Course in Geometry Applied to Competition Suspensions
Online 300-hour course in geometry applied to competition suspensions. 6 modules covering ISO 8855 (vehicle dynamics: vocabulary), SAE J670 (vehicle dynamics terminology) and Optimum Kinematics. Assigned tutor and open enrolment.
Take the controls.
Run a real engineering trade-off from this field. Move the sliders, watch the model react in real time and beat the challenge.
What you will be able to do
Define the geometric objectives of a competition suspension.
Adjust camber, toe and caster according to use.
Calculate the roll centre and stiffness distribution.
Design anti-dive and anti-lift geometries.
Control bump steer and roll steer in the design.
Validate the geometry with a kinematic rig and track data.
Develop the complete suspension geometry of a vehicle in a final project.
Who it's for
- Vehicle dynamics engineer who wants to specialise in Geometry Applied to Competition Suspensions.
- Competition suspension engineer who wants to specialise in Geometry Applied to Competition Suspensions.
- Track engineer who wants to specialise in Geometry Applied to Competition Suspensions.
- Multibody simulation analyst who wants to specialise in Geometry Applied to Competition Suspensions.
- Chassis designer who wants to specialise in Geometry Applied to Competition Suspensions.
- Set-up technician who wants to specialise in Geometry Applied to Competition Suspensions.
- Engineering or science graduates looking to enter motorsport.
What you'll work with
- ISO 8855 (vehicle dynamics: vocabulary)
- SAE J670 (vehicle dynamics terminology)
- ISO 4138 (steady-state circular test)
- ISO 7401 (lateral transient response)
- SAE J266 (steady-state directional control tests)
- ISO 13674-1 (handling test about the centre)
- ISO 1101 (geometrical tolerances)
6 modules · 300 h
1.1What geometry seeks to achieve1.2Grip, stability and predictability1.3Main parameters and their effect1.4Trade-off between travel and control1.5Differences from a production vehicle1.6Regulations and margins of freedom1.7Documenting the target geometry1.8Design and measurement tools1.9The engineer's working method1.10Workshop: defining geometric objectives
2.1Static camber and its gain2.2Camber curve through travel2.3Toe and stability in a straight line2.4Dynamic toe2.5Caster and self-aligning torque2.6Kingpin inclination and its effect2.7Contact-patch offset2.8Typical starting values2.9Accurate measurement of each parameter2.10Practice: measuring and adjusting the parameters
3.1Definition and calculation of the roll centre3.2Roll-centre height and its migration3.3Vehicle roll arm3.4Stiffness distribution between axles3.5Anti-roll bars and their calculation3.6Effect on vehicle balance3.7Spring rate versus wheel rate3.8Installation ratio3.9Set-up trade-offs3.10Practice: calculating the stiffness distribution
4.1Anti-dive under braking4.2Anti-squat under power4.3Anti-lift and its effect4.4Longitudinal arm geometry4.5Effect on perceived behaviour4.6Interaction with damper settings4.7Typical values by discipline4.8Verification on the vehicle4.9Common design errors4.10Practice: evaluating the anti-characteristics
5.1Bump steer: origin and measurement5.2Correcting bump steer5.3Roll steer and its effect5.4Compatibility between steering and suspension5.5Geometry after raising the vehicle5.6Effect of changing tyres and wheels5.7Interference and travel limits5.8Bump stops and ball-joint protection5.9Verification across the full travel range5.10Practice: travel sweep and correction
6.1Validation test plan6.2Useful channels for validating geometry6.3Tyre wear as an indicator6.4Structured driver interview6.5Geometric design iteration6.6Historical record of set-ups6.7Communication with the team6.8Common set-up errors6.9Documented real-world cases6.10Final project: suspension geometry for a competition vehicle
How you'll learn
100 % online training on the SEIUM campus, with downloadable material, recorded classes and an assigned technical tutor. No fixed timetable: students progress at their own pace within the intake, which makes it possible to combine study with work.
Each module combines theory, guided reading of the original standard and applied exercises. The working software is Optimum Kinematics, Lotus Suspension Analysis, MSC Adams/Car, MoTeC i2, SolidWorks, in free, academic or evaluation versions. Tests are studied using real procedures for wheel alignment measurement on alignment plates, kinematic bench tests and track data correlation. Assessment is continuous, module by module, plus the final integrating project.
Build it end to end
Your final project follows the real engineering workflow, step by step, reviewed by your tutor.
Define the geometric objectives of a competition suspension.
Adjust camber, toe and caster according to use.
Calculate the roll centre and stiffness distribution.
Design anti-dive and anti-lift geometries.
Control bump steer and roll steer in the design.
Where this takes you
Requirements
- No prior degree is required.
- Internet connection and a computer capable of running the programme's software.
- Sufficient Spanish to follow technical standards reading.
Ready to start?
Send your application today. Our admissions team replies within 72 hours with your study plan and funding options.
Frequently asked questions
The programme totals 300 hours spread over 3 to 5 months. That is between 10 and 15 hours a week on average, compatible with a full-time job.
The course uses Optimum Kinematics, Lotus Suspension Analysis, MSC Adams/Car, MoTeC i2 and SolidWorks. Free, academic or evaluation versions are used, and the tutor indicates the free alternative where one exists.
An own diploma from SEIUM upon passing the continuous assessment and the integrating project. It is in-house training, not an official qualification from the Ministry.
Yes. Modules passed in a course or postgraduate diploma in the same area are credited towards the higher programme. Check the credit transfer policy when you enrol.
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