The devil is in the details. Flight configuration prior to engine failure is the first element. The second major factor will be reaction time and entry. The actual auto, assuming all went well with the initial entry is relatively benign. The next key factor is what was required for you to make 'the spot'. Did you maintain airspeed and RPM? Did you flare too early, or too late? No matter, almost all is forgivable if you at least maintained enough airspeed to stop a 1500-2000fpm rate of descent with a reduction in airspeed ("flare"). The final zen moment is timing in the flare.
At the final moments of the flare, you need as near zero ground speed as possible before settling your tail into terra firma with a nose high attitude. You see...the flare eventually 'wears off' with the airspeed and the aircraft settles. The key here is to use that final rpm 'cushion' to get as near zero forward ground speed as possible while also cushioning ground contact and avoiding a tail strike. Nose forward too much and you will slide on like an olympic speed skier. If you are in a Costco parking lot and avoid the light stanchions, this might work for you. Short of that, expect a roll or substantial collision. On the other hand, If one fails to nose forward enough, then a tail strike should be expected with a subsequent violent ... over end swap that will likely ruin your otherwise perfectly good auto.
As you can see, the entire procedure gets you to this final moment where it all counts. Assuming you entered appropriately with a manageable flight profile (airspeed and altitude), your next Come to Jesus moment will be when you A) made a survivable spot, and B) executed a well timed flare, pitch pull, and attitude that minimizes ground run while preventing a tail strike. Other than that....nothin to it.