By Drew Hardin

Photography courtesy Petersen Publishing Company Archive

 

In its December 1955 issue, Hot Rod magazine told readers, “Drag racing isn’t new to the Memphis area—they’ve been running top-notch drag meets there for years.” Which is why the NHRA put the southern city on its itinerary for the 1955 Drag Safari. Nearly 40 years later, drag racing in Memphis was again featured in Hot Rod, this time as the venue for the first Fastest Street Car in America Shootout. The cars at that event represented an evolution of the sport that likely would have been unimaginable to those racing in 1955.

The Drag Safari was the brainchild of NHRA founder and Hot Rod Editor Wally Parks. He put in motion what became a coast-to-coast master class in staging safe and efficient drag-race meets. For three years starting in 1954, he sent NHRA representatives, plus Petersen Publishing Company Photographer Eric Rickman, on the road in a Plymouth station wagon towing a trailer that was full of timing equipment, a public address system, and everything else they would need to put on a race with local hot-rod club members. They also did a fair amount of PR work at their various stops, sitting down with government and law enforcement officials to discuss the NHRA’s responsible way to get car enthusiasts off the streets and into sanctioned competition. Rickman’s photos, along with reels of tape that Safari members used to dictate the event’s results, were mailed back to Hot Rod’s Southern California headquarters and turned into stories that promoted not just the relatively new NHRA but drag racing itself.

The Memphis event took place on an airstrip in Halls, Tennessee, some 70 mi. outside of the city and home track for the Memphis Rodders club. Despite the remote location, “attendance there has been quite good, considering, and the participation keen,” said the editors. On this September weekend, the turnout was “relatively small” at 84 cars, and “a total of 471 timed runs were made before the elimination runs began.” Spectator attendance was estimated at 3,500.

Cars ran in 10 classes, including Stock; Gas, Altered and Competition Coupes/Sedans; Street and Modified Roadsters; Sports Cars; and Dragsters. D Gas had the most entries and was won by Woodie Taylor driving a Studebaker-powered ’46 Ford pickup. “Several dragsters were entered,” said the magazine, “each adding to the event’s excitement.” The Custom
Racing Team of Dallas, with member Bob James driving their Mercury-powered rail, won the class with a top speed of 122.42 mph. James went on to face the top eliminator from the other classes, the Godman & Dyer A Modified Roadster (a much modified Model T with a Mercury Flathead) in the meet’s final run. The Godman & Dyer car left the starting line first, but the Custom Racing Team car caught the T and won, setting the meet’s top speed of
123.11 mph in the process.

 

FAST FORWARD TO THE ’90s

In its own way, the first Fastest Street Car Shootout some 40 years later was like those early Drag Safari meets in that Hot Rod was attempting to (somewhat) formalize a movement that had been on the rise. The magazine first covered these street brawlers in early 1991 with a feature on Joe Yatooma’s ’69 Camaro and Don Harper’s ’70 Nova, both licensed for the street but also capable of 9-sec. timeslips thanks to tunable chassis, big-block engines and lots of nitrous oxide. Promoter Bill
Coogle gathered this new breed of street/strip cars for a Top Gun Shootout in 1989 and did so again in 1991. Watching the rising tide, Hot Rod collaborated with the National Muscle Car Association to hold its first Fastest Street Car Shootout during the NMCA’s 1992 Finals at Memphis Motorsports Park (later renamed Memphis International Raceway).

Race rules that year were kept “short and sweet” to not “stifle creativity.” Entries were limited to American door-slammers from ’50 and up (in a nod to NMCA rules); minimum weights were set for naturally aspirated and forced-induction engines; combinations of power-adders were not allowed; cars had to meet NHRA safety requirements based on performance level; but they also had to be registered with current tags and equipped with charging and cooling systems, plus head-, tail- and brake lights. To further ensure these cars could function on the street, they were required to complete a series of “parade laps” without overheating or refueling before being allowed to compete in final eliminations.

Hot Rod Editor Jeff Smith and staffer David Freiburger covered the race in a December 1992 story called “8 Seconds Over Memphis.” They likened the gathering of racers to a Hollywood Western, with “gunfighters who came to play” arriving from all over the country. Yatooma and his Camaro were there. So was the winner of the most recent Top Gun Shootout, Max Carter and his big-block-powered ’66 Chevy II, which the story characterized as “a whole lotta motor, but not a lotta car.”
A contingent of first-generation Camaros, sponsored by restoration specialist C.A.R.S. Inc., arrived from Detroit. Racer Rod Saboury came in from Maryland with a ’57 Corvette and a naturally aspirated Garrett Racing Engines big-block that was so new, “its baptism of fire would come with the first round of qualifying.” In all, 25 cars qualified for the Shootout, “from backyard, small-block, non-tubbed Chevelles to thinly disguised race cars.”

The durability of these cars “became key right off the bat,” as competitors blew up engines, transmissions and rearends starting with the first qualifying rounds. Expectations for Carter were high, but so were his early timeslips until he discovered cracks in both rearend axle tubes. Danny Scott, whose ’67 Camaro was part of the C.A.R.S. Inc. team, helped him weld up the rear, after which Carter’s e.t.’s began to drop. (Scott helped so many of his fellow competitors that weekend that the magazine gave him “Best Sportsman” honors. He also turned in the second-quickest e.t. of the race.) Saboury, with the only non-nitrous/non-blown car at the race, set low e.t. in qualifying at 8.524 seconds, a mark that would stand as the third quickest of the event.

Saboury’s strong weekend held up until the Shootout’s final, where, experiencing what the magazine called “high speed power loss that defied a cure,” he met a resurgent Carter. When the lights came down, Saboury notched his best reaction time of the race, but Carter “came from behind to crank an 8.435/160.37 to Saboury’s 8.744/150.27.”

Since that first Shootout, interest in street-car racing has exploded—and evolved. While there have been some detours, there’s a very clear through-line from Memphis in 1992 to today’s drag-and-drive events, including Hot Rod’s pioneering Drag Week. In the ’90s, making the competitors travel 25 mi. of parade laps seemed daunting; today, Drag Week participants have to drive hundreds of miles between race venues and carry all their spares with them. In 1992, street cars making 8-sec. passes was mind-blowing. Thirty years later, Tom Bailey, the 2023 Drag Week champion, averaged 6.7149 seconds over a five-day, nearly 1,000-mi. strip-to-strip road trip in his Sick Seconds 1.0 Camaro, the same car that won the first Drag Week in 2013. And that wasn’t even his quickest Drag Week average. In 2019, aided by a 5.998-sec. run on the last day of competition—the first official Drag Week time in the 5s—Bailey and his second-gen Sick Seconds Camaro averaged 6.299 sec. for that year’s overall win.

And Memphis? Memphis International Raceway, the old Motorsports Park, was a stop on the first Drag Week, upholding a decades-old tradition. That tradition unfortunately ended with the track’s closure in 2022. Drag-and-drive lives on, but it may have to do so without the ghost of Elvis hanging around.  

 

OPPORTUNITIES AND CHALLENGES

 

SEMA Council and Network Leaders Identify the Trends and Issues Impacting the Aftermarket in 2024

By MICHAEL IMLAY

 

Every new year offers an opportunity to reflect on recent challenges and achievements and chart a future course. With the first quarter of 2024 well underway, SEMA magazine again turns to association council and network leaders for their takes on the market trends and issues impacting key industry categories, along with their expectations for the next 11 months. SEMA councils and networks are on the cutting edge of the latest changes and best business practices sweeping their aftermarket segments. These volunteer organizations also play a major role in shaping and growing their respective industries for the benefit of all. Moreover, they provide networking opportunities that can enhance personal, professional and business growth. To learn more about SEMA councils and networks, attend their events, or become an active volunteer member, visit sema.org/councils-networks.

In December 2023, we presented statements from five of SEMA’s nine councils and networks. This month we present insights from the remaining four, based upon interviews with council leadership. What follows has been edited for clarity and
conciseness.

 

SEMA Businesswomen’s Network

Sara Morosan, LGE-CTS Motorsports, Chair

Tiffanie Hartenstein, Oracle Lighting, Chair-Elect

The SBN’s mission is to provide networking, education and recognition opportunities for professional women within the industry. We’re also about encouraging women to join the industry.

Currently, the SBN has more than 700 members and is very diverse. In the past, members were mostly drawn from larger companies, but now we’re seeing membership growing among freelancers and individuals from smaller companies. Female-owned businesses within the industry are also increasing in number—many of them second-generation shops where women have inherited the businesses started by their parents. We’re also seeing growing numbers of women in marketing, as well as those stepping into their own brands and companies.

Last year the SBN celebrated its 30th anniversary. It’s rewarding to see how our network has evolved over the years. We marked the milestone with an all-female Ford Bronco build, which came 10 years after a similar Mustang build. It was amazing seeing our younger women coming in, creating new connections and having the same experience many of us had a decade ago. The Bronco sold for nearly $60,000 on eBay, with proceeds going to SEMA charities.

Other 2023 programs included our second Women Leadership Forum. This women-only symposium is designed to foster networking, learning and personal and professional growth. This March, we will take the symposium to Texas, making it more accessible to women from the East Coast.

We also recently started a male allyship program to advance the conversation about women in the workplace. We have presented three webinars on the topic, and will continue to grow these webinars in 2024. Our main goal this year is to enhance current programs and leverage social media to highlight women’s contributions to the industry. We want to show younger women that they have significant roles to play in the aftermarket. We have also created an internet space where members can freely talk about issues and situations and
share advice.

As we enhance the programs we already have, we are also constantly exploring new ideas to serve SBN members. We look forward to each new generation of industry women who join our network, our conversations, and our ongoing work to network, educate and empower all our members.

 

Future Leaders Network (FLN)

Matt Beenen, Mountech, Chair

Jerod Suchy, BuiltRight Industries, Chair-Elect

FLN’s core mission is to cultivate young talent in the automotive aftermarket through education and networking. Since the only limiting factor for involvement is being under the age of 40, our membership is comprised of individuals from every corner and segment of the industry.

Our diverse talent pool also allows us to draw on the experiences of sales, marketing, operations, customer service and engineering professionals. Because of this, FLN generally has a good finger on the pulse of trends and consumer behaviors.

If we could broadly quantify what consumers and enthusiasts want from industry companies, it would be “value and authenticity.” Most of our membership saw last year as one of holding steady, with some members reporting slight growth for their companies or industry categories. Overall, it seemed a year of “normalization” after a couple years of accelerated growth.

We see our industry constantly evolving with technological advancements. Consolidations of brands and supply-chain partners make it more important to leverage individual relationships than ever. Additionally, the hybrid workspace model has made it clear that hiring for cultural fit within your organization (rather than résumé stats alone) is an important component to keeping an engaged and enthusiastic workforce.

FLN members often say that these changes consistently challenge them to think deeply about long-term visions and trends to ultimately find new opportunities within their specific market segment. One opportunity our members are leveraging is
artificial intelligence. Incorporating AI into day-to-day work flows has helped many to optimize their efficiency and provide value to their organizations.

The most significant challenges to our membership include overreach by the U.S. Environmental Protection Agency/California Air Resources Board, National Highway Traffic Safety Administration, Bureau of Land Management and other enforcement/regulatory bodies. We have consistently helped to get our membership engaged with the SEMA Political Action Committee, stay updated on relevant issues within their segments, and network with members across SEMA councils and networks to help facilitate cooperation on these issues.

We have also received so much positive feedback from our first two Professional Development Program courses that we are adding a second level to the series for individuals who complete level one and wish to further their leadership skills. We are also working on a few proposals to overhaul and bring new vision to the SEMA Launch Pad program.

As always, individuals can engage with FLN by attending our general membership meetings, stopping by one of our many regional networking events, or simply dropping us an e-mail.

 

Truck and Off-Road Alliance (TORA)

Matt Reasoner, Real Truck, Chair

Dawson D. Druesedow, 4 Wheel Performance, Chair-Elect

TORA membership includes manufacturers, wholesalers, dealers/installers and e-commerce businesses in the truck and off-road space. Our members cater to off-road enthusiasts,
outdoors-people, overlanders, fleet- and work-truck owners, as well as everyday truck owners.

Popular category accessories continue to be bed covers, steps, lifts and wheels and tires. All things considered, our category is holding steady; however, lack of new-truck inventory has been replaced with high interest rates for new-vehicle buyers. We’re also seeing more consumers steering away from “wants” and focusing primarily on “needs” as inflation runs rampant. In contrast, fleet business is one of the bright spots. Many municipalities and corporations spent the past 18–24 months waiting for trucks to become available and are finally seeing the trucks delivered.

Workforce struggles continue to affect all segments of the truck and off-road category. Manufacturers, dealers and warehouse distributors alike are all facing challenges in finding reliable, trustworthy staff seeking long-term employment. These staffing issues have created extended lead times in many cases as manufacturers struggle to keep up with
demand. This ultimately results in a chain reaction that resonates all the way to the end consumer.

On the technology front, as OE manufacturers continue to add new tech into nearly all trim levels of vehicles, we have seen many product categories change to accommodate. One category that has been affected the most is bumpers. Our businesses must ensure that the product is ADAS-compatible without loss of functionality.

As for opportunities, we’ve seen the overlanding category absolutely explode since the pandemic. Racking systems, rooftop tents, storage and security are all growing product segments.

Meanwhile, the economy is the largest challenge for all of us. Amid inflation, the 2024 election and international instability, consumers are seeing less disposable income and are being much more
conservative with how they spend it.

Public land preservation is another issue very close to our hearts. Government overreach continues to run rampant across the nation, and threatens the ability of our customers to recreate responsibly on public land. One of our main objectives as a council is to raise awareness of responsible recreation and engage membership with pressing legal regulations that are threatening our businesses and livelihoods. We’re working closely with SEMA’s Washington, D.C., team to stay abreast of issues.

We are also continuing to work with the side-by-side (UTV) community to bring them more into
the fold. While our method of going to market is somewhat different, we share a common interest in preserving public lands and OHV areas. Any legislation that potentially prevents access is detrimental to both of our communities, and we are stronger
as one voice.

 

 

Wheel & Tire Council (WTC)

Michael Lusso, Hennessy Industries, Chair

Brett Kinsfather, Shopmonkey, Chair-Elect

WTC businesses and industry professionals are a diverse group of management and executive-level leaders in the manufacturing, distribution, retail, business services and media sectors of the wheel and tire industry. Our consumers encompass nearly every automotive enthusiast. While vehicle use may vary along with style and performance, wheels and tires are consistently on the’ purchasing radars of enthusiasts.

Overall, the wheel and tire category experienced incremental growth in 2023, with a variety of changes among individual segments, such as growth in the Tier-4 tire segment. While a pullback in some consumer spending had an impact on the more trend-driven wheel and tire combos, other segments have remained strong.

There are other important wheel and tire trends to report as well. First, we’ve seen a shift in demand from larger-diameter, single-use wheels and tires toward multi-use aftermarket wheel-and-tire combos. This shift to a multi-use preference tends to rise when consumers are attempting to maximize their purchases with the disposable income they have available.

Second, technological advancements in ADAS, electric vehicles and connectivity devices continue to grow. All these have vehicle and market impacts well beyond wheels and tires.

Third, over the last couple of years, organizations have continued to consolidate. Most notable are Goodyear’s purchase of Cooper/MT, Wheel Pros’ purchase of Transamerican Auto Parts, and Fox Factory’s purchase of Custom Wheel House.

At the same time, access to technology continues to be ever more affordable. As a result, businesses that once perhaps could not afford the technology required to optimize tire inventories or engage customers with a modern digital-first approach can now do so.

In addition, 3D visualization and customization tools allow customers to virtually test-fit aftermarket wheels on their vehicles before making a purchase, ultimately creating an enhanced digital-first shopping experience. Moreover, advanced sensors embedded in tires can provide real-time data on things like tire pressure, temperature and tread wear. This type of data gathering can not only help drivers properly maintain their tires, it can help the manufacturers and other organizations such as fleets optimize the tires they are either making or maintaining.

The increasing number of EVs on the road also presents an emerging opportunity. Thanks to factors like their increased weight, lower center of gravity, and torque, tires on EVs wear exponentially faster than on ICE vehicles. As a result, tire manufacturers are expanding their EV offerings, while wheel manufacturers are finding ways to reduce unsprung weight.

The most significant challenges facing our segment include the expansion of non-emissions regulations that place additional restrictions on tire manufacturers. For example, Georgia is now making the distributors responsible for tire-sales fee collections, thus impacting supply-chain operations for one state.  

 

 

SEMA Successfully Mobilizes the Automotive SPECIALTY-EQUIPMENT Industry’s First-Ever SuperPAC

BY KAREN BAILEY-CHAPMAN

 

SEMA launched its first-ever SuperPAC this past fall to support legislative candidates who would back the repeal of Virginia’s internal-combustion engine (ICE) ban. Debuting as Driving Force Action (DFA), the SuperPAC focused its efforts on helping Governor Glenn Youngkin of Virginia to secure a needed majority in the November elections to accomplish one of his campaign priorities—repealing the ICE ban. While the Governor’s party fell short of capturing the necessary number of seats to get that majority, DFA succeeded in three of the four senate races where it engaged in direct candidate advocacy.

Why Virginia? While most of America chooses its state lawmakers and governors in the same year that they elect their federal lawmakers (even-
numbered years), there are a handful of states that elect their lawmakers in odd-numbered years, and Virginia is among them. Plus, because of the state’s redistricting schedule, every member of the legislature was up for election or re-election because they all had to run in newly drawn districts—a once-in-a-10-year opportunity when voters can vote on everyone in the same cycle (except the governor).

In addition, Virginia is one of the “CARB states.” There are 17 California Air Resources Board [CARB] states that have attached themselves to California’s emissions standards, including in all but three,
California’s impending ban on ICEs. Virginia became a CARB state in 2021 under the previous governor, yet many Virginians did not know this. An attempt to repeal Virginia’s ICE ban in the legislature in early 2023 was stymied by the Democrat-held Senate.
The November election presented the next opportunity to reverse this bad policy in the Commonwealth.

 

Moving the Needle

Internal polling conducted by SEMA in Virginia in late 2022 showed high unawareness of Virginia’s attachment to California’s emissions laws and regulations. Eighty-one percent of Virginia’s voters had heard little or nothing at all about the ban on ICEs. The same poll showed that once voters learned of the ban, 62% opposed it.

DFA launched its independent campaign just before Labor Day, allowing an eight-week window to educate and mobilize voters on the issue of ICE bans and the state’s EV mandate. Ultimately, the education campaign significantly elevated the issue of the EV mandate ahead of election day. A tremendous groundswell of opposition to this policy—from both thought leaders and the public—showcased how much Virginians (and Americans) want the freedom to choose what they drive.

Two weeks before election day, campaign polling in the four target senate districts where DFA was engaged, found only 16% of Republicans and 12% of Independent voters were unaware of the state’s ICE ban. Unawareness of the issue among Democrat voters was in the low 20s—a significant shift of 60 points or more across all voter groups compared to the statewide poll conducted nine months earlier. The majority of Republicans and Independents in this late poll said they would support the candidate who would repeal the ICE ban.

Post-election analysis of DFA’s digital campaign analytics showed that the campaign reached and engaged more equitably across all age demographics, something rarely seen in today’s policy environment. The campaign garnered more then 13.5 million impressions across four major social networks in just eight weeks.

 

Key Takeaways

The DFA campaign mobilized constituencies of all types and emphasized the need for our nation’s leaders to reverse track on government mandates that remove your right to decide what kind of car you drive.

One key race that was clearly influenced in this cycle was District 24, where candidate Sheriff Danny Diggs overtook the incumbent
Senator Monty Mason, a staunch supporter of the ICE ban policy and the deciding vote to block the repeal of Virginia’s ICE ban law. Other notable shifts were in District 17, where Emily Brewer defeated Clinton Jenkins, and District 27, where Tara Durant upset Joel Griffin; the candidates who won committed to repealing the EV mandate. The DFA campaign was heavily active in educating voters about the EV mandate in these districts and which candidate was on the right side of the issue. Of note, two of these districts were considered toss-up or lean-Democrat districts: District 17 (Brewer) favored Democrats by three points, and District 24 (Diggs) showed no party advantage in the electorate going into the election season.

Political pundits often refer to Virginia as a bell-wether state. This suggests that Virginia’s odd-year elections provide learnings for federal and other statewide campaigns preparing for the upcoming 2024 election cycle. Virginia’s electorate is also considered a reasonable sampling of, and mimics, the national electorate with the contrasts between voters in the wealthier north (suburban Washington, D.C.) to the rural south and energy-industry-dependent west and the urban centers of the center and east, including a significant military and retired military population. The EV mandate (or ICE ban) was lauded by some media in the run-up to election day as an issue that Republican candidates could run a positive campaign around, compared to the social issues that dominated the campaign otherwise.

There is an essential lesson for the Biden administration and the Environmental Protection Agency (EPA) as they consider a similar federal ICE ban. Clearly, segments of the country are not in favor of a mandate that phases out gas-powered cars.

Our plan is to continue to keep pressure on our elected members on both sides of the aisle and urge them to reevaluate California’s gas car ban in various states and nationally. SEMA sees the federal EV mandates and the creep of California’s laws into other states as a potential topline election issue for the 2024 campaign cycle. For anyone who has watched the Republican presidential candidate debates this cycle, it’s hard to get through the first five minutes without the hopefuls laying their stake in the ground against the vehicle mandates.

 

Why a SuperPAC?

This is a common question. SEMA already has a federal PAC (called the SEMA and PRI PAC), so why does the association now need a SuperPAC?

The federal PAC is a critically important part of the SEMA Government Affairs team advocacy work. Because SEMA itself cannot donate dollars directly to candidate campaigns, our money is considered corporate dollars, SEMA solicits personal donations from members to fund the traditional federal
PAC that can donate directly to candidate campaigns. The work on building this part of SEMA’s political muscle will continue and work parallel to the SuperPAC.

However, donations to the PAC from an individual and to candidates running for election are capped at $5,000 under federal law. Political enthusiasts know that for campaigns, especially in congressional districts and statewide races like U.S. Senate races, $5,000 is a small amount compared to the millions it takes to run a campaign for Congress. That’s where a SuperPAC comes in.

Under federal and most state laws, SuperPACs can accept corporate dollar donations, and there is no limit on how much can be donated. There are some other rules that SuperPACs must adhere to, such as donor names are disclosed on campaign finance reports and the SuperPAC can’t coordinate with candidate campaigns. You’ll often hear them reported as “independent expenditures” in the media. By creating DFA, SEMA can now directly advocate for or against candidates based on how they stand on our issues. We can utilize corporate dollars to say “vote for” or “vote against” candidates based on the issues important to our industry, and this is a potent tool.

As a result of this year’s efforts, car enthusiasts emerged from this election stronger, more united and more determined than ever to protect our rights. SEMA and DFA hope that those elected will take notice of this issue and recognize the desire of Virginia consumers to have their freedom of vehicle choice protected.

One thing learned from the opinion polling done in both Virginia and SEMA’s national voter research is that Americans, not just Virginians, agree with SEMA regarding the issues that matter to the future of our industry. This includes issues beyond ICE bans and extends to other issues such as Right to Modify, converting street cars into race cars, and access to and use of public lands by the off-road community. In addition to educating and mobilizing SEMA’s community of manufacturers, retailers, distributors, media companies, car clubs, racetracks and enthusiasts in future elections, the association must do the same for the American voters who agree with us. Together, we can effect change at the ballot box, and the DFA SuperPAC is a vital tool to help shape our future.  

 

 

Those who follow politics know that by February, state legislatures across the United States are fully underway. This is an especially important topic for SEMA members who frequently want to know what our association is doing to effectively engage government leaders and bring about positive outcomes for our industry. Seeing an increase in legislative and regulatory overreach, many are concerned about the automotive specialty-equipment industry’s future.

SEMA members will be pleased to know that their association is forcefully addressing these issue and launching new programs to level the playing field and protect and advance this industry’s interests. You’ll read about one example, SEMA’s new SuperPAC, on p. 66, which effectively ran independent expenditure campaigns supporting several state legislative candidates who favor the repeal of Virginia’s recent internal-combustion engine (ICE) ban.

We believe our industry’s best defense is a strong offense, and with the SuperPAC we’ll play a bigger role in elections than we ever have, bringing the American consumer (and voter) along with us. We will not shy away from forging a political landscape favorable to our businesses. This year you’ll see us combating ICE bans at the state level across the nation. We recently joined the U.S. Chamber of Commerce and trucking organizations in an amicus brief supporting the trucking industry’s challenge to the U.S. Environmental Protection Agency’s approval of California’s zero emissions mandate for medium- and heavy-duty trucks—a critical industry to keep our supply chains functioning.

And that’s just the beginning. For 20 years the environmental lobby has been slowly chipping away at issues affecting our industry, including land use. A recent Bureau of Land Management ruling effectively deprived off-road enthusiasts access to more than 300 miles of trails in Moab, Utah. This ruling denies the good our industry does, from trail maintenance and cleanups to great programs led by organizations like Tread Lightly! As part of our partnership with the Off Road Business Association, we have officially challenged this ruling. Increasingly we’re tackling such issues at the state and federal levels, legislatively and in the courts.

But even as we aggressively pursue favorable legislation and court decisions, we intend to foster good relationships with open-minded government officials. Positively effecting change means winning allies, which often involves education. Many are unaware of the good we do for consumers and our role in automotive innovation. For example, many of the safety systems we take for granted in cars today originated in racing, and aftermarket invention continues to make huge strides toward cleaner performance.

That’s also why we’re building bridges with the U.S. Environmental Protection Agency, the California Air Resources Board and other regulators to create more certainty for our companies where we can. Additionally, we’re stepping up our educational outreach to legislators from state to state and in Washington, D.C. Too frequently, they only hear from one side on these important issues, namely those who don’t have our best interests in mind; we will correct that. In the end, relationships matter, and we will secure them through education, communication and assertive advocacy.  

 

By SEMA News Editors

Ron Iskenderian, the son of industry icon Ed Iskendarian and the former vice president of Isky Racing Cams, has passed away at the age of 75. He was the eldest son of Ed and Alice Iskendarian. 

"Ron passed away on January 28 from complications of a stroke. He will be sorely missed by all of us," said a company release. 

Isky Racing Cams based in Gardena, California, offers camshafts and accessories like valve spring kits and retainers, push rods, hydraulic lifters, bead valve locks and more. 

For more information, visit iskycams.com.

By SEMA News Editors

Are you hunting for a new job? The SEMA Career Center has a comprehensive listing of automotive-related job openings nationwide. Below are a few of the latest postings. 

Fit Automotive

Aftermarket Accessory Installer in Fort Myers, Florida.

Fit Automotive, a custom automotive shop in Fort Myers, Florida, is seeking skilled technicians to join its team. 12-volt experience is wanted, but not required. Responsibilities will include the installation of wheels and tires, suspension components, bumpers, steps, lighting, bed covers and more.

SD Wheel

Merchandising Specialist in Wrightstown, Wisconsin, or Hybrid Remote.

This position's day-to-day work will be focused on building and optimizing store product descriptions, updating pricing, merchandising the store's homepage and collection pages, optimizing in-store searches, creating blog content and other general operations.

eCommerce Specialist 

SD Wheel is searching for a qualified individual to fill its eCommerce specialist position. This role will report to the director of revenue optimization and will be responsible for analyzing customer behavior, industry trends, managing data and more.

By Ashley Reyes

Laboratory tests for attaining an Executive Order (EO) from the California Air Resources Board (CARB) on an aftermarket product are both expensive and time consuming. However, other alternatives are available to speed up the calibration process and avoid costly failed lab tests. These same tools can be added to most dyno shops to document the emissions impact of modifications and custom tuning.

During the SEMA webinar, "Bridging the Gap from 'Runs Good' to Emissions Compliance," on Tuesday, February 20, at 1:00 p.m. PST, emissions engineer, author and expert Greg Banish will discuss tools to use when working on a project that will eventually apply for CARB EO certification. Attendees will learn about the tools and tactics used to deliver emissions-compliant performance calibrations, increasing the likelihood of passing an official emissions test on the first try, and therefore saving testing time and resources.

The presentation will benefit tuners and calibrators, dyno shop owners, tuning software company engineers and regulators. It presents attendees with a wide variety of tools and solutions used in emissions development and expert advice on avoiding common errors during the process.

Sign up today!

By SEMA News Editors

Mercedes-Benz EQA AMG Breaks Cover

SEMA News sources recently spotted the Mercedes-Benz EQA AMG sedan, a planned replacement for the A-Class hatchback and sedan, driving back from testing.

The EQA AMG, recognizable by the drilled disc brakes and camouflaged rear spoiler, will not ride on a dedicated EV platform, according to sources, with the manufacturer instead opting for an electric-first platform that can also support internal-combustion-engine vehicles, too.

The four-door car will arrive in 2025.

'25 Kia Forte Caught Testing in Scandinavia

Photographers recently snapped new images of the next-generation Kia Forte testing in Scandinavia.

In addition to rumors that the next Forte will launch with a new name, K4, the prototype features a new front end with vertically aligned headlights, similar to those of the new Sorento. The LEDs form a T-shape as they wrap around the wings and act as daytime running lights and indicators.

In the rear, updates include rectangular and vertically aligned taillights connected by a thin red strip that spans the trunk. Exhaust pipes indicate an internal combustion engine under the hood, with options expected to include two naturally aspirated engines, according to insiders.

By Ashley Reyes

Aspiring leaders in the automotive aftermarket industry aged 39 and under can enhance their personal and professional development by applying today for the 2024 SEMA Future Leaders Network (FLN) Professional Development Program (PDP). The program will take place in person, May 16-17, at the SEMA Garage in Detroit. Applications are open now and close Wednesday, March 13 at sema.org/fln-pdp.

Below are the top five reasons to apply for the program:

Save $800 off exclusive Dale Carnegie Training. 

The program offers a unique opportunity for 25 FLN members to receive a 50% discount (an $800 savings) off the original $1,600 Dale Carnegie price. 

Learn the art of professional communication. 

Attendees will elevate their communication skills through interactive lessons and take part in group exercises that will teach them to communicate professionally and confidently in various business situations.

Gain new tools for relationship-building. 

Attendees will learn how to build relationships and deal with difficult people in multiple scenarios. They will also discover ways to gain cooperation and influence people, including direct reports, laterally and upward.

Discover how to use emotional controls to sustain success. 

Attendees will learn how to use emotional controls to navigate challenging situations and make decisions that positively impact them in their professional careers. 

Network with industry peers. 

Attendees will connect with like-minded professionals, share their unique experiences, and establish friendships with individuals who share their passions and goals. 

Applications for the FLN Professional Development Program (PDP) are open now until Wednesday, March 13. Don't miss this opportunity to elevate your career. Apply now before time runs out at sema.org/fln-pdp.  

Questions can be directed to FLN Director Denise Waddingham at deniselw@sema.org.

By Ashley Reyes

SEMA-member company employees have an exclusive opportunity to apply to reduce their student debt through the SEMA Loan Forgiveness Program. Loan Forgiveness applications are open now and run through March 1 at sema.org/loan-forgiveness. 

The SEMA Loan Forgiveness Program issues awards up to $2,000 to individuals who are paying off a degree or certification from a college, university or career tech school in the United States or Canada. Eligible applicants must demonstrate a passion for the automotive industry and have a minimum of $2,000 in student loans. 

"Receiving a SEMA loan forgiveness award presents a unique for our members to focus more on excelling in their careers, rather than be burdened by financial strain," said SEMA Manager of Recognition Programs Chris Standifer. "It also helps to ease their stress, motivating them to pursue new goals and thrive in the automotive aftermarket industry." 

The Loan Forgiveness program is open exclusively to employees of SEMA member businesses as a benefit of membership. Review the eligibility requirements and submit your application at sema.org/loan-forgiveness. Questions can be directed to Chris Standifer at Chriss@sema.org.