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- The tires may develop flat spots that can be felt when driving.
- The fuel may degrade slightly or may take-on moisture, causing difficult starts and rough running until fresh fuel is cycled through the engine.
There are simple solutions for each:
- Before storing, disconnect the battery and/or put it on a trickle-charger
- Before storing, raise the vehicle off its wheels, or remove the wheels and place the car on jack stands or cinder blocks
- Before storing, fill the fuel tank completely
Depending on where you live, it’s also possible that rodents may attempt to make your car their home while it’s in storage. This can actually be the worst problem of all.
- Get a few small plastic containers (no bigger than a few ounces) or teacups and fill them with moth balls. Place one container (carefully) under the hood, another in the passenger compartment, another in the trunk, and a few individual moth balls near the points at which the car is jacked up off the garage floor. If possible, replenish the moth balls every few months. When removing the car from storage, make the the first thing you do the removal of the moth ball containers. By the time you are done putting the car back on the ground and re-connecting the battery, the smell of the moth balls will be completely gone.
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At age 48 I decided that I’d try a regime of pushups every morning. I had never done them before, but one of the guys at work that was in great shape told me he was doing at least 50 each morning. I told him I wish I could do that and he said; “you can. Just start-out slow and work your way up.” So I decided to try. I was in terrible shape at the time and I smoked 1 1/2 packs/day. When I began I could barely do ten. After a few weeks I was doing 50. After a few months I was able to do 100. I made a pact with myself to do them very other day instead of daily. After about six months I started doing 3 sets every other morning. So I would do 100 1st set, 90 2nd set and 90 3rd set. I would take a few minutes rest between sets. Eventually I would try to insure I was doing at least 300 every other morning. Sometimes as many as 400. I kept telling myself that I would never have believed that I could do this. To me, it was almost surreal. I guess, because I was never really in very good shape before this. I went on a diet and tried to keep my weight down and did a handful of situps occasionally. I began to feel great Physiologically and physically. The guys at work were telling me that I looked really fit. I felt good and loved the definition in my arms, pecks, and especially my triceps. I kept smoking, but felt so much better about myself. The great thing was that I could do these exercises at home, in a hotel or wherever I was. When I hit the age of 60, the grinding I was hearing and feeling in my right shoulder started to hurt a lot. Eventually, it hurt so much that I had to cut back on the pushups. Eventually I could only barely use my right arm and had to go to the orthopedic doctor. Turns-out that I had bone spurs and ended up needing a shoulder replacement. At about the age of 62 my pushup days were over.
If I had it to do over again, not sure what I’d change, if any thing. Perhaps only do 100 instead of 300, but I don’t know if that would have mattered. In the end, if I had it to do over again I’d probably still do the pushups, but maybe a little differently. If there is one take that I would want anyone to take from this it would be; You can do anything you put your mind to. I proved it to myself. What a self-confidence booster. As an addicted smoker, it really helped to offset that self loathing I felt about my addiction. When other guys tell you that you look like you take really good care of yourself, what better feeling is there than that? It happened many times.
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Ironically you're the type of driver who ends up causing more damage to the vehicle over the long run.
In every vehicle owners manual there is usually a list of service intervals, that's a good guide to start with.
Proper maintenance is a mindset of watchfulness combining service intervals with your driving conditions and style. Because many components in cars are consumables and meant to be used up and replaced more frequently than people do.
In your case the brakes would need to be resurfaced sooner than the listed interval because by only braking gently you end up glazing them. Never braking hard will heat up your brakes without removing the consumable material of the pads. This leaves behind a hard ineffective braking surface.
If you never raise the engine RPM above midway, especially in newer direct injection vehicles. You end up with carbon buildup around the valves. The cylinder walls and rings also don't get the workout they deserve. To compound this problem, people who baby their engine tend to ignore valve adjustment intervals. They're going easy on the car, so things like axles and valves will be just fine? They fail to consider that all the rubber seals need to be replaced over time.
If you keep your cars a long time eventually you'll notice the decrease in fuel economy and power as well as an increase in engine oil consumption. If you practice poor maintenance and plan on selling your car soon, that's what techs call a “fuck the next guy” attitude and is pretty selfish.
Cars are wonderful machines that people throw away too quickly because they don't know how to take simple steps to prevent damage.
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Interesting Ideas and thoughts from around the world
The problem with many automatic gearboxes is not the going up, but the going down. An oldfashioned Autobox will shift down as soon as it detects that the power of the engine is not sufficient to maintain the current speed, and it will shift up as soon as it detects that the power is sufficient. That means that most autoboxes will shift into a high gear as soon as the car goes downhill. This will reduce the effect of the engine brake, so you will need your brakes to slow down the car. If the downhill distance is steep and long enough, the brakes will most likely overheat and fail - this is an immediate and potentially deadly danger. So you will have to manually force the autobox to stay in a lower gear when going longer distances downhill.
The rule of thumb: If you are riding at a speed appropriate for the road condition and you are going downhill, the car must not increase its speed on its own. If it does nevertheless, you need to shift down. If the hill is so steep that the car needs first gear to roll down without gaining speed - so be it. The engine will stand that.
There is a golden rule for manual gearboxes, it says: use the same gear for going downhil which you have used for going uphill. You should obey that also with an autobox. If you are going uphill in D, and the car is not able to keep the desired speed in D, but shifts down on its own, put the stick to 3 or even to 2, if it is really steep. The reason for that: Just imagine a car going uphill, the power is not enough to go uphill in the high gear. Then the car shifts down in a lower gear, engine revs up, there is more power, the car accelerates again - and shifts up again. However, in the upper gear there is not enough power, so the gearbox shifts down again….
All this takes place under heavy load. The car produces as much power and torque as it can, and the autobox is changing gears up and down under high tension. This puts a lot of stress on the gearbox. So avoid that by manually chosing a lower gear when you see that the car cannot hold the high gear on its own.
A last hint for protecting your gearbox from damages: Try not to use the gearbox as a brake by downshifting. If you feel that you are in a high gear and the car is gaining speed although you do not press the accelerator, brake down the car with the brake pedal and THEN shift down. Brake pads are cheaper than planetary gear brakes in an automatic gearbox.
I mean, there were seven people in there when it hit the ocean at 210 mph, subjecting them to 200 g of force. That is far worse than a head-on collision between two vehicles at freeway speeds. At that velocity, water would have provided no cushion whatsoever, they may as well have struck concrete.
I don’t think there is any question of how gruesome that scene must have been for first responders. At least the end would have been near instantaneous.
Let’s just hope the cabin de-pressurized in the explosion. Otherwise, the astronauts would have likely been conscious for the entire 2-minute and 45-second fall.
Edit: After some comments, here is what we know about the astronaut’s final moments. The peak g load immediately after the “explosion” was about 12–20 g for less than 2 seconds before dropping to 4 g, and then stabilizing to free-fall (1 g) within 10 seconds. That is highly survivable (for a well secured individual) and most won’t lose consciousness, certainly not trained pilots.
There was no real explosion at all, with the minimal air pressure at 45,000 feet it would be better described as disintegration with a bit of fire. The wings and tail of Challenger were shredded by aerodynamic forces, not by any explosion. The remaining portion of the hardened crew compartment stabilized into a nose down orientation within 10 seconds and maintained it through until impact.
Of the four emergency oxygen PEAPs recovered, three were manually turned on and the rest never found. They were almost certainly activated after maximum g loads had subsided which means they were conscious after the effects of the “explosion.”
That transcript which is floating around of the Challenger crew’s final moments is a complete fake. Long debunked tabloid rumor.
Yes, it is very likely in my personal opinion that at least some of the astronauts were both alive and conscious when the crew capsule struck the Atlantic ocean almost 3 minutes after their launch vehicle “exploded.” A lot of people do not want to face that fact but its probably true.
Happened to a friend of mine, and I watched it, I was there. It was a tandem jump. My friend was the tandem master, not the student. He had around 3,000 jumps. He had line twists on the reserve, cleared that to find he had a lineover on the reserve. He used a hookknife on the line causing the lineover. He guessed (correctly) that a steering line was to blame. At this point the reserve had a hole in it, a big hole, big enough to walk through, but he didnt know that. He only knew it was spiralling towards the ground. So he pulled on the brake as far as it would go, then grabbed the brake line and pulled that as far as it would go. Now the canopy flew straight. When he got close to the ground he let up the brake to reintroduce the spin, then pulled it again to esentially do a hook turn. (More airspeed equals more lift). He landed hard and was limping a bit for a couple of days, but he didnt break anything. His tandem student owes my friend his life, no question.
To answer the question as asked, depends. Giving up has a low chance of success, try something else.
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