I was pretty sure about Cadillac, so I looked it up. Wikipedia says Delphi's MagneRide was first used in the Cadillac Seville STS in 2002. It also lists it in the Range Rover Evoque, so JLR does use it. Can't find any references for the F-Type other than "adaptive suspension."

 

I don't think the F-type has "Magnetic Ride" (which I had in my 2008 Audi TTS), but more traditional adjustable valves. There is some more information a bit down in this article:

http://www.digitaltrends.com/cars/ne...h-to-the-game/

 

https://www.dropbox.com/s/05kci965sf...mping.pdf?dl=0


In each shock absorber, the damping adjustment is
achieved by a variable orifice operated by a solenoid. The
orifice is used to open up alternative paths to allow oil
flow within the shock absorber. When de-energized, the
bypass is closed and all the oil flows through the main
(firm) piston. When energized, the solenoid moves an
armature and control blade, which work against a spring.
The control blade incorporates an orifice that slides inside
a sintered housing to open up the bypass as required.
When the shock absorber is compressed, the oil flows
from the lower portion of the shock absorber through
a hollow piston rod, which is a separate soft (comfort)
valve. The oil then flows through the slider housing and
orifice into the upper portion of the shock absorber,
bypassing the main (firm) valve. In rebound, the oil flows
in the opposite direction.

In the firm setting, oil flows through the main (firm)
valve only, although when the bypass is opened
by variable amounts, the oil flows through both
valves – allowing the shock absorber to operate in
a softer setting. When fully energized, the solenoid
moves the armature (and therefore the slider) to the
maximum extension and opens the orifice completely.
The shock absorber operates continuously between
these two boundary conditions.

The solenoid in each shock absorber is operated by
a 526 Hz Pulse Width Modulation (PWM) signal from
the ISCM. The ISCM controls the PWM duty ratio to
provide 1.5A to operate the shock absorber in the soft
setting. When de-energized (0.0A) the shock absorber
is in the firm setting. The current varies continuously
as required to increase and decrease the damping
individually in each of the shock absorbers.

 

Impressive memory, and you win.

I don't think I was paying any attention to Cadillac then, and it wasn't until a few years later with the CTS-V that they became worthy of paying attention to.

 

I wasn't paying attention to Cadillac and I never really liked the Corvette, but I do love technology. I had an auto repair shop from '82 to '92 and remember the trade magazines touting various space age technologies. There's been a lot of beer under the bridge since then, but I haven't forgotten all the cool stuff.