At Anderson Behel in Santa Clara, we always like to share some facts and history about Memorial Day and other significant holidays through our blog. Enjoy this great 3-day weekend and remember those who served to protect and preserve our way of life.
Memorial Day is an American holiday, observed on the last Monday of May, honoring the men and women who died while serving in the U.S. military. Memorial Day 2018 occurs on Monday, May 28. Originally known as Decoration Day, it originated in the years following the Civil War and became an official federal holiday in 1971. Many Americans observe Memorial Day by visiting cemeteries or memorials, holding family gatherings and participating in parades. Unofficially, it marks the beginning of the summer season.
Early Observances of Memorial Day
The Civil War, which ended in the spring of 1865, claimed more lives than any conflict in U.S. history and required the establishment of the country’s first national cemeteries.
By the late 1860s, Americans in various towns and cities had begun holding springtime tributes to these countless fallen soldiers, decorating their graves with flowers and reciting prayers.
Each year on Memorial Day a national moment of remembrance takes place at 3:00 p.m. local time.
It is unclear where exactly this tradition originated; numerous different communities may have independently initiated the memorial gatherings. Nevertheless, in 1966 the federal government declared Waterloo, New York, the official birthplace of Memorial Day.
Waterloo—which first celebrated the day on May 5, 1866—was chosen because it hosted an annual, community-wide event, during which businesses closed and residents decorated the graves of soldiers with flowers and flags.
On May 5, 1868, General John A. Logan, leader of an organization for Northern Civil War veterans, called for a nationwide day of remembrance later that month. “The 30th of May, 1868, is designated for the purpose of strewing with flowers, or otherwise decorating the graves of comrades who died in defense of their country during the late rebellion, and whose bodies now lie in almost every city, village and hamlet churchyard in the land,” he proclaimed.
The date of Decoration Day, as he called it, was chosen because it wasn’t the anniversary of any particular battle.
On the first Decoration Day, General James Garfield made a speech at Arlington National Cemetery, and 5,000 participants decorated the graves of the 20,000 Union and Confederate soldiers buried there.
Many Northern states held similar commemorative events and reprised the tradition in subsequent years; by 1890 each one had made Decoration Day an official state holiday. Southern states, on the other hand, continued to honor their dead on separate days until after World War I.
History of Memorial Day
Memorial Day, as Decoration Day gradually came to be known, originally honored only those lost while fighting in the Civil War. But during World War I the United States found itself embroiled in another major conflict, and the holiday evolved to commemorate American military personnel who died in all wars.
For decades, Memorial Day continued to be observed on May 30, the date Logan had selected for the first Decoration Day. But in 1968 Congress passed the Uniform Monday Holiday Act, which established Memorial Day as the last Monday in May in order to create a three-day weekend for federal employees; the change went into effect in 1971. The same law also declared Memorial Day a federal holiday.
Memorial Day Traditions
Cities and towns across the United States host Memorial Day parades each year, often incorporating military personnel and members of veterans’ organizations. Some of the largest parades take place in Chicago, New York and Washington, D.C.
Americans also observe Memorial Day by visiting cemeteries and memorials. On a less somber note, many people take weekend trips or throw parties and barbecues on the holiday, perhaps because it unofficially marks the beginning of summer.
As a certified Porsche shop, we love these types of reviews.
"I've been meaning to write this review for a while, but it kept slipping my mind--until the other day when I was discussing auto body repair shops with a friend. When I said, "You wouldn't believe the last repair shop I dealt with," he naturally assumed this was a lead-in to a horror story, so he was surprised when I told him the experience was unbelievably good--so good that it was the best repair shop I've ever come across, so good that it made me wish I live in the San Jose area just so I can use this shop again in the future if need be.
The backstory is this: I drove my Porsche 911 down from the Seattle area to undergo flight training in San Jose. While the vehicle was parked at my flight school, someone scraped the rear bumper. This happened a few days before Christmas 2017. Bear in mind, as Tony Soprano would say, I don't just like this car, I $%^& love it. So I got a referral from a local Porsche dealer, read all of the positive reviews on Anderson Behel, and noted that it is a Porsche-approved collision center. All of this helped to ease my mind, but you never really know for sure, right?
From the outset, dealing with these guys, I knew they were special. First of all, they have an entire team, separate from the people who do the repair work, who deal with the customers. And these people are very good at what they do (including dealing with your insurance company), as noted in the many positive reviews. Second, when you drop off your car, they do a thorough intake and walk-around, taking pictures and noting pre-existing damage (nicks/dings/etc.) separate from the damage that brought you to the shop (this may not sound like that big a deal, but it's very comforting). Finally, when they return your car to you, it's perfect. I don't just mean they did a great job of repairing the damage, I mean it's perfect, like the day you picked it up from the dealer. This last part is what really surprised me. I know my car like the back of my hand--actually, probably better because I've spent less time examining the back of my hand than examining my car. So I was prepared for the worst--maybe an unexpected ding or scratch here or there, maybe some dirt or grime that wasn't there before, maybe some water spots from leaving it out in the rain. None of that, and they had even cleaned my tires--the tires!!!--so they were once again black and shiny and nice.
Finally, with Ferris Bueller nightmares dancing around in my head, I checked the odometer--it had advanced 1 whole mile, probably because it was on the verge of flipping when I dropped it off. If I had one criticism, I'd say the repair took longer than I expected, but it was around the holidays, and they did such a good job with it, that I concluded you simply should not rush master craftsmen"
Premiering recently, the 2019 Porsche Cayenne E-Hybrid solidifies its place in the lineup while making significant advancements over both the standard Cayenne and the preceding Cayenne S E-Hybrid it replaces. Those advantages include more power, quicker acceleration, a faster top speed, and increased electric-only range. The Porsche Cayenne E-Hybrid uses the same three-liter mono-turbo V6 as the Cayenne, but significantly increases total horsepower and torque by integrating an electric motor.
As a Porsche certified body shop, Anderson Behel is proud to share information about this amazing brand whenever we can and this new 2019 Porsche Cayenne E-Hybrid is surely no exception.
The latest Porsche “E-performance” model adopts the same hybrid boost strategy as the 918 Spyder super sports car. By leveraging the instantaneous torque of the electric motor and the power of a turbocharged V6 gasoline engine, the Cayenne E-Hybrid has an especially broad power band that improves its acceleration capability. In addition to enhanced performance, the new 2019 Cayenne E-Hybrid also adds the Sport Chrono Package, Porsche Active Suspension Management (PASM), and Auxiliary Cabin Conditioning to its list of standard equipment.
In conjunction with the launch of the 2019 Cayenne E-Hybrid, Porsche will also introduce several new features to the broader Cayenne model line. They include massaging seats, a heated windshield, a head-up display, and for the first time in any Porsche, 22-inch wheels.
Aesthetic changes specific to the Cayenne E-Hybrid are aligned with other current Porsche plug-in hybrid models. The visual distinctions are Acid Green brake calipers and matching outlines around all of the badges.
Newest Porsche PHEV Powertrain
The latest Porsche plug-in hybrid includes the third new hybrid powertrain from Porsche since 2017. It combines a three-liter mono-turbo V6 engine with 335 horsepower and 332 lb-ft of torque with an electric motor that creates 134 horsepower and 295 lb-ft of torque. The result is a total system output of 455 horsepower from 5,250 to 6,400 RPM and 516 lb-ft of torque from 1,000 to 3,750 RPM. Acceleration from zero to 60 MPH happens in 4.7 seconds (-0.7 seconds vs. Cayenne S E-Hybrid) on to a ¼ mile time of 13.3 seconds (-0.9 seconds vs. Cayenne S E-Hybrid) and a top track speed of 157 MPH (+6 MPH vs. Cayenne S E-Hybrid).
Tiptronic S transmission and new hybrid module
Porsche completely re-engineered the hybrid powertrain componentry at work in the Cayenne E-Hybrid as compared to the Cayenne S E-Hybrid of the previous generation. The hybrid module, which is positioned between the engine and eight-speed Tiptronic S transmission, consists of an electric motor and a separating clutch. In contrast to the previous electro-hydraulic system with a spindle actuator, the separating clutch is operated electromechanically for quicker reaction times. The new Tiptronic S transmission, which was developed for the third-generation Cayenne range, offers significantly faster, smoother, and more comfortable shifts. This also leads to a reduced interruption of tractive force while changing gears. As with other Cayenne models, the top track speed is reached in sixth gear, leaving the remaining two gears intentionally long for efficient cruising.
Standard Porsche Traction Management all-wheel drive
With standard Porsche Traction Management (PTM), the Cayenne E-Hybrid has an active hang-on all-wheel drive system with an electronically regulated, map-controlled multiplate clutch. With its broad range of torque distribution, the system offers clear benefits in terms of driving dynamics, agility, traction control and off-road capabilities. Porsche Active Suspension Management (PASM) is included as standard equipment, though customers may upgrade to the same three-chamber air suspension system that is offered in the rest of the Cayenne lineup.
Drive Modes in Detail
As with other Porsche E-performance models, the Cayenne E-Hybrid shares a boost strategy with the 918 Spyder. By offering a wide range of drive modes, the powertrain is able to meet a wide range of specific needs ranging from all-electric motoring to high performance driving.
The Sport Chrono Package, including a mode switch integrated into the steering wheel, forms part of the standard equipment on the Cayenne E-Hybrid. The mode switch and the Porsche Communication Management system are used to select the various driving modes. These include the familiar “Sport” and “Sport Plus” modes from the other Cayenne models equipped with the Sport Chrono Package, while the Cayenne E-Hybrid also adds four hybrid-specific modes: “E-Power”, “Hybrid Auto”, “E-Hold” and “E-Charge”.
E-Power: In “E-Power” mode, the Cayenne E-Hybrid drives up to 44 kilometers, based on the New European Driving Cycle (NEDC), on electricity alone.
Hybrid Auto: The “Hybrid Auto” mode is a completely new development. When this mode is selected, the Cayenne changes and combines the drive sources automatically for ultimate efficiency.
E-Hold: The “E-Hold” mode allows drivers to conserve the current state of charge so they can later switch to electric (and therefore zero-emissions) mode in an environmental zone at their destination, for example.
E-Charge: In “E-Charge” mode, the gasoline engine generates more power than is needed to move the car. The excess energy is channeled into the battery for later use.
Sport and Sport Plus: The highest level of drive performance is made available in the “Sport” and “Sport Plus” modes. The V6 is active continuously in these modes. In “Sport” mode, the battery charge is always maintained at a minimum level to ensure that sufficient boost reserve capacity is available when needed. “Sport Plus” mode is all about maximum performance. In addition, the battery is charged as quickly as possible to ensure maximum performance.
Battery power: plugging in and taking off
Power is stored in a 14.1 kWh battery pack housed in the rear of the chassis beneath the load floor. While running on electricity alone, the Cayenne E-Hybrid can travel up to 83 miles per hour and up to 44 kilometers (NEDC). EPA fuel economy figures and electric range are unannounced at this time.
Battery capacity of the Cayenne E-Hybrid increases by roughly 30 percent to 14.1 kWh when compared to the preceding model. The liquid-cooled battery consists of eight modules with 13 prismatic lithium ion cells each. The packaging size of this battery pack is the same as the battery used in the previous Cayenne S E-Hybrid, but it has improved energy density.
Using a 230-volt, 32 amp connection and the optional 7.2 kW onboard charger, it is possible to recharge a fully depleted battery in 2.3 hours. Using a 230-volt connection with 10 amps and the standard 3.6 kW on-board charger, replenishing a fully depleted battery requires 7.8 hours. In both cases, the recharging process is quicker with the new Cayenne E-Hybrid than in prior models.
The charging process is controllable either via Porsche Communication Management (PCM) or remotely when using the Porsche Connect app. With an enabled smartphone, owners gain remote access to climate controls, and charge monitoring. All of these features are included as standard equipment and function even when the ignition switch is turned off. Porsche Connect can also be used to find and filter charging stations and set them as a navigation destination.
Mirroring the subtle aesthetic hybrid indicators on the exterior, the cabin features Acid Green needles on the Sport Chrono dial and the tachometer as well as hybrid-specific displays in the gauge cluster and within the PCM screen. The displays offer information about the state of charge, electricity consumption and hybrid-specific drive mode selections.
Porsche is offering a head-up display for the first time. The full-color projection is customizable, height-adjustable, and it puts key information including driving speed, engine speed, driving mode, and navigation information and the current drive mode within the driver’s direct line of sight.
Models equipped with the Sport Chrono package – such as the Cayenne E-Hybrid – can see information relevant to the added performance capability including lap times and cornering g forces. Models equipped with the Off Road package are able to display similarly relevant information including hillside gradients, steer angle, a compass, and hill descent control speeds.
Starting with the 2019 Cayenne E-Hybrid, Porsche InnoDrive will also be available. As a step beyond adaptive cruise control, this system combines already existent traffic sensing systems with onboard map data. The result is a vehicle that can “look” 1.8 miles ahead to select gearing intelligently, and that can compute when best to coast and the best balance between the gasoline and electric portions of the powertrain based on upcoming corners and changes in grade. The system is also capable of recognizing speed limits and adjusting vehicle velocity in cases where temporary speed restrictions are in place.
Market launch and pricing
The new Cayenne E-Hybrid is expected to begin arriving at U.S. dealers in early 2019 with a base MSRP of $79,900 excluding options and the $1,050 delivery, processing and handling fee.
Murphy’s Law says that "anything that can go wrong will go wrong,” and it’s finally caught up with autonomous vehicles. On Sunday night March 17, an autonomous car operated by Uber, including an emergency backup driver behind the wheel, struck and killed a woman on a street in Tempe, Ariz. Hours after the crash, Uber announced the suspension of all tests of its autonomous vehicles in Pittsburgh, Phoenix, San Francisco, and Toronto. This was believed to be the first pedestrian death associated with self-driving technology. The accident reminds us that self-driving technology is still in the experimental stage, and people are still trying to figure out how to regulate it. Uber had a previous accident with an autonomous vehicle, but it was determined the other driver was at fault.
At Anderson Behel, we hope to work on self-driving cars when the time comes, but first I think all of us want to be certain that autonomous vehicles are safe first.
Uber, Waymo (previously Google), and other tech companies and automakers have expanded testing of their self-driving vehicles in various cities around the country. Waymo says cars will be safer than regular cars because they take easily distracted humans out of the driving equation. Although the technology is about a decade old, it’s now starting to experience real-world unpredictable situations that drivers can face. Testing of autonomous cars has taken place in a small number of vehicles. If these vehicles were mass-produced like other cars are now, how will they be tested? Automakers certainly couldn’t send each vehicle out for a road test. In mass production, testing would have to be no more than a couple of minutes. Complicating the situation is the complexity of these cars that include special sensors and computer control to make them work properly. For example, how could you test a vehicle to avoid hitting a pedestrian at night, like the accident in Tempe?
The Federal government is trying to get involved. A Senate bill would free autonomous-car makers from some existing safety standards and preempt states from creating their own vehicle safety laws. Similar legislation has been passed in the House. The Senate version has passed a committee vote, but hasn’t reached a full floor vote.
“This tragic incident makes clear that autonomous vehicle technology has a long way to go before it is truly safe for the passengers, pedestrians, and drivers who share America’s roads,” said Senator Richard Blumenthal (D) of Connecticut. What Exactly Happened?
The Uber car, a Volvo XC90 sport utility vehicle outfitted with the company’s sensing system, was in autonomous mode with a human safety driver at the wheel but carrying no passengers when it struck Elaine Herzberg, a 49-year-old woman, on Sunday around 10 p.m.
A Tempe police spokesman, said that a preliminary investigation showed that the vehicle was moving around 40 miles per hour when it struck Ms. Herzberg, who was walking with her bicycle on the street. He said it did not appear as though the car had slowed down before impact and that the Uber safety driver had shown no signs of impairment. The weather was clear and dry.
Uber’s Volvo XC90 sport utility vehicle, outfitted with the company’s sensing system, was in autonomous mode with a human safety driver at the wheel, but carrying no passengers, when it fatally struck Elaine Herzberg, a 49-year-old woman, in Tempe, Ariz. on March 17.
Tempe, with its dry weather and wide roads, was considered an ideal place to test autonomous vehicles. In 2015, Arizona officials declared the state a regulation-free zone in order to attract testing operations from companies like Uber, Waymo, and Lyft.
The state agreed to testing of autonomous vehicles that had safety drivers at the wheel, ready to take over in an emergency. That mandate was changed to allow testing of unmanned self-driving cars, because a “business-friendly and low regulatory environment” had helped the state’s economy.
In California, where testing without a backup driver was just weeks away from being permitted, a spokeswoman for the state Department of Motor Vehicles, said officials were in the process of gathering more information about the Tempe crash.
The National Transportation Safety Board said it was sending a team of four investigators to examine “the vehicle’s interaction with the environment, other vehicles and vulnerable road users such as pedestrians and bicyclists.”
Most testing of driverless cars occurs with a safety driver in the front seat who is available to take over if something goes wrong. However, it’s not easy to take control of a vehicle going 40 mph.
Waymo, which has been testing autonomous vehicles on public roads since 2009 when it was Google’s self-driving car project, has said its cars have driven more than 5 million miles while Uber’s cars have covered 3 million miles. Between December 2016 and November 2017, Waymo’s self-driving cars drove about 350,000 miles and human drivers retook the wheel 63 times. Uber hasn’t been testing its self-driving cars long enough in California to be required to release its disengagement numbers.
Researchers working on autonomous technology have struggled with how to teach the systems to adjust for unpredictable human driving or behavior. Still, most researchers believe self-driving cars will ultimately be safer than their human counterparts. Unfortunately, they can’t suggest a date when this will be the norm. In another accident in May 2016, the driver of a Tesla using Autopilot, the car company’s self-driving feature, died on a state highway in Florida when his car crashed into a tractor-trailer that was crossing the road. Federal regulators later ruled there were no defects in the system to cause the accident. And, the vehicle was not completely autonomous.
Having completed a three-year restoration of the oldest surviving 911 production model, the Porsche Museum is displaying the oldest 911 in existence at its Stuttgart facility through the month of April.
At Anderson Behel in Santa Clara, CA we are proud to be a certified Porsche facility, which means we are experts at fixing these amazing vehicles. If you own a Porsche, well first--congratulations--but if we ever get into an accident, always thinks about us first.
Produced as 901 No. 57, the red coupe debuted in October 1964. Almost exactly 50 years later, the Porsche Museum found the car and bought it with a goal of restoring it to its original condition.
The 911 originally was to be called the 901, but Peugeot held the rights to three-number vehicles with zero as the middle number, so the Porsche 901 became the now iconic 911. Though built on the assembly line as 901s, the cars were renamed 911 before any were sold to customers.
The Porsche factory collection had lacked one of those cars until No. 57 was acquired. No. 57 actually was discovered by a German television crew that explores for antiques hidden away in barns and other buildings. In 2014, the crew found two 911 models in a barn.
“After making enquiries with the Porsche Museum, it emerged that one of the two sports cars with the chassis number 300.057 was one of the rare models built before the model line was renamed,” the museum said in its news release. The museum bought both of the cars the TV crew found. In restoring the car, the museum’s goal was to emphasize repair over replacement.
“The old 911 had not been restored in any way, giving the specialists at the museum the opportunity to restore the sports car as authentically and as true to the original as possible,” the museum said.
“It took a total of three years to bring this very rusty sports car back to its original state, using genuine body parts from the time taken from a different vehicle. The engine, transmission, electrics and interior were all repaired following the same principle. The general rule was to retain parts and fragments where possible rather than replacing them.”
“These intricate restoration methods used by the Porsche Museum as the standard approach are precisely the reason why it took so long to bring this highly historically significant sports car back to life.”
The work completed, the car was given a test drive and moved to its new display in the museum earlier this week.