I’ll never forget my first meetings with the managers of the dealership I eventually worked for. My first meeting was just me stopping by to ask for an application -dressed in a coat and tie- and after borrowing a pen from a regional Mazda rep that was there that day, I filled it out and gave it back to the manager; he said, “Great, we’ll look it over and give you a call.” I said thank you, walked out and talked to a couple of the salesman about my Mazdaspeed6, then left.

Interestingly enough, my father had bought me a 2007 Mazda CX-7 when I decided to leave for Wilmington, NC to go back to college. I had spent part of 2006 at a private Jazz music school in Clearwater, FL, still with no idea what I wanted to do with my life. I wanted a ‘Speed6, but my dad didn’t want me driving a manual in Wilmington traffic. In all honesty, my dad didn’t want me to have a manual at all, so my first four cars were all automatics. What a horrible thing to do to a young adult, I say.

I didn’t expect to love my CX-7 as much as I did, and neither did my father; and after 7 months of driving it he told me if I could find a Mazdaspeed6 I wanted that I could have it, provided that I work the deal by myself… with no one with me. So one Saturday I walked in to the dealership I’d later be working for, told a salesman I was there to purchase a ‘Speed6 with no need for a test drive since I’d already tested it months before, sat down and told him what was owed on my car, what my father would be willing to pay for the new car, and that no other numbers would work. I was lucky that he was one of the dumbest guys ever. After my father texted me to walk out of the dealership four separate times, the sales manager came over to tell me the deal would be what I wanted provided I pick the car up on Monday morning. I’ll never forget him saying to me, “I’m taking a bath on this ‘Speed6, but it’s not every day I get to put someone in this car, so it’s yours without any more haggling. Thank you, and congratulations, kid.”

Monday morning I showed up with a check from my father in hand for the down payment, paperwork signed, and ready to take delivery. Only, that wasn’t going to happen, because my father was mistaken with what was owed on my car. He was a full thousand dollars more in his estimation. Granted, this was the dealer’s fault for not calling my lien holder and getting the actual payoff, but needless to say they were pissed off when Monday morning came around and found out they had just given me an extra grand on the deal…

I walked out of the dealership while the salesman was on the phone with my father and drove away. He called my cell about a minute later asking, “Hey, where the hell did you go?” After telling him that I wanted the Mazda more than anything, I was not going to beg my father to do a deal that wasn’t a good one. He was annoyed, but he begged me to come back and told me we’d work it out. When I came back and sat down in the showroom, the salesperson walked up to the manager’s desk and I remember hearing the manager say, “F*** it… we really f***ed this one up. Just give him the damn car and get him out of here. I’m so tired of this s***.” I took my keys and was on my way out!

Having owned two Mazdas I really wanted to spread the word to the world about how great this car company was. Hence why I was back in that dealership about 5 months after owning the ‘Speed6 to ask for a job. Oh, and they definitely remembered me, too. They were the only cars I could see myself trying to sell at the time. Being a car guy, I knew they were great cars, but I also had a realization that not as many people bought Mazdas as hopeless Toyotas and marginal Hondas by comparison -I speak in terms of fun to drive.

I should have seen what my time would have become in the car sales world after I had to go back to the dealership 3 different times to talk to the managers about obtaining a job. As they said, they’d not yet checked out my information, and therefore hadn’t made any decision. However, I still had two different interviews, which I aced, obviously. The first interview I was asked, “If there’s a BMW 5-Series, Mercedes-Benz E-Class, and Cadillac CTS all for sale used on a lot, which one would carry the highest price/resale value?” My answer: “Well, depending on mileage, options and motor, the Mercedes will typically always carry a higher premium over a BMW, and a especially the CTS. Although I’m much more partial to BMWs, myself.” The manager replied, “Good, that’s correct. Oh, and I prefer BMWs, too. I have an E38 7-Series.” This was a man I could see myself getting along with, I thought at that time. Having worked with him, well, we’ll save that for part 3.

My second interview I had was with who I thought was the General Manager. I learned later that he just called himself that. He was actually a sales manager that was brought in to push one of the main sales managers out, because the real GM/part owner of the dealership and he didn’t get along well at all. He was very nice and pretty much just chit chatted with me about my love of cars, why I loved the Mazda brand, and what I thought I’d be willing to contribute. Then he went into the usual car sales spiel, “I could teach you a lot. These guys need me around here, and you’ll learn I can help you succeed. Hell, just last weekend I had to help sell cars. I sold 6 myself on Saturday.” Later I found out this was more than BS. He actually wasn’t that great of a manager, nor even that special of a seller.

Regardless of all this, I was hired. I introduced myself to the new guys I’d be working with. All of them very cool guys, it seemed -I still have good things to say about all of them. Bad things about some, too. I was to start work the following Monday at 9 AM. Upon arriving Monday morning my training commenced with the guy who was in charge of buying used cars and making the lot look good with cars. His name was Bob, but we called him Bobby. He was an older fella that was immensely courteous just an all-round good guy. He taught me all about the stickers you’ll see on the windshields of used cars, as well as the history of the Monroney sticker, and that was about it. After that I was off to move wholesale cars from our lot to the Honda/Acura dealership up the street (the guy who owns the Mazda/Kia dealer I worked for also has the Honda/Acura lot and a bunch of others nearby). So you could say that my training wasn’t really much. I was kind of just thrown into the deep end the first week without understanding how to really sell cars. I did a few half deals with other salesman to get the hang of things, and none of them wanted to give me any credit for the sale of the cars, so I was forced to quickly learn to go out and get my own cars.

Salesman have a hard time sharing commission, and you can best bet they’re not sharing a damn car deal in general. You see, salesman fight to sell the most cars each month, getting bonuses at times, and I’ll be damned if they were gonna let some new kid take them from a 16 car month to a 15 1/2 car month. Once I realized this, I quickly became known as the late-night deal maker. I wasn’t much of a hard ass when it came to sniping out potential deals on the lot. I was too afraid too take money from someone else’s pocket who needed it to support a family, or their alcohol and/or drug habits I later learned about. But when it came time to close up shop, anyone who pulled on to the lot to check out a car got me as their representative. I batted .900 when it came to that.

Don’t forget to come back on Wednesday May 9th to get part 3 of my life as a car salesman.

When Volkswagen first e-mailed me to let me know they’d be dropping off a 2012 Beetle Turbo, let’s just say I was a little saddened. I was hoping for something with the letters GTI in it. But that’s neither here nor there at this point.

I had been out of town for a few days and upon arriving at my house, the new Beetle was waiting for me to immediately pick apart. As always, I grab the keys, do my ol’ dealer walkaround -the check for dents, dings, scratches, imperfections, personal opinions on style, etc.- I notice that I really like this new design theme. I’d seen the new Beetles on the road, but never really took the time to stop and take a real gander at them. With my walk-around, I also noticed the overall muscularity of the body and shape. This is starting to be less of a sad week ahead and instead I raise an eyebrow to the potential mischief I’m going to try and find with this car. Hmm…

Styling:

The Beetle was never really a good looking car, let’s be honest. Even the original wasn’t necessarily attractive, but was just ergonomic in its design. The next gen Beetle, the previous generation to the current model, was just downright ugly, in my opinion. Again, though, it was simple and thought out to provide as much interior volume possible for such a small car. It was also very much a feminine car. Not that there’s anything wrong with that, to quite Seinfeld. I should say my cousin has a ’99 Beetle with a manual and she loves it, as do her three female children.

The Beetle Turbo that I had, however, is actually quite striking. Seeing it on the road I’m interested in looking at it. It’s not something I’d seek out, yet it’s appropriate to take a second glance. With the previous Beetles an extra look was never needed.

Interior:

Opening the driver’s door and sliding on to the leather seat I’m greeted by a well thought out interior, proportional steering wheel, and big gauges. And when I say big, I mean it. The fuel gauge is almost the same size as the speedo. I’m not really sure why Volkswagen made the Beetle’s gas gauge so large, because you’ll hardly ever need to look at it. While I didn’t get out on the highway much -I was incredibly sick the week I had the Beetle Turbo- I did drive enough around town to average roughly 24 mpg for city driving, but more on that in the driving section.

As I got behind the wheel and started to look around I feel the comfort of the seats is just perfect; the seats could be a tad more bolstered, but the overall feel and driving comfort is just right.

Without a doubt, my favorite part of the Beetle Turbo is the Fender stereo system. For a car costing right around $30,000, I’ve never heard a better sound system. The Harmon Kardon system in my M3 is quite good, and at the price it could be a bit better, but it has rather good abilities. A Beetle being in the 20-30,000 dollar range, Fender provide one of the best sounding systems I’ve heard in any car of any price range. So to say Volkswagen and Fender have a great working relationship is an understatement.

The Fender system in the Beetle Turbo is so good that Volkswagen put a CD in the player with a list of music ranging from Hip-Hop, Jazz, Rock, all the way to great Blues music. Being a Blues musician, as well as a semi-Jazz trained guitarist, I look for the right sound. To say I’m anal about it would be putting it lightly. I don’t want just bass and treble to play with; I need the mids, too. Fender gives you an eargasm with great sound. If you’ve never listened to Junior Wells’ -arguably the greatest Blues harpist ever- version of Use Me by Bill Withers, you’re seriously missing out. If you haven’t heard Buddy Guy’s 74 Years Young, you haven’t let your ears hear the world through someone who’s lived a life of Blues like few others. Buddy is one of the greatest musicians ever, period. Let alone one of the greatest Blues guitarists.

Driving:

After I get my sight-seeing done, it’s time for the initial drive; just an around the block affair. That is, before the tire squealing were to happen in the Beetle Turbo.

A quick drive to the local highway to get to some nice back roads seemed a must, and definitely something very easily done. Pulling power getting on to the highway is very good, and then passing power once you’re on the road is good, too, provided you wait a second to drop down the one to two gears needed. All the while you’re sitting in the most comfortable seats this price range has to offer.

Getting to the back roads I was worried the Beetle Turbo’s suspension and transmission might not be up to the task, to be honest. Front-wheel drive can be a lot of fun for some types of hard driving. Unfortunately there’s always this thing called understeer that throws your fun under the bus. The Beetle? Not like that, thank God. Once I’m on the b-roads I’m having a good time. The DSG transmission is letting me down, but the twin-turbo inline-4, making 200-hp and 207 lb-ft of torque is a blast! I leave the gearbox in the lowest gear possible to hear that inline-4 that doesn’t sound like any four-banger I’ve ever listened to. Instead of a gritty four-cylinder, it sounds like a punchy inline-6 with great torque. Even better, starting from a stop the front tires can be made to squeal like a man in a hardware store. Even better, mashing the gas pedal as you throw the car into a slow 2nd gear corner produces wiggling at the rear in the right amount of flair. Not too much, but just enough to let you know you’re having a grand time.

Throughout this whole even the steering wheel stays perfectly in your grasp, but I could go for a little more feel and feedback. At slow speeds the wheel is a bit light for my taste, but may just suit most people fine. As you go faster it gets a little heavier and starts to feel about right.

Transmission:

I’m not much for dual-clutch, or any autotragic gearbox for that matter. VW’s DSG is nothing special, in my most humble of opinions. Although the transmission was fun to play around with, because the paddles on the steering wheel make it a little more entertaining when trying to have a good time on some back roads.

With that said, I’m not sure I’ll ever enjoy DSG, I’m sorry. The biggest problem, for me, is the fact that the Beetle’s Turbo feels like it’s going to conk out on you when starting off because of the gearbox; it’s quite odd. As a regular driving transmission, it acts like any automatic should, and it does achieve good gas mileage. Unfortunately, it makes the Beetle a bit less engaging to drive.

Luggage Space:

For a young college student the VW Beetle would be perfect. The interior space wouldn’t be, at least when moving in to your dorm. But going home to visit, or going on a short to medium distance road trip with some friends to see your favorite band, the Beetle would be great. Even for a guy.

In The End:

In the end the VW Beetle Turbo is a great car for the money. Is it better than a Mini Cooper? God no, but it doesn’t have to be. Where the Mini will always be the sporting driver’s preferred choice, the Beetle will always have a lot of heart that hits you the right way. It’ll never be the first round draft pick, but it will most certainly be that second round choice that miraculously turns into a big star.

So for you Football fans out there, Tom Brady was taken as the 199th pick in the sixth round of the 2000 NFL draft. But he’s won 3 Super Bowls and been a two-time MVP. The 2012 Volkswagen Beetle Turbo has proven to me that it has plenty of talent to win that special spot in any person’s driving heart.

My Beetle Turbo was a pre-production car with no sticker to show me the price. A call to VW’s PR team cleared this right up. My car, which you can buy now, was the top of the line Turbo model with navigation and sunroof. If you were to buy this car you’d be getting Xenon headlights added to the package for $30,095, not including the $775 destination fee. If you were to equip a manual instead of the DSG (RawAutos recommended…) you’d be out of the dealer for $28,995, again, not including the destination fee.

12►

The Good:

The Price is better than good, especially for anyone starting out buying their first car; Style is key to winning over customers, and the Beetle did it right for the newest generation; Fender sound system is just so good to your ears.

The Bad:

Punch buggy hasn’t gotten any easier for me… because now you see the second and third gen Beetles everywhere; Some people may still count the Beetle Turbo out because the Mini Cooper S is that much more of a sports car by comparison.

The Ugly:

The Beetle Turbo is nice, but straight guys ask me if it’s still a girl’s car, and they’ll do so for years to come; Girls still dig the Beetle more than most other cars; The DSG just doesn’t do the Beetle Turbo justice in the fun department.

The Truth:

The 2012 Beetle Turbo is one of the best small cars I’ve driven, especially at the 30,000 dollar price range; Luxury and naturally sporting qualities are what make this the right choice for anyone who’s looking for a car to get to work and still have a good time in.

Mercedes SL roadsters bearing V8 engines are a bit of a dream niche for many. They are generally not my clan of people, but, hell, to each his own. Few of these cars come along that grab the attention like the SL 63 AMG and I’ve just been among the first to pummel the southern French B roads in one.

Honestly speaking, the $105,500 “base” SL 550 with 429-horsepower 4.7-liter turbocharged V8 is the pinnacle of Côte d’Azur or Santa Barbara or Miami South Beach cruising style and spirit, though it is not ever to be confused for a sports car. Actually, I have been pretty hard on this starter SL since while sitting in it and driving I had never felt so far away from the road in all my life. The emphasis on dynamics here is effectively “0” on a scale of 1 to 10 when keeping in mind the class of car we’re talking about. It made me bleeding angry.

So, I was eager to jump in the new SL 63 AMG – estimated base cost $147,000 – and feel how successfully (or not) the without-direct-rival big two-seater transforms itself into a carver of corners, be they French, Swahili, or American.

I first tried the SL 63 with optional Performance Package, taking power from 530 hp up to 557, torque from 590 pound-feet to 664, and the price from $147k closer to $157k. Add the carbon ceramic brake discs, exterior carbon fibre details and all else, and the price arrives at nearly $175,000. That starts to border on idiot money for an albeit more sophisticated German Corvette ZO6.

For those with the coin, however, it will be worth the investment so far as I can tell from the storming drive. The steering is thankfully not of the new electrical type as seen on the SL 550, so executing the many curves was a dramatically more pleasurable deal. No, still not Porsche 911 Turbo-like and a light-year or two away from the Ferrari California, but it is not meant to be these cars.

As on the base SLs, the entire body of the new-generation SL 63 AMG is formed in aluminum, a move that peels off 275 pounds when compared to the previous SL 63. The aluminum also adds a large measure of rigidity as well, so the behavior at full chat is much more steady now than previously. The SL 550 acted as though the fancy new body and the chassis were developed on two separate planets that rarely communicated with each other. Then the bastard-child steering numbness helped nothing. The SL 63 fixes most of this.

Aerodynamically, the SL 63 at a Cd of 0.27 slips through the air unlike any other in this high end drop-top world and with roof shut the wind noise is truly contained even while cruising quickly on three-lanes. While I was coddled nicely in full-on Designo optional leather treatments, even the non-optioned interior is a place of fine finish and surprisingly spacious comfort.

While the SL 550 jets to 62 mph in just 4.5 seconds, the SL 63 AMG with its “M157” 5.5-liter bi-turbo V8 can do the same in 4.1 seconds flat when set up with the Performance Pack, 4.2 seconds when stock. AMG bosses tell me, however, that the fully opted SL can do this acceleration in 3.9 seconds in reality. To me on this day, it really felt the business, too. Most satisfying of all is that even with the added performance, the SL 63 improves its average fuel consumption and CO2 emissions by roughly 30 percent over the previous car.

Besides the much better steering, the AMG-upgraded Active Body Control adaptive suspension in optional Sport spec is much more sophisticated and precise than anything I felt in the SL 550. (Where I apparently felt little or nothing.) Wheel and tire sets are 19-inch in front and 20-inch in back, the big compound brakes with gold calipers or optional $12,625 ceramic brake discs with red calipers stopping the action with authority all day long. That brakeset price makes me laugh sardonically, by the way. Nuts. The two ABC settings – Comfort and Sport – are nicely different and can be calibrated independent of how you have the seven-speed gearbox set up.

That 7G-tronic snapping automatic transmission is in its very latest version on this SL 63 and playing within the gears was a clearly more satisfying experience than what I normally have in some other AMG treatments. The downshifts into corners are rollicking and well-timed, upshifts fairly brisk, and it is all proudly announced through the four-tip chromed exhaust system by Boysen. While on fuller throttle in tunnels, few other cars can yell as well and it’s a really nicely spirited voice compared to previous exhaust systems used by AMG.

Mercedes-AMG board member Tobias Moers – one of the goodest guys in power like that – confesses that Job One at this point at Affalterbach HQ is to develop a damned transmission that isn’t just mostly up to the task, but that is finally as sensational as the performance traits of the engines they create. This must happen as soon as possible.

The great United States of America starts getting its SL 63s as of late July. Thinking of the two trims available – with or without Performance Pack – I ended up preferring the standard car without ceramic brake discs to the hotted-up model; the value (if we can talk that here) is better and the SL 63 AMG in original setup simply feels more “of a piece” compared to the up-tuned car.

And ain’t nobody do it like I do, girl.

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TESTED

Mercedes SL 63 AMG

Price: $146,695 ($157,000 w/Performance Pack)

Engine: 5.5-liter twin turbocharged V8

Power: 530 hp (557 hp)

Transmission: Seven-speed 7G Speedshift automatic; rear-wheel drive

0-60/top speed: 4,1 seconds (4,0)/155 mph (186 mph w/Driver’s Package)

Economy/CO₂: 22.8 mpg/372g/mile

Equipment: Active suspension and body control, sport-tuned dampers, performance exhaust, carbon-fiber exterior detailing and trunk lid, optional carbon ceramic brake discs

On sale July 2012

GOOD

Despite its still not inconsiderable mass of 4,068 pounds, the new SL 63 AMG with V8 heart really delivers on thrills in this genre of sporting GT. The truer steering and AMG chassis upgrades make this muscle car the SL to get if you’ve got the means. That exhaust roar is quite convincing.

NOT SO GOOD

For the total sporting aspects, if compared to a Porsche 911 Turbo or Ferrari California, the SL 63 seems to have given up trying to compete. On the other hand, the Merc has nailed down the comfort and cabin fitment portions of this niche roadster segment. And, c’mon, it ain’t too shabby.

[“Snap” words & pics, some pics by Andreas Lindlahr]

Disclaimer: Everything said in this piece will make more sense to you upon reading parts 2 & 3. This Uncooked Truth is about the events that lead one person to becoming a car salesman.

All of the life I’ve lived I can remember being a car guy. Growing up around them doesn’t guarantee anything, but I’m glad I caught the bug, because it’s a hell of a lifestyle and passion. Going through college I really had no friggin’ clue what I wanted to do with my life. When I graduated high school I found out I was not eligible to attend a four-year university because I didn’t graduate with Algebra II on my transcript. Seriously, I’m that bad at Math…

Just a few weeks before I was supposed to leave to attend a college, which shall remain nameless, I got a call. My school’s guidance counselor, principle, and a well respected Monsignor (A step up from a Catholic Priest) all were in my principle’s office arguing with the dean of admissions and, if I recall correctly, the president of the school to try and talk them into accepting me. I went to a Catholic high school, as I am Catholic myself, but was also applying to a Catholic college, too. That’s why the Priest was there. Basically what came out of that conference call was that, even though I’d busted me ass senior year, I couldn’t come to their school. The whole year they were getting my report cards trying to decide whether or not I could be accepted to the school. I was intending on majoring in music, as I had been playing guitar with honors all four years of high school.

Anyway, this is all leading up to what I intend on telling you about my life as a car salesman.

I was pretty devastated, to say the least. I’d been working very hard to get into this college, and I had to rush out and sign up for a community college. I should note that I wasn’t an idiot, I did in fact get denied by other schools, too, however this was the one I really wanted, so I called them after I got my ‘no, you can’t come here’ letter. I told them I was going to show up on the first day regardless. I think they liked that attitude, so they worked with me to help me get in. Unfortunately, the dead and president couldn’t find an extra seat for me at the freshman table.

So that was my life for a few years: I went to community colleges, and a four-year university as a summer student, all while taking Algebra II twice and failing it both times. Go ahead, laugh… I do. When it comes to History, the Arts, most Sciences, English, etc. I’m pretty good. Math? Oh God no.

Finally on July 4, 2007 a friend of my parents sat me down -someone I truly look up to- and talked to me about what the hell I was doing with my life. I honestly had no idea. He said, “You’re good with cars. Everyone comes to you when they want to buy a car… why not try that?” Hmm… he had a good point.

-Josh meeting Mario Andretti in Raleigh, NC just over a year before his car sales epiphany-

One time in particular always stands out as a ‘told ya so’ moment. Some of my parents’ friends, the parents of a girl I went to high school with, talked to my dad and I at dinner one night asking what car the mom should lease. They were looking at either the Mercedes-Benz E320 or E350 (this was between 2004-06, I can’t remember), BMW 530i, and Cadillac CTS. I nixed the CTS right away. At that time it wasn’t even close to what it is today. And I don’t even like the one currently on sale… Even though I’m a BMW guy, I recommended the Mercedes, because knowing the family, I knew that’s what they would easily prefer. My dad, saying I had no idea what I was talking about, talked them in to leasing a CTS. I guess when you’re 18-20 years old your opinion is pretty useless. Well, not even three months later they traded in the Cadillac for the Mercedes-Benz. Having the biggest poo-eating grin on my face while they proceeded to tell my dad and I how much they disliked the Caddy and made the wrong decision.

In August of 2007 I started selling cars at a Mazda-Kia-used car dealer in North Carolina. I’ll keep the names out of this one, just for the sake of the guilty and the innocent.

Tune in to Part 2 of My Life As A Car Salesman on May 2.

No less than an amazing 8 Audi A5 DTM cars will be let loose, from the usual suspects – the Phoenix, Rosberg and ABT Sportsline teams, all whom were heavily involved in developing and testing the new Audi A5 DTM car. These rather special machines will be put together at Audi Sport in Ingolstadt, Germany.

If you’re thinking that an A5 DTM car is simply a tweaked version of the standard car, you’re wrong. Approximately 4,000 individual parts make up an Audi A5 DTM car and it takes no less than 5 mechanics to assemble a single A5 DTM in just under two weeks.

First to be set up is the monocoque, before the front end and engine are installed, followed by the frontal crash safety structure and the back-end, which incorporates the car’s clutch, gearbox/transmission and safety features, which are all harmonised with the A5 DTM’s chassis. Extreme care and minute accuracy are required to get the job right.

Everyday average kinds of cars also comprise thousands of component parts, too. You’d be surprised. Anything from a supermini or a family saloon/sedan car, up to an estate/station wagon or SUV will contain a plethora of mechanical parts. That’s before you even start to think about all the electrical cabling, components and equipment. So it’s no wonder that cars can and do go wrong and break down sometimes. This is why it makes sense to have a robust used car warranty policy protecting your car in case one of its thousands of components fails.

Obviously in a racing tournament like the DTM, speed is of the essence, so the engineers and mechanics go to great lengths in pre-assembling components ready for any failures which occur during a race. So when does all the excitement begin? April the 29^th in Hockenheim is the answer. It sounds like it will be an exciting DTM season!

Hildebrand was given the D3 CTS-V coupe with 750-hp, while poor McQuarrie was stuck with a bog standard 556-hp CTS-V coupe. What a bummer…

The video below was done on a closed street circuit before the race actually happened, as well as closed areas of highway and parking garages, and the two drivers are exceptionally experienced professionals. So, please, let’s leave these stunts up to them, huh?

Click here to view the embedded video.

[Source: Racer.com]

A 60-year-old unnamed driver of this brand new M5 was traveling at a high rate of speed when he supposedly braked for a car that was joining the section of Autobahn he was driving on. It happened on A81 between Tuningen and Villingen-Schwenningen in Germany. There was a 20-year-old passenger and a German Shepherd on board the car. All three were severely injured and taken to the hospital. I’ve yet to find a report on their health at this point. The accident occurred late Tuesday night and shut that section of the highway down for a few hours.

While I don’t know for certain how fast the BMW M5 was traveling moments before the driver lost control, it’s pretty obvious that he was up near 200 mph. If you look at the way the car rolled and crushed the roof, trunk, and shattered every window, you notice that it wasn’t a simple crash. God, just looking at it gives me the chills. I hope the two people and the dog in the car all survive, and if they do, we can attribute quite a bit of it to the technology that now weighs down our super sports cars.

As you can see from the above photo, one headlight is still working, surprisingly, and the rear passenger wheel and suspension have been ripped right from the vehicle. Another thing that strikes me a little odd is that there’s an E63 BMW M6 and an E92 M3 all on the scene of the crash the morning after. Were representatives from BMW there to collect crash data from the vehicle’s computer systems? Or maybe the driver has some friends with BMWs? Either wouldn’t surprise me, however it would be odd that anyone from BMW would show up in two M cars. Typically you might see a 5-Series touring, or maybe an X5 of some sort. But then again, stranger things have happened. Maybe the three cars were traveling together as part of some sort of driving fun? I doubt I’ll find out any time soon.

Again, I hope everyone in the crash survives. The fact that they initially survived is amazing to me, given the hellacious appearance of all the M5 in the photos.

*UPDATE* So according to new reports, the BMW M5 in question was traveling around 186 mph (300 km/h), and the M6 and M3 were the cars of his sons that were following him. The F10 BMW M5 tried to avoid a car coming on to the motorway by swerving left causing the driver to lose control and skidding left and right, finally rolling a couple of times and then coming to a stop about 100 meters (328 ft) down the road. As far as I’ve been able to read, there are no reports of deaths at this moment, just injuries sustained from the initial crash. The engine was smoking and one of the sons pulled out a fire extinguisher and dowsed the motor as a precaution.

[Source: M5Post via Schwäbische.de]

Before I get into too much here, I’d first like you all to watch at least part of the video below. If you watch the whole thing, I’ll be grateful. If you watch it and still read this column, I’ll send you two chocolate chip cookies in the mail.

Click here to view the embedded video.

Now that you’ve watched the video, what do you think? The Drive team (comprised of, what I’d call, a real group of automotive journalists and enthusiasts) have been good about raising interesting questions, but also finding proper ways to answer them.

I agree with every writer in the video, except Ray Wert of Jalopnik. Now, I know Ray -albeit not much more than a friendly acquaintance- and I typically know what he’ll say to most automotive questions he’s being asked. In the video he makes the comment that while journalism is no longer important, the conversations started and talked about are. I do agree that it’s important to have conversations in the automotive industry, whether they be arguments, debates, or just a chit-chat over drinks.

However, it’s the way Ray goes about explaining it that I disagree with. He’s very pompous about saying the job many of us try and do is useless. Sure, as he said, car companies do very well at just redoing their own press releases and kissing their own asses, but some of us who actually care about the public don’t do that. We all must remember, though, the attitude being conveyed comes not from an automotive journalist, or someone who’s actually served the automotive industry as a real voice for consumer awareness, but instead of sarcasm and wit. Not that there’s anything with that… I do it all the time. It should be said, Matt Hardigree at Jalopnik is a journalist. Sometimes more a social journalist than an automotive one, but still someone that busts his hump to get a story, whether you agree with it or not. Also, Mike Spinelli, a guy I’ve looked up to for years, and a man who’s shared personal wisdom and knowledge to help make RawAutos a far better place to be, is very much so an automotive journalist. Hell, read his great car reviews, for God’s sake. There won’t be a time you’re disappointed.

You see, I struggle to call myself a journalist, and that’s because I’m not sure that I am one. I’d have to be told by the best in the industry that I am in order to feel that way about myself. Although when asked what I do for a living, I don’t hesitate in telling people that I am an automotive journalist. Why so hesitant in my mind, but so sure for someone else’s? Easy, whenever I say I’m an automotive writer, they look at me like I just told them I saw their grandmother naked… after she was dead. So yeah, having to explain what an “automotive writer” is gets on my nerves. Yet when you say something about journalism people conjure up thoughts that maybe you’re someone important. I’m most likely of no importance to a lot of you throughout your average day, but my mommy says I’m really good.

Now it’s time for my viewpoint: Journalism is in no way dead. Unfortunately, the crop of morons that call themselves “journalists” are sadly mistaken -potentially myself included. I remember when I first walked the halls of the LA Auto Show in 2009. It was my first show as a blogger at the time, and I was flabbergasted. I couldn’t believe that right before my eyes I was meeting guys like Matt Russell, at the time head of Motorsports PR for BMW NA, now the head of M NA, Alpina NA, and BMW Individual NA, and someone I call a personal friend. Then there were guys like Matt Stone of Motor Trend, Bob Long of Motor Trend radio at the time (I now produce Bob at auto shows thanks to that first meeting), and then Charlie Vogelheim and Josh Hancock, both from Car and Driver radio in those days. But I was definitely not one of the young crop I roll my eyes at now. Not because I don’t care to associate with them, but because I was far more professional and passionate. I had opinions, and I wanted to find the facts to back them up. I was starving for truth in the auto industry having been a car salesman and seeing the lies and deceit in its many parts.

I’ve met many more people in the industry since then, and many of whom I can call my friends. Each and every one has inspired and taught me something different.

I saw two guys that appeared to be skaters with hoodies, backpacks, and the semi-backwards caps that are just hanging on to their heads by a simple strand of hair. Now if you dress like this, or you like this style, go for it… I couldn’t care less. But, and this is a big one, DO NOT COME TO AN AUTO SHOW DRESSED LIKE THIS. You get absolutely no respect, and you make the guys that are there to provide credible information and feedback to the buying public look bad.

All of the guys I mentioned above have had a profound effect on me since joining this industry, but always made me want to do what they did way before I started RawAutos. And so, it’s because of them I’d be happy if someone called me a journalist, yet I won’t go looking for it. At the end of the day it’s the relationships I’ve made in this industry that have helped my enthusiasm for the industry and the automobile as a whole; sharing the key ingredients that make up what we all love, and what people go to a dealership to drool over and/or spend their hard earned money for. That, my friends, is why journalism matters, and why it will never die.

Be tenacious, but be smart. The realest of real automotive journalists can be read and learned from here: http://www.caranddriver.com/search/all/author/DAVID+E.+DAVIS+JR.

[Photo taken from: Tobby News]

Since the year 2000, when fuel prices began to increase significantly, “hypermiling” has become a popular means of increasing fuel mileage for many drivers. In a nutshell, hypermiling refers to several driving techniques that will allow you to get the highest mileage possible out of your vehicle, no matter what type of vehicle you own.

This sounds great and, in fact, it is for the most part. But some of these practices are illegal in some jurisdictions because they are unsafe—tailgating large vehicles, for example. Before we begin our discussion of hypermiling, keep this in mind: It’s worth changing your driving habits in an effort to increase your vehicle’s fuel mileage, but it’s never worth it to put yourself or other people on the road in danger. You can use a few simple techniques like those we’ll cover in this article—and you might even become an avid hypermiler if you want to go above and beyond these basic techniques—but remember to find out about legal restrictions in your area beforehand, and always keep your safety and the safety of other drivers as your top priority.

Having said all that, let’s talk about a few changes you can make in your driving habits that will result in increased fuel mileage:

• Accelerate smoothly and stop slowly. “Peeling out” when the light turns green and slamming on the brake at a stop sign is not only dangerous, it wastes fuel. Generally speaking, the best way to get high fuel mileage is to reduce the number of quick stops and accelerations and to increase the amount of cruising time. Anticipate what’s coming. If you see a red light in the distance but know that it will change to green soon, slow down far in advance of the intersection to allow the light time to change before you get there. And remember that if you drive too fast, you’ll end up braking more frequently and more rapidly, which leads us to the next point.
• Maintain efficient speeds. “Efficient” will vary depending on the type of vehicle you drive. Generally speaking, driving at an efficient speed means cruising at minimal throttle, without stopping, with your transmission in high gear. The exact speed will vary with each vehicle, but usually it’s a little above 35 mph. If possible, avoid rush-hour, stop-and-go traffic situations. Find alternative routes that will allow you to cruise at a more efficient speed. And don’t be a speed demon. Think of it this way: the harder you press the gas pedal, the more gas you’re using.
• Coast whenever possible. Coasting involves allowing the vehicle to move along smoothly without stepping on the gas and with the car still in gear. (Don’t coast in neutral—you won’t be able to put the car in gear quickly enough to react to a traffic situation if you need to.) Say you’re approaching a hill, traveling at an efficient speed. Make the most out of the gravity involved in going down the other side of the hill by slowing down and taking your foot off the gas just before you reach the crest of the hill, then coast (WITH the car in gear) down the other side.
• Use cruise control. Although it’s not always practical in heavy traffic, it’s a great way to save on fuel when you’re on the open road. It’s also an easy way to regulate your speed (remember, the harder you press on the gas pedal, the more fuel you’ll use per mile).
• Unweight your vehicle. This may sound obvious, but it’s true: The more your car weighs, the more energy it takes (and fuel) to get it to move forward. Remove all unnecessary items from the trunk and backseat. Store only what you absolutely need.
• Maintain your vehicle. Have your oil changed on a regular basis. Check your tire pressure frequently, and make sure your tires are balanced. A well-maintained vehicle will always have better fuel mileage than one that’s poorly maintained.

When you think about it, hypermiling is really just common-sense driving. It’s driving in a safe, efficient manner. And once you get into it, you might really start to enjoy it and think of it as a little bit of a challenge and, ultimately, a rewarding way to drive. Remember the last time somebody tailgated you, then sped up to pass you only to be stopped by a red light at the next corner? As a hypermiler, imagine how good it will feel to coast up to that driver in the next lane at the same red light a minute or so later, knowing all along that he’ll be making many more trips to the gas station than you will.

[Eco Pro photo from our 2013 BMW 335i first drive review]

Adam Brandon is a blogger for Leonard’s Garage & Service Center, located in Austin, Texas, specializing in auto repair and motorcycle repair. RawAutos appreciates his helpful hypermiling tips and tricks.

Let’s begin with a question. How much horsepower is enough? The Corvette ZR1: 638 horsepower; Camaro ZL1: 580 horsepower; Mustang GT500: 650 horsepower.

Those three cars I’ve listed are vehicles that can be driven every day. They have traction control, certain luxurious amenities (save for any Camaro with lack of navigation), comfortable seats, etc. The ZL1 and GT500 can even be driven in most types of weather. Any Corvette I’d struggle with the thought of driving in the rain, as they don’t really offer a lot of confidence on the streets.

Now I must really ask, what in thee hell are you going to do with that? I mean, it’s already getting insane that a Cadillac CTS-V, created as a mid-size luxury sedan, has 556-hp. Now the BMW M5 has 560-hp, too. Granted, the M5 drives like a normal car in almost every situation when putting around town. The CTS-V is a little more boastful, but still rather normal.

Maybe my real question is, why so much power with so little attention paid to a good chassis to handle it? The chassis in the GT500 has never really been able to hold up to its power. The Camaro is a bit different. I’ve yet to drive the ZL1, but the SS is actually not too bad on its feet. The Corvette, however, is bad on its feet. A standard Corvette and Z06 do well with their respective undercarriages. My dad recently had a 2010 ZR1, and it was rather bleh, to me. It drove alright, and I’m sure much better on a race track, but on the street it just felt like a Corvette that couldn’t turn very well, had an OK gearbox, and lousy steering. It wasn’t too bad in the comfort department, seeing as how much of a super car it was meant to be.

Matt Farah of The Smoking Tire once, somewhat famously, said that the BMW M3 had a chassis that out-drove its engine.

Unfortunately, that seems to be the problem with the American sports car. They’ve always been quick, but never had the confidence in the suspension and chassis. Corvette, Camaro and Mustang drivers have always made fun of the German and Japanese sports cars for never being that quick… in a straight line. Then when they get to a race track, whoa, there goes an E36 BMW M3 with 240 hp battling it out with a 350 hp C5 Chevrolet Corvette. Catch my drift?

Now I’m not trying to dog on anyone with a love of American sports cars. I mean, I had a 2008 Bullitt Mustang, and I miss her every day. I take my dad’s 1973 Corvette out as often as I can, because it’s fun to drive. It’s not easy to drive, that’s for sure. But it makes you work for it, no doubt. All I’m saying is, back off on the horsepower, up the abilities of your steering wheels and suspension. The Mustang GT can almost handle as well as a new BMW M3, which makes it amazing. Unfortunately, where the M3 is almost sensationally balanced nearly 100% of the time, the Mustang can get a little out of shape on some rougher roads and tracks, more because of its solid-rear axle.

All I’m trying to say is, why don’t we work on our driving skills before we keep increasing the power of our motors? It’s not just automakers doing it, so many aftermarket performance shops and companies are doing way too much by adding power that the driver will hardly, if ever, need or use. What the hell is the point in having a 1,200 horsepower Lamborghini Gallardo? I mean, really, people…? When I was a kid I thought the more horsepower the better. I’ve gotten older, my testicles dropped, and I realized that I wanted to go around that corner faster than anyone else. Sure, it’s still cool to do a burnout, to drag race someone, or to just see how fast you can get to 60 mph. But when you’re staring at a row of traffic lights, that’s as far as you can go. I wish we lived in a world where at least one day a year I could go out where there was zero traffic and drive like a bat out of hell on public roads. But I can’t. Neither can you.

So be safe; enjoy the power you have. Learn to drive with that power than anyone else around.

I’d like to apologize to Ford and General Motors for seemingly making this a kick in the balls for both of them and their performance aspirations. Buy what you want… just don’t blame anyone else for your lack of driving skills, the overpowered chassis and suspension, and that road sign… never mind.

[BMW M3 image borrowed from Road & Track]