Advertising and Marketing Training Car Dealerships – Tips – DPB

Here we are at DPB podcast episode 14, and it has been all the way back to episode 1 since we have just heard from Michael and Robert.

So in that case we present to you “The Dealer Playbook” podcast episode 14 “The Difference Between Advertising & Marketing For Your Dealership” featuring Michael Cirillo & Robert Wiesman.

Michael Cirillo and Robert Wiesman are two professionals who are obsessed about content! Online and offline they both love it all!

[spp-tweet “” Be something of value to someone, not worthless to everyone. @michaelacirillo “”]

The misconception of things “moving fast” when it comes to the web for a lot of dealers is intimidating as well as overwhelming for most.

As stated above that is a “misconception”. When it comes down to it the good news is it is really not that hard for a dealership to push through the clutter and make noise online in their market.

Make sure you download this episode now, and hear Michael Cirillo and Robert Wiesman talk more about

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The story of the 1931 Miller V16 race car actually begins with a 1930 Cord Brougham Sedan given to Harry Miller by the Auburn Automobile Company as partial payment for Miller’s development work on the new front wheel drive Cord. The mercurial Miller, already famous for his innovative engines and four Indianapolis 500 wins, found the Cord’s anemic Lycoming straight-eight a disappointment, and resolved to revitalize the car with a completely new V-16 of his own design.

Starting with a clean sheet of paper, Miller designed his powerplant with a barrel-type aluminum crankcase and four cylinder blocks with integral heads, each with four cylinders. Dual overheard camshafts actuated 2 valves per cylinder, which featured a respective bore and stroke of 2.65 and 3.4 inches. Eight newly-designed Miller-Adamson carburetors flowed into siamesed downdraft intake ports in each cylinder block, feeding two cylinders each.

Nearing completion, the engine and associated new drivetrain were moved with the rest of the Miller shop to a new location in Gramercy Park in mid-January 1931 when, in typical fashion, Miller suddenly decided to abandon the project and turn back to the racing side of the business, building three new long-wheelbase chassis to conform with the AAA rules drafted the previous year. Miller adapted his 1924 front-drive DeDion suspension design to the front and rear of the new car, with dual parallel quarter elliptic springs all around and an aluminum differential spinning swing axles at the rear. All three cars were originally to be powered by 230.9 CI V-8 engines of the type that had won the 1930 500-mile race, but sometime during their construction, one of the buyers, Hollywood money man William S. White, convinced Miller to install the new V16 in his racer.

Shorty Cantlon, who had finished fourth at Indy in 1930, piloted the car, with Duke Smale as his riding mechanic. Starting from 26th place, Cantlon powered to 4th by lap 10 and got as high as third before carburetion problems forced him to pit and replace all sixteen spark plugs. A broken connecting rod finally put them out on lap 88, and they were scored in 27th place.

Cantlon suffered serious injuries before the 1932 Indianapolis 500, prompting White to hire “The Midwest Cyclone,” Sprint driver Brian Saulpaugh. Saulpaugh and riding mechanic Steve Gregory qualified on the outside of the front row for the 500 at a strong 114.369 mph. Saulpaugh kept the car in 3rd by lap 10 but on lap 55 an oil line broke, forcing their retirement.

White then sold the car to Harry Hartz, who removed the V16, shortened the wheelbase to 100 inches and installed a 220 cubic inch Miller 4 cylinder engine. Hartz entered the car with driver Saulpaugh in a September 100-miler in Detroit, where Saulpaugh finished 6th. In a November 150 mile race at Oakland, Hartz hired Lester Spangler, who crashed the car on the 10th lap. Hartz brought Spangler, an Indy rookie, to the Brickyard in 1933, where the rising young star gave …

Autocross Buying Guide – Select the Right Car

In my experience, autocross can be a very fun and exciting sport. I have participated in several events in my local area. I found the hobby to be very addictive as well.

Out of all my other hobbies, I think this one is the best “bang for the buck” as far as thrills go with your car. Everybody can participate. Every car (some clubs have exceptions to this though like no SUV’s, no Trucks) can race. The nice thing about this kind of race is that you are competing against others in your class usually defined by the SCCA, however, you are on the course alone so there is minimal chance of hitting other cars.

The hardest part about autocross (aside from learning how to race) in my opinion is finding the right car. Sure, you can use a daily driver, but that is not recommended if you are going to participate in several events a year. Autocross can create wear on the tires and other components very quickly and can get expensive very fast. I would recommend to get a vehicle that you can use for autocross. This can be a “trailer car” or a car that you can still drive on the road, but use only for this hobby.

There are 4 key components to consider when selecting a car for autocross:

1) What type of car to get

2) The Price of the car

3) The overall condition of the vehicle (if used)

4) Aftermarket upgrades/modifications


For autocross racing, some people would assume that the car has to be very powerful, small, 2 doors and modified. This is not entirely accurate. While that type of car would be nice, it is not required to be competitive in autocross.

Remember that most autocross events and clubs have the cars grouped in to some sort of class. The club I participate with follow the SCCA Class guidelines. The classes help group the cars so the same “level” of vehicles can remain competitive within each class.

This is done to avoid the “biggest and fastest is best” state of thought. It would be unfair to put a heavily modified Porsche GT3 up against a stock Ford Focus. This is why they do that.

So, to pick the right car for autocross, you would probably want a coupe or convertible FIRST if possible. Sedans can work well too, but some sedans are not geared for modifications, although, the sport sedans of today are really starting to take over.

Manual transmission would be recommended, however, if you have an automatic that is OK too. You may want to consider trading it for a manual in the future to remain competitive. Again, there are still “sport shift” type automatics out there that are getting better and better each day.

Ideally, you would also want a rear-wheel drive car for autocross. RWD cars typically provide better control and handling in most cases. I know some enthusiasts …