motoring.com.au recently had an exclusive opportunity to join Hyundai’s Performance Testing team for a day of hot-climate testing in the Australian outback.
The team of 19 specialist engineers travels to hot and cold climates across the globe to ensure the Korean car-maker's next-generation models are capable of withstanding climate extremes and delivering consistent performance, reliability and fuel consumption.
To find out exactly what hot-climate testing entails – and why it’s conducted Down Under – we joined Hyundai's senior research engineer, Seungmook You, for a cold pint of Coopers.
motoring: What makes Australia a great place for hot-climate testing?
You: When the northern hemisphere is in the winter season, we usually visit Australia for our hot-climate testing – it’s reasonably close to Korea and has all the elements we need for repeatable evaluations.
m: Does Hyundai conduct hot-climate testing elsewhere?
You: Yes. For our European-sourced vehicles we go to Spain for both hot-climate and high-altitude testing, and for US vehicles we visit America -- usually Death Valley for hot-climate testing and Denver for high-altitude testing.
m: Are security factors in other hot-climate countries a concern?
You: Yes, there are some concerns about security in Europe and America. In the case of especially well-known test sites, such as Death Valley, there are many professional paparazzi with high-performance cameras equipped with telephoto lenses. Fortunately, we don’t experience the same levels of interference in Australia.
m: Specifically, what systems are tested in hot climates?
You: We focus mainly on engine and transmission cooling. But the Performance Test team also determines an optimal engine control program for each vehicle, obtaining the best combination of low exhaust and evaporate emissions with the highest possible fuel economy and drivability characteristics. It's a blend of science and art.
m: So, emissions are a concern in hot-climates? Which parts suffer from heat stress the most?
You: It’s about getting the [aforementioned] mix right for all markets, but especially in hot climates where fuel consumption can be exaggerated. For this we check relevant sensors and control actuators, such as the fuel injectors, ignition coil packs, throttle position, waste-gate and oxygen sensors, variable valve-timing settings and sensors, the high-pressure oil pump, and so on.
m: Do you conduct any other kinds of testing in Australia?
You: We do, but this is conducted by other teams from within our research and development department. In Australia, specifically, they will test things such as handling, suspension, durability, traction, stability control and anti-lock braking calibration, and even dust sealing and towing performance.
m: How many vehicles would you test over a typical summer?
You: This year we have around 20 vehicles here; sometimes we have as many as 30. They are vehicles for all markets, not just Australia. I'm here with the small-capacity engine team, testing mostly turbocharged engines [1.4, 2.0 and 2.4-litre engines feature in the various models shown here]; and in a week or two the large-capacity engine team will be here with different cars again.
m: What type of test equipment and sensors are typically used in hot-climate testing?
You: For measuring temperature, we usually use a normal thermocouple. But for calibrating the EMS [engine management system], we use specialist test equipment we source from ETAS Group [a wholly-owned subsidiary of Robert Bosch].
m: Are any additional sensors installed on prototype vehicles? Or do you rely on data from the same sensors found on production models?
You: A number of additional thermocouples and a wide-band oxygen sensor are also installed for hot-climate testing. We also measure air-conditioning performance with temperature and humidity sensors placed throughout the cabin. These are not the same sensors found on production models – they provide much more data than a production car needs, and are very expensive. We use these kits again and again on many pre-production models.
m: Typically, how many kilometres are covered in hot-climate testing?
You: Normally, we plan to travel about 1000km per vehicle for the specific hot-climate testing conducted here in Australia. If we add an American summer test, which is sometimes necessary, we would drive more than 2100km [per vehicle]. Until the SOP [start of production] of any one vehicle, we would usually conduct two summer tests and two winter tests, so the total driving distance for climate testing alone is around 10,000-15,000km. Durability testing may take in more than 300,000km overall. We must make sure the car can handle anything a customer might expect.
m: If issues are found during hot-climate testing, do you have other parts you can exchange in situ? Or do you need to feed the information back to home base and redesign the part/s in question?
When hardware issues are found during trip, and if it is replaceable or fixable, we can do it here. But in the other case we forward information to relevant parties back in Namyang [Hyundai’s R&D facility]. If it’s a part that is readily available, it is air-freighted to Australia and fitted so testing can resume. It’s rare for a component to fail by the time we have reached on-road testing. Sometimes, however, components are damaged by way of an accident, like an impact with a kangaroo.
m: How far into development is a new vehicle subjected to hot-climate testing?
You: Usually it's about half-way through the development phase. This vehicle [the i30] is all-new, and has so far been in development for almost two years. The evolution of the Gamma engine is what's important here, as it will feature in many new models, not just the i30; and not just Hyundai [referencing the partnership with Kia].
m: How soon will it be until the new i30 is in showrooms?
You: It's hard to say. If everything goes according to plan it could be less than two years. But we are always trying new things; and if something important happens during that time, then obviously we need to factor that change into our testing cycle. In the worst case it could be a maximum of three years from now.
m: Will Australia remain an important part of Hyundai’s hot-climate testing program in the future?
You: Yes, Australia will definitely remain a very important and favorable place for hot-climate testing. We enjoy visiting as it’s very different to Korea. We would like to stay for a holiday next time! We'd also like a few more Coopers. Much better than VB!
Pictured here is Hyundai's next-generation PD and PD E (European) series i30.