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• STEERING ANGLE SENSOR provides critical infor-
mation to the computer on how much the driver is
turning the steering wheel The computer then
compares this input to how much the car is actually
turning, as reported by the yaw rate sensor. The
Active HandUng system compares input from the
yaw rate sensor and the steering wheel sensor to
help bring the car back into Une.
• LATERAL ACCELEROM£TER measures lateral
acceleration - the amount of centrifugal force
created by turning. Such input helps the system
more accurately make braking corrections to
match the cornering speeds and the traction available.
• DlffER£NT1AL PRESSURE SWITCH senses when the
two spUt-brake system circuits become unbalanced.
H either of the circuits (front or back) are not building
correct pressure, the switch signals the controller,
which turns off the Active HandUng System and
alerts the driver by iUuminating the brake warning
Ught in the instrument cluster.
• MASTER CYUNDER PRESSURE SENSOR measures
how vigorously the brake pedal is being appUed by
the driver. When Active HandUng activates,
~
takes the
braking away from the driver momentarily. The sensor
lets the system know how much braking pressure
the driver is applying, and appUes the brakes
accordingly based on the brake pedal pressure.
• UNIQUE CONTROLLER/SOftWARE is the computer
that controls Active HandUng along with the ABS
and Traction Control systems. The computer on
Active HandUng-equipped cars features specific
programming that is not included on models
which have only ABS and Traction Control
SUSPENSIO .....
The suspension was designed with one overall goal
in mind: great handUng with a smooth ride.
In
keeping
with this
goa~
the Corvette suspension geometry is
designed to help allow ride and handUng to work
independently. Another key to Corvette ride and
handling is the stiff chassis structure. The fifth genera-
tion's stiff underbody structure allows engineers to
reduce structural variation and movement. The
increased stiffness is a bonus to suspension engineers,
who in the past compensated for structural movement
PAG£12
1999 CHEVROLET CORVETTE
' "
,
in their suspension design. The result of this stiff
structure? Engineers can enhance ride-and-handUng
characteristics through suspension tuning.
Notable suspension features:
• STANDARD fULLY INDEPENDENT 4-WHEEL
SHORT /LONG-ARM (SLA) SUSPENSION
is similar to suspensions used in many race cars.
This suspension is height-adjustable at the factory
for consistent ride and handUng. Each car is precisely
adjusted during production according to its specific
option content and vehicle weight to optimize
ride and handling.
• fORGID-ALUMINUM fRONT Uf'f>£R CONTROL ARMS
and cast-aluminum front/rear lower and rear upper
control arms offer strength with low mass.
• A patented version of the TRANSVERSE COMl'OSITE
LEAf SPRING DESIGN contributes to the ride.
Spring pads are located on the lower, longer arms
at each corner. The composite springs run from
one side of the car to the other, and are attached
to the chassis via rubber-isolated mounts.
• Optional f4S SUSPENSION offers selective Real
TIme Damping, a technology that reads the road
surface at each wheel and adjusts shock damping
to achieve a stable, flat ride. F4S provides three
settings -
Tour, Sport and Performance -
for a
variety of ride qualities (not available on hardtop).
«m
ZSl SUSf>£NSION is designed for appropriate,
sanctioned competitions, or for the driver
who desires the ultimate in handUng. Tuned
on road facing courses and autocross
tracks, ZS1 offers a top level of handUng.
ZS1's highly controlled ride stems from
stiffer springs, larger stabiUzer bars and
larger monotube shock absorbers.
(ZS1 is standard on hardtop and optional
on coupe and convertible.)
ST££RI ..... G
Magnasteer II steering, a variable-effort rack-and-
pinion power steering system, is standard on
Corvette. This high-tech system provides reduced
effort at low speeds for easy parking and
maneuvering, and higher efforts at high speeds for
•
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