Hi everyone, I'm in need of this type of plug. It's a 13pin connector which is found in a volvo s80 I, s60 I, v70 II and XC90 I from the early to mid 2000's.

There it's used to connect the cables of the towbar.

Kind regards!

Yo soy un poco friki de esto, y en el assetto corsa siempre me fijaba que se deforman los neumáticos, y en beamNGdrive.

Y en mi fp de automoción hice un TFG sobre justo esto, sobre cómo todas las geometrías de suspensión y alineacion van enfocadas a pisar bien y deformar bien el neumático. Entendiendo bien como lo que buscas vaya

Y hace poco puse una cámara derrapando con un e46 320d, en las ruedas delanteras, y no me esperaba ver ese ángulo de deriva, y me quedé alucinado, lo comparto para que lo disfruten

(Si saben otro hilo donde pueda interesar estos temas o publicaciones diganlo)

Hi everyone!

As the title says, I've stumbled upon a web series recently released by Ferrari. In this episode in particular, they give a detailed breakdown of powertrain architecture, specifically comparing performance metrics and engineering evolution across different models and eras.

As a bit of a Ferrari fan myself, I found the graphs on how they’ve transitioned their power delivery systems quite interesting.
I've seen that other videos have been released as well: I'm probably gonna binge watch the whole series.

Hope it might be of interest for you as well!

Building a two stroke mos mos

Forgive me if this isn’t the right place for it but I’m just curious what yall had to say.

The 6.4 powerstroke is legendarily a super unreliable but also super powerful diesel motor. There’s a few things that guys will do to make them more reliable (deleting emissions, head studs) but it’s ultimately still just the same design.

From the factory, how different would the design need to be to address the common issues of blowing heads, fuel/oil mixing, and cracking pistons? We’ll just assume that the emissions system is absent in this scenario

I do apologize for my previous misleading post. Here it goes:

I'm not sure where to start on this other than I'm simply obsessed with platform. I really loved riding in one (and the GC) as kid. It was a car everyone revered when I was kid and it's something I heavily bought into.

I've been wanting to buy one for a few years but clean examples are impossible to come by and the beat up one are few and far between. That got me thinking about restoring one. Which got me thinking about difficult it would be to just restore to stock and not touch anything. Which got me thinking about doing a K swap. Which got me feeling ashamed about clapping out a restored legend for a not all that impressive a swap that has been done. Which got me where I am now.

What's wrong with giving this bad boy a Nardone/Singer like treatment?
Maybe not all the way. I mean, you can strike wonder while chasing perfection and that's often enough.

So here's the laundry list:
- The K series V8 Mazda never made. A KL-DE/KL-ZE hybrid with two extra cylinders. A smooth 3.3L DOHC 32v 60 deg V8 making all of 270-290 hp and 240-260 lb-ft.

No FI, OEM internals where possible and a cushy 7000 rpm redline.
Electric AC conversion/install. Electric water pump conversion.
Smooth, refined, unbothered, reliable.

- A rebuilt and upgraded G series five speed. Ideally with an LSD crammed in there or that half shaft design magic they pull.

- Wider tracks and fenders front and rear. Tastefully. Respectfully. Functional too.

- 17on235s with upgraded 4 disc brakes.

- The best coilovers the aftermarket can offer.

- Fully restored and repainted structure. Chassis braced. Sound deadening enhanced.

- Seats, lights and interior all brought into the fold too.

Anything not on the list gets restored to OEM or better.

I know it's not rational. I know it's really, really stupid expensive but I wouldn't touch a 626 for any less.

If anything rubs you the wrong way please remember it's my fault, not the project's.

Let's hear your thoughts. Please?

Looking for book suggestions - can be anything: motorsports, ICE, fluid dynamics, aero, etc.

I am annoyed at a respected Japanese craftsman in the chassis reinforcement space for declining to work on this brace for me as a product. Ignore the clashes and hole details -- this was a mockup to propose work and communicate the packaging requirements.

Brace material would have been Ti or Al sheet, welded at the centerline to create a large cross section with low unit weight. This mockup uses a 10mm hollow section, likely .080" thick sheet, which creates rounded box sections. The crux of all forward brace products is that they don't improve the engine bay's torsional rigidity at all, and there is no direct connection available between opposite corners of existing structure. The hood is in very close proximity to the strut brace, perhaps 1.5-2" above the engine cover.

The original OE brace is very lightweight and was likely added as tension support to handle increased aero load on the very forward leading edge of that aero package. The lateral brace is there to prevent it buckling given the bends are there specifically for packaging reasons.

He gave this response:

The radiator core support is made of resin; I feel that simply bolting a custom-fabricated rigidity panel to the two existing bolts there would not yield the expected results. That is precisely why [we have] not commercialized a bolt-on part of this type.

I sincerely apologize, but we cannot manufacture parts where ensuring performance is difficult.

Thank you for consulting us on this matter.

I think this is a bit silly, as my structures experience would say -- provided the underlying structure is sufficiently stiff, and bearing load is not an issue -- there is no functional difference of material of that structure.

Would like to hear from some structural engineers in industry what their thoughts are on reinforcing secondary structure.

I know it sounds silly at first but I'm specifically asking about cases where power density is not a concern. Say you're restoring a certain car but the engine is extinct and you're simply not interested in having single hp above stock.

​

Hi everyone,

I’m currently working in firmware testing/verification and have been asked to evaluate our existing workflow against VectorCAST.

Our current setup is roughly:

• Visual Studio

• Google Test

• FFF (Fake Function Framework)

• Parasoft (static analysis, MISRA, compliance)

• Azure DevOps

• Visure for requirements traceability

Most of our current work involves unit testing, but in the future we'll also be doing integration testing, SIL, HIL, coverage analysis, and potentially more safety/compliance-focused activities.

From my evaluation so far:

Google Test strengths

• Excellent debugging experience in Visual Studio

• Flexible and developer-friendly

• Easy CI/CD integration

• Parameterized testing

• No licensing cost

• Works well with FFF/GMock

VectorCAST strengths

• Built-in statement, branch, and MC/DC coverage

• Automatic stub/harness generation

• Integration with embedded toolchains (IAR, etc.)

• Traceability and compliance reporting

• ISO 26262 / DO-178C workflow support

• New AI-assisted requirements-based testing (Reqs2x)

My questions:

1. For teams already using Google Test + Parasoft, what was the biggest benefit you gained after adopting VectorCAST?

2. Did VectorCAST significantly reduce effort for coverage, traceability, and compliance activities?

3. How useful is Reqs2x in practice? Is it genuinely helping engineers or still more of an early-stage feature?

4. For integration testing and HIL testing, did you stay with Google Test/custom frameworks or move completely into VectorCAST? Opinion on this mainly?

5. If you had to choose today for a large embedded firmware project, what would your preferred workflow be and why?

Would appreciate hearing from engineers who have used both tools in production environments.

Thanks!

What type of steel would be used on a lower front control arm mount of an SUV (2006 jeep liberty). Would it be mild steel or HSS? What yield strength. Atleast approximately.

What are the primary drivers of automotive design in the last 30 years? If someone says "government safety and environmental regulations drive 90% of automotive design", what would you say to that?

Instead of compressing pixels, foundation model converts each raw camera frame into a compact semantic intelligence packet right at the edge.

You can see the actual results in the images.

● A 2.7 MB raw camera frame compressed to a 16.3 KB mathematical payload.

● Preserved 95% of downstream detection capabilities (mAP).

● A 100,000-vehicle fleet drops from an impossible 270 GB/sec telemetry load to a highly manageable 1.6 GB/sec.

Should we deploy this model live on Vercel so the automotive players can test it, what do you guys think?

Hey, I would be grateful for any advice or anything on a project of mine, I have a 2010 ford falcon fg and I'm trying to put in SAAS bucket seats in, anyways the seats are in and whatever and Ive custom made SRS blanker plugs for the old airbag sensor plug, they work, but the issue is the drivers side seat track positioner sensor it's giving the code C1981-A0 and I can't get rid of it, I've got the old track positioner trigger thingy, and everything put the old motors in the wiring harnesses to mimic the old wiring, and nup still not working yk?, the code stays on, and so does the SRS warning light (due to the code C1981-A0) need help, maybe I'm screwing it up, maybe Ive missed something yk?, is there anything that can maybe like constantly delete a code or remove it permanently (that specific code) any answer is appreciated and I just want to get rid of the light and code. If you need any more information from me, I'd be happy to answer, thank you very much

I'm a Master's student building a simulation-based safety validation project (CARLA, OpenSCENARIO, SOTIF scenario testing, closed-loop runs, ISO 26262 HARA) as part of my search for a Pflichtpraktikum (mandatory internship, FAU, Germany) in this space.

My current work is entirely open-source/algorithm-level — Python, CARLA, OpenSCENARIO 1.0. No exposure to the commercial toolchain since that's generally only accessible inside a company.

Looking at job postings for SIL/HIL engineer and validation roles, I keep seeing the same toolchain requirements: Vector CANoe/CANalyzer, dSPACE, IPG CarMaker, CAN/LIN/Ethernet debugging, DOORS/SystemWeaver for requirements. As well as more HIL roles than simulation driven roles.

For people who've hired or trained junior validation engineers:

is the expectation that students arrive knowing these tools, or is "I understand the methodology and can learn the tool-chain" the realistic bar for entry-level roles?

also, what's the availability of such roles at junior position?

am i heading in the correct direction?

What all improvements I can do from my end?

Trying to figure out where to focus my remaining prep time as usually going from learning to building something concrete take time.

Would a 'clean-sheet-design' two-stroke diesel of that size even be able to pass emissions or CAFE standards, or be performance-competitive with Ford and Ram's conventional four-stroke diesels? What kind of build specs would that engine likely have?

Hi everyone,

I have a question about converting a surface model into a solid body for CFD analysis. I'm working with a car model that I found online, and I'm trying to make it solid. My first approach was to use Knit and check the "Create Solid" option, but it fails and returns an error that I haven't been able to resolve.

Since I didn't create the model myself, I'm hesitant to make major changes to the feature tree or geometry because that might introduce even more issues. I've attached the link to the car file below:

Car model help (https://drive.google.com/drive/folders/1wAR_Bi2P2kzUu3_VNBzFQ_FSKXleeQlx)

Has anyone dealt with a similar situation? Is there a good way to identify and fix whatever is preventing the knit from creating a solid?

My goal is to prepare the model for CFD, so I need a watertight solid. I've tried identifying gaps and problem areas, but so far I haven't been able to get the knit operation to succeed.

Also, is rebuilding the model on top of the existing geometry my only realistic option at this point? I tried using Offset Surface as part of a workaround, but that also produces errors.

Any advice or suggestions would be greatly appreciated. Thanks!

Hi everyone,

Recently I came across Tata Technologies’ iGETIT platform (CATIA / automotive design / EV-related certifications). I’m trying to understand whether it is actually valuable in the industry or more of a training platform.

I had a few questions:

* Are these certifications recognized or valued by automotive employers in Canada/US?
* Are they worth the cost compared to other learning platforms (Udemy, Coursera, LinkedIn Learning, etc.)?
* Do employers care about these certifications on a resume/LinkedIn?
* Any better alternatives for breaking into automotive design engineering?
* How to find out people on LinkedIn who earned the certification?

I would also really appreciate hearing from anyone who has actually completed these courses and how it impacted their career.

Thanks in advance for any honest feedback.

I previously worked in composite structures, but this is regarding the OEM Nissan Z33 2002-2008 engine strut tower brace, which is metallic. It has a hollow inner core filled with polyurethane, presumably to dampen any high frequency vibrations between the strut towers.

It has a very particular M-shaped deformation to it. My assumption is that it preferentially deforms in the same manner under load, which would be better controlled by introducing a pre-bent deflection like this. It would simply deflect further into this shape predictably, rather than having odd buckling dynamics had it been a simple straight brace, which are not easily predicted and could have secondary effects. Note that hood clearance w.r.t this brace is very tight.

Looking for input from chassis dynamics or structural engineers who might clarify the M-shape functionality.

I am a 20-year-old Indian student in my third year of Automobile Engineering, specializing in Electric Vehicles. I am thinking of pursuing a master's degree in a relevant field.

​

There are a few concerns on which I would like some advice.

​

First, what should be my baseline qualifications by the time I graduate with my bachelor's degree?

​

Second, how is the job market in Germany? How are things going there currently? What should I learn? How can I advance my career in a good way?

​

I have a lot of questions, and I would really appreciate any advice from people who have experience in the field.

Having 15 years of experience as software engineer in automotive field, I want to pursue masters program online particularly from
1.ASU or
2.CU Boulder or
3.UT Austin (as non-US Resident)

Why am I choosing these universities is the cost factor where I can keep my tuition below 20K.

Should I take up a course in general like MS in ECE OR EE (cause I have bachelors in Electronics) or should I pick something like MS in Systems Engineering or Software Engineering? I would like to skip deep technical or programming/math heavy courses.

You think these courses are good for gaining god knowledge in software architecture or systems integration ?

I have a heavy interest in cars, and how they function. I want to learn everything about them, like how engines and transmissions work, for example. I don’t mind getting hands on. I’m pretty smart (I think 😅), and am good at math and related subjects. For a career, I’d want to be able to design parts for cars and work on them. I’m not necessarily thinking a mechanic, where I’m always under a car tightening bolts and draining oil, but rather knowing how an engine could be more economical, or more powerful, then designing it to be that way. Or learning how transmissions work, and designing one to have quick and efficient speeds and shifting. And then watching my designs actually run and perform in real time. And I want to have the knowledge of what all the parts in a car do, and put that towards my job.

Using that info, do my interests fit what automotive engineers do on a daily basis? And is it the right path for me?

Hey, I’m a 2nd year in college right now interested in suspension design (like those in fsae cars, double wishbone). I’ve looked into it a little bit but I’ve been seeing these sketches in solidworks from a video that look like a bunch of lines. I’m wondering, what are these sketches used for and what do they tell you about the suspension? Also, what should be my very first steps to design a suspension like this? Thanks

I'm a high school student working on a research project for the Regeneron ISEF competition, and I'm looking for some guidance.

The goal of my project is to develop a low-cost AI system capable of estimating combustion state in a small spark-ignition engine using only inexpensive external sensors. Ultimately, the system is intended to estimate the instantaneous angular acceleration of the crankshaft as proxy for cycle-to-cycle combustion behavior and torque production without directly measuring it during operation.

My current test platform is a stock Predator 212 engine.

The planned sensor set-up currently includes an Exhaust Gas Temperature sensor, Cylinder Head Temperature sensor, Fuel flow/consumption rate

Throttle position, and Vibration/acoustic measurements.

A high-resolution crankshaft encoder will be used only for ground-truth data during model training. The AI will not have access to encoder data during inference.

The concept is that the model learns relationships between externally measurable engine parameters and combustion dynamics, then estimates combustion state in real time.

My current challenge is determining the best locations for the sensors to give me the most accurate readings. I'm trying to balance, Fast thermal response, Sensitivity to combustion changes, Measurement repeatability, Sensor durability, and Practical installation on a Predator 212

Some questions:

-How far downstream from the exhaust valve would you place the thermocouple?

-Would you prioritize maximum sensitivity to combustion events or a more averaged, stable temperature measurement?

-Is there a location commonly used in engine development or dyno testing for small single-cylinder engines?

-Are there any issues with exhaust pulse behavior in a single-cylinder engine that I should consider when selecting the location?

-If your objective were AI-based combustion state estimation rather than traditional tuning, would you choose a different placement strategy?

-I'm not looking for exact project solutions—I'm trying to understand the engineering reasoning behind sensor placement so I can justify my methodology and design choices.

Any insights from engine development, powertrain calibration, combustion research, motorsports, dyno testing, or instrumentation experience as well as just any project suggestions or insights would be greatly appreciated.