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MagneRide was first used by General Motors in the Cadillac Seville STS (2002.5) sedan, first used in a sports car in the 2003 C5 Corvette, and is now used as a standard suspension or an option in many models for Cadillac, Buick, Chevrolet, and other GM vehicles.
While base MSRP of the 2000 GMC Yukon Denali increased to US$43,535 (up $460 from $43,075 in 1999), the Cadillac Escalade retained a base MSRP of $46,225 in both 1999 and 2000. General Motors retains the first Cadillac Escalade produced at Arlington Assembly in 1998, a 1999 Aspen White model, in its Heritage Collection, VIN # 400001. [8]
Originally this was in conjunction with live axles but it is now used with fully independent suspension using wishbones. BMW, Ford, GMC, Jaguar, Mercedes-Benz, Scania AB, Subaru and Volvo have each pursued numerous avenues to address this issue, including air suspension and rear axle mechanical devices.
Change in camber due to cornering forces can cause loss of rear-wheel adhesion leading to oversteer—a dynamically unstable condition that can cause a vehicle to spin. This is an especially severe problem when a swing axle is used in a rear-engine design, because of the greater side-g forces on the rear wheels from the mass of the engine.
Only Cadillac continued to offer air suspension through the 1960 model year, where it was standard equipment on the Eldorado Seville, Biarritz, and Brougham. [25] In 1960, the Borgward P 100 was the first German car with self-levelling air suspension. [26] In 1962, the Mercedes-Benz W112 platform featured an air suspension on the 300SE models. [10]
De Dion suspension characteristics: Camber change on one-sided bumps, none on rebound. The de Dion tube is shown in blue. The differential (yellow) is connected directly to the chassis (orange). Universal joints are shown in green. De Dion rear axle. A de Dion axle is a form of non-independent automobile suspension.
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Historically, the first mass-production car with front-to-rear mechanical interconnected suspension was the 1948 Citroën 2CV. Suspension in the 2CV was extremely soft — the longitudinal link was making pitch softer, instead of making roll stiffer. It relied on extreme anti-dive and anti-squat geometries to compensate for that.
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