A speed equipment industry pioneer, Paul developed the earliest flywheels and clutches for all-out racing and high performance. He owned and operated Schiefer Manufacturing Company; it became the largest manufacturer of specialty drivetrain components in the world. Paul was also instrumental in the formation of SEMA and some of its earliest initiatives. He was the recipient of the first SEMA Hall of Fame Award in 1969. He so much embodied the directives set down by the Board of Directors to honor the founders of the industry that the award was originally called the “Paul Schiefer Old Timer's Memorial Award.”

Profiles of SEMA Hall of Fame inductees are not typically love stories. But you cannot tell the journey of Jim Bingham without it being one: Love of father. Love of wife. Love of aftermarket.

It began in Indiana. Bingham grew up on a farm in Enos, which was small-town life to the fullest.

“I went to a two-room schoolhouse for the first eight grades, and there were only two of us in my class,” Bingham said.

His first employer was his dad, Leonard James. At the age of nine, Bingham was driving a hay baler on the family farm. By about 13, he was doing everything, acting as Leonard James’s right arm.

“I was his best bud,” Bingham said. “I was everywhere he went. I was always assisting him in whatever he did, and I think that’s where I learned to help people.”

Bingham went to nearby Morocco High School, and he pondered a career as a civil engineer building roads and bridges. But after a tour of Purdue, he told his father his plan, “and I could see the look in his eyes,” so Bingham stayed on the farm, then enlisted in the U.S. Army and served three years, specializing in missile defense.

Outside the farm work and the military, Bingham had brief stints piecing together electronic circuit boards, working at a steel mill, putting up farm buildings across America, and as a specialty collection teller at a bank. But around 1966, he had an itch to come back to the farm. Thanks to that decision—as well as an opportunity to go along with his father to look at some farmland—he met his future wife, Linda. Soon, she would act as his right arm.

By 1968, Bingham realized that he wasn’t making it financially by farming and joined a construction company that was building highway I-65 in Indiana. But it was not what he wanted to do.

“I always thought it would be neat to look up parts,” he said. “Whenever I went to a parts store or an implement dealer, I thought the guys who went through catalogs had a really neat job, an important job.”

He answered a help-wanted ad for a counterman trainee at Lang Auto Parts and got the job.

“Lang had performance parts, and when those customers would come in, the other guys didn’t want to wait on them,” he said. “They thought it was a fad, and because I was young and those customers were young, it was my job to wait on them. I didn’t know what headers were or even intake manifolds.”

But Bingham did recognize supply and demand and suggested that the owner expand the store to ensure that parts were always in stock. The owner did not share Bingham’s vision, but a drag racer named Don Wiley did.

“If you took our business plan to a bank today, they’d laugh you out,” Bingham said. “But I’ve always been a risk taker.”

By now, Bingham was 26 years old with a wife and twin daughters. So he and Wiley immediately found a building—directly across the street from Lang, their competition. They opened Winner’s Circle Speed and Custom in 1970 in Kankakee, Illinois.

“That first summer, we were so determined, our hours were 8:00 a.m.–10:00 p.m.,” Bingham said. “We were young and willing to work tons of hours.”

The business took off fast, and they opened a second store in Joliet later that year. A few months later, they had a third in Peoria.

Bingham and Wiley parted ways about a decade later, and now Jim and Linda own three retail stores: Joliet, Peoria and East Moline. Linda is the controller and has been working at the company since day one.

“I think it’s improved our marriage,” Bingham said. “She raised our kids, she’s been my bookkeeper, and she’ll sometimes stay behind with the business to make sure there are no problems when I travel. God brought me the best woman in the world.”

Bingham’s father passed away in 1993. “All of a sudden, the light started clicking,” he said. “I’m next and haven’t done what I want to do.” That translated into helping get Route 66 Raceway in Joliet built, followed by Chicagoland Speedway, also in Joliet. Bingham is one of the owners.

He attended his first SEMA Show one year after Winner’s Circle took flight, and through the years, he has volunteered with the SEMA Membership Committee and various other committees, and he has been a board member for the Performance Warehouse Association. He has been active on the SEMA Board of Directors and received the association’s Chairman’s Service Award.

One of his greatest passions is his involvement in the Hot Rodders of Tomorrow Engine Challenge.

“I’m selfish—I love this industry and I want more people to come to this industry,” he said. “I want them to go work for performance people.”

In fact, Bingham currently has four members of the Hot Rodders Joliet team working for his company. And he is lucky enough to have members of his family at his side, too. His son Rodney James has taken the reigns of the Challenge, and grandson Noah works in the store.

Despite his significant contributions, being inducted into the SEMA Hall of Fame was not on his radar.

“I thought it would be neat, but I didn’t feel I was on that path,” he said.

Deep down, he is still simply an industrious farm boy. Yet he will have been in the aftermarket industry for 45 years in June, noting, “I’d like to make it to 50!”

Joel Ayres has a reputation. A shrewd businessman and salesman, he has had a successful aftermarket career for more than 40 years. But his reputation is not hard-as-nails or barbarous. Joel Ayres is known for being one of the nicest guys in the industry.

His father, Boyd Lee, was a farmer (who later joined an upstart company called Winnebago RVs), so Joel was born on a farm in Forest City, Iowa, later moving to Waterloo, Iowa. He grew up with four brothers and a sister and loved school (an honor-roll student) and sports—although at 5 ft., 10 in. and 125 lbs., his football career did not last long.

Ayres said that his family had always been around racing and cars. For example, Boyd would take them to Tunis Speedway to watch races every Sunday night. Ayres refers to himself as “the least mechanical of my family,” yet when his older brother Dean became a stock-car racer after high school, Ayres would sometimes help in the pits.

At 16, Ayres got his first car, a VW Bug, and he piloted a ’69 Mustang while at the University of Northern Iowa, although “our family was a pickup-truck family.” Joel intended to study education, with the goal of becoming an elementary-school counselor, but he switched to business.

“I’ve actually had a little regret that I didn’t teach,” Joel admitted.

By now, Boyd had started his own company, Ayr-Way, which manufactured various items that included fiberglass truck caps. So Joel, his younger brother Jerry and his older brother Jim went to work for their dad. Boyd sold the company in 1978, but Joel and Jim had to continue in their positions for another year as part of the sale. When competitor Rigid Form called, Joel said yes to a job offer, and he moved up from sales manager to general manager over the years. He also oversaw a chain of nine truck-accessory retail stores in the Midwest.

Ayres eventually landed in California, working for truck-cap and tonneau manufacturer Leer, first as a sales manager and then as national marketing director. The company became part of Truck Accessories Group (TAG), where Ayres stayed for 20 years. In 2010, he moved to Tākit Inc., the maker of Bedslide, as vice president of sales and marketing and as a partner.

Those who know Ayres understand why he was perfect for a job offered in 2015: executive director of the Automotive Aftermarket Charitable Foundation. The organization provides financial assistance to those in need within the aftermarket industry from problems such as sickness, catastrophe or accident. The foundation is more than 50 years old, yet Ayres became the first to hold that position. And it speaks to the core of who Ayres is: that nice guy.

“My volunteer work started when I was very young,” he explained. “My whole life has been about volunteerism and charity work. It’s been my passion.” He’ll tell you that his father “gave me my business and selling side, and my mother and stepmom gave me my loving, caring and charitable side.” As such, he cofounded the first Big Brothers of Northeastern Indiana and has been a volunteer teacher and had a nearly lifelong involvement with various children’s charities.

“Someone told me back in my 30s, ‘You can make an impact every day on people’s lives that you work with, and that has a ripple effect. You may not be out there curing anything, but you can say the right thing, be the right example and make a difference,’” Ayres reflected. “It finally hit me that I could be in business and didn’t have to be a stereotypical businessman. And that’s why I’ve become good friends with all my competition. It’s not a war or a battle; it’s a game. And when the whistle blows, you share a beer.”

His colleagues and peers learned that attitude quickly, as he helped the truck-accessory aftermarket industry grow by becoming a founding member of the Truck Cap Industry Alliance that became the Light Truck Accessory Alliance (LTAA). Beyond that, he was “off to the races.” His involvements with multiple SEMA councils, committees and task forces are too numerous to list, but they have included the SEMA Board of Directors for multiple terms, the SEMA Businesswomen’s Network (SBN) board liaison and the SEMA Show committee. “I love the industry,” he said. “I’m a hand-raiser, and I just enjoy it.”

But he managed to mix business with heart as only Ayres could do. He is perhaps most associated with SEMA Cares, the charity arm of SEMA: He was instrumental in its formation and was its original chairman.

His devotion to the industry and community has resulted in many accolades, including the LTAA Hall of Fame, the SBN Athena Award, the Professional Restylers Organization Jim Borré Lifetime Achievement Award and the SEMA Person of the Year. Still, Ayres feels unworthy of his SEMA Hall of Fame induction.

“I’m still in a cloud,” he confessed. “To think about the legends who are in this—the people I grew up hearing about or people I’ve known—it’s just…wow. I shouldn’t even be here. I’m very honored and very proud. The biggest achievements in my life are my children and grandchildren, but as far as the industry and this association, this is huge!”

You may not know very much about inductee Gary Ronald Hooker, which is a bit remarkable, given that Hooker Headers is one of the aftermarket industry’s most iconic names.

Hooker’s story began in Sioux City, Iowa, but the family moved to Pomona, California, when he was about five years old. His father was a lay minister, so Hooker grew up in a very religious household. Because the family was poor, he didn’t have much to play with, but a neighbor usually had a copy of Hot Rod or Popular Mechanics on hand, so he was very interested in cars from the earliest age.

“At eight years old, I could name any car,” Hooker said. “From when I can remember, I was also always mechanically inquisitive.”

Proof in point: At age 10, he bought his first bicycle for $10 and had to rebuild it, which “was a natural thing.”

His high school had an industrial-arts department that included auto shop and machine shop, “so I took advantage of that.” He also began to rebuild engines for friends—although his real passion was sports. He played baseball, football and basketball. (As an adult, he has been an avid skier, a dirt-bike rider, a cross-country runner, a multisport endurance athlete and an avid backcountry explorer.)

Hooker also had an affinity for design. “I drew cars a lot,” he said. “I’d even make up cars. I was always modifying them in the drawings.”

From that, an interest in racecars was born. His first car was a ’40 Ford with a flathead engine fitted with a ¾-race cam. He paid $175 for the car, thanks to a part-time job. He tore it apart and did a full restoration.

After high school and junior college, Hooker volunteered for the draft but was talked into joining the National Guard, where he did six months of active duty. After that, around age 20, he went to work as an electronics technician for General Dynamics, which meant that he could afford a new ’62 Chevy 409.

Two hours after he brought it home, the cylinder heads were off. And then history happened: Hooker couldn’t afford to buy headers, so he made his own. His secret was to make the headers longer and the tubing larger than what was already available.

Prior to racing the car, Hooker took it to Jack Bayer to have it dyno-tuned, and when he arrived, Bayer had just finished with the dyno on a customer’s car he had built—with the same motor as Hooker’s. But Hooker’s car made more horsepower.

“Jack said to me, ‘It’s got to be those headers,’” Hooker said. “’Can you get me some of those?’ I told him, ‘No, those are the only ones I’ve made. But if you give me a ride home, we can take the headers off my car and put them on your 409.’”

That night, with Hooker’s headers, the customer’s car raced a couple of mph faster and a tenth quicker.

“I more or less went into business right then,” Hooker said.

He sold the car to buy equipment to start building headers—while still living at home. But he rented a small shop in 1964, and racer Elwin Westbrook came in to share the space. Elwin built racecars while Hooker built headers. Within a few months, “six of the top 10 Super Stock racers had my headers.”

This was also around the time when he had a booth at the first SEMA Show. His wife, Gail, was eight months pregnant (they went on to have three children) and worked the Hooker Headers table, even though they didn’t have catalogs yet.

“We weren’t really even in business,” Hooker said. “We went by the finance company and borrowed money so we could go to the show.”

Not long after that, Gil George knocked on Hooker’s door asking for a job.

“Gil and I were collaborators and did some amazing things with designing and building headers,” Hooker recalled. “These rich guys would drive their Jeeps out in the morning, and Gil would take the right side and I’d take the left side, and we’d be done by noon. I charged them $150, and that kind of fed our families for a week.”

In the summer of 1965, Hooker rented a larger shop, but faulty welding cylinders exploded one night, and it burned to the ground. Hooker had no insurance. His neighbor, Bill Casler, who was already known for his racing slicks, “came to my rescue and we formed a partnership. He put in money and bought half the business.”

From 1966 to 1969, Hooker Headers grew from a $100,000 business to $3 million.

“By about 1970, we had established ourselves in our industry,” Hooker said. “I think I was successful because I changed early on from having an emphasis on racing to an emphasis on building the product. It was always a customer-driven company. We tried to have direct contact with the customer. That was a philosophy that was developed early, and we stuck with it.”

Hooker sold Hooker Headers to Holley Performance Products in 2000.

Gary Hooker is a man who will constantly reference others in the industry and within Hooker Headers who helped him find success. “Collaborating energy” is what he calls it.

“A lot of people in the industry don’t even know there’s a Gary Hooker,” he said. “People know about Hooker Headers because of many skilled people who were there at the right time. This SEMA Hall of Fame award is a salute to those people who worked together each day to do the thousands of jobs that led to the success. People come into your life, and they aren’t always necessarily friends. But they touch your life. I feel like I don’t deserve this honor. But those people do.”

Chip Foose isn’t writing his autobiography (yet), but if he were, the first line might read, “My career is an extension of my father’s.” That’s because the earliest memories this well-regarded designer and acclaimed builder of custom vehicles has are, of course, car-related.

Douglas Sam Foose was born in Santa Barbara, California, and had “huge cheeks.” That made his mom instantly begin calling him Chipper or Chip, like a chipmunk; it wasn’t until day four that “Douglas” appeared on his birth certificate.

His first memory of the automotive industry was linked to his father, Sam, whose career in the 1960s and early 1970s took him from building high-profile Hollywood studio cars and hovercrafts to a company that did government safety testing and developed safety equipment, including airbags. Sam eventually went on to open his own shop, called Project Design. By the age of seven, Chip was already a fixture there.

“I like to think I was helping my dad, but I think I destroyed a lot more than I actually helped,” he said.

Age seven was also a big year in Foose’s life, because he met Alex Tremulis, designer of vehicles such as the Tucker. Tremulis was working with Sam, and when Chip saw his designs, “even at that age, I knew I wanted to go to ArtCenter College of Design and design cars for a living. I didn’t know who he was, but I absolutely fell in love with his artwork.”

Drawing was actually nothing new to Foose—he was already at it by age three.

“My father was a talented artist himself, and he would draw at home and I would sit next to him and copy whatever he was doing,” Foose recalled. “When he was finished, I would copy it and draw it over and over. My goal was to be as good as him.”

By the age of 14, he was that good, so when Sam had a design idea, he had Chip draw it.

As a youth, Foose played football, ran track, and did freestyle BMX—wheelies and jumping were his skills—but he was most passionate about design and remembers when he knew.

“I was 11, and my father was building a family van, and we were custom painting it,” he explained. “He wanted to add some curves to the panels, and I was crying because I didn’t want him to do it. I was emotional about what we were doing design-wise.”

As Foose got older, he became more hands-on at Sam’s shop, as an apprentice to various employees and also doing “lot of sanding for years and years. And I remember I’d waste so much paint just making colors, because I loved mixing. He had a mixing room, so I’d just go in there and put colors together.”

Foose did make it to ArtCenter on a small scholarship, but had to leave halfway through because he couldn’t afford the tuition. He was still working with his father, but he had also started his own business—a design studio, doing illustrations for magazines, until one of his part-time clients became a full-time job: Stehrenberger Design. While Foose worked for the company, he also began dating his future wife, Lynne. When the topic of marriage came up, she said he had “potential,” but she wanted a husband with a college degree.

Returning to ArtCenter, Foose’s senior project was creating a Chrysler-sponsored niche-market vehicle.

“I did something completely taboo at ArtCenter—looked at the past,” he said. “We were taught to only look forward. In this case, I blended hot rods and musclecars to create what I called the Hemisphere.”

That taboo design became the inspiration for the Plymouth Prowler. Foose was only 26. Boyd Coddington saw his potential too and hired him to do some work. “It was my hobby, so I never even gave a bill to Boyd for two and a half years,” Foose said.

Soon, he had a job offer from Ford and another from J Mays, who wanted Foose on the Beetle’s redesign team.

“I was deciding between Ford and Volkswagen, and I let Boyd know I was leaving, but then he made me a better offer than both of them did,” Foose said. He worked with Boyd for eight years until the company folded.

“I remember the final day, we had just loaded everyone’s toolboxes, and I had made sure the customers’ cars got to different shops and that everyone at Boyd’s shop had a job,” Foose said. “I was the only one who didn’t have a job. I had $700 in the bank and a $1,500 house payment due. That same day, my wife handed me a paper bag, and inside was a tiny T-shirt that read, ‘I love daddy,’ because she was pregnant. So that was the day we started Foose Design.” Again. “It’s been a roller coaster ever since, but I wouldn’t trade it for anything.”

Foose Design had been building cars for about two years when Foose was approached about doing a new reality show called “Monster Garage,” starring Jesse James. “They told me the first car was going to be a Mustang turned into a lawn mower,” he said. “But I’m trying to build rolling art, so I didn’t see the value. It was the best ‘no’ I’ve ever given.”

The Discovery Channel then decided it wanted to do a show about Foose building a new 2002 Ford Thunderbird for the SEMA Show. His drawings equated to a four-month build, but the car didn’t arrive until the 11th hour.

“I would work 40 hours straight, then sleep for eight, then another 40 hours,” he recalled. “I did that for six weeks, and the last six days were no sleep. I lost 27 pounds building that car.”

But he made the deadline, and J Mays, then with Ford, awarded it Best in Show. Out of the experience was born the television show “Overhaulin’,” which debuted in 2004.

Foose has always made time for charitable work, whether it’s to sign a T-shirt for auction, build Pinewood Derby cars or volunteer with Childhelp and Victory Junction Gang Camp. Also close to his heart is raising funds for Progeria, a disease that took the life of his younger sister, Amy, at age 16. Foose serves as the vice chairman of the Progeria Research Foundation’s California chapter.

His decades of unique work have been lauded many times over. He has won the Ridler award, the America’s Most Beautiful Roadster award, the Good Guys Trendsetter award, and inductions into the Grand National Roadster Show Hall of Fame, the Detroit Autorama Circle of Champions, and the Hot Rod Hall of Fame—its youngest inductee at the time.

And now, he’s being inducted into the SEMA Hall of Fame.

“It’s quite an honor, but it also makes me feel like I’m getting old! But to be honored in the SEMA Hall of Fame—that’s where all my heroes are,” Foose said. “If you look at the inductees, they followed their passions as well. They didn’t get into this for the money. They got into it because they loved it. We all have that in common.”

And what might the final sentence of his autobiography read? “Thank you,” Foose said, “to everybody who gave me the opportunities.”

Passion: If a person can be described in a single word, it would be hard to find one more apt for Barry Meguiar, president and third-generation leader of the car care products company that bears his family name. Becoming the leader of this small family business with a dozen employees and transforming it over four decades into a global company offering up 100’s of products in 120 countries, Meguiar has worked unceasingly to popularize the specialty automotive market, and he’s done it with an unyielding passion—for his products, for his profession, for his industry and, most of all, for his customers, the millions of “car guys” whose cause he has championed tirelessly.

“I was born into the business that my grandfather started in 1901,” Meguiar recalled. By the time he was in college, he became the company’s accounting department, keeping the books for a family-scale enterprise with annual gross sales of roughly $600,000.

The longer he worked for the company, however, Meguiar saw a bigger and brighter future for it—if he could convince his fellow family members.

“My family had nothing but disdain for the retail market,” he explained, “being wholly committed to only making professional polishes for car dealers and body shops. But because of the performance of our products, most custom painters across the United States started using them and giving them to the owners of every car that they painted. Our products started showing up in car shows all over the country. So one day I called the family members together and said, ‘Whether we like it or not, we’re in the retail business.’ This was in 1969.”

One of Meguiar’s inspirations occurred a few years earlier, when Noel Carpenter, publisher of the monthly trade journal Hot Rod Industry News, hosted an industry-only trade show that would later be acquired by Petersen Publishing Company and rebranded as the SEMA Show.

“I attended the very first SEMA show with our old packaging in the ballroom at the Disneyland Hotel back in 1963,” he said. “There were only a handful of exhibitors there, and Noel created this trade show for the high-performance industry. I got to watch the beginnings of the industry, and I’m one of the few left from those days still standing. It’s been quite a ride.”

Still, the early precursors to the SEMA Show had little initial effect on Meguiar’s business.

“The first shows didn’t impact our business much because our professional products weren’t available in retail stores,” he explained. “So when I went to car shows across the country, I was attacked by car guys asking, ‘What’s wrong with you guys? Why do I have to go to my paint shop to get your products instead of my auto parts store?’ Against the will of our family there was this pent-up demand for Meguiar’s going retail, and I saw that as a big opportunity. Selling the family on that idea was my toughest ever sales job.

For the next four years, Meguiar devoted his life to “flying a lot, traveling to auto shows, demonstrating our products and learning as I went along. I was a young guy back then, and all I knew was how to buff a car. I didn’t know anything about retail or packaging or marketing or anything like that.”

Meguiar’s approach to marketing was simple and direct: Approach every attendee and demonstrate the product, then give away a bottle free of charge, asking attendees to display Meguiar’s signs if they liked the results. Soon, Meguiar’s signs began popping up prominently at auto shows across the country.

While the product’s public profile grew gradually through hands-on demonstrations and word of mouth, retailers were still lukewarm to stocking the Meguiar’s product line.

“They thought it appealed to too small a market share,” Meguiar said. “They didn’t care about car guys. Then I’d explain to retailers that ‘car guys’ were different from their average customers. Whereas the average consumer might wax his car only once or twice a year, our people—who were a unique, separate part of the marketplace—they might be waxing their cars every week, 50 times a year. Not because they felt obligated but because they wanted to. That’s their joy, and their passion.” (That word again.)

“Eventually,” Meguiar continued, “I was able to get the product into some speed shops, then into some chains, and finally to the point where I could get onto the shelves of major retailers—and everywhere Meguiar’s products got on shelves, they not only sold but grew their automotive department. And the retailers came back at us like, ‘Wow, you really are bringing in new customers!’ I knew I was being a pioneer for every SEMA member who wanted to go retail.

The process of using a small family branded product line for professionals as a launching pad for going into the retail market place took four years, and the turning point took place at the SEMA Show in 1973.

“That’s when we introduced our new face for retail with the scripted logo, which I developed during that four-year period and that gave the product a whole new identity,” Meguiar said.

For many years, Meguiar’s exhibited both at the SEMA Show and the APAA Show in Chicago which transitioned into the AAPEX Show in Las Vegas. “The AAPEX show was important because that’s where the big buyers, the heavy hitters—the Walmarts, the auto chains, what have you—were focused. But there was no passion at AAPEX,” Meguiar said. “So one day I put a TV camera on our booth at the SEMA Show to show the buyers at AAPEX how cool the SEMA Show was. As we captured their interest, we drove them over to SEMA to experience SEMA for themselves and they were hooked. That was a game changer! Up to that point, most major retailers didn’t even know SEMA existed.”

“When we finally decided to show only at SEMA—this was sometime in the late ’90s, I believe—we brought even more people over from AAPEX, since they couldn’t find us at the Sands anymore.”

Asked why he decided to settle exclusively on the SEMA Show after years of exhibiting at both venues, Meguiar was emphatic: “The passion. SEMA is a passion show, and we’re a passion company with a passion brand. The business guys attended AAPEX, but the ‘car guys’ attend SEMA, and they are our world.”

Into the ’90s and ’00s, Meguiar expanded his industry outreach as SEMA’s brand ambassador par excellence.

“I felt like we needed to get more exposure for SEMA to car guys nationally and globally,” he said. “We needed to do broadcasting, and I had a radio show (“Car Crazy”), so we set up a live radio show at SEMA, broadcasting from the GM, Ford and Chrysler booths and finally a designated space provided by SEMA. Then we decided to go into TV, so SEMA offered to build a stage for us. We started broadcasting live from the Show as “SEMA TV” around 15 years ago. On average, I’ve done 100 interviews every year over the four days of the Show. To my knowledge, no one has ever broadcast live interviews for four days at a trade show, viewed live on monitors throughout the show and on a JumboTron as well as being shown in more than 90,000 hotel rooms. On top of that, we’ve done two “Car Crazy” TV shows from SEMA every year that have aired globally to millions of car guys...generating great PR for SEMA.”

A lifetime devoted to the specialty automotive market and to the “car guys” who sustain it have yielded Meguiar countless accolades over the years, among them being presented a Petersen Museum Icon of the Year award; being appointed grand marshal of such events as America’s Concours d’Elegance at St. Johns, the Copperstate 1000 and the Woodward Dream Cruise; and receiving lifetime achievement awards at the Route 66, Autorama and Grand National Roadster shows.

He’s also an avid collector, and in 2015, his 1901 Duryea (a tribute to the year his grandfather started the family business) was the oldest car on the lawn at the Pebble Beach Concours. (However, he credits his first car—a ’57 Chevy Bel Air—as his “pride and joy.”) He’s also been named Alumnus of the Year by Point Loma Nazarene University and Layman of the Year by the General Council of the Assemblies of God.

Reflecting upon his induction into the SEMA Hall of Fame, Meguiar waxed grateful: “SEMA has been such a big part of my life. It’s part of my family. Throughout all the years, I’ve promoted SEMA as much as I’ve promoted my own products. To do all that, and now this, it’s the cherry on top of the cake. All of my heroes are in the SEMA Hall of Fame, and it’s humbling to be associated with them. I’m greatly honored, I really am.”

Of all the members of the automotive specialty-equipment industry who have influenced the growth of SEMA since the turn of the millennium, few have left a greater impression, and done so with more dedication, than outgoing SEMA Board Chairman Doug Evans. From his work on behalf of the SEMA Action Network to the SEMA Businesswomen’s Network and the SEMA Launch Pad, to name only a few, there’s scarcely been an initiative within SEMA during the past two decades that Evans hasn’t worked to promote. His tireless efforts to expand SEMA’s partner outreach and his advocacy on behalf of motorized recreation have earned him the admiration of the specialty automotive market worldwide.

Evans, a Chicago native, made a connection with cars at an early age and in a hands-on fashion. A boyhood devotee of Hot Rod magazine, he happened to have an older brother “who was a terrible driver. Every couple of years he’d wreck a car, and we’d have it up on stands in the backyard trying to put it back together. That’s how I started working on cars, and by the time I was 18, I was doing full-on rebuilds and paint jobs. Basically, I learned as I went along and from whatever I could learn from the pages of Hot Rod.”

In the late ’70s, having graduated from college and completed a stint in the U.S. Marines, Evans was ready to “spend some of the money I’d saved in the military on a cross-country motorcycle tour,” but with the economy faring poorly at the time, he reconsidered and soon landed a position as a media planner at Young & Rubicam—the nation’s largest advertising agency at the time.

“That was my first exposure to the agency side of the automotive business,” he said, noting that the experience suggested a more lucrative career path down the road. “When I discovered that the sales guys at the magazines who were pitching us for advertising dollars were making four times more money than I was, I thought it might be a good idea to get into that side of the business.”

Eventually his thoughts turned to Hot Rod, and the company that published it.

As it happened, Petersen Publishing Company had recently launched a new publishing division that included Hot Rod and which was in need of sales personnel, and Evans soon found himself working for the magazine he’d read so faithfully in his youth. He recalled the ’80s at Petersen Publishing Company fondly.

“It was a glorious time to be in the publishing industry,” he said. “The energy level at the place was so high, every day was like a new adventure. The business was growing by leaps and bounds each year, and it was a tremendous honor to work with people like Bob Petersen and [fellow 2017 inductee] GiGi Carleton. Sometimes I just couldn’t believe that I had the good fortune to be working for the same magazine I’d read so many years ago.”

After departing for stints at Condé Nast, Hachette and The Promotion Company (now Family Events) in the ’90s, he returned to the fold at the old Petersen company, which had been sold in his absence and has been known by several names in the years since (E-Map USA, Primedia, Source Interlink Media and, most recently, The Enthusiast Network).

During his last tour of duty, this time as executive vice president and group publisher, he oversaw comprehensive redesigns of some of the most iconic brands in the enthusiast-publishing industry, including Hot Rod, Car Craft, Four Wheeler, and Street Rodder—in all, three dozen titles. In addition, he oversaw the marketing and promotion of some 95 annual specialty projects and events such as the Hot Rod Power Tour and the Amsoil Engine Masters Challenge. He also played a key role in overseeing the transfer of the company’s massive photo archive—dating back to the first issue of Hot Rod in 1948—to the Petersen Automotive Museum, where it could be preserved and made available for research and to the public.

After departing the publishing company, Evans served as executive vice president and chief operating officer at Luken Communications, a national multicast TV network provider with a roster of properties that includes the enthusiast Rev’n network. He is now the director of business development of events at Bonnier Corporation, where he contributes to the company’s entire portfolio of branded enthusiast events, including the popular Family Events series (4-Wheel Jamboree Nationals, Monster Truck Nationals, Off-Road Expo and more).

Evans’ roots at SEMA go back over three decades, and he still vividly recalls his first SEMA Show in 1984.

“It filled up the entire central hall [of the Las Vegas Convention Center], and I was just blown away by the place and by the idea that such a show could even be put together,” he said. “More than anything, I remember thinking to myself how amazing it was that I was actually getting paid to do this!”

Evans has been awarded myriad honors and accolades for all his contributions to the industry. He is a member of the Automotive Restoration Market Organization (ARMO) Hall of Fame, and he served three terms on ARMO’s select committee. He was named SEMA’s Person of the Year for 2009 and Mentor of the Year by the SEMA Businesswomen’s Network in 2012. He has served three terms on the SEMA Board of Directors. He has served one term as chair-elect and one term as chairman.

Evans has led a number of SEMA outreach initiatives over the years. He was an early champion of the SEMA Political Action Committee (PAC) and has served as chairman of the PAC for 15 years. An activist dating back to his term as student-body president at Valparaiso University, his alma mater, Evans played a key role in the creation of the SEMA Action Network, the online advocacy initiative that keeps millions of auto enthusiasts informed on a daily basis about public policy initiatives that could affect their pastimes and livelihoods.

He has worked extensively with government agencies to preserve access to motorized recreation, most notably on the reclamation of the Bonneville Salt Flats as chairman of the Save the Salt Coalition, and he has been active in expanding SEMA’s youth outreach via programs such as SEMA’s Car Camp and the SEMA Career Fair.

When asked about his induction into the Hall of Fame, Evans was gracious and understated.

“Frankly, I was shocked when the announcement was made,” he said. “To be included alongside people of the caliber of GiGi Carleton and Barry Meguiar, it’s just unbelievable. And looking down the list of names on the Hall of Fame roster going back to the ’60s, I’m struck by just how many people on there are people I followed when I was a kid reading Hot Rod. It’s just an incredible honor—words don’t do it justice.”

While his term as Board chairman has drawn to a close, Evans has no plans to cease working day-to-day on ongoing SEMA initiatives.

“I’m still very much interested in the political and advocacy side of our business,” he said, “and I plan to continue my work with the SEMA PAC, working with government officials on policy matters that affect our members and on anything else where SEMA feels that I could make a positive contribution. Working with SEMA has been one of the joys of my life, and I very much look forward to continuing my relationship with the organization.”

“I was only doing my job.” That’s how 2017 Hall of Fame inductee GiGi Carleton described her 50-plus years of working for Petersen Publishing Company and, more recently, the Margie and Robert E. Petersen Foundation. But as the late Robert Petersen's executive assistant and special events coordinator and in later years party planner for trade show exhibitors and advertisers, she played a pivotal role in the marketing and promotion of motorsports across the United States, and her dedication and perseverance were instrumental in organizing and successfully launching the inaugural SEMA Show 50 years ago.

A native of Los Angeles, Carleton graduated from Immaculate Heart High School in Hollywood. Her father had recently passed away and with her mother supporting two younger siblings, she took a position working in the radio and TV division of a local advertising agency. Shortly thereafter, she moved to a company that offered an early version of pay TV known as subscription television. That company folded for lack of demand, but Carleton received a phone call shortly thereafter that would change the course of her life.

“I got a call from a person whom I had worked with in the advertising field who knew that I was good with detail, and he gave my name to a fellow called Patrick O’Rourke, who was working for Robert Petersen on a consultant basis and who needed some help putting on the Motor Trend/NASCAR 500 stock car race at Riverside International Raceway. It was a six-week contract position.”

“Here’s the thing,” she recalled: “At the time I didn’t even know what a stock car was. What’s NASCAR? What’s a stock car? I had no idea what Patrick was talking about! Patrick told me, ‘That’s okay, you’ll learn, and I know you’re good with details.’”

Eventually, the six-week contract turned into an offer of a full-time job in the special events department at Petersen Publishing Company.

“I went to work for six weeks,” Carleton noted, “and I never left.”

She served the Petersens in various executive capacities until Margie Petersen’s death in 2014, and she remains the president of the Margie and Robert E. Petersen Foundation.

Life in the early days at Petersen Publishing, with its legendary headquarters at 8490 Sunset Boulevard, could be fast and frantic, and event planning took place at a breakneck pace.

“Mr. Petersen was always coming up with ideas for new events,” Carleton remembered, “He’d say to Patrick, ‘I want this new event six weeks from now or two months from now,’ when normally you’d need six months to organize something like what he had in mind. Mind you, this was just Patrick and me doing this—we were the entire special events division! I don’t know how we managed to do it all, but we did put in a lot of 12-hour days.”

As she gained experience in special events, Carleton’s role in the company began to expand. Due to her background in radio and TV, she was also a production assistant for Robert E. Petersen Productions. Petersen appointed her executive secretary in 1967 and assistant to the chairman of the board some 10 years later.

Carleton’s roster of events was diverse and wide-ranging. Besides helping to organize the aforementioned Motor Trend race at Riverside, she worked on the Hot Rod East-West drag-race series, the 1965 Motorama car show at the Pan-Pacific Auditorium in Los Angeles, and on a mezzanine-level exhibit at the New York Auto Show at the old New York Colosseum.

After Petersen acquired the performance-industry trade journal Hot Rod Industry News in the mid-’60s, she was assigned to assist Alex Xydias for an event to build awareness of the publication: the inaugural Speed Equipment Manufacturer’s Association show. It was an industry-only trade exhibition held at Dodger Stadium in 1967, which is better known today simply as the SEMA Show. Fifty years on, Carleton still vividly remembered the event, which took place outdoors on the stadium’s club-level concourse.

“It was in January, and it was freezing cold that day,” she said. “There were 99 booths. The manufacturers came from all over the United States—some locally, some from as far away as the Midwest—and everyone stayed at the old Ambassador Hotel on Wilshire Boulevard. No one was sure how well a show like this would turn out, because no one had ever done anything like it before. And it was a huge success! We couldn’t believe it!”

Looking back, she surmised that “it was one of those things where the timing was right, the economy was good, people had money—and many of the exhibitors wrote so many orders at the first show that they could hardly wait for the second one,” which was relocated the following year to the recently opened Anaheim Convention Center.

When Carleton heard that she had been nominated to the SEMA Hall of Fame, she said that she was totally flabbergasted.

“I was thrilled to death, and I consider it a huge honor to be included with all of those people in the Hall of Fame, whether they have passed on or are still with us,” she said. “A lot of [the inductees] I’ve known for many years, so it’s really a thrill. Looking back on it, though, I was only doing my job!”

Carleton still maintains an active schedule. She continues to manage the Petersen estate, and her work for the Petersen Foundation keeps her “busier than I can tell you.” Among the foundation’s most noted acts of philanthropy in recent years have been a gift of $8.5 million to Children’s Hospital of Los Angeles and an overall $250 million gift to the Petersen Automotive Museum, which included all the Petersen collection of cars, building and founding costs, which she is still involved from time to time with consultant duties.

Her advice was particularly sought during the controversial remodel of the museum in 2015, and Carleton thinks that Bob Petersen would have likely approved of its final iconic design.

“If he were here, I’m sure he’d say something like, ‘You’ve got to change with the times. You can’t stay stuck in the mud and not be afraid to try new things.’ That’s the kind of person Mr. Petersen was.”

Dedicated Mentor and Association Ambassador

A native of Phoenix, Arizona, Chris Thomson’s first introduction to racing was at age nine, when he began to hang around a speed shop owned by a schoolmate’s parents, Everett and Thelma Goosic. From his home, Thomson could hear when they’d fire up a car. He’d jump on his bike and pedal over as fast as he could to watch the tuning. The first time he was invited to join the Goosics at a race, he was hooked, and the same family gave Thomson his first job as a teenager, working in their warehouse at Arizona Performance Equipment.

Thomson later worked at Service Center Speed Shop in Sheldon Konblett’s chain. The store he managed had a parking lot with enough space to host weekly car shows. The shop sponsored a few local drag racers, who would park in front of the shop on off weekends. Thomson’s knack for marketing became evident as the little shows drew crowds, and the neighboring businesses were also thrilled with the foot traffic.

Thomson later went on to open his own speed shop, Performance Plus. He was in business for eight years, during which he made many industry connections whom he still values today.

Chris Thomson

“I loved dealing with the consumers,” Thomson reflected. “No matter where I was, the consumers were fun. You're always involved in everybody's project. They're always excited about what they're doing. You get to build a lot of cars without spending a lot of your own money.”

After closing Performance Plus, Thomson transitioned to the manufacturing side of the industry, working for Mr. Gasket Exhaust.

“It turned out that my background in the retail side really helped a lot when it came to product development, product ideas and marketing,” he said. “So I moved from administrative assistant to a product manager for the exhaust division and eventually became the marketing manager. And I enjoyed that immensely.”

When the company was bought, Thomson became one of the first employees at FlowTech Exhaust, which was founded by another Mr. Gasket alumnus, Gary Biggs. Biggs quickly became a mentor to Thomson, making sure he was involved in the management of the company.

Thomson navigated several acquisitions throughout his career, as he held sales positions at Holley when it bought FlowTech, and at Airaid when it was acquired by K&N. Eventually, Thomson took a similar position with Baer Brake Systems, and he has recently become national account manager for TMG Performance Products.

Chris Thomson

In each season of his career, Thomson can identify one or two individuals who invested in him and the lessons they taught him. The person he credits most for encouraging his SEMA involvement was John Menzler. The two first met when Menzler was a sales rep for Thomson at Performance Plus, and it was later Menzler who nominated Thomson for the Motorsports Parts Manufacturers Council (MPMC) select committee.

Thomson served three consecutive terms on the committee and contributed to the development of industry resources such as the MPMC Business Guidelines Manual, which outlines best practices for managing a successful manufacturing operation. He was also instrumental in establishing the MPMC Hall of Fame.

Each of the projects Thomson worked on prepared him for his six years of later service on the SEMA Board of Directors. He has been a leader in numerous SEMA committees and special task forces, contributed to panel discussions for SEMA Town Hall meetings, and been honored with awards from several councils and networks. He champions legislative efforts related to the specialty-equipment market and supports the SEMA Political Action Committee.

“There were a lot of people who opened doors for me along the way, and that's probably one of the reasons why I wanted to serve SEMA—because people paid it forward to me,” he said.

Apart from SEMA service, Thomson is known as a mentor to young professionals. He’s earned a reputation as a facilitator of collaboration among industry members. He is also a longtime advocate of the Custom Automotive Network and was twice recognized as its Person of the Year.

A great day for Thomson is one he gets to spend at the drag strip. Not only is the excitement of the racing a blast, but it’s also about camaraderie and community—accomplishing something with people you enjoy, win or lose, Thomson said. He has owned several racecars over the years, and he enjoys tuning them for his drivers. His first was an NHRA Competition Eliminator C/Dragster that established the NHRA record for the class. Today, he owns a nostalgia blown alcohol-altered car.

Reflecting on his career, what stands out to Thomson is that he found success doing something he loved.

“I never had to work for a living,” he said. “I had a career that I enjoyed—it was never a job. I sell things that people don't need. How about that? I’m in a multi-billion-dollar industry, and nobody needs a thing we do.”

When he received the phone call about his SEMA Hall of Fame induction, Thomson said he was speechless.

“The true joy of the moment came when I called my wife Kathie,” he recalled. “She and my daughters, Kristin and Emily, have always been my greatest supporters and fans. I look at the Hall of Fame list, and I'm blown away. I have some friends who are on there. I just pinch myself because I can't see my name next to them at the same level.”

Establishing Race-Winning Standards

By Tony Thacker, Courtesy of American Hot Rod Foundation

There is a good reason Ed Pink is known as The Old Master: The man’s command over automotive engineering is legendary and in a league of its own. Engines and high performance have been in his blood right from the start. He didn’t have his first car 24 hours before he had the engine out and apart.

When he was about 16, Pink met Lou Baney. They became instant friends, and Pink eventually went to work for Baney after school during the week and on Saturdays. At the time, Baney had a Golden Eagle gas station, a garage and a speed shop called Hot Rod Heaven. Pink was Baney’s only employee, and he did whatever Baney said; after all, he was on a huge learning curve.

A lot of the legends of hot rodding such as Ed Iskenderian were there bench racing on Saturdays. Pink was also a member of the Russetta Coupes Club that raced at El Mirage Dry Lake, and he got to be fast friends with Fran Hernandez, Bobby Meeks and Don Towle, who all worked at Edelbrock, and also with Vic Edelbrock himself. He had the best in mentors and teachers anybody could ever want, and they became lifelong friends.

Ed Pink

At the time, Pink was working only part time for Baney and most of the time for his dad in his paint store. The Korean War was on, and Pink was drafted into the Army. He ended up in the 25th Infantry Division in Korea.

“Afterward, I was trying to figure out what I wanted to do,” Pink said. “I went to work as a mechanic for Louie Senter at Ansen Engineering. Then my friend Jack Landrum and I decided to open a little garage and Richfield gas station in 1954. We called it Pinkland—a combination of Pink and Landrum. Jack helped me run a ’34 Coupe at El Mirage, but the partnership just wasn’t successful. Neither one of us had any business experience, but it was something we tried together, and it didn’t work. We remained friends until the day Jack died.”

After Pinkland, Pink went to work for Frank Baron of Tattersfield-Baron fame, but he knew that wasn’t what he wanted to do, so he opened another Richfield station and garage. He soon realized that repairing stockers was not what he wanted to do either, so he moved on to Eddie Meyer Engineering.

“Eddie also had a repair business,” Pink said. “Most of his customers were movie people, and I was his mechanic for whatever he needed done. I learned a lot working there. My mentor there was Eddie’s son Bud, another great learning curve and great friend.”

Again, Pink knew that, as good as the job was at Eddie Meyer Engineering, it wasn’t what he wanted to do with his career, so in 1961, upon an invitation from Tony Nancy, he opened his own shop in Nancy’s Sherman Oaks complex. In addition to Nancy’s upholstery shop, the complex housed Kent Fuller’s chassis shop as well as metal shaper and body builder Wayne Ewing, who shaped A.J. Watson’s Champ Cars and the Greer-Black-Prudhomme dragster.

Ed Pink

Pink couldn’t have found a better home. Initially doing some ignition and cylinder-head work, Pink found himself in the middle of drag city, and his customers included Nancy, “Big John” Mazmanian and “TV Tommy” Ivo, to name but a few.

His main concept was that you first have to make the engine live, and then you make it run faster. His whole outlook was preparation. That was one of the lessons learned from Bobby Meeks that he follows today.

Pink’s attention to detail brought him to the attention of racers beyond the quarter mile. That sport was changing, and drag racers were starting to build their own engines. They only needed Ed for advice, and that was hard to charge for. However, a call came from Bill Eaton at Vel’s Parnelli Jones to say that they were converting a DFV Formula 1 engine to run Indy, and they asked Pink to do some special machine work on some connecting rods for them. He said yes, and that started another great relationship.

After word began to spread about Pink’s talents, Cosworth Engineering asked him to perform similar work for its IndyCar engine program, including building its DFX engines. At the peak of that period, Pink was building engines for half a dozen IndyCar teams, including Tom Sneva’s, which won the 1983 Indy 500. He also did engines for Arie Luyendyk and Tim Richmond, who won rookie of the year honors in their respective years. That kept him busy until the late ’80s, when engine building again shifted in-house.

Where next? Well, why not the 24 Hours of Daytona? Old friend Jim Busby was racing 962 turbo Porsches and wanted Pink to take over his Porsche engine program. Pink agreed, and that was the start of another very successful program.

Busby’s Porsches became the fastest in the field and the ones to beat. Pontiac contacted Pink and wanted him to take over its GTP Sport Car racing-engine program, which featured an all-aluminum five-liter V8 to be raced in a Spice GTP car built in England, and that led to a Trans Am program for Pontiac.

Pink helped develop the Turbo Buick V6 engine for Indy and was the head of the design team for Nissan’s Infinity V8 engine for Indy. He was also heavily involved in midget racing with four-cylinder engines for Ford and Toyota that won a combined 10 USAC National Midget Series championships, and the Ford Silver Crown V8 that won four titles in the USAC National Silver Crown Series—all four in a row.

It was a Nissan Indy engine that gave Pink the toughest time. The cylinder block was 80% developed, and some cylinder heads were somewhat finished. But that was it. Pink had to design the rods, pistons, dry-sump oil pump, and every component to make a complete engine. Turns out, they didn’t have the necessary budget to do the project right. In spite of that, the team did win a race and were in contention at a few others.

“I learned a lot, so it wasn’t all bad,” Pink said. “The biggest thing I learned was what you can do when you don’t know you can’t do it.”

Of all the projects over the years, Pink was the proudest of the Toyota Midget engine.

“All TRD had was a cylinder head and a valve cover, and we designed the complete engine,” Pink said. “The first time out at the one-mile Copper Classic in Phoenix in 2006, it set quick time and won the race with Dave Steel driving. To this day, the Toyota engine is the one to have, as it wins most of the races, plus all of the championship teams are Toyota powered. I’m very proud of that.”

Pink learned a lot over the years doing what he loved. He achieved what he did because he listened and learned and applied what he learned. While he’s won many awards and been inducted into numerous halls of fame, Pink said that his key was to keep focusing on the project in front of him.

“Retirement” is a loose term for Pink, who sold Ed Pink Racing Engines in 2008. He has remained involved in the industry with projects such as donating engines for auction to benefit the SEMA Memorial Scholarship Fund. Today, he still keeps busy at Ed Pink’s Garage in Newbury Park, California, where he and longtime friend Bob Brandt are involved with some very interesting projects.