lmao...if you lived in Japan that might be true!

 

OK now you mentioned it, actually another reason to change the oil at 5K interval is to prevent sludge forming due to high heath and burning the oil. The full synth oil of course is more immune to that but as the oil gets old it becomes more susceptible to heath.

 

Dude! You are in dire need of a psychologist. As for you having an engineering degree, that's a lie. You definitely sound like a junkie or a drug dealer who have spent long years in prison the way you talk.
No one in his right mind comes to a forum and starts talking like a toilette to people. You must only be insane if you if such thing. Google mental illness symptoms and you'll find out.

 

Really? I'm impressed by the level of your ignorance. The scanning tool shows the parameters within which the sensor should operate. If the parameters are not right the sensor is on its way out not deal yet necessarily.
Good try buddy.

 

If they go bad at 10K you replace them. If they continue working till 200K miles you leave them alone. If you want to do preventive maintenance and not waiting until they fail changing them at 100K miles is reasonable.

 

multi-quote function saves a few mpg too

 

[QUOTE=emry;15873990]Did you know you can get very high MPG (in highway) from your RDX by doing some simple stuff? Here are some tips:

1) Use full synthetic Mobil-1 oil every 5K miles;
2) On a regular basis take the air filter out and clean it by a blower;
3) Make sure you replace the spark plugs (NKG brand) every 45K-50K miles;
4) Use a bottle of Techron every 3K miles to keep the injectors clean;
5) Use the cruise on long distance and avoid frequent accelerations;
6) Avoid speeds higher than 70-75 MPH. The higher speed, the higher wind resistance and thus the higher fuel consumption.

Here's a picture of my base RDX 2015. I often get 33 MPG out of it.



You must be doing 100% highway to get that number. Which change gives the biggest improvement? Do you have any data?

 

LoL! Yeah but for some unknown reason it is deactivated for me.

 

LMAO...
maybe a setting!

 

Yes indeed you are right. I do 90% highway driving. It is unlikely to get more than 28 in city (or even lower perhaps). I have always noticed clean air filter improved MPG and power. But I also argue hard that spark plugs are as important.

 

Well yes, good spark gives efficient burn!

 

Sounds reasonable enough to me

 

So I suppose the takeaway is I should ignore the maintenance minder on the dash and change the oil every 5k no matter what it says. I will try that with the dealer since I have the maintenance plan. I am sure they will change my oil at 50% life, right? I have been getting 9k per change so far(6 months in). As an aside I also do mostly highway miles and have put 18k miles on the car since I bought it in April. They just did the B1 service and changed the air and in cabin filters along with the oil change.

I also thought of something emry forgot about.... Maintaining correct tire pressures is "fairly" important for mileage

 

You are wise enough to do whatever you think it's best. We are only exchanging opinions here. Although some known maintenance practices are more reasonable to do than others.

Does your dealer use full synth oil? I doubt it since it's expensive. Mode dealers use blended synth which is not as good. If you really want to go 9K between oil changes, I would recommend at least get full synth oil.


Excellent! Of course correct tire pressure is not only good for MPG but for tread wear too.

 

I'm starting to think this might be a troll thread.

 

Why not 20k miles? 50k? 75k? 89,785.94374873 miles?

 

That's it! You got it right. As your signature says you're good in math

 

a chick and a doctor! blasphemy!

 

She's a vet specializing in fowl ya dolt

 

You've only had a taste of the tip thus far

 

The hammer is coming...

 

John Holmes?

 

?!?!!

 

John Smith

 

 

I hear OP likes footlongs. And I'm not talking about Subway sammiches.

 

LMAO...bet there are a lot of people who would have to google that name...not me....

 

Actually they do use full synthetic. Others seem to do around 6-7k by the minder, but with all the highway driving it's around 9k per change on ours.

SHE is actually a HE, but yes, I am a poultry veterinarian.

 

I was totes kidding

 

Attachment 99089

 

 

OK, so there is some good information in this thread, and other information is bullshit. First, a little background about myself. I am a Certified Reliability Engineer (CRE) that works for a huge entity. I specialize in determining maintenance inspection intervals for several parts, components, and systems, such as different aircraft, cars, trucks, and facility plant equipment. What I do is called Reliability-Centered Maintenance (RCM). I helped write several DOD RCM-related papers and a DOD RCM Military Standard.RCM is an analytical process (means we use statistics, Weibull analyses, and reliability equations) used to determine appropriate failure management strategies to ensure safe and cost-effective operations of a physical asset in a specific operating environment. That means that I help determine, based on statistics, when an asset might fail, what are the consequences of that failure, and what can be done to mitigate (NOT PREVENT) a failure. We cannot prevent failures from occurring if we do more scheduled maintenance. That is a key.There are seven questions that I ask myself when evaluating a particular function or failure of a part:

1. What are the functions of the asset?
2. In what ways can it fail?
3. What causes each functional failure?
4. What happens when each failure occurs?
5. What are the failure consequences?
6. What should be done to mitigate the consequences of the failure?
7. What should be done if the failure consequences cannot be mitigated or there are no preventative maintenance tasks that can be done (i.e. electrical failures)?

You can Google the history of RCM, but it basically started with Boeing and United Airlines. Initial overhauls of the 747 were not based on equations or statistics. The first studies of airline maintenance in 1965 showed scheduled overhaul of complex equipment had little to no effect on in-service reliability at the time. This led to the airline industry, in 1967-1968 to start Maintenance Steering Group 1 (MSG-1), first applied to the 747. It was updated to MSG-2 in 1970.So enough history and background.Emry, you say that to get the best gas mileage to change your oil every 5K miles with synthetic oil. OK. That’s pure marketing. The truth is that every Person. Is. Different. when it comes to when to change their oil. It’s based on, as I said before, very specific operating conditions, ground rules and assumptions, how hard the machine is being operated, the environment, etc.Let’s assume for the sake of argument, in order to simplify things here, that we’re talking just about the oil change interval at 5K miles. You could change your oil then with synthetic, but then you might be overspending on maintenance when you don’t have to. Some people are cool with that, and there’s nothing wrong with that. Other people, literally will not change their oil and will change cars when the engine dies because they didn’t change their oil.There are several ways one could approach when to change your oil. It’s all based on what the final effects and consequences are of NOT changing your oil. What should be done to mitigate the effects of the failure? The following are ways to do this:

1. Servicing/Lube Tasks (I can hear Tacobello snickering now) The need for lubrication or servicing is usually a design requirement for proper operation.
2. On-Condition Tasks
3. Hard-Time Task (Again with the snickering) (i.e. calendar-based tasks)
4. Failure-finding Tasks
5. Age Exploration Tasks
6. No Preventative Maintenance (No PM)

Servicing/Lube Tasks are those that we’re talking about. When should you replenish/add fluids or other consumable items to prevent a functional failure?

One could argue that the other five items might be applicable depending on circumstances.

On-Condition Tasks are those preventative maintenance inspection intervals that you perform when a specific condition has been met. For example, sticking with oil changes, when your Maintenance Minder system says to change the oil. Or another condition could be when the metal shavings in your oil filter reach a certain threshold (determined through an oil analysis program). Or yet another condition is when you reach 5K miles.

Hard-Time Tasks are calendar-based. The manufacturers of cars and the companies that make oil all pretty much make the interval determination with a blanket statement by combining On-Condition Tasks with Hard-Time Tasks (5K miles or 6 months, whichever comes first). Manufacturers typically will use this metric when something is safety-related, especially in the aircraft industry. For example, the Cartridge-Actuated Device (CADs) program with ejection seats within the Navy are removed and replaced every eight years, regardless of whether they were used, overhauled, etc.

Failure-Finding Tasks are those tasks that need to be undertaken to find functional failures that are hidden, depending on how you determine what the functional failure is. These ALWAYS need to be done when a secondary failure occurs to make the first failure evident to the operator. For example, the emergency fire extinguishing system on a GE-90-115B jet engine. How would you know if the fire extinguishing system is working unless you need it for a fire? These tasks typically are the scariest, especially if safety is involved. They have to be properly vetted through several engineers and systems safety experts.

Age Exploration Tasks are similar to an oil analysis program. You typically would inspect or see what the material condition of an asset is based on an expert or Prognostics and Health Management (PHM) system. This would be similar to if you took your used oil, sent it to a lab for an analysis, and they would tell you the condition of the oil and several other things that we won’t get into right now.

The last item is No PM. This is if you did NOTHING to change your oil (remember, we’re limiting our discussion for just the oil changes for now to make things simple). This item would be used if there were no safety consequences of a failure, and is based on purely economics of preventative maintenance inspection intervals, cost to perform the inspection, parts costs, material costs, replacement age, percent of items that would survive to the replacement age (K-factor), Mean Time Between Failure (MTBF), level of maintenance, etc. There is a threshold that any Cost benefit Ratio for the Proposed Replacement Age greater than 1, the task becomes Not Cost Effective. This means that you should let the part fail and replace it then. The majority of car owners do this with a lot of parts (oxygen sensors, etc.).

For the sake of argument, and to determine the best oil replacement interval (based on a Weibull analysis and define reliability equations), we’ll use an On-Condition Task to determine the interval. Typically, when an RCM analysis is done, we’d have to perform a hardware breakdown, determine what the functions are, failures, etc. (basically answering the seven questions above). We’ll do that real quick.

1. 
   Oil
   
   Function: Provides lubrication for interior engine components to prevent premature engine wearout or replacement.
2. Functional Failure: Fails to provide lubrication for interior engine components to prevent premature engine wearout or replacement.
3. Failure Mode: Oil sludge buildup (lack of interior lubrication of engine components) (Another could be oil leak. There will be dozens of failure modes)
4. Local Effects (of the failure mode) (i.e. what happens if you have oil sludge buildup for not changing your oil): Engine components will increase in temperature due to lack of proper lubrication.
5. Next Higher Effects: Engine components can warp, wear down, and break due to proper lubrication.
6. End effects: Engine replacement. Possible loss of life if engine is operating when it shuts down due to possible crash.
7. Detection Method (i.e. how are you going to discover oil sludge buildup?): On-Condition Visual Inspection (check oil level).
8. Severity Class (what are consequences of the failure effects): 3 (1 = catastrophic (loss of human life and environmental disaster), 2 = loss of the car or aircraft, permanent disability of the operator, 3 = loss of mission or loss of asset or partial disability of operator, 4 = economic change)MTBF = 50K miles (this normally would be based on operator numbers and history, and would only be known to someone like the dealer in this example for a fleet of cars. This is the number of miles that the car would be driven before the engine seized from lack of oil lubrication, and is an estimate to determine the proper oil replacement interval).
9. Potential-to-Functional Failure Interval (PF Interval): 40,019 miles (I won’t go into this number unless someone REALLY wants to get an in-depth discussion on detection probabilities and existing task effectiveness).

Based on several costs and hours to correct both potential and functional failure intervals, you could go 14,775.45 miles before you would have to change your oil. See the picture below:



Emry, you’re wrong.

 

Certified Reliability Engineer?

Did you get that degree in Canada?

 

Look it up. Had to take a somewhat difficult test. Certified Reliability Engineer - How To Get CRE Certified | ASQ

 

Lexus/Toyota has 10K mil intervals with synthetic oil.
Many Toyota/Lexus forums owners are fine at 150K+ miles with that interval.
However,when I owned Lexus and Toyota's,I would do 7500 mile changes for the feel good feeling.

 

But if you got your degree from UF, it might as well be from Canada.
Broooo...I hope you just copy and pasted that post from some word document you keep handy to shut know it alls up all over the internet.
To put that kinda time into an intelligent post and then get a tl;dr from op would infuriate me.

 

Meh.

Someone was wrong on the internet, so I had to correct them.

 

Dick.

 

You know it, brother...
for what it's worth I DID read 78% of what you wrote, then the words got too big and hard to fit in my brain (read:mouth).

 

So you read 1,140 words of my awesomeness?