and in fluid communication with the interior of the impact body on a second side of the piston at a second location, the first location being positioned between the piston and the lower end of the impact body and the second location being positioned between the piston and the upper end of the impact body; a liquid fluid positioned on both the first side of the piston and the second side of the piston;a compressed gas positioned on the second side of the piston, wherein the second location of the bypass duct is positioned between the second side of the piston and an interface between the compressed gas and the liquid.; 36. The damper according to claim 35, characterized in that it further comprises an electronically controlled bypass valve having a first configuration in which the fluid is able to flow from the first location to the second location and from the second location to the first location and a second configuration in which the fluid is able to flow only from the second location to the first location.

37. The shock absorber according to claim 35, characterized in that it further comprises a stem coupled to the piston and extending out of the upper end of the impact body.

38. A vehicle, characterized in that it comprises: a plurality of ground coupling members; a frame supported by the plurality of ground coupling members; an operator area including an operator seat supported by the frame; a first suspension movably coupling a first ground coupling member to the frame; a first electronically controlled damper having a first end movably coupled to the first suspension and a second end movably coupled to the frame; a first sensor supported by the vehicle for monitoring a first feature;and an electronic controller operatively coupled to the first electronically controlled damper to control a damping characteristic of the first electronically controlled damper, the electronic controller being operatively coupled to the first sensor and controlling the damping characteristic of the first electronically controlled damper as a function of at least one frequency characteristic based on the first monitored characteristic.

39. The vehicle according to claim 38, characterized in that the first feature is an acceleration.

40. The vehicle according to claim 39, characterized in that the first feature is an angular acceleration.

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