referring now to fig1 a motor vehicle in accordance with the present invention is shown at reference character 8 . as shown , motor vehicle 8 comprises a minivan . however , in other embodiments , motor vehicle may include , but is not limited to , automobiles , light - trucks , sport utility vehicles , and all purpose vehicles . referring now to fig2 - 6 , a novel front structure of motor vehicle 8 is shown at reference character 10 . the front structure 10 includes a right - side support assembly 12 and left - side support assembly 14 . for clarity , the “ right - side ” and “ left - side ” of the vehicle 10 are made relative to a seated driver in vehicle 10 . right - side support assembly 12 comprises a substantially horizontal ( relative to the x - plane of fig7 ) arcuate upper support member 16 , a substantially linear vertical ( relative to the z - plane of fig7 ) intermediate support member 18 , and a substantially linear diagonal ( relative to the x and z - planes of fig7 ) lower support member 20 . correspondingly , left - side support assembly 14 comprises a substantially horizontal arcuate upper support member 26 , a substantially linear vertical intermediate support member 28 , and a substantially linear lower support member 30 . member 16 , 18 , and 20 of right - side support assembly 12 , as well as members 26 , 28 and 30 of left - side support assembly 14 , are preferably formed integral with one another from plastic , and more particularly thermoplastic , using injection molding . however , alternatively , members 16 , 18 , 20 of right - side support assembly 12 and members 26 , 28 and 30 of left - side support assembly 14 may be separately formed and thereafter connected by separate connectors , adhesives or via welding techniques . upper support member 16 , forward support member 18 and lower support member 20 are preferably arranged geometrically to form a triangular structure . as shown in fig3 sides 32 a - c of support members 16 , 18 and 20 , respectively , form a triangular aperture 32 . as shown in fig3 upper support member 16 and lower support member 20 of right - side support assembly 12 preferably converge on one another as they progress rearward in vehicle ( i . e . from the front of the vehicle towards the rear of the vehicle ). as best shown in fig2 and 3 , right - side support assembly 12 connects to the motor vehicle 8 preferably by at least one connector 34 at a connection location 36 located on the wheel house assembly 31 along the upper rear right - side 38 of the engine compartment 40 . as shown , wheel house assembly 38 comprises upper rail 33 , apron 35 and shock absorber ( e . g . strut , shock ) tower 37 . thus , as shown , connection location 36 may comprise , but is not limited to , a portion of upper rail 33 , apron 35 and shock absorber tower 37 . as shown in fig2 preferably connection location 36 comprises the outer side wall of a circular shock tower 37 . connector 34 preferably comprises a threaded fastener and preferably connects right - side support assembly 12 to the upper rear right - side 38 of the engine compartment 40 through the y - plane . in this manner , connector 34 may function as a shear pin in response to a frontal collision . in other embodiments , connector 34 may comprise other types of mechanical fasteners or may constitute an adhesive . for the purposes of clarity , as used in this specification , “ rear ” of the engine compartment means that portion of the engine compartment 40 and surrounding structure rearward ( in vehicle ) of at least a portion of the engine block 41 of the motor vehicle 8 in the x - direction and , more preferably , rearward of the front axle 43 in the x - direction of the motor vehicle . also , as used in this specification , “ upper ” of the engine compartment means that portion of the engine compartment and surrounding structure above the front axel 43 of the motor vehicle 8 in the z direction and , more preferably , above the wheel 45 ( i . e . rim with tire ) of the motor vehicle 8 in the z - direction . also , as used in this specification , “ side ” of the engine compartment means that portion of the engine compartment left or right of the zero y - plane and , more preferably outboard of at least a portion of the engine block 41 . as shown in fig3 upper support member 16 and lower support member 20 of right - side support assembly 12 preferably diverge as they progress forward in vehicle ( i . e . from the rear of the vehicle towards the front of the vehicle ) and , at their forward most location in vehicle , are separated by the length of forward support member 18 . right - side support assembly 12 is also connected to the motor vehicle 8 preferably by at least one connector 42 at a connection location located along the front right - side of the engine compartment 40 . connection location 44 may comprise , but is not limited to , a portion of the engine 41 support structure ( i . e . structure which supports the weight of the engine ) such as , but not limited to , a portion of the lower right frame rail ( preferably the forward end ), an engine cradle or a cross - member . as shown in fig3 preferably connection location 44 comprises a frame rail 48 . connector 42 preferably comprises a threaded fastener and preferably connects right - side support assembly 12 to a frame rail 48 through the x - plane . in addition to connecting right - side support assembly 12 to vehicle 8 , connector 42 also preferably connects bumper beam 50 to right - side support assembly 12 . similarly , in addition to connector 52 connecting left - side support assembly 14 to vehicle 8 , connector 52 also preferably connects bumper beam 50 to left - side support assembly 14 . in addition to functioning as a bumper beam 50 , beam 50 also functions as a lower cross - member relative to left - side support assembly 12 and right - side support assembly 14 . in this manner , beam 50 increases the lateral ( i . e . side to side rigidity of front structure 10 . turning to upper support members 16 , 26 of right - side and left - side support assemblies 12 , 14 , respectively , preferably , the upper support member 16 of right - side support assembly 12 and upper support member 26 of left - side support assembly 14 are connected by an upper cross - member 54 connected to each by connectors 56 , 58 . in this above manner , right - side support assembly 12 , left - side support assembly 14 , beam 50 , and upper cross - member 54 form a box structure with a center aperture 60 formed there between as shown in fig3 . as shown in fig5 and 6 , aperture 60 may be used to incorporate components of the vehicle &# 39 ; s hvac ( heating , ventilation , air - conditioning ) system such as a radiator 51 , condenser 53 and fan assembly 55 ( e . g . fan , fan motor , fan schroud , etc .). similar to right - side support assembly 12 , upper support member 26 , forward support member 28 and lower support member 30 of left - side support assembly 14 also are preferably arranged geometrically to form a triangular structure . as shown in fig3 sides 62 a - c of support members 26 , 28 and 30 , respectively , form a triangular aperture 62 . as shown in fig3 upper support member 26 and lower support member 30 of left - side support assembly 14 also preferably converge on one another as they progress rearward in vehicle ( i . e . from the front of the vehicle towards the rear of the vehicle ). as best shown in fig2 and 3 , left - side support assembly 14 is connected to the motor vehicle 8 preferably by at least one connector 64 at a connection location 66 located on the wheel house assembly 61 along the upper rear left - side 68 of the engine compartment 40 . as shown , wheel house assembly 61 comprises upper rail 63 , apron 65 , and shock absorber ( e . g . strut , shock ) tower 67 . thus , as shown , connection location 66 may comprise , but is not limited to , a portion of the upper rail 63 , apron 65 and shock absorber tower 67 . as shown in fig2 preferably connection location 66 comprises the outer side wall of a circular shock tower 67 . connector 64 preferably comprises a threaded fastener and preferably connects left - side support assembly 14 to the upper rear left - side 68 of the engine compartment 40 through the y - plane . in this manner , connector 64 may function as a shear pin in response to a frontal collision . in other embodiments , connector 64 may comprise other types of mechanical fasteners or may constitute an adhesive . similar to right - side support assembly 12 , upper support member 26 and lower support member 30 of left - side support assembly 14 preferably diverge as they progress forward in vehicle ( i . e . from the rear of the vehicle towards the front of the vehicle ) and , at their forward most location in vehicle , are separated by the length of forward support member 28 . left - side support assembly 14 is also connected to the motor vehicle 8 preferably by at least one connector 52 at a connection location 70 located along the front right - side of the engine compartment 40 . connection location 70 may comprise , but is not limited to , a portion of the engine 41 support structure such as , but not limited to , a portion of the lower left frame rail ( preferably the forward end ), an engine cradle or a cross - member . as shown in fig3 preferably connection location 70 comprises a frame rail 74 . connector 52 preferably comprises a threaded fastener and preferably connects left - side support assembly 14 to a frame rail 74 through the x - plane . in the above manner , connectors 34 , 42 and connectors 64 , 52 connect right - side support assembly 12 and left - side support assembly 14 , respectively , to the vehicle 8 in two different planes . this leads to improved crash worthiness of the vehicle in 7 / 20 / 40 mph impact performance . in addition it reduces front end lateral shake , is of lightweight design , and provides superior attachment and front end integrity . as alluded to above , right - side support assembly 12 , left - side support assembly 14 and upper cross - member 54 may be made formed integral with one another from plastic , and more particularly engineering thermoplastics , using injection molding . such engineering thermoplastics may include , but not be limited to , nylons , polyestors , polycarbonate , polysulphones , polycarbonate / abs blends , etc . furthermore , in other embodiments , beam 50 may also be made integral with right - side support assembly 12 , left - side support assembly 14 and upper cross - member 54 . in still other embodiments , right - side support assembly 12 and left - side support assembly 14 may also comprise a lamp housing 57 and / or lamp washer 59 attached thereto or formed integral therewith . also , in other embodiments right - side support assembly 12 and left - side support assembly 14 may also include an outer body panel , such as a fender or fascia attached thereto or formed integral therewith . with respect to operation of front structure 10 , in response to a frontal impact of beam 50 , impact energy and force is first preferably transmitted from beam 50 to lower support members 20 , 30 . from lower support members 20 , 30 , the impact energy and force is then transmitted to the wheel house assembly 31 at the upper rear right - side 38 and the wheel house assembly 61 at the upper rear left - side 68 of the engine compartment 40 where it is absorbed and dissipated . simultaneously , impact energy and force is also preferably transmitted from lower support members 20 , 30 into frame rails 48 , 74 where it is absorbed and dissipated . thus , the impact energy and force transmitted to the upper rear right - side 38 and upper rear left - side 68 of the engine compartment 40 reduces the energy and force ordinarily transmitted into the frame rails 48 , 74 as compared to the situation where no energy and force is transmitted to the upper rear right - side 38 and upper rear left - side 68 of the engine compartment 40 and all the energy and force is transmitted to the frame rails 48 , 74 . therefore , in accordance with the present invention , front structure 10 may be configured to , e . g ., selectively transfer impact energy to wheel house assemblies 31 and 61 to a larger extent (& gt ; 50 %) than to rails 48 and 74 . accordingly , front structure 10 herein provides the unique ability to regulate and direct the impact energy as between wheel house assemblies 31 and 61 and rails 48 and 74 as a consequence of its design and positioning in the vehicle , which can be readily adjusted . in other embodiments , vehicle 8 may only have a single right - side support assembly 12 or left - side support assembly 14 . also , in other embodiments , right - side support assembly 12 or left - side support assembly 14 may comprise mirror images of one another . the description and drawings illustratively set forth our presently preferred invention embodiments . we intend the description and drawings to describe these embodiments and not to limit the scope of the invention . those skilled in the art will appreciate that still other modifications and variations of the present invention are possible in light of the above teaching while remaining within the scope of the following claims . therefore , within the scope of the claims , one may practice the invention otherwise than as the description and drawings specifically show and describe .