###### Abstract
This consideration was for the interpretation of time lag, and as mentioned in the conclusions of the paper, it did not exhibit a strong correlation. In [17], two novel evaluation methods were introduced. The first was the flick test, where a sharp steering angle is inputted quickly, followed by releasing the steering wheel. This test was performed to verify returnability and assess the torque perceived by the driver during emergency maneuvers. The second method was applied to assess torque/angle in the frequency domain to evaluate vehicle response. In [18], various steering input patterns were presented. While many previous studies derived steering feel indices using sinusoidal steering input, the authors here utilized sine steer but with a more detailed breakdown to effectively examine on-center steering characteristics. Moreover, step steer, which, after sine steer, is another commonly used input pattern, was presented. Lastly, [19] conducted a correlation analysis to derive indices that exhibit a high correlation with the driver's subjective evaluation from among indices defined by different manufacturers and organizations. This correlation analysis established criteria for assessing whether the steering characteristics of the vehicle under development have been successfully implemented according to the design. Recent studies, [20; 21] that utilizeddriver-in-the-loop simulations still performed evaluations using the indices and maneuvers mentioned in [19] and Table 1. In this study, based on the findings from various research, we define the steering feel indices in Sections 2.1 and 2.2. This study aimed to evaluate steering feel performance by analyzing our vehicle and a competitor's vehicle, known for its excellent steering feel, using a multi-body simulation model. Constructing a full vehicle model in the simulation environment enables an independent analysis of the various factors that influence steering feel, making it essential for a comprehensive interpretation of steering feel. While previous studies focused on analyzing the individual elements that affect steering feel, we approached the analysis from a component perspective to identify the most efficient direction to modify the steering feel of our vehicle. For example, if achieving the desired steering feel through the least costly method, such as tuning the EPS control system, is not possible, the analysis becomes even more important. It then becomes necessary to consider whether developing a new control system or conducting a suspension design revision with the tuned existing control system would be more effective in achieving the desired steering feel. However, in situations where the influence of the control system alone cannot resolve the issue, the aforementioned choices may be initially unsuitable. Therefore, in this study, we conducted a sensitivity analysis using our vehicle and a target vehicle to determine how to modify the factors and derive the most efficient combination when modifying a single factor does not yield the desired objectives. These benefits outweigh the costs associated with reverse engineering. Based on the aforementioned background, our initial focus was on establishing objective indices for steering feel through subjective-objective correlation studies. Subsequently, we reverse-engineered the competitor vehicles. Lastly, we proposed a design method to  
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overcome the trade-off relationship between reducing initial torque due to friction and increasing stability by damping, enabling us to emulate the desirable steering feel of the reference vehicle.