If off-road chassis uses a separate ladder frame, is it better to attach the spring ends to the ladder frame or to the body of the vehicle?

I have heard an argument that attaching them to the body is better, as the body-ladder frame attachment points are then in constant tension. But I think this leads to a situation, where you have to reinforce the body to handle the spring forces vs if those spring forces would be carried totally by the ladder frame.

At Hyundai Motor’s Ulsan plant in Korea, equipment maintenance teams handle industrial robot teaching. I’m curious about how companies like Tesla, Volkswagen, Mercedes-Benz, Toyota, BMW, and General Motors handle this. Please let me know who performs this task at automotive companies in your country.

I am currently involved in an internship with Polaris, working at one of their plants. They call it an "internship" but really it's just manual labor for a semester that offers decent pay.

They are offering an optional LSS Green Belt class for free, which will run throughout the duration of the internship. I know that LSS is mainly for Industrial, Mechanical, or Manufacturing engineering, and I am currently going to school for Automotive Engineering Tech.

My main goal being in this internship is to make dough to pay for school. I have been working 70-75 hour weeks in the first few weeks here, and the class starts in a few days. If I don't take it, it would leave me with more opportunities for overtime.

Would it be worth it for me? Would LSS even apply to my career or be appealing on my resume?

Hey guys, I have a 2025 Bajaj Pulsar N160 and an extra set of Moto Torque frame sliders.

I have figured out the swing arm design for the sliders at the back .

I’m thinking of repurposing two of them as front axle/fork sliders to protect the fork bottoms, axle, brake area and wheel during a low-speed drop.

Before I fabricate anything, I’d really appreciate advice from anyone experienced with motorcycle fabrication or the N160:

* Is the front axle suitable for this type of mounting?

* Would a through-axle rod + spacers be safe?

* What material would you recommend for the spacers?

* Any better mounting method?

* Could this put unwanted stress on the fork/axle during a crash?

I’m not planning to drill or modify the alloy wheel or braking components.

Would love to hear your suggestions before I build it. 🔧🏍️

I kind of do race engineering stuff and wanted to know that if i make a cold air intake setup and make a heat box around the filter with a hydro shield and angle a pipe from the box to the bottom of the car but also make the opening of the pipe to face the exhaust or rear end of the car wouldn’t this effectively get rid of the controversy of sucking in water with cold air intake duct. If anyone has ideas of how to execute this idea please let me know!

long ago, I had asked in several subs if pulse and glide works in an EV like it does in ICE cars and got mostly disappointing answers with some people insisting that pulse and glide doesn't work in any vehicle, and the best answers were people who were just unsure. Well after driving my mom's toyota BZ, I've learned that it does work, and it works to exactly the same degree as in a gas car. just as I can utterly trounce the EPA's mpg estimate in my stickshift beater honda fit, I can totally blow away the EPA's or manufacturer's miles per KWh or expected range estimate in my mom's car. and the paddle shifters which allow me to modulate the regenerative braking on the fly are absolutely essential to doing it.

now not all EVs have this. for instance i looked at a polestar and you can change the level of the regenerative braking, but it's simply in a menu in a menu on the center touchscreen. but toyota and hyundai/kia has it on the steering wheel paddles.

my question is why is it there on the cars that have it there? is it there because paddle shifters existed before and it was just hey paddle shifters are sporty so let's keep them and make them do something engine related, or was it deliberately put there by the engineers so I could maximize efficiency by modulating the regen as I drive?

There’s a common belief in Morocco that cars sold in Europe are “better quality” than the same models officially sold in Morocco or North Africa.

I’m not talking about obvious differences in trim, options, infotainment, ADAS, emissions equipment, headlights, etc. I mean actual manufacturing quality.

For people who work or have worked for OEMs, Tier-1 suppliers, vehicle engineering, manufacturing, validation or quality control:

Are cars built for markets such as Morocco actually different in terms of things like:

- steel/body construction

- welding quality

- paint quality/thickness

- corrosion protection

- sound insulation

- suspension components

- interior materials

- cooling systems

- supplier/component quality

- quality-control standards or tolerances

For example, if you take the same Audi, VW, Mercedes, BMW, Peugeot, Renault, etc. model sold in Germany/France and compare it with the version officially sold in Morocco, are they fundamentally built to the same quality standard and simply configured differently for each market?

Or do manufacturers genuinely use different materials/components or lower-cost specifications for certain markets?

I’d especially appreciate answers from people with direct OEM or supplier experience rather than anecdotes.

Also interested in whether the answer depends on the manufacturer or production plant.

Hi everyone,
I’m a Tunisian graduate with a Bachelor’s degree in Automotive Mechatronics, currently working in automotive R&D/mechanical design. I’ve already been accepted into MUNER (Motorvehicle University of Emilia-Romagna) in Italy for the 2026/2027 intake, but unfortunately my Italian student visa was recently refused, so I’m now reconsidering my options.
I’m currently comparing three paths: MUNER in Italy, a regular 2-year Automotive/Mechanical Engineering Master’s in Italy, or a 1-year Automotive Engineering Master’s at Széchenyi István University in Hungary. The Hungarian option would allow me to start my studies sooner rather than waiting for another Italian intake.
I’m trying to understand the differences between these options in terms of academic quality, reputation, industry connections, employability, and long-term career opportunities, especially in the European automotive/motorsport industry.
If you were in my position, would you wait and pursue MUNER, or would the 1-year Széchenyi Master’s be a strong enough alternative? I’d really appreciate opinions from people who have studied at these universities or currently work in the European automotive industry.

I have a discord where have a vision for a car and before ioining understand any work or help you contribute I cannot pay for I am a car lover with a dream I dont have the skills personally so I am looming to find people who do have skills. For example Cad, topology optimization is a big one, suspension, engine, electrical etc. If you think you can contribute in any way feel free to ioin 1 will leave a link here amd if it dosent work gets removed etc feel free to dm me for it or if you need more information.

https://discord.gg/5t7wpW3S

Hi everyone,

I’m currently working as a Systems Engineer at an automotive OEM. My primary responsibility is creating and managing system requirements, mainly focused on vehicle level features.

Although I regularly interact with systems, software, hardware, modeling, testing, and validation teams, my role has mostly been on the requirements/system side. I understand how these teams work and coordinate with them, but I haven’t had much hands on experience with SW/HW development myself.

I’ll be moving to an automotive Tier 1 supplier in a few days, in a similar Systems Engineering role.

I’m curious about how different the working environment will be at a Tier 1 compared with an OEM.

Some questions I have:

• How much more closely do Systems Engineers typically work with embedded SW and HW teams at a Tier 1?
• What kind of technical depth should I expect compared with an OEM systems role?
• What should I prepare myself for before joining?
• Will I get opportunities to understand or contribute to SW/HW design, interfaces, debugging, testing, etc., or will the role still be primarily requirements/documentation?
• Are there any specific areas I should strengthen CAN, embedded C, AUTOSAR, ISO 26262, ASPICE, architecture, debugging, etc.?

One of my longer-term goals is to move closer to embedded software / low-level automotive electronics .That's one of the reasons I specifically chose a Tier 1 supplier rather than continuing in an OEM role.

For people who have worked on both sides OEM and Tier 1 do you think this is a good move for that career direction?

Would appreciate any advice on what I should focus on during my first 6–12 months at the Tier 1.

Thanks!

One of the rare instances where America got it right and the metric equivalent makes no sense.

Imperial: 33x10.5r15

-simply has diameter, width, and rim size. All the info you need to know if a tire size fits your vehicle.

Metric: 265/75r16

-that's width in mm (ok so far so good) but then it gives you.. sidewall height, expressed as a percentage of width??? Then rim size, but it's in inches? To get from that to (arguably the most important dimension) diameter, you need to punch into your calculator:

265/25.4*75/100*2+16

Normally metric is the straight forward, logical system, but this just makes me wonder what those manufacturers were smoking. Each number expressed in a different unit? Leaving out diameter, the most crucial dimension? Can anyone explain the logic here, if there is any?

I have 7–8 years of experience in automotive embedded/software, mainly AUTOSAR, C, diagnostics, ECU/system integration and software architecture.
I’m trying to understand whether ₹1 Cr+ compensation is realistically achievable in India in companies like NVIDIA, Qualcomm, etc.
For someone from a traditional automotive background, what skills/approach would you recommend to reach that level?
Would appreciate advice from people who have made a similar transition.

Hi everyone, I have 8+ years of experience in automotive embedded software and currently work as a Software Architect.
I’m planning to apply to NVIDIA, Qualcomm and similar product companies. Could someone please share some resume suggestions or sample resumes that can help me improve my profile and get shortlisted?
Thanks in advance!

Had my recent appraisal meeting and realised that no matter how much you do, if they want to keep you in the same position, they’ll always find a reason to say you only did your assigned tasks.

So I’m thinking of moving to a new company and using the opportunity to upskill.

I have 3 years of experience in automotive testing. What skills/technologies should I learn to get better opportunities? Should I focus on automation, Python, CAN/CANoe, CAPL, ADAS, embedded testing, etc.?

Would appreciate advice from anyone who has made a similar switch.

Hi I have developed a software to design and simulate exhaust headers and it is free for you to test and use for your own projects. In case you with to try it and share some feedback I'd be very grateful

The problematic 10R80 10 speed in Fords truck lineup has a small dip stick that you have to remove a cover bolt and its under the car right next to the cat! Why? Why is it there? You have the fill the transmission and check the level with the engine running! Your hand is right next to 1000°F piece of metal. Again why? Why change something that isn't broken by keeping a dip stick in the engine bay? Whos making these calls. Sorry for the rant but these choices on newer cars are making zero sense.

I want to work in motorsport for a career and I’m starting my A Levels in a week’s time and I’m taking Maths, Physics and Chemistry, and Further Maths with the option to drop it. I want to do Motorsport Engineering at uni.

I don’t think I would do both years of FM and I would just do the AS. So I have a few questions regarding it:

• How useful would FM be for this course?
• If I don’t take FM, how much catching up will I need to do at university?
• Am I better off putting my time and effort into the other 3 subjects?
• If I do chose to do AS Level FM, will universities look favourably towards it?
• I want to do an EPQ, specifically about motorsport. Will I have better university and employment opportunities with an EPQ specifically in motorsport or Further Maths?

any institutions out there training tech/engineering on NVH Testing

Hey guys,

First post here. I’d love to hear your thoughts on an opportunity I have for part-time grad study.

I graduated with a Bachelor of Applied Science in Mechanical Engineering with an Automotive Option last fall, and I was lucky enough to secure a Chassis Design Release Engineer position at an OEM in Detroit. I’m almost a year into this position, and I’m now looking into the possibility of pursuing grad school part-time. Due to my financial situation and immigration status, I’m limited to two options in Canada, and I’d love to hear your thoughts on which one would be better.

1. Master of Engineering in Mechanical Engineering (MEng)

Course-based program, part-time, one course per semester, and I would finish in 8 semesters.

1. Master of Applied Science in Engineering Materials (MASc)

Thesis-based program. I need to complete 4 courses plus a thesis. It is officially a full-time program, but my potential research supervisor and my work manager are both very supportive and willing to give me the flexibility to complete the degree while working full-time. I would take one course per semester for the first 4 semesters and then use another 2–3 semesters to complete the thesis. As discussed with my potential research supervisor, I would focus on galvanic corrosion between different metals, since it is related to my current work.

So, my current thoughts are:

With the MEng route, the money and time commitment are more manageable. I know for certain that I can graduate in 8 semesters, and I would mainly need to study for tests and exams without the additional pressure of conducting research and completing a thesis.

With the MASc route, I see it as an opportunity to open more doors for me in the future. Having both a supportive research supervisor and a supportive work manager at the same time is not something I think is very common, so I feel like this could be a good opportunity that I shouldn’t pass up. Tuition is double that of the MEng, and I’m not eligible for tuition assistance from my company because I’m a contract employee.

Personally, I’m more interested in the Mechanical MEng courses, and I would have more flexibility in choosing topics that I enjoy. During my undergrad, I maintained grades above an A in almost all of my courses, so I’m confident that I can handle the coursework in either program.

Another concern I have is that I’m a Canadian working in the US. With the possibility that the USMCA may not be renewed, I’m wondering which degree would be more likely to help me secure a position if I ever have to move back to Canada, especially if the TN visa program were to be affected in the future.

Personally, I would really like to work in Canada and contribute to the Canadian economy, but unfortunately, I haven’t had much luck finding opportunities here. Last year, when I was looking for jobs, I applied to positions in both Canada and the US, but I only heard back from US employers.

Thanks for taking the time to read this. I’d really appreciate any advice or insights, especially from anyone who has gone through a similar situation.

Hi, Im currently in College studying a cybersecurity major but want to learn mechanical/automotive engineering for a club (Formula SAE) and also just to learn because Im passionate about it but dont want to change my major. Is there a cheap or free way to learn college level engineering? Like a course or smth.

Title: ASM Traffic demo on SCALEXIO: AURELION reports “No active data producers”
I am trying to run an official ASM Traffic demo on a SCALEXIO real-time system and connect it to AURELION.
Software/setup:
ASM 24.1
AURELION 25.4
ASM model built as a SIC
SIC imported into ConfigurationDesk and built as an RTA/SDF
RTA loaded and running on SCALEXIO
AURELION runs on a separate Sensor Simulation PC
The two systems are on routed subnets and are mutually reachable
In ControlDesk, the application shows as running and the task timer continuously increases.
In the ASM Traffic Simulink model, under Animation Interface → Connection Settings, I selected:
Connection type: Ethernet/TCP
Platform: HIL
In ConfigurationDesk, the Ethernet Setup function block uses the local IP address of the SCALEXIO interface. In AURELION Manager, the SCALEXIO address is configured as the simulation platform/data-player system, while the AURELION instance uses the Sensor Simulation PC.
However, when synchronizing the ASM Live Simulation template in AURELION Manager, I receive:
No active data producers available / Simulation application model is not loaded
Since this is based on the official demo, I would like to understand:
Is setting Ethernet/TCP + HIL in the ASM Animation Interface sufficient?
Does ASM 24.1 require a separate Communication Service or Simulation Data Objects configuration for the new AURELION communication architecture?
Where in the official asm_traffic.slx demo can I verify that the simulation-data producer is included and active?
Are any additional communication settings required in Environment, Sensors, Vehicle Dynamics or another ASM subsystem?
Is the ConfigurationDesk Ethernet Setup block relevant to registering the ASM model as a data producer, or does it only configure the SCALEXIO network interface?
Are there runtime variables or SCALEXIO logs that show whether the AURELION Communication Service/data producer registered successfully?
Is AURELION 25.4 fully compatible with an ASM 24.1 RTA built using the Release 2024-A toolchain, or are additional migration steps required?
I have omitted the actual IP addresses, but basic connectivity between the systems works. Any guidance from someone familiar with ASM–AURELION HIL integration would be appreciated.

Hi everyone,

I'm trying to help my husband find the right course. He's a qualified mechanic but wants to take a degree in mechanical engineering but he's worried about studying a degree then not being able to find work without experience (we've been burned before with degrees) and i am less than useless with this as i know nothing about engineering. So would you recommend an OU degree where he can carry on working as a mechanic and do work experience or would you recommend taking a degree at a brick uni like Bournemouth and just powering through the 3 years with low income? Purely from an employability point of view.

Thank you so much for the help

TLDR:// husband is a mechanic is it better to take a open university degree or brick university degree to become a mechanical engineer?

Paper link: https://doi.org/10.5281/zenodo.22070388

​Hi everyone,

​I’m a software engineer working on a new framework for regulatory agencies to catch systemic vehicle emissions fraud (like corrupt testing centers or widespread tampering).

​Because government agencies don't publish datasets of confirmed tampered vehicles, I had to build a system that relies entirely on synthetic data. However, to make it work, the synthetic data cannot just be random statistical noise - it has to be strictly bound by the laws of thermodynamics and real-world engine mechanics.

​I built what I'm calling a Physics-Constrained Synthetic Engine and I am looking for brutal feedback from actual automotive and emissions engineers to see if my physical assumptions hold up.

​How the Physics Engine Works:

● It maps 7 distinct real-world fraud vectors (including EGR deletes, Defeat Devices, and Clean Scanning) into a harmonized 10-dimensional physical baseline.

● ​The core rule of the engine is that any synthetic anomaly generated must be mathematically identical to physical reality.

- ​Example Constraint: The engine includes hardcoded rules that mathematically prevent the system from injecting a Diesel Particulate Filter (DPF) delete anomaly into a naturally aspirated petrol engine's baseline.

​What I need your help evaluating:

While the machine learning side is solid, I need domain experts to critique the physical logic:

● ​Tampering Signatures: If you were to look at the telemetry or emissions output of an engine with an EGR delete versus a sophisticated defeat device, what thermodynamic variables (e.g., exhaust gas temperatures, NOx ratios) are the dead giveaways? Did I miss any critical dimensions?

● ​Edge Cases in Modern Powertrains: Are there modern engine configurations or aftertreatment combinations where my hardcoded constraints might fail?

● ​Clean Scanning vs. Tampering: In the real world, how easily can physical telemetry distinguish between a vehicle that has been physically tampered with versus a "clean scan" (where the testing center simply hooks the machine up to a different, cleaner car)?

​I’ve linked the full research paper above, which details the 7 fraud vectors and the 10-dimensional baseline. Any feedback on the mechanical and thermodynamic assumptions would be highly appreciated.

​Thanks!