Three design groups are investigated: lower control-arm geometry, steering rack and tie-rod position, and lower control-arm bushing stiffness. The configurations are evaluated in Altair MotionSolve using a standardized Kinematics & Compliance simulation sequence including ride, roll, contact-force, braking, acceleration, aligning-torque, and steering-input events. The results show that increasing the lower control-arm length improves camber behavior but introduces severe bump-steer penalties, requiring subsequent steering-system correction.  Incorporating a 50 mm longitudinal rack translation and a vertical height correction effectively counteracts these tracking errors, compressing the braking and acceleration induced toe variations. To mitigate excessive longitudinal wheel-center displacement associated with the compliant load path of the outboard IWM wheel-corner, a parametric bushing-stiffness evaluation was performed. The finalized architecture variant, consolidating the selected Set 2 arm geometry, re-aligned steering hardpoints, and Set 1 bushing stiffness, demonstrates a selected elasto-kinematic compromise. This selection restricts the total vertical ride toe variation to 0.80° and controls compliance-induced toe ranges to 0.211° under braking and 0.249° during acceleration, while limiting longitudinal wheel-center displacement to 8.63 mm. The results indicate that a passive, packaging-constrained outboard in-wheel motor MacPherson architecture can be substantially improved at the K&C level, although production feasibility requires flexible-body modeling, fatigue assessment, durability evaluation, and noise, vibration, and harshness validation.