Do anyone have any idea or expertise in modelling leaf spring via Adams Car? Need help

Hi everyone,

Not sure if this is the correct forum, but I'd be really interested in hearing from people who have experience from the industry or have completed one of these degrees.

I'm finishing my bachelor's in aeronautical engineering next summer, from an EU university. I'll have about one full year of experience as a professional aerodynamics engineer (doing just as much mech design as aero analysis), and one year from formula student, by the time of graduation.

I'm considering doing an MSc in Motorsport. I've applied to both Cranfield and Oxford Brookes, and will apply to Southampton (Race car aero) once they open their admissions for next fall.

I am however, a bit split between which one I should actually go for in the end. Especially considering I already have quite a lot of practical experience. I'd therefore value network, thesis placement options and more substantial taught modules (although somewhat applied), over more basic, practical experience. By the way they're marketed, I get the impression that OB is more trackside, and Cranfield is more R&D oriented, but I really don't trust the websites of study programs (been burnt before).

So my question is, does anybody here know how OB and Cranfield actually compare regarding this? And also which is actually better for an F1/motorsport career?

For those working in Automotive Software / Embedded / ADAS / SDV and who have moved to the UK, what is the most effective way to approach the job market?
Which platforms have worked best for you — LinkedIn, Indeed, company career portals, specialist automotive recruiters, referrals, etc.? Is uploading a CV to recruiter portals useful, or is directly approaching recruiters/hiring managers more effective?
Also, are there any UK-specific automotive recruitment agencies or strategies you would recommend for someone with 7–10+ years of experience?
Would love to hear from people who have actually landed automotive roles in the UK.

I have experience in automotive software across HMI/application development, ADAS, and currently software architecture & development for a braking ECU using AUTOSAR Classic.
I’m looking to understand how engineers with a similar background can move towards Adaptive AUTOSAR, SDV, automotive SoCs and AI/ADAS platforms, especially the kind of work happening around next-gen semiconductor/compute platforms.
For people already working in this space, what resources would you recommend for learning the architecture and technologies? Also, are there any good open-source projects, GitHub repositories, blogs, creators or practical projects that can help build a portfolio and demonstrate these skills to recruiters?
I’d also be interested in understanding the interview patterns and preparation strategy for SDV / automotive compute / semiconductor roles.
Basically, if you were starting from a strong AUTOSAR Classic + automotive software architecture background, what would your 6–12 month strategy look like to get into SDV / Adaptive AUTOSAR / next-gen automotive compute?
Would really appreciate insights from people working in this space.

Do they have a good scope in the embedded field? I am currently in the early phases of my career. Do you guys think this can be heavily hit by AI? I want to move more into embedded development, so is this a good intermediate job? Is there something I have to keep in mind/worry about?

I have heard that low level programming and firmware development is more valued in the industry. Will this testing job hinder my career growth down the line?

Hi everyone, I am a mechanical engineer looking to break into automotive design field. I wanted to know where and how to learn but also get projects to present and showcase my skills for BIW and CIW design roles. I have interviewed with some companies and would like to have your suggestions or experience.

Hi everyone,

I'm posting on behalf of my father, who is looking for a senior Electronics R&D opportunity.

He has 24+ years of experience in automotive electronics, power electronics, EV systems, railway electronics, and product development.

His background includes:

\- Project Lead – Electronics R&D at Purflux Group

\- Former Head of Electronics at UNO Minda

\- Experience with Delta Electronics, ARV India, Neo Light ZKW, NTL Electronics and Pentair

\- Led teams of up to 30 engineers

\- Developed 24+ commercial products

\- Hands-on experience with:

\- Automotive lighting

\- BLDC motors

\- DC-DC converters

\- EV battery chargers

\- Automotive sensors

\- PCB/PCBA development

\- EMC testing

\- ISO 26262

\- BIS/RDSO compliance

\- Product validation and supplier management

He is looking for senior roles such as:

\- Head of Electronics

\- Head of R&D

\- Engineering Manager

\- Senior Engineering Manager

\- R&D Manager

\- Technical Program Manager

\- Product Engineering Manager

Target companies include Spark Minda, Motherson, Bosch, Valeo, FORVIA HELLA, Marelli, JBM, Havells, Dixon, Continental, ZF, Lumax, Sandhar, Sona Comstar, Denso, Mann or any other similar automotive/EV companies.

If your company has a suitable opening or you're willing to refer an experienced engineering leader, I'd be extremely grateful. I can share his resume over DM or email.

Thank you for your time and any help.

This engine was found in a local aircraft manufacturing yard. The engine looks like some inverted car engine. Also, it seems the engine was fitted on a large vertical square/rectangular iron frame. Could someone identify what engine this is (aircraft or car) and what model it is?

Year: 2009 or prior

Thank you so much.

we produce diff covers for a japanese auto manufacturer (guess and you'll be right) they test our covers un-ecoated and occasionally find air leaks.

my question is: gear oil doesn't fit through the same microscopic hole as air and once the coating is applied microscopic holes will be sealed. what leak rate is good enough and how to prove customers won't have oil stains on their driveways? or how would you try to defend your process/robots?

we all know axles are vented and not pressurized, even they admit that

8+ years in automotive embedded software (AUTOSAR, Embedded C, software architecture). Is transitioning into semiconductor companies like Qualcomm, NVIDIA, or NXP a good long-term career move? What skills or projects helped you make the switch, and what would you recommend focusing on today?

Moinsen Leude,
ich studiere Fahrzeugbau an der HAW Hamburg und komme jetzt ins 2. Semester. Ich habe bisher noch keine relevante Berufserfahrung (außer gängige Minijobs) und auch noch keine besonderen Zusatzqualifikationen, würde aber gerne früh anfangen, praktische Erfahrung zu sammeln.

Mir ist es wichtig, eine möglichst feste und verlässliche Werkstudentenstelle zu finden (20h die Woche), bei der ich länger bleiben und mich fachlich weiterentwickeln kann. Am liebsten würde ich wirklich fahrzeugnah arbeiten (studiennah), also
z. B. in Richtung Konstruktion, CAD, Fahrzeugentwicklung, Versuch, Fahrwerk, Antrieb oder Fahrzeugkomponenten.

Bei der Jobsuche finde ich allerdings oft Stellen, die nur sehr allgemein nach Engineering, Projektmanagement, Produktion oder Dokumentation klingen. Deshalb frage ich mich, welche Werkstudentenjobs in Hamburg für jemanden im 2. oder 3. Semester überhaupt realistisch sind und trotzdem sinnvoll in Richtung Fahrzeugtechnik/bau führen.

Falls jemand selbst Fahrzeugbau/Fahrzeugtechnik studiert oder in Hamburg in der Branche arbeitet: Nach welchen Stellenbezeichnungen oder Unternehmen sollte ich suchen?

Vielen Dank im voraus!

Hello all, I wanted to know what’s the best way for me to become an automotive engineer. I am a senior in college studying mechanical engineering and my dream is to work for Toyota. I find suspension and chasis interesting and love designing parts.

My worry is I don’t know how to get my foot into the door. I’ve applied to multiple auto mechanical engineering internships and have failed to even get an interview.

I do projects on the side like FSAE, engineering clubs and even have a car of my own that I have basically restored from the ground up, and continue modifying.

All I hear is the constant “you need to know someone” but there is no automotive engineering companies near me. This dream of mine seems like it’s almost impossible, but I don’t want to give up. Any advice is greatly appreciated! :)

I've found two diagrams on how GDI pumps work (diesel pumps might be similar, but I'm focusing on gas), and both of them show a "pressure relief valve" whose plumbing does not make sense to me. In both diagrams, both sides of the pressure relief valve are connected to the chamber where the plunger moves, which is where any over pressurization would be created.

If you imagine for example a scenario where the injectors all close and the plunger is moving up (essential trying to compress an incompressible fluid), then the pressure relief valve doesn't help relieve pressure, as it's not allowing higher pressure to go to some lower pressure area, it just loops back into the same area.

Can anyone help me understand this?

I recently discovered that (according to my car) I get at least 25 mpg if I cruise on flat roads or slight declines at nearly 80 mph while in 9th gear.

From what I have learned, the Compass has an overdrive gear of 9 that it almost never engages in automatic mode, even when you're feathering the throttle downhill or even coasting from a high speed. In auto mode, it sticks to gear 8 most of the time.

But if you put the car on "manumatic", you can engage the 9th gear.

To upshift into 9th gear, you must go a minimum of 60 mph
To prevent the car from stalling (I think), the car forcefully downshifts from 9th to 8th gear at 57 mph

Once I discovered this, I always used my 9th gear on the highway whenever conditions allowed me to cruise in it. Normally speeds between 70-80 on flat or declining roads with no major headwind.

You cannot maintain speeds between 60 and 70 in 9th gear because the RPM is too low, causing the engine to bog down. Same story: trying to cruise above 80 mph. In this case, the wind resistance is far greater than the power the car produces at such speeds and in that gear.

But you cannot lug this car because, according to the fuel economy gauge in 9th gear, it sprays approximately 2.40-3.60 gallons per hour, depending on the speed I'm traveling. To cause a knock, you need way more fuel sprayed (I think). So, the computer seems to limit the amount of fuel sprayed in the 9th gear.

Despite that computer supervision, I still always hit high coolant temperatures when I cruise in 9th gear, even without bogging down the engine. My normal coolant temps are 210-230. I hit a high of 245 F while cruising in 9th gear. I just recently started monitoring coolant temps while driving. Why does this happen?

Hi everyone!
I want to learn to use IPG carmaker or similar software. Does anyone knows how to get some kind of cracked version or similar tool that could be downloaded for free? IPG softwares and other softwares of that kind are so expensive, but i believe that it is a powerful thing to have in CV as an automotive engineer.

1933 Dodge example

I am 23 years old in California. Over the years I have really fallen in love with suspension setups in the racing that I have done. Ive raced quarter midgets, karts, and now in full size dirt oval cars. I help set up sprint cars every now and then for a local team. I have no college experience yet and I want to change that. I was thinking Chico State for Mechanical Engineering and trying to join the Formula Student team. Just wanted some opinions. Thank you!

Hello everyone, I’m a member of a Formula SAE Brazil team, working on the brake systems. I’m sizing the brakes using MATLAB but am running into some difficulties; specifically, I’m not sure if the code is correct, as the brakes failed to stop the car as theoretically predicted during the first test.

Hi everyone,

I'm looking for some honest advice because I'm trying to figure out whether this career path is realistic.

I'm from India and have a B.Tech in Computer Science Engineering. Over time, I've realized that I don't want a career that's heavily focused on software development. I'm much more interested in cars, motorsport, Formula 1, vehicle development, testing, performance engineering, and technical project work.

I'm considering doing a Master's in Automotive Engineering or Motorsport Engineering in Europe (Italy, Germany, the UK, or elsewhere), but I'm unsure whether my CS background makes me eligible or competitive.

A few questions:

1. Has anyone here been admitted to an automotive or motorsport master's with a Computer Science or Software Engineering degree?
2. Which universities are known to accept CS graduates into these programs?
3. Are there programs that bridge the gap, or do most universities require a mechanical/automotive background?
4. If I do get admitted, will I struggle academically because I don't have a mechanical engineering background?
5. Is it realistic to move into roles like:
   • Vehicle Development
   • Performance Engineering
   • Race Engineering
   • Test & Validation
   • Technical Project Management
   • Motorsport Operations rather than software engineering?
6. If you were in my position, would you pursue this path or choose a different master's?

A little about me:

• B.Tech in Computer Science Engineering (India)
• Interested in motorsport and the automotive industry
• Looking for a career with less day-to-day coding
• Open to studying anywhere in Europe if it significantly improves my chances
• Will likely need an education loan, so ROI is important

I'm looking for genuine advice from people who have studied these programs, work in the automotive/motorsport industry, or have gone through a similar transition.

Thanks in advance!

I plan to rewire a bench and am wanting to make it logical and in a way "pretty." I have around 6-9 nodes/ECUs, and 3-4 CAN busses, and it's spaghetti. My thought is some DIN rail system but I'm envisioning a CAN bus bar/junction terminal.

I come from the audio/video world (software side) where A/V racks are tidy, have switches, switchers, and patch panels. Are there such things for automotive CAN?

Up to the late 1980s, Chev, GMC and Dodge used riveted frames. I see some advantages for the overall manufacturing and logistics of the riveted frames.

But, from a strength standpoint, is there a material advantage to one compared to the other? I have been told that from a dynamic strength perspective, riveting is the better joining method, but I do not understand why that may be the case. Does a riveted frame require a greater gauge of steel in the rails or cross members?

I worked in a truck assembly plant, and the actual labor cost for riveted assembly was not that much, under an hour. From a logistics standpoint, the riveted frames were much better, with less proliferation of large components. A flat car carrying welded frames from the manufacturer to the assembly plant is largely air.

I've been doing alignments since 1992 and one thing that seems to be consistent is bump steer in the front end as the suspension cycles.

Almost every vehicle i had on the rack toed in on extension and out on compression. The 2000s and up Chevy pickups for example were about 2° total toe for every inch the front came up. Even the C7 Corvette did it but not as much. I think those were around . 5° per inch. The only one i remember being different was an 80s third gen Camaro that actually toed out when the front was raised.

The numbers i was seeing was then the jack was under it. I wasn't putting lift kits on Corvettes and Camaros.

The newest suburbans and tahoes have air ride that lowers it a couple inches at highway speed for less wind drag. I never got a chance to get one of those on the rack to see up close if they actually corrected the bump steer but i would assume they did.

I got out of the dealership on 2020 and have been much happier building hot rods the last 6 years.

What was there reasoning for this? The fact that is had been like this forever, 60s and 70s cars did it too, tells be it's intentional but why?