The Dealer Blueprint For Success With Automotive SEO

It goes without saying that the auto industry is very competitive with huge marketing budgets and huge revenues monthly. Given that, you would expect that auto dealers would have a dealer blueprint for success with their internet marketing strategies. Surprisingly most of the dealers are in the dark when it comes to the one key aspect of their online success, Dealer SEO or Dealer Search Engine Optimization.

How many people actually use the internet to search for cars though? Is it really that necessary for dealers to excel online? Do they really need to follow a Dealer Blueprint for internet marketing? The numbers are maybe the most impressive for a local industry. Over 80 percent of auto buyers shop and research online for their vehicle purchases! Quite obviously, dealers have to find a way to get ranked on page one for their products and services locally.

Dealer Rankings – SEO or PPC

As with all businesses auto dealers have two ways to get placement on page one of the search engines, where 90% of the clicks occur: SEO or PPC (Pay Per Click). Let’s start out with PPC because that is where most dealers put their online marketing budgets and thus their hopes to get on page one. With PPC, a dealer is running a short term strategy that is very vulnerable to external factors. Most prevalent is the risk that another competitor can outbid them for their most important keyword terms.

If this happens a dealer has to just accept defeat or start bidding higher than they wanted to for those keywords. Neither scenario is a great option, but that is the nature of the beast. Oh by the way, the Pay Per Click sponsored ads get about 10-20% of the total clicks to share amongst all the competing ads. Conversely the natural or organic listings on the left side get the lion’s share of the clicks with upwards of 90% of that market share.

Dealer SEO – Follow a Dealer Blueprint to Success

For Dealer SEO most auto dealers depend on their web vendor to do their SEO for them. Unfortunately they end up in a situation where their web vendor could be working for them AND their competitors right in their own back yard. In that scenario they end up without a competitive advantage and an SEO service that everyone with a good web vendor has access to.

Dealer SEO is so competitive and it needs to have a Dealer Blueprint of success to really separate a dealer from its competitors locally. Otherwise they are all doing the same thing. A solid blueprint will follow a success strategy for Off-Page Optimization that truly sets them apart from their competitors. Link building is another term for Off-Page Optimization. With link building you are creating hundreds if not thousands of relevant links outside of your own site, pointing back to your site. The search engines love this and consequently reward dealer sites that do this. There is much more to learn on this and many more concepts to cover than I have space for in this particular article. But I will leave you with two important points to understand.

  1. The number one position in the natural listings of Google gets about 40% of the total clicks. Think being number one is important?
  2. The top ranking Dealers from around the country follow a Dealer Blueprint that uses Dealer SEO and Off-Page Optimization to dominate their local competitors online.

Automotive Technician Opportunities Exist If You Have the Right Training

In the old days, almost anyone could fix a car. You just popped the hood and everything was right there: the spark plugs, belts, radiator, oil pump, and other engine components were in plain sight. Cars were simple and easy to repair, and you could spend a few hours on a Saturday afternoon getting the old Chevy Camaro to purr like a kitten (or roar like a lion, if that was your preference).

Not now! Today’s vehicles have computers and sophisticated power systems including flex-fuels and gas-electric hybrids. Open the hood and you might not see much that the layman would recognize. Not many people can fix their own cars these days because vehicles are just too complex. They have to bring their car to a qualified technician.

Auto service technicians must have a broad knowledge of the design and interaction of vehicles’ increasingly complex components. They must be able to work with both old-fashioned hand tools and advanced electronic diagnostic equipment. They must be able to quickly learn new technologies and keep up with the rapid rate of change in the auto industry.

Good Career Prospects

If you are a qualified auto, truck, or diesel technician, you may have good career prospects. According to the U.S. Government Department of Labor’s Bureau of Labor Statistics (USBLS), from 2008 through 2018 automotive service technician and mechanic job opportunities are expected to be good for those who have post-secondary school automotive training.

Total job openings should increase because of overall employment growth, and because many skilled technicians are expected to retire. Job opportunities for auto technicians and mechanics are expected to be very good for those who complete post-secondary automotive training programs and who earn ASE certification.

Get the Right Training

But you can’t just walk into a career as an auto service technician. Getting the right training can be important. Even for entry-level jobs, certification from the National Institute for Automotive Service Excellence (ASE) has become a standard credential for automotive service technicians. To prepare for certification, many training authorities recommend that students complete a formal training program in high school or in a post-secondary vocational school or community college.

You may want to start out with a service specialty. Certification can be obtained in eight different areas of automotive service, including engine repair, suspension and steering, brake systems, electrical systems, and heating and air-conditioning. Once you’ve launched your career, you may find that employers often send their technicians to manufacturer-sponsored technician training programs to improve or maintain their skills. Sometimes technicians focus on one brand of automobile or truck. Manufacturers also send experts to visit repair shops to provide brand-specific training.

How to Find an Automotive Training School

Here’s how to get started. Log onto a reputable college directory website such as the one below. By using your ZIP code, you’ll be able to get free information about automotive training schools in your area. Compare schools and find out which ones offer flexible schedules, financial aid for those who qualify, manufacturer sponsorship, and career guidance services. Then contact the schools that work for you. In just a few minutes you could be on your way to training for a rewarding career as an automotive technician.

Front-Wheel-Drive Is Packaging and Marketing Aide But Not Safety

If there’s one thing that you learn about snowfall, front-drive and anti-lock braking, it is simply: you wish one had never heard of the other. Granted, this is making a machine look alive but when you thin about it – and actually experience it – you wish the lions had cut these particular members out of the automotive herd and had made a snack of them.

Not a new device

It’s quite true that when it was first proposed and developed by Mercedes-Benz in the Dark Ages of the gas shortages of the 1970s and such, this exotic – at the time – piece of technology was supposed to help save gas by stopping a vehicle in the shortest distance possible with the least human interaction involved.

That was the theory, at least, and it seemed to work in rear-wheel-drive cars where the driving wheels were out back and the steering wheels were up front – at the time the natural order of things.

This was the situation until the mid-1970s, when the natural order was about to be turned on its ear. Volkswagen and then Chrysler introduced front-drive cars like the Golf and Horizon. They were little more than boxes on wheels, but the key was that they used transversely mounted engines that combined the driving wheels and the front wheels into a front-drive transaxle. At once, most of the weight of the car shifted up front. Indeed, the ratio was 69 percent up front and 31 at the rear.

Packaging Coup

From a packaging standpoint this was great because the transmission tunnel was gone and because you could use whatever wheelbase you wanted – in a format you wanted — you could actually fit five or six people in a car that was half-the-size of what had been “standard-sized” vehicles.

Some safety officials made a big deal of the notion that front-drive was inherently safer because all of the weight was over the driving wheels, making it easier to get into and out of snowdrift and parking spaces. What they didn’t All at once, you had tiny cars that could actually carry five and handle reasonably well.

Yes, there were problems that had to be dialed out – small issues like torque steer, trailing throttle oversteer and general oversteer – weren’t exactly small issues to face. With the first, if you hit the gas hard the vehicle tended to jump to the right. The second occurred on decreasing radius curves, such as offramps, where pulling your foot off the gas suddenly upset the balance of the vehicle and the rear end tried to become he front end. Finally, since the vehicle had 69 percent of the weight over its driving wheels, it tended to push hard to stay in a straight line. In other words, it fought you to do anything but go straight.

Don’t forget, though, this was the 1970s and the materials and engineering revolution that were to come were still some years off so the industry tried unequal length control arms and half shafts and other mechanical tweaks that did cut the problem down to a manageable size, but it was still there. It took about 10 years before a driver could truly note that it you couldn’t tell which end was driving the vehicle. It took some interesting engineering such as new A-frame and tube technology to bring these cars to heel and they did. Actually, the engineers didn’t have much choice. The boardrooms of Detroit were now filled with front-wheel-drive supporters who actually believed their own propaganda about safety and how you could go up a hill and get out of drifts easily. Actually, it makes very little difference to the car which wheels are the driving wheels, as long as the car moves ahead.

More Efficient Packaging

To the designers, though, the movement of the wheels up front meant all the difference in the world. Not only could they make the exterior smaller, but also the footprint could be smaller and yet vehicle could still carry five. And, because everything was made lighter-weight, then cars could become lighter and use smaller engines.

It still didn’t erase the basic physics of having all of your weight over the front wheels. That could be handled by driver education. So, here’s the education piece:

  • Slow down
  • Keep your foot off the brakes if at all possible
  • Never try to increase power through turns or corners
  • Don’t rely on anti-lock braking because all it is really good for is dry road, 70-degree driving
  • ABS systems tend to exacerbate skidding because they pump the brakes while your vehicle is plowing straight ahead, even with wheels cocked into a tight turn and when they finally bite, you are in for a very interesting surprise as the vehicle then tries to use ABS properly and the turn properly

What’s the solution? You have it right here: slow down, increase following distance and drive as if there were an egg under the pedals. It takes a bit of experience before it becomes second nature, but it does eventually.

Oh, and while many vehicles have turned back to rear-drive (BMW, Mercedes, for example) don’t look for the rest of the industry to do a mass exodus back. It just doesn’t make sense to their design teams.

First Contact – OPEL Antara

Late they are to the Opelaner and nevertheless first. Because still before VOLKSWAGEN and Ford bring them as German volume manufacturers in the segment of the compact SUV many undirected time equipment on the still growing market. After first test travels approximately around Athens we can afford a first classification in the competition surrounding field.

The OPEL Antara provided as study ,,Antara GTC “in Frankfurt (2003) for powerfully eddies. Ferris wheels and a small tail, a strongly dropping roof line and butterfly doors. And everything for the caper list: Our tested series well tare (2-Liter Diesel and 3,2-Liter V6 Benziner) roll on 18-Zoll wheels with tires of the dimension 235/55. The tail is still knackig, but the roof line is a combination. And there are four completely normal doors.

Sobered up

So far to the first disillusionment. When entering equal second: The head restraints are too short for my 189 centimeters. Otherwise I find rapidly a good seating position, the steering wheel am adjustable in wide ranges and two levels and the control elements of the center console lie well to the hand.

A little chrome finish here, wood trim there and something aluminum obendrauf give to the interior a gediegenen character deflected with leather. Three round ventilation nozzles underline the parting in the OPEL interior Design from the strict lines of a Astra or a Vectra: Now it becomes more wohnlicher.

Driving lessons

But to draw in I do not want into the Antara, on the contrary it interests me whether he also drives himself like an OPEL. Me terms schwirren such as IDS, sporty-direct steering element and jagged Kurvenverhalten by the head, but suspect I secretly that I have here no competitor BMW of the X3 before me.

And then like that the first exit is in 150 HP the Diesel (127 HP of version after-pushed) also cosier as ,,S “in ,,SUV “suggested. The Commonrail Diesel hums vernehmlich, but pulls it starting from 2.000 revolutions more wacker loosely – 320 Newtonmeters line up over the 5-Gang the transmissions to the drive wheels to be led.

Automatic all wheels

That the front wheels will normally be, because the Antara is actually a Fronttriebler. If drive electronics notices however a slip at the front axle, by hydraulic clutch the rear axle is connected. It can bring then up to 50% Kraft on the road.

Enter and drive off are thus the foreign exchange, no fummeligen automatic controllers or confusing
switch: There that all wheel is, if I should need him. Like that are rough crushed stone runways, hilly meadows and other light area rather in the Antara beneficial for the driving fun as any dynamic competitions. Also the clearance of class-usual 20 centimeters makes its contribution in addition.

Distance made

On the motorway the rüstige Rüsselsheimer with its travelling comfort pleases. It could already prove that on bad Geläuf, but on be enough-strained and with quick highway kilometers pair yourself it with pleasing little body varying. The steering element is laid out indirect, but obtains it a good Fahrbahnkontakt is pleasantly precise.

In close turns the chassis offers thus everything that one needs for brisk progressive movement. The engine shines here however by an unbalanced rating. The turbo puts actually only starting from 2.000 routes properly Brickets drauf. And no half revolution in former times. Because among them nothing at all does not do. If one accelerates thus with mountain ramp from a zigzag in the first course out, one should turn the engine to 4,000, in order to have in the following 2ten still the necessary torque, in order to accelerate further. On the other hand it should not be discreet that the turbo-hole of the 2-Liter of four-cylinder precipitates pleasantly small.

Motor alternatives

Whom the Punch of the Diesel is not enough, can seize still to the V6, which nevertheless offers 227 HP. These are however coupled to an easily unfashionable 5-Gang mechanism. And still ranks among the kind of the proverbial torque converters – even in the manual mode it destroys still engine performance.

That is unfortunate, because the engine can at numbers of revolutions above 3.000 the Antara properly steam make. OPEL indicates the Vmax as well 200 things. The engine sounds without importunately to become full of seeds, a typical V6 even.

To consumption is here only so much said: We did not reach the European Union values of 7,5 to 11.6 litres (2,0 cdti and 3,2 V6 on average) by far. Which on the one hand at the practice-far European Union cycle is and on the other hand because of our just as practice-far driving fashion.


The segment of the compact SUV is momentarily hot contests and it becomes still hotter: The three French manufacturers take the market on the grain, likewise Ford and VOLKSWAGEN. In addition there are the trendsetters of Toyota (RAV4) and country Rover (Freelander). So seen it is amazing that OPEL with the Antara does not set clearer own indications here in punkto Design or driving dynamics.

On the other hand the Antara makes its thing than family-suited leisure companion very tidy. There the all-wheel drive is, if one needs it and most Antara owners will continue to bring as this would assume. The interior offers on all seats tidy space conditions, operability is very good and the trunk is appropriate with 370 to 1,420 litres of the class.

As the purse OPEL regards still another 2.4 litre of four-cylinders (Benziner) ready as basis engine with 140 HP (starting from 26.850 euro). The 150-PS-Diesel (starting from 30.765 euro as 2,0 cdti ,,edition “) will place the lion’s share in the sales, gönnen during itself only few a Antara for 37.000 euro entrance price (3,2 V6 ,,Cosmo “) to become.

The surcharge list again is pleasantly short.