Same seat.
Two drivers.
No tools.

A compact modular adapter that bolts between the steering wheel and the column — no factory components removed. Inside is a single-stage hypocycloid cycloidal gear reduction: 30 machined lobes on a dual-disc assembly against 31 stationary pins.

Cycloidal rather than planetary for a reason. Planetary gearing concentrates load on a few teeth and is prone to backlash under shock. The cycloidal drive keeps roughly half its lobes in contact at once, so it absorbs impact well beyond its continuous rating while staying backdrivable — the wheel still self-centers.

A central stationary tube lets the mechanism rotate around the factory clockspring and SRS harness. Airbags, horn and wheel controls keep working — which most aftermarket steering hubs cannot say.

• 30:1 max reduction
• 1:1 → 30:1 driver-adjustable
• 30.5 mm hollow bore, SRS pass-through
• 180° dual-disc phase offset
• Interchangeable spline yokes — GM 36 · GM 48 · Double D · metric UTV

Mounted outside the cockpit, on the driver-side frame rail. Conventional hand controls crowd the seat well — the exact space a wheelchair transfer needs. This one isn't in there at all.

The L-shape is assembled, not bent: a permanent under-chassis manifold plus a detachable vertical arm that drops in and locks with a downward push. The geometry means driving forces tighten the clamp rather than loosen it. A pull-loop routed into the cockpit ejects the arm and leaves the seat completely open.

Push forward for gas, pull back for brake — a short, ergonomic arm throw translated by an offset progressive cam into a full-length cable pull, so a driver with limited reach can still reach 100% throttle.

The Mountain Peak emergency brake is built into the manifold as pure geometry — a ramp, a lip and an anchor post. Pull deep into the braking arc and the lever climbs, steps sideways and locks. It holds with zero held operator force, and one lateral tug across the lap releases it. No electronics, no power.

The slotted clevis is how the pedals stay shared: a dead-band in the manifold lets the factory pedals travel freely without moving the hand control, and lets the hand control actuate without moving the pedals.

• 3:1 cam leverage
• 20° arm throw → 100 mm cable pull
• 15° forward-rake neutral bias
• Zero electronics
• Cockpit clears 100% for transfers

This one exists because of something that happened on the road. Drivers with cervical and thoracic spinal cord injuries get involuntary leg spasms, often set off by road vibration. On hand controls, a spasm can drive a foot straight down onto the gas or the brake — a conflicting input at speed, from a limb the driver has no way to stop.

The answer is a floor-mounted, dual-state occlusion plate with no electronics, no power, and no modification to the factory pedals. Stowed, it lies flat against the floor pan and an able-bodied driver steps over it without knowing it's there. Raised and latched upright, it physically intercepts the foot and grounds the force into the chassis.

Critically, the raised plate never touches the pedals — it holds a clearance gap, so intercepted spastic force can't actuate the vehicle by pressing the plate against a pedal face.

• < 0.5 in stowed profile
• 15 mm non-contact pedal clearance
• Engineered to 1,800 N dynamic impact
• Zero power · Zero electronics

A modular accessible entry gate for open tube-frame vehicles. using an internal sleeve interface. Getting into the vehicle is the first barrier and the one most often left unsolved — the seat is useless if the frame rail is in the way.

• Tube-frame native
• Internal sleeve engagement
• Occupant restraint interface