Tag Archives: cars

The world of oil changes: severe driving, oil analysis, and stickers

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I’ve read many times that newer cars don’t need oil changes every 3,000 miles. But in an article from the New York Times regarding oil changes and the optimal miles between changes, I learned some additional oil change information including what might be considered severe usage, companies that analyze oil, and how oil change businesses might change their stickers.

-Drivers with severe usage need to change their oil more frequently, roughly around 5,000 miles. And what is considered severe? The kind of driving that many people do: short trips under 10 miles.

The different types of driving are usually known as severe and mild (which is also sometimes called normal), Mr. Sutherland said, which seems counter-intuitive since most of us probably don’t think we drive in severe conditions. But we do.

The reason, he said, is that if you take a trip of less than 10 miles or so, the engine and the oil are not completely warmed up. And if the oil is still cool, he said, it cannot absorb the contaminants that come from internal combustion as efficiently.

-There are companies that analyze car oil for consumers and tell them what is in the oil and then what might be wrong with their car:

[Y]ou can send your engine oil out to be analyzed. Blackstone Laboratories in Fort Wayne, Ind., one of the best-known places for engine oil analysis, will send you a free kit.

You send back an oil sample and for $25, they’ll tell you all sorts of things about your car.

“We would compare what your oil looks like compared to the average Mazda5 of that year,” said Kristen Huff, a vice president at Blackstone. If there is a lot more lead in my oil than in a typical Mazda5, for example, it means I have a bearing problem, she said.

Her lab runs about 150 samples a day and a fair percentage of those are consumers looking to find out how often they need to change their oil, Ms. Huff said.

-Based on these changes in cars, companies like JiffyLube will soon begin using new stickers that leave the mileage between oil change decisions to consumers:

But Jiffy Lube, the largest quick oil change company in North America, is now under pressure to change its automatic 3,000-mile recommendation.

For about a year, the company has run a pilot program with some franchises across the country suggesting that instead of a blanket recommendation, mechanics tell customers what the manufacturer recommends under mild or severe driving conditions.

“By this time next year, every Jiffy Lube will do it,” said Rick Altizer, president of Jiffy Lube International. And the little sticker on your windshield will no longer simply state when the next oil change should occur, but, “I choose to change my oil” at a specific mileage.

“It’s so it’s not some arbitrary technician saying this,” Mr. Altizer said, but the consumer’s decision.

I wonder how many consumers would feel better/more secure if the sticker did say when they should get an oil change. That way, they wouldn’t have to make a decision about a machine they may not feel comfortable around.

What matters in a hybrid: financial value or something else?

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A recent study compared hybrid models to their traditional counterpart models and found that the hybrids are not a very good value:

Everyone knows hybrids get better fuel economy and emit less CO2 than their conventional counterparts, but they also cost more because of the added technology. And that makes them a lousy value because you won’t recoup that added cost in fuel savings.

So say the car gurus at CarGurus.com, who repeat a common argument against hybrids but back it up with some stats. They examined the purchase price and operating costs of 45 popular hybrid models and discovered the average gas-electric automobiles costs 25 percent more to own and operate than its gasoline-only sibling.

This may help explain why hybrids still are only a small part of the market – just under 3% according to this study.

But for those who currently drive hybrids, is financial value the primary reason? While this seems to be key to the larger market, I would guess there are a lot of current hybrid drivers who drive them for other reasons like being (or perhaps appearing) green. If more people truly wanted to be green or were worried about pollution from cars as opposed to saving money, then they would probably purchase more hybrids.

Comparing male and female drivers

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A recent study by New York City shed some light on gender differences in driving and traffic behavior:

80 percent of all crashes in a five-year period in which pedestrians were seriously injured or killed involved men who were driving. The imbalance is far too great to be explained away by the predominance of men among bus, livery, taxi and delivery drivers, said Seth Solomonow, a spokesman for the city’s Transportation Department…

The males of the species are not only more dangerous as drivers, they are more likely to be hurt while walking, the city’s study found. More men than women were killed or injured as pedestrians in every age group except among those over 64 (perhaps because women live longer and were overrepresented). Boys 5 to 17 years old ranked first in the absolute number of pedestrian deaths and serious injuries, with 785, more than twice the number of girls in that age range, though elderly people were more vulnerable as a share of the population.

The article suggests that boys and girls learn these behaviors at a young age: boys think it is okay to be more aggressive around the street.

So where exactly do boys pick up this information? From their fathers/role models, the media, watching people drive or walk around? This socialization process would an intriguing one to delve into.

How Hollywood portrays those without cars

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There is little doubt that the automobile is an important part of the American cultural ethos. So what about people who don’t have cars?

Tom Vanderbilt, author of the fascinating Traffic: Why We Drive the Way We Do (And What It Says About Us), argues at Slate that Hollywood tends to portray those without cars as losers. In different ways, Vanderbilt claims that the fact that characters do not have cars is often made to be symbolic of other failings in their lives.

54 years ago: Federal interstates are born

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On June 29, 1956, President Eisenhower signed the Federal Aid Highway Act of 1956. This legislation, though immediately about infrastructure, had a tremendous impact on American life. Many of the interstate highways of today were built with this money.

These roads have produced a number of changes:

-Suburbanization. People could now easily travel from suburbs to the city center. By the 1960s, many businesses were also locating headquarters along suburban highway exits.

-The American love of the car. This already existed before Federal Interstates but it was enhanced by these well-maintained roads. Now, the average American could drive farther and more safely. From this point on, money for public transportation would always be limited compared to funds for roads.

-Shipping. Many goods today are carried by trucks. Cheap roads coupled with cheap gasoline helps keep Wal-Marts and McDonald’s stocked and cheap.

-Urban renewal. A number of big city neighborhoods were bulldozed to make way for new highways. Recently, some cities have reversed these trends by removing highways and establishing parks and public spaces. Two notable and beautiful examples: the Big Dig in Boston and the Embarcadero in San Francisco.

-Aesthetics. Many of these roads are about brute efficiency: moving the largest number of people in the shortest amount of time. To many, these highways scar the landscape. But they can often take on a beauty of their own, particularly in complicated interchanges.

-Small town life all but disappeared. With the rise of suburbs and highways rerouting traffic around small communities, rural populations dwindled.

-A fast-food approach to life. Not only does food have to be obtained quickly so one can get back on the road, signs need to be larger to be legible at 65 MPH, cars need to be larger to survive the occasional highway accident, travelers need built-in DVD players to be entertained, and so on.

Prior to the signing of this act, local governments and states had begun to cobble together a highway system. The City of Chicago had been planning for a local highway system for years but did not begin construction until after World War II. Pennsylvania had a turnpike (now I-76) and Indiana, Ohio, and Illinois had started roads that would create an interstate toll road. Robert Moses had begun a system in New York City.

But this law helped build and codify a system that is still going strong today.

Combining stop and yield signs

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A venture capitalist is seeking a new road sign: a combination of the stop and yield signs. His reasoning: there are times when no one else is at the intersection and a driver should not have to completely stop. These combination signs would save much time and money and would function best when a minor road intersects a major road. Read about it here (and also get a lesson in when stop and yield signs were developed in America).

$1.2 billion for walking and cycling

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The Obama Administration has committed $1.2 billion to walking and cycling. Sounds like a big figure – but nothing compared to what is spent on roads/highways, cars, trucks, etc.

And how exactly does one permanently change transportation behaviors? I bet an immediate $2 federal tax on every gallon of gasoline might do the trick…