Story and photos by Andreas Conradt, Automedia
'26 Porsche 718 Cayman EV: A New Era of Performance and Sustainability
Porsche is poised to make a significant impact with the upcoming '26 Porsche 718 Boxster and Cayman EV. This all-electric iteration of the iconic 718 promises to blend the brand's storied performance heritage with cutting-edge technology and sustainability, according to the manufacturer.
The Porsche 718 series, which includes the Boxster and Cayman, has long been celebrated for its exceptional handling, lightweight construction and thrilling driving dynamics. The '26 Porsche 718 EV aims to uphold this legacy while embracing the advantages of electric powertrains, according to SEMA News sources. While the open-top 718 Boxster has been photographed in prototype guise various times since 2023, these are the first shots of its tin-topped stable mate, the 718 Cayman.
The design of the '26 Porsche 718 EV appears to reflect modern interpretations of the classic 718 silhouettes. Expect to see sleek lines, a low stance and an aerodynamic profile that enhances efficiency and performance. While the overall shapes may remain familiar, the EVs will incorporate unique design elements that distinguish them from their gasoline-powered predecessors, such as a closed-off front grille and distinctive lighting signatures, sources said.
At the heart of the '26 Porsche 718 Boxster and Cayman will be an electric powertrain. While specific details are still under wraps, industry insiders anticipate a dual-motor setup that will provide all-wheel drive and instantaneous torque delivery. This configuration could enable Boxster and Cayman to achieve 0-60-mph times in the realm of 3 seconds or less.
Porsche is also expected to utilize advanced battery packs that offer a balance of high energy density and lightweight construction, ensuring that the vehicle remains agile and responsive. Additionally, fast-charging capabilities will likely be a priority, allowing drivers to recharge their vehicles quickly and efficiently during long journeys.
Inside, the cabin will likely feature high-quality materials, an ergonomic design and a driver-focused layout. A digital cockpit with a large infotainment display will provide access to a range of connectivity features, navigation and performance data, insiders said.
Porsche is also expected to integrate advanced driver-assistance systems (ADAS) to enhance safety and convenience. Features such as adaptive cruise control, lane-keeping assist and automated parking will likely be available.
As part of Porsche's stated commitment to sustainability, the '26 718 EV will likely include the use of sustainable materials in the interior, energy-efficient manufacturing processes and a focus on recyclability will all contribute to a more environmentally friendly vehicle.
Facelifts Coming for Mercedes-AMG GLE and GLS
Mercedes-AMG GLE
With updates already on the way for the Mercedes-Benz GLE and GLS, SEMA News sources recently caught a glimpse of the redesigned AMG variants of both models.
The Affalterbach manufacturer is working on a second facelift for their GLE midsize and GLS full-size SUVs to prolong the life span of the models, likely a result of the ongoing debate about the end or open end for internal-combustion engines in Europe and elsewhere, according to insiders.
Mercedes-AMG GLS
The new spy shots indicate that modifications will be limited to a few cosmetic changes. As seen in these new images, the inner graphics of the front and rear lamps are clearly visible and are reminiscent of parent company's Mercedes-Benz three-pointed star.
These minor changes could be paired with a small makeover of the interior, plus updated safety-assistance systems and a revised infotainment system, including bigger screens.
New exhaust regulations also suggest that there will be no changes under the hood, sources said.
By Ashley Reyes
Ultra4 racecars have undergone remarkable advancements over the years, evolving from dedicated rock crawlers struggling to reach 60 mph to high-performance racecars capable of exceeding 130 mph. These intricate machines are now known for their ability to dominate in some of the most thrilling desert races, short course competitions and high-stakes endurance challenges that exist today.
On Thursday, March 6, at 9:00 a.m. PST, the SEMA Wheel, Tire, Suspension & Brake Council (WTSBC) will host a Coffee and Conversation virtual event discussing the evolution of the Ultra4 racecar. Attendees will engage in open dialogue with featured guests who are experts in the Ultra4 racing field, providing a unique opportunity to exchange knowledge with others and gain new perspectives.
During the conversation, attendees will connect with:
- Matt Harris -- vice president and general manager, Method Race Wheels/Custom Wheelhouse
- Brian McCroskey -- senior manager-special projects, Bilstein/Thyssenkrup
- Mike Messina -- general manager-racing division, Brembo
- Jeremy Purick -- Rock Krawler Suspension
- Jason Weidman -- brand manager-wheels, Wheel Group
WTSBC Coffee and Conversations offer a great chance to network virtually with professionals in the wheel, tire, suspension and brake sectors. You'll be able to share your insights, discuss common challenges and build valuable relationships with industry peers.
By the SEMA Washington, D.C., office
SEMA, on behalf of the specialty automotive aftermarket industry and community of automotive enthusiasts nationwide, believes that individuals' right to repair and modify the vehicles they own is essential to a free nation and the future of the industry.
New barriers, whether legal or technological, hinder vehicle owners' ability to work on their vehicles, seek repairs at independent automotive shops, and manufacture and install replacement and specialty parts, software and services to enhance their vehicles' safety, performance and comfort each year.
These barriers represent an ever-evolving challenge to vehicle owners and the thousands of businesses that make up the specialty automotive aftermarket industry, whose $337 billion annual economic impact is a core driver of the nation's economy.
Historically, aftermarket modifications have been largely mechanical. However, modifying newer vehicles to improve performance, safety, reliability and appearance requires aftermarket businesses to access a vehicle's electronic control unit (ECU), on-board diagnostics systems (OBD) and advanced driver assistance systems (ADAS) to ensure it understands how the parts and products installed interact with OEM systems. Accordingly, it is imperative that OEM data from testing and system calibration is available and able to accommodate vehicle modifications to maintain the integrity and performance of safety systems after a vehicle has been modified.
While many new ADAS features, such as lane-departure warning, lane-keep assist, forward-collision warning, and automatic emergency braking, come standard in the latest models of vehicles, the technology automakers employ to support these systems varies greatly by model and OEM. Currently, vehicle manufacturers are not required to provide full-vehicle lifecycle support, including instructions, application guides, proper mounting or functionality windows, or access to make changes outside of the original sensor location and configuration.
This presents a challenge to correctly and safely calibrate ADAS and ensure optimal performance after basic modifications, such as installing larger tires and wheels, lift kits, lowering kits, bumpers, grilles, push bars, light bars, bike racks and winches.
SEMA is committed to protecting the rights of vehicle owners and millions of automotive enthusiasts to choose where and with what parts and software their vehicles are repaired, customized and modified.
It is imperative that any legislative, regulatory or industry standards or agreements adhere to the principles outlined below. While the REPAIR Act is designed to provide vehicle information and data to protect the future of the independent repair industry, the bill does not extend similar protections to individuals and businesses that modify and customize vehicles, nor does it provide access to the information needed to properly recalibrate ADAS systems after a vehicle has been modified.
SEMA is neutral on the REPAIR Act and will advocate for expanding the legislation to protect the right to modify and customize vehicles.
SEMA's support for any "right to repair" legislation is contingent upon meeting the aftermarket industry's needs in the following areas:
- Access: As automotive technology continues to evolve, vehicle owners and the specialty automotive aftermarket industry, including businesses that manufacture and install specialty parts and software, must have access to the tools, repair procedures and information, configurable vehicle parameters, customization settings, software, technical and compatibility information, and wiring diagrams. Automakers must provide this access at fair and reasonable prices and subject to the same cryptographic or technological protections as their authorized dealers and service providers.
- Calibration and recalibration: Specialty aftermarket businesses must have access to the information needed to calibrate and recalibrate vehicle systems, including ADAS, to ensure safe operation after a vehicle's ride height and profile is modified, or if the vehicle has been customized.
- Elimination of barriers: Motor vehicle manufacturers must be prevented from using technological and legal barriers to limit aftermarket parts manufacturers, vehicle repairers, and businesses that modify or customize vehicles to manufacture or install aftermarket parts, services, and software needed to repair, customize, or modify a vehicle.
- A level playing field: Vehicle owners, aftermarket parts manufacturers, diagnostic tool manufacturers, and motor-vehicle service businesses must have access to the same information and tools as OEM's authorized vehicle service providers. Along these lines, such access must be provided in the same manner, time, method, cost (must be fair and reasonable), content set, and subject to the same cryptographic or technological protections, as vehicle manufacturers' authorized vehicle service providers.
- Owners' data rights: Vehicle owners must have the right to access their vehicle's safety and performance data and be able to share this information with the repairer or vehicle service provider of their choice.
For more information, contact Eric Snyder at erics@sema.org.
Image courtesy of Shutterstock
By the SEMA Washington, D.C., office
SEMA, on behalf of the specialty automotive aftermarket industry and community of automotive enthusiasts nationwide, believes that individuals' right to repair and modify the vehicles they own is essential to a free nation and the future of the industry.
New barriers, whether legal or technological, hinder vehicle owners' ability to work on their vehicles, seek repairs at independent automotive shops, and manufacture and install replacement and specialty parts, software and services to enhance their vehicles' safety, performance and comfort each year.
These barriers represent an ever-evolving challenge to vehicle owners and the thousands of businesses that make up the specialty automotive aftermarket industry, whose $337 billion annual economic impact is a core driver of the nation's economy.
Historically, aftermarket modifications have been largely mechanical. However, modifying newer vehicles to improve performance, safety, reliability and appearance requires aftermarket businesses to access a vehicle's electronic control unit (ECU), on-board diagnostics systems (OBD) and advanced driver assistance systems (ADAS) to ensure it understands how the parts and products installed interact with OEM systems. Accordingly, it is imperative that OEM data from testing and system calibration is available and able to accommodate vehicle modifications to maintain the integrity and performance of safety systems after a vehicle has been modified.
While many new ADAS features, such as lane-departure warning, lane-keep assist, forward-collision warning, and automatic emergency braking, come standard in the latest models of vehicles, the technology automakers employ to support these systems varies greatly by model and OEM. Currently, vehicle manufacturers are not required to provide full-vehicle lifecycle support, including instructions, application guides, proper mounting or functionality windows, or access to make changes outside of the original sensor location and configuration.
This presents a challenge to correctly and safely calibrate ADAS and ensure optimal performance after basic modifications, such as installing larger tires and wheels, lift kits, lowering kits, bumpers, grilles, push bars, light bars, bike racks and winches.
SEMA is committed to protecting the rights of vehicle owners and millions of automotive enthusiasts to choose where and with what parts and software their vehicles are repaired, customized and modified.
It is imperative that any legislative, regulatory or industry standards or agreements adhere to the principles outlined below. While the REPAIR Act is designed to provide vehicle information and data to protect the future of the independent repair industry, the bill does not extend similar protections to individuals and businesses that modify and customize vehicles, nor does it provide access to the information needed to properly recalibrate ADAS systems after a vehicle has been modified.
SEMA is neutral on the REPAIR Act and will advocate for expanding the legislation to protect the right to modify and customize vehicles.
SEMA's support for any "right to repair" legislation is contingent upon meeting the aftermarket industry's needs in the following areas:
- Access: As automotive technology continues to evolve, vehicle owners and the specialty automotive aftermarket industry, including businesses that manufacture and install specialty parts and software, must have access to the tools, repair procedures and information, configurable vehicle parameters, customization settings, software, technical and compatibility information, and wiring diagrams. Automakers must provide this access at fair and reasonable prices and subject to the same cryptographic or technological protections as their authorized dealers and service providers.
- Calibration and recalibration: Specialty aftermarket businesses must have access to the information needed to calibrate and recalibrate vehicle systems, including ADAS, to ensure safe operation after a vehicle's ride height and profile is modified, or if the vehicle has been customized.
- Elimination of barriers: Motor vehicle manufacturers must be prevented from using technological and legal barriers to limit aftermarket parts manufacturers, vehicle repairers, and businesses that modify or customize vehicles to manufacture or install aftermarket parts, services, and software needed to repair, customize, or modify a vehicle.
- A level playing field: Vehicle owners, aftermarket parts manufacturers, diagnostic tool manufacturers, and motor-vehicle service businesses must have access to the same information and tools as OEM's authorized vehicle service providers. Along these lines, such access must be provided in the same manner, time, method, cost (must be fair and reasonable), content set, and subject to the same cryptographic or technological protections, as vehicle manufacturers' authorized vehicle service providers.
- Owners' data rights: Vehicle owners must have the right to access their vehicle's safety and performance data and be able to share this information with the repairer or vehicle service provider of their choice.
For more information, contact Eric Snyder at erics@sema.org.
Image courtesy of Shutterstock
From SEMA's Washington, D.C., office
SEMA is requesting that its members sign a letter to federal lawmakers explaining why Congress should pass a Congressional Review Act (CRA) resolution to overturn the United States Environmental Protection Agency's (EPA) Clean Air Act waiver for California's Advanced Clean Cars II (ACC II) regulation. Congress has an opportunity to stop California's disastrous regulation, which requires 100% of new cars, SUVs and small trucks sold in California and 11 other states to be zero-emissions vehicles (ZEV) by 2035.
Click below to act now and add your name to the list!
SIGN THE LETTER TO LAWMAKERS HERE.
Congress is owed the opportunity to determine whether a single state should be empowered to enact a heavy-handed policy that would have broad, national implications for the economy, the entire automotive-aftermarket industry and consumers.
If not stopped by Congress, the Clean Air Act waiver that the EPA granted in December would enable California to implement its EV mandates and ban internal-combustion-engine vehicles. Congress, though, can use the CRA to nullify the waivers, thus preserving vehicle choice for consumers and halting a policy that would have a disastrous effect on the automotive aftermarket industry.
To sign your name to this important cause, complete SEMA's quick form here.
From SEMA's Washington, D.C., office
SEMA is requesting that its members sign a letter to federal lawmakers explaining why Congress should pass a Congressional Review Act (CRA) resolution to overturn the United States Environmental Protection Agency's (EPA) Clean Air Act waiver for California's Advanced Clean Cars II (ACC II) regulation. Congress has an opportunity to stop California's disastrous regulation, which requires 100% of new cars, SUVs and small trucks sold in California and 11 other states to be zero-emissions vehicles (ZEV) by 2035.
Click below to act now and add your name to the list!
SIGN THE LETTER TO LAWMAKERS HERE.
Congress is owed the opportunity to determine whether a single state should be empowered to enact a heavy-handed policy that would have broad, national implications for the economy, the entire automotive-aftermarket industry and consumers.
If not stopped by Congress, the Clean Air Act waiver that the EPA granted in December would enable California to implement its EV mandates and ban internal-combustion-engine vehicles. Congress, though, can use the CRA to nullify the waivers, thus preserving vehicle choice for consumers and halting a policy that would have a disastrous effect on the automotive aftermarket industry.
To sign your name to this important cause, complete SEMA's quick form here.
By Ashley Reyes
SEMA member company employees have until March 1 to apply to reduce their student debt through the SEMA Loan Forgiveness Program. Awards of $2,000 are available to eligible individuals who apply at sema.org/loan-forgiveness.
"Student loans can be a heavy burden for recent graduates," said SEMA Manager of Recognition Programs Jose Escobar. "The SEMA Loan Forgiveness Program addresses this by giving our members an exclusive opportunity to ease the financial pressure tied to their college education, enabling them to focus more on their careers."
Eligibility requirements include:
- Be currently employed by a SEMA-member business
- Demonstrate a passion for the automotive hobby and career
- Possess a degree or certificate from a college, university or career technical/trade school in the United States or Canada
- Have a minimum of $2,000 in outstanding student loans
The SEMA Loan Forgiveness Program is offered as a benefit of SEMA membership. Learn more and apply at www.sema.org/loan-forgiveness. Questions can be directed to SEMA manager of recognition programs at josee@sema.org or 909-378-4860.
From the SEMA Washington, D.C., office
An update from the PRI Washington, D.C., office on March 25, 2025:
HB 2738 was not set for a hearing by the Oregon Legislature’s Working Session deadline on March 21, 2025. The next critical deadline is April 9, 2025, for the First Chamber deadline. If the bill misses this deadline, it is even less likely to move forward. SEMA and PRI thank industry members and the SEMA Action Network for their efforts supporting this important cause.
The following article was originally published on February 24, 2025:
A SEMA- and PRI-opposed bill in Oregon threatens to shutter an iconic local race track by regulating the use of certain fuels.
Oregon lawmakers are considering House Bill 2738, which aims to prohibit the use of leaded fuel at race tracks located within cities with populations of 500,000 or more, starting January 1, 2026. The only facility that would be impacted by the proposal is Portland International Raceway (PIR), the 63-year-old track that has hosted champions including Mario and Michael Andretti, Emerson Fittipaldi and Álex Palou. The bill, introduced by State Rep. Travis Nelson (D), sparked a heated debate among legislators, community members and racing enthusiasts, with SEMA/PRI testifying on the detrimental impact that closing the track would have on the local economy (more on this, below).
Misrepresented Health Concerns Drive Legislation
Rep. Nelson, who represents House District 44 in Northeast Portland, cited supposed health risks associated with leaded fuel emissions, relying on misrepresented data from a 2023 Guardian report and a Cornell University study, which showed that lead exposure could extend up to 25 miles from its source and significantly impact children's test scores and elderly mortality rates. However, these studies blatantly show that the presence of lead in ambient air has decreased so much that the U.S. Environmental Protection Agency (EPA) has waived the lead monitoring requirement for the Oregon Department of Environmental Quality since 2003.
Some lawmakers, specialists and advocates argue that emissions from leaded fuel at PIR are minimal at best. This includes Troy Abercrombie, a drag racer and natural resource conservationist.
"The amount of leaded fuel emissions from this activity would be minimal, even if every single vehicle used leaded race gas," Abercrombie testified, who also pointed out that many racers are already transitioning to alternative fuels like E85 and methanol.
Rep. Emerson Levy (D) similarly expressed concerns about the correlation between lead exposure and lower test scores. "The DEQ did a study in 2022 that showed no lead was above the ambient air quality standards... We need to be very careful with causation and correlation when making state laws," Rep. Levy stated.
Keith DiBrino, a board advisor for the Oregon Motorcycle Road Racing Association, echoed these sentiments. "There's already been a transition moving towards unleaded race gas. The last thing we need [in this industry] is more regulation," DiBrino said.
Economic Impact on Local Businesses
In a letter to the committee, Victor Muñoz, SEMA and PRI's senior manager for state government affairs, emphasized the substantial economic contributions of PIR operates with a $2 million budget and would face substantial revenue losses of more than $600,000 if the bill is enacted, risking its closure. Major racing events hosted at PIR, such as IndyCar, NASCAR, the Rose Cup and the Oregon Motorcycle Road Race Association's events, generate more than $32 million annually for Portland's economy. The potential loss of these events would impact local businesses, hotels, restaurants and tourism.
Muñoz also highlighted the economic impact of the automotive specialty-equipment industry, which supports grassroots racing enthusiasts in Oregon to the tune of more than $3 billion in economic impact and supports more than 14,000 jobs.
Lewis Fitzgerald Holland, a resident of the Portsmouth neighborhood, echoed the value of the track, which extends beyond dollars: "I believe that Rep. Nelson and some of the other backers of this bill are well-intentioned, but they have been led astray... PIR is woven into the fabric of North Portland, and this bill would be a poison pill for the future of the track."
Next Steps Hinge on Committee
Amendments to the bill were submitted in committee that extend the prohibition date to 2029, allowing PIR time to explore alternative events to offset lost revenue.
As the debate continues, the Oregon House Committee will consider the testimonies and data presented by both supporters and opponents of the bill prior to voting on the bill in a future working session. The outcome will determine whether PIR will need to phase out leaded fuel by the end of the decade, dealing a devastating blow to the local grassroots racing community.
For more information, please contact Muñoz at victorm@sema.org.
Photo courtesy of PIR, Facebook
From the SEMA Washington, D.C., office
An update from the PRI Washington, D.C., office on March 25, 2025:
HB 2738 was not set for a hearing by the Oregon Legislature’s Working Session deadline on March 21, 2025. The next critical deadline is April 9, 2025, for the First Chamber deadline. If the bill misses this deadline, it is even less likely to move forward. SEMA and PRI thank industry members and the SEMA Action Network for their efforts supporting this important cause.
The following article was originally published on February 24, 2025:
A SEMA- and PRI-opposed bill in Oregon threatens to shutter an iconic local race track by regulating the use of certain fuels.
Oregon lawmakers are considering House Bill 2738, which aims to prohibit the use of leaded fuel at race tracks located within cities with populations of 500,000 or more, starting January 1, 2026. The only facility that would be impacted by the proposal is Portland International Raceway (PIR), the 63-year-old track that has hosted champions including Mario and Michael Andretti, Emerson Fittipaldi and Álex Palou. The bill, introduced by State Rep. Travis Nelson (D), sparked a heated debate among legislators, community members and racing enthusiasts, with SEMA/PRI testifying on the detrimental impact that closing the track would have on the local economy (more on this, below).
Misrepresented Health Concerns Drive Legislation
Rep. Nelson, who represents House District 44 in Northeast Portland, cited supposed health risks associated with leaded fuel emissions, relying on misrepresented data from a 2023 Guardian report and a Cornell University study, which showed that lead exposure could extend up to 25 miles from its source and significantly impact children's test scores and elderly mortality rates. However, these studies blatantly show that the presence of lead in ambient air has decreased so much that the U.S. Environmental Protection Agency (EPA) has waived the lead monitoring requirement for the Oregon Department of Environmental Quality since 2003.
Some lawmakers, specialists and advocates argue that emissions from leaded fuel at PIR are minimal at best. This includes Troy Abercrombie, a drag racer and natural resource conservationist.
"The amount of leaded fuel emissions from this activity would be minimal, even if every single vehicle used leaded race gas," Abercrombie testified, who also pointed out that many racers are already transitioning to alternative fuels like E85 and methanol.
Rep. Emerson Levy (D) similarly expressed concerns about the correlation between lead exposure and lower test scores. "The DEQ did a study in 2022 that showed no lead was above the ambient air quality standards... We need to be very careful with causation and correlation when making state laws," Rep. Levy stated.
Keith DiBrino, a board advisor for the Oregon Motorcycle Road Racing Association, echoed these sentiments. "There's already been a transition moving towards unleaded race gas. The last thing we need [in this industry] is more regulation," DiBrino said.
Economic Impact on Local Businesses
In a letter to the committee, Victor Muñoz, SEMA and PRI's senior manager for state government affairs, emphasized the substantial economic contributions of PIR operates with a $2 million budget and would face substantial revenue losses of more than $600,000 if the bill is enacted, risking its closure. Major racing events hosted at PIR, such as IndyCar, NASCAR, the Rose Cup and the Oregon Motorcycle Road Race Association's events, generate more than $32 million annually for Portland's economy. The potential loss of these events would impact local businesses, hotels, restaurants and tourism.
Muñoz also highlighted the economic impact of the automotive specialty-equipment industry, which supports grassroots racing enthusiasts in Oregon to the tune of more than $3 billion in economic impact and supports more than 14,000 jobs.
Lewis Fitzgerald Holland, a resident of the Portsmouth neighborhood, echoed the value of the track, which extends beyond dollars: "I believe that Rep. Nelson and some of the other backers of this bill are well-intentioned, but they have been led astray... PIR is woven into the fabric of North Portland, and this bill would be a poison pill for the future of the track."
Next Steps Hinge on Committee
Amendments to the bill were submitted in committee that extend the prohibition date to 2029, allowing PIR time to explore alternative events to offset lost revenue.
As the debate continues, the Oregon House Committee will consider the testimonies and data presented by both supporters and opponents of the bill prior to voting on the bill in a future working session. The outcome will determine whether PIR will need to phase out leaded fuel by the end of the decade, dealing a devastating blow to the local grassroots racing community.
For more information, please contact Muñoz at victorm@sema.org.
Photo courtesy of PIR, Facebook