Our cars, trucks and SUVs don’t like being forced into action on a cold morning any more than we do -- let alone after sleeping outside, covered in ice and salt.
Yet, Canadians everywhere will soon begin waking up their Hondas and Dodges, and Fords and Volkswagens at 30-below, then setting off with little thought about the cruel challenges posed by the extreme temperatures.
Simply; your car is expected to perform the same way, every day of the year, cold or not.
For a closer look at how automakers ensure that’s the case, I talked to Hayato Mori, Honda Canada’s Manager of Product Planning.
Justin Pritchard (JP): How do you make sure a car will start without being plugged in at temperatures that make us cringe?
Hayato Mori (HM): For gasoline to be ignited by a spark plug, it needs to be in vapor form -- and not much evaporates in the cold.
Even before start-up, the car knows air temperature, pressure and flow, as well as engine temperature, speed and location of the engine within the cycle. This allows the injectors to spray a fine fuel mist in ideal amounts, at the perfect time, to maximize the likelihood of combustion.
And, thankfully, most of the things that make for an efficient engine, like low friction, precise measurement and good fuel control, also make for an easier cold start. Some credit has to be given to the fuel companies, too. All gasoline distributors in Canada provide a “winter fuel” to help the fuel vaporize when cold.
JP: Does Honda have a minimum standard temperature at which vehicles must be able to start?
HM: We sell cars in Russia, Northern Europe and all over Canada. The customer expectation is the same globally: “It has to start.” This is our target.
JP: Can you share any specific exercises that vehicles are put through in cold weather testing?
HM: The testing after development has been completed is focused on making sure the car works as expected in the hands of a Canadian customer. How quickly the car warms up, defrosts and starts is one example. Getting you through the drive-thru without any annoyances is one of our tests, too.
JP: Any big challenges to predict for future winter or performance testing?
HH: As engine size decreases and vehicle interiors grow, ensuring a car with a small engine and a large interior can keep the passengers warm in extreme cold may require creative solutions. But currently we have no issues keeping our Honda Fit customers warm in extreme cold with traditional, well designed and sized HVAC and cooling systems coupled to an efficient engine.
JP: Where is cold weather testing performed?
HM: Cold temperature testing starts on the tiniest clip, hinge or circuit board in “cold chambers” worldwide by suppliers before they are considered for use. Design and development groups then test vehicles in environmental chambers to make sure it all works as expected when assembled.
There’s no replacement for real-world testing, and Honda engineers can be found on frozen ice roads worldwide, including northern Canada.
Yet, Canadians everywhere will soon begin waking up their Hondas and Dodges, and Fords and Volkswagens at 30-below, then setting off with little thought about the cruel challenges posed by the extreme temperatures.
Simply; your car is expected to perform the same way, every day of the year, cold or not.
For a closer look at how automakers ensure that’s the case, I talked to Hayato Mori, Honda Canada’s Manager of Product Planning.
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| Photo: Matthieu Lambert |
Justin Pritchard (JP): How do you make sure a car will start without being plugged in at temperatures that make us cringe?
Hayato Mori (HM): For gasoline to be ignited by a spark plug, it needs to be in vapor form -- and not much evaporates in the cold.
Even before start-up, the car knows air temperature, pressure and flow, as well as engine temperature, speed and location of the engine within the cycle. This allows the injectors to spray a fine fuel mist in ideal amounts, at the perfect time, to maximize the likelihood of combustion.
And, thankfully, most of the things that make for an efficient engine, like low friction, precise measurement and good fuel control, also make for an easier cold start. Some credit has to be given to the fuel companies, too. All gasoline distributors in Canada provide a “winter fuel” to help the fuel vaporize when cold.
JP: Does Honda have a minimum standard temperature at which vehicles must be able to start?
HM: We sell cars in Russia, Northern Europe and all over Canada. The customer expectation is the same globally: “It has to start.” This is our target.
JP: Can you share any specific exercises that vehicles are put through in cold weather testing?
HM: The testing after development has been completed is focused on making sure the car works as expected in the hands of a Canadian customer. How quickly the car warms up, defrosts and starts is one example. Getting you through the drive-thru without any annoyances is one of our tests, too.
JP: Any big challenges to predict for future winter or performance testing?
HH: As engine size decreases and vehicle interiors grow, ensuring a car with a small engine and a large interior can keep the passengers warm in extreme cold may require creative solutions. But currently we have no issues keeping our Honda Fit customers warm in extreme cold with traditional, well designed and sized HVAC and cooling systems coupled to an efficient engine.
JP: Where is cold weather testing performed?
HM: Cold temperature testing starts on the tiniest clip, hinge or circuit board in “cold chambers” worldwide by suppliers before they are considered for use. Design and development groups then test vehicles in environmental chambers to make sure it all works as expected when assembled.
There’s no replacement for real-world testing, and Honda engineers can be found on frozen ice roads worldwide, including northern Canada.