the following description is of the best mode presently contemplated for carrying out the invention . this description is not to be taken in a limiting sense , but is made merely for the purpose of describing one or more preferred embodiments of the invention . the scope of the invention should be determined with reference to the claims . to provide better views of the truck according to the present invention , the truck is shown inverted . a front view of a prior art skateboard 10 having a skateboard truck 16 attached to a skateboard deck 11 is shown in fig1 a , a rearview of the skateboard 10 is shown in fig1 b , a bottom view of the truck 16 is shown in fig1 c , and is a side view of the truck 16 is shown in fig1 d . the truck 16 includes a base plate 18 attached to the deck 11 , a hanger 22 pivotally engaging the base plate 18 at a pivot end 22 a , axles 24 reaching laterally from the hanger 22 for mounting the wheels 14 , and a kingpin 26 holding the hanger 22 in place . two kingpin bushings 20 reside on the kingpin 26 and sandwich a ring portion 22 b of the hanger 22 . the kingpin 26 may be tightened or loosened ( or harder or softer bushings may be selected ) to adjust the turning responsiveness of the skateboard 10 . the pivot end 22 a of the hanger 22 is tilted at an angle a and thereby couples leaning the deck 11 to the left or right with turning the hanger 16 to steer the skateboard 10 to the left or right . the skateboard deck 11 is shown leaned to a left side to turn left in fig2 a and skateboard truck 16 is shown reacting to the leaned deck to turn left in fig2 b . the skateboard deck 11 is shown leaned to a right side to turn right in fig3 a and skateboard truck reacting to the leaned deck to turn right in fig3 b . the skateboard 10 is thus turned to the left or right by leaning the deck 11 to the left or right respectively , the leaning coupled to the turning by the trucks 16 . a first perspective view of a skateboard truck 30 according to the present invention is shown in fig4 a , a second perspective view of the skateboard truck 30 is shown in fig4 b , and front perspective view of the skateboard truck 30 is shown in fig4 c . the truck 30 functions in a manner similar to the truck 16 , but includes a support pin 50 which adds significant stability to the truck 30 , maintains the geometry of the truck 30 , and softens the ride of the truck 30 . a first exploded view of the skateboard truck 30 is shown in fig5 a and a second exploded view of the skateboard truck 30 is shown in fig5 b . the skateboard truck 30 includes a pivot 59 and a king pin 38 similar to prior art skateboard trucks . the pivot 59 is preferably a cylindrical metal member having one end press fit into the hanger 22 and an opposite end residing in a rubber tube in the baseplate , thus allowing slight movement relative to the baseplate . as with prior art skateboard trucks , the pivot 59 is angled to couple leaning the deck to the left or right with turning the hanger 32 to steer the skateboard . an upper ( or roadside ) king pin bushing 36 a and a lower ( or deckside ) king pin bushing 36 b are carried by the kingpin 38 and sandwich the hanger 32 . the support pin 50 has a hollow cylindrical end 50 b which resides in a cylindrical support pin passage 58 in the base plate 34 , and a ball end 50 a which cooperated with a support pin seat ( or support cup ) 54 which resides in a recess 56 in the hanger 32 . the support cup 54 is preferably made from polyoxymethylene plastic ( for example delrin ® made by dupont in parkersburg , west va ., or a similar material and is removable . the ball end 50 a is free to pivot in the seat 54 and remains in the seat 54 during normal riding to provide a second pivot for the hanger . the provision of a second pivot provide stability to the truck 30 and maintains the geometry of the truck 30 . preferably , the support pin 50 is parallel with the kingpin 38 , providing a stronger design . if the support pin 50 is not parallel to the kingpin 38 , when the support pin 50 travels up and down in the base plate 34 during riding , friction and force are generated on one side of the support pin ball end 50 a . the embodiment described herein maintains a parallel relationship between the kingpin 38 and support pin 50 for up to approximately 45 degrees of skateboard deck roll . the kingpin bushings 36 a and 36 b carry the majority of the rider &# 39 ; s weight . on conventional trucks , as a rider articulates ( i . e ., leans ) the deck to turn , weight transfers to the lower kingpin bushing 36 b and distorts the geometry of the truck because the ride height and pivot angle are determined by the compressed lower kingpin bushing 36 b length , and the force of the bushing seat is pushing on the upper bushing 36 a and kingpin washer / nut . the kingpin nut 40 is preferably a locknut having a plastic locking portion , and is generally tightened to at least partially engage the plastic locking portion with threads on the kingpin stud 38 . the support pin 50 holds the truck geometry during the articulation by keeping the hanger 32 , kingpin bushings 36 a and 36 b , and base aligned 34 . the support pin 50 also carries some of the force otherwise carried by the lower kingpin bushing 36 b during articulation , allowing the truck 30 to retain a substantial amount of pivot angle ( or ride height ), due to the support pin 50 providing resistance to compression of the lower kingpin bushing 36 b . the redistribution of force to the support pin 50 allows consistent side to side compression on the kingpin bushings 36 a and 36 b and consistent handling . the support pin 50 preferably has about 0 . 13 inches of travel . kingpin bushings are characterized by size and compressibility . compressibility is measured in the unit of durometers , where the higher the durometer , the harder the material . for example , car tires have a durometer of around 40 a while a golf ball is around 100 a . conventional kingpin bushings range from 70 a to 95 a . preferred kingpin bushings 36 a and 36 b appear harder to a rider as compared to conventional trucks because of the added resistance to compression from the support pin 50 on the hangar 32 . since the hangar 32 experience less compression ( i . e ., moving closer to the base plate 34 and reducing ride height ) due to the support pin 50 , more of the leaning of the deck is transferred into the turning instead of reducing ride height . this creates a more consistent and steady turn compared to conventional trucks which allows you to use a harder kingpin bushings 36 a and 36 b . different size kingpin bushings 36 a and 36 b may be used to create desired feelings of rider articulation throughout a turn . the two most accepted kingpin bushing designs are cone bushings and barrel bushings . cone bushings are easier to articulate with a matching durometer in direct comparison to barrel bushings . barrel bushings provide more urethane cushion compared to cone bushings and are the most widely used bushing in downhill skateboarding , while in typical street skating , cone bushings are predominant in the market . the trucks 30 preferably include slightly taller barrel bushings 36 a and 36 b , for example , 0 . 75 inches in height , compared to the conventional height of 0 . 65 inches . the slightly taller kingpin bushings 36 a and 36 b give a better feel of resistance while articulating as well as more shock absorption when the rider lands at the end of a jump . a side view of a support pin 50 and support pin bushing 52 according to the present invention is shown in fig6 and a cross - sectional view of the support pin 50 and the support pin bushing 52 is shown in fig7 . the support pin 50 is preferably rigid and more preferably a rigid metal material . the support pin bushing 52 is compressible allowing the support pin 50 to be pressed into the support pin passage 58 when axial force is applied to the support pin 50 , and resiliently return to an original position when the force is removed . a side view of the support pin bushing 52 according to the present invention is shown in fig8 a and a top view of the support pin bushing 52 is shown in fig8 b . a support pin bushing 52 resides partially in a bushing cavity 60 ( see fig5 a ) in the hollow cylindrical end 50 b . the support pin bushing 52 is preferably a hollow rubber tube with one closed hemispherical end . preferably , the support pin bushing 52 is hollow to allow some pneumatic resistance to support pin bushing compression . initially , as the support pin 50 receives weight from the rider , and the support pin bushing 52 compresses as the support pin 50 advances into the base plate 34 . as pressure increases inside the support pin bushing 52 , the support pin bushing 52 expand against inside walls 64 of the support pin passage 60 . after the support pin bushing 52 has expanded to the walls 64 , the mechanical characteristics of the support pin bushing 52 allow the support pin bushing 52 to bottom out at the bottom of the support pin passage 60 and resist further compression . the support pin bushing 52 is preferably about 0 . 62 inches long , has an outside diameter of about 0 . 26 inches , and an inside diameter of about 0 . 1 inches . the support pin bushing 52 is preferably made of rubber having a hardness rating of 65 durometers ( i . e ., 65 a ). the easier initial compression of the hollow support pin bushing 52 , followed by greater resistance to compression , provides a consistent feeling of resistance while articulating the trucks . this overall effect provides a non - ridged suspension system for the skateboard truck 30 . various springs , solid plastic , and solid rubber were tested , but the hollow characteristics of the rubber support pin bushing 52 provided the desired result for the support pin 50 . a side view of the truck 30 showing no compression of the support pin bushing 52 against a support pin passage base 58 a is shown in fig9 a , a side view of the truck 30 with partial compression of the support pin bushing 52 is shown in fig9 b , and a side view of the truck 30 with full compression of the support pin bushing 52 is shown in fig9 c . the support pin 50 can slide axially within the support pin passage 58 , but cannot pivot ( i . e ., cannot move side to side or front to rear ) within the support pin passage 58 . the support pin bushing 52 transitions from a cylindrical shape to a bulb forming in the support pin passage 58 below the support pin bushing 52 . the kingpin is at an angle a 1 typically selected from 20 , 20 , 490 , and 45 degree . the compressibility of the support pin 50 and support pin bushing 52 were determined through testing different bushings to obtain the desired characteristics of the truck . the resulting compressibility of the support pin 50 and support pin bushing 52 may be characterized by a set of measurements : force on support support pin pin ( in pounds ) compression ( in inches ) 0 0 2 0 . 03 4 . 5 0 . 06 9 0 . 09 18 0 . 12 26 0 . 13 42 0 . 135 95 0 . 137 where all values are approximate . the compression is non - linear and has a compression of about 0 . 006 inches per pound of force up to about 20 pounds of force , and about 0 . 0001 inches per pound of force beyond about 20 pounds of force . while the invention herein disclosed has been described by means of specific embodiments and applications thereof , numerous modifications and variations could be made thereto by those skilled in the art without departing from the scope of the invention set forth in the claims .