SEMA News—August 2014

INDUSTRY NEWS

SPY PHOTOS

Photos copyright KGP Photography. Reuse or reproduction without the copyright holder’s consent is prohibited.

Cadillac ATS-V		Land Rover Discovery Sport
Here is a rare, unobscured look at the front fascia for the Cadillac ATS-V sedan. Cadillac’s high-performance sports sedan is aiming straight at the BMW M4. The uncovered nose confirms that this ATS-V prototype is outfitted with a vertically slatted grille—completely different from anything in the ATS range or current Cadillac lineup. The new grille design matches the grille treatment spotted on CTS-V prototypes. The brawny front end, generous side skirts and deep rear valance with quad exhaust all combine to transform the rather lithe ATS into a seriously muscle-bound sedan. Most reports suggest that the ATS-V will be outfitted with Cadillac’s twin-turbocharged 3.6L V6 engine, generating something in the neighborhood of 425 hp. Rumor has it that a seven-speed automatic transmission will be optional on the ATS-V.		KGP’s man in the United Kingdom caught a less-camouflaged prototype for the all-new Land Rover Discovery Sport, providing a good look at the model that will replace Land Rover’s Freelander (in Europe) and LR2 (in the United States). The new Discovery Sport features design cues found on the company’s Land Rover Vision concept, which was shown at the New York Auto Show. The latest prototype gives an uncovered look at the new Discovery’s grille design and a less-clad view of the C- and D-pillar interplay. The new model will be offered as a five-seat version along with a newly available seven-seat configuration. The new Discovery is expected to adopt an all-aluminum construction that will help shed weight and improve performance and handling amid a crowded, hyper-competitive market segment.
’15 Ford Mustang		Dodge Challenger SRT8
This prototype for the ’15 Mustang is showing off some new clear taillight lenses, providing a glimpse at what sources say is the European-spec model. The white-lensed taillights look particularly clean when paired with the white bodywork on the Mustang in these shots. Such a finish option might be welcome on U.S.-spec models; however, no such option has been announced. The taillight changes go a bit deeper than simply the color of the unlit taillights; they function differently than U.S.-spec taillights. Instead of the Mustang’s sequential rear-turn indicators, these signals alternate between two red bars using the taillights’ inner LED strips and a single amber strip on the outer light bar.		The very aggressive SRT-tuned Dodge Challenger—captured undisguised in red—reveals the musclecar’s new hood design. KGP Photography previously snapped shots of a silver prototype wearing a hood scoop in what appeared to be the first look at the top-tier Challenger model with the new “Hellcat” supercharged V8 engine. While it has the same hood design as in the earlier spy shots, the red Challenger looks like it is not quite as seriously spec’d out as the earlier prototype. The wheels and brakes on this prototype look to be of a less-aggressive makeup, while the wheels and brakes on the earlier prototype were an exact match for those on an earlier “Hellcat” prototype (which yielded shots of an exposed engine and its supercharger).

SEMA News—August 2014

INDUSTRY NEWS

SPY PHOTOS

Photos copyright KGP Photography. Reuse or reproduction without the copyright holder’s consent is prohibited.

Cadillac ATS-V		Land Rover Discovery Sport
Here is a rare, unobscured look at the front fascia for the Cadillac ATS-V sedan. Cadillac’s high-performance sports sedan is aiming straight at the BMW M4. The uncovered nose confirms that this ATS-V prototype is outfitted with a vertically slatted grille—completely different from anything in the ATS range or current Cadillac lineup. The new grille design matches the grille treatment spotted on CTS-V prototypes. The brawny front end, generous side skirts and deep rear valance with quad exhaust all combine to transform the rather lithe ATS into a seriously muscle-bound sedan. Most reports suggest that the ATS-V will be outfitted with Cadillac’s twin-turbocharged 3.6L V6 engine, generating something in the neighborhood of 425 hp. Rumor has it that a seven-speed automatic transmission will be optional on the ATS-V.		KGP’s man in the United Kingdom caught a less-camouflaged prototype for the all-new Land Rover Discovery Sport, providing a good look at the model that will replace Land Rover’s Freelander (in Europe) and LR2 (in the United States). The new Discovery Sport features design cues found on the company’s Land Rover Vision concept, which was shown at the New York Auto Show. The latest prototype gives an uncovered look at the new Discovery’s grille design and a less-clad view of the C- and D-pillar interplay. The new model will be offered as a five-seat version along with a newly available seven-seat configuration. The new Discovery is expected to adopt an all-aluminum construction that will help shed weight and improve performance and handling amid a crowded, hyper-competitive market segment.
’15 Ford Mustang		Dodge Challenger SRT8
This prototype for the ’15 Mustang is showing off some new clear taillight lenses, providing a glimpse at what sources say is the European-spec model. The white-lensed taillights look particularly clean when paired with the white bodywork on the Mustang in these shots. Such a finish option might be welcome on U.S.-spec models; however, no such option has been announced. The taillight changes go a bit deeper than simply the color of the unlit taillights; they function differently than U.S.-spec taillights. Instead of the Mustang’s sequential rear-turn indicators, these signals alternate between two red bars using the taillights’ inner LED strips and a single amber strip on the outer light bar.		The very aggressive SRT-tuned Dodge Challenger—captured undisguised in red—reveals the musclecar’s new hood design. KGP Photography previously snapped shots of a silver prototype wearing a hood scoop in what appeared to be the first look at the top-tier Challenger model with the new “Hellcat” supercharged V8 engine. While it has the same hood design as in the earlier spy shots, the red Challenger looks like it is not quite as seriously spec’d out as the earlier prototype. The wheels and brakes on this prototype look to be of a less-aggressive makeup, while the wheels and brakes on the earlier prototype were an exact match for those on an earlier “Hellcat” prototype (which yielded shots of an exposed engine and its supercharger).

SEMA News—August 2014

LEGISLATIVE AND TECHNICAL AFFAIRS
By Steve McDonald

Navigating the Legislative Terrain

How Laws and Regulations Can Stop Off-Roaders in Their Tracks

Like all niches of the auto hobby, off-roading is an activity enjoyed by countless enthusiasts and families all over the country. Responsible use of off-highway vehicles (OHVs) allows individuals and families to enjoy all that America’s landscape has to offer on two or four wheels. With increasing frequency, however, enthusiasts are encountering “road closed” signs on public lands. This is often the result of the U.S. Congress passing legislation establishing “wilderness” areas.

While wilderness designations do serve an important environmental purpose, the issue is the amount of land that needs such restrictions and whether it is possible to permit some motorized activities on portions of the land. When Congress enacted the Wilderness Act in 1964, it set aside 9 million acres of land. There are now about 110 million acres.

However, there are some OHV-friendly compromises that can be pursued. For example, reasonable limits should be placed on the amount of acreage to be designated. Existing roads and trails should be “cherry stemmed” so that they do not receive the wilderness stamp.

In recent years, anti-OHV activists have pushed dozens of wilderness bills in an organized effort to lock up as much land as possible. When these bills are rushed through Congress, there is little opportunity to cherry stem existing roads and trails. In fact, the wilderness designation may be an intentional means to force responsible OHV enthusiasts off public land. This hurts local economies that depend on off-road activities and deprives enthusiasts of legitimate recreational opportunities.

In 2009, Congress combined more than 160 separate wilderness measures into one larger bill called the Omnibus Public Land Management Act. The law created nearly 2.2 million acres of new wilderness in nine states, including areas in and around Joshua Tree National Park and the Eastern Sierras in California, Owyhee-Bruneau Canyonlands in Idaho, Mt. Hood in Oregon, Zion National Park in Utah, Sabinoso Wilderness in New Mexico and Monongahela National Forest in West Virginia. Many roads and trails were swept up in the closures, including Mt. Canaan Trail in Utah and Dickshooter Ridge Road in Idaho. Congress continues to consider dozens more wilderness measures that could encompass additional millions of acres of land across the country. Scores of popular OHV trails could be closed.

So why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts. Importantly, the same equipment is used to improve and individualize the performance of their vehicles. The enthusiasm for these products is dependent in part on the availability of public lands for off-road use.

Consequently, SEMA supports land-use decisions that are reasonable and enjoy local community support but opposes unnecessarily restrictive land-use policies. Since federal laws and regulations that govern land use are complex, it is sometimes difficult to relate how “No Trails” translates into “No Sales” for SEMA members that cater to the off-road industry.

SEMA Activities in Support of Racing

SEMA’s roots are firmly planted in the racing sector. When formed in 1963, the Speed Equipment Manufacturers Association represented companies producing performance equipment for many of the early trailblazers who set land-speed records at the Bonneville Salt Flats and other racing venues. Now, more than 50 years later, the industry has blossomed and the renamed Specialty Equipment Market Association embraces the entire distribution chain, including manufacturers, warehouse distributors, jobbers, retailers, specialty stores, sales agents and media companies.

Speed equipment remains the brick and mortar of SEMA. In fact, Bonneville and other dry lakes played a crucial role in SEMA’s formation, since they were primary venues for industry pioneers to race their cars in the ’30s and ’40s.

These pioneers would adjust their equipment on the salt flats or lake beds and then go back to the garage to create the next generation of speed equipment. Many started companies and founded the sport of drag racing. In turn, these companies understood the importance of having an industry trade association and created SEMA.

Legislative and regulatory advocacy has been a key factor in helping SEMA-member companies succeed and prosper. In the ’50s, the industry operated largely free of regulatory constraints. Following the introduction of California regulations in the ’60s to curb mobile-source air pollution, federal and state governments proposed a variety of restrictive measures. Without SEMA’s advocacy efforts, the laws and regulations could have been overly restrictive, with unnecessarily detrimental effects on businesses and consumers.

Although the current legislative/regulatory arena places a focus of attention on street vehicles, SEMA and its government affairs staff continue to advocate on racing issues. Some recent examples include the following:

• Racers Against Street Racing (RASR): SEMA re-launched RASR to promote safe and legal alternatives to illegal street racing. Through the SEMA Action Network, RASR provides resources to help enthusiasts take their racing activities to the track. SEMA has partnered with the National Speedway Directory in order to identify racing venues.

Off-Highway Racing

• Bonneville Salt Flats: SEMA is a partner in the “Save the Salt Coalition,” which fosters and supports a comprehensive salt-replenishment campaign by the racing community, government regulators and mine operators.
• Johnson Valley, CA: SEMA worked with a number of other OHV groups and lawmakers to help resolve a six-year dispute over access to 189,000 acres of Southern California desert. The U.S. Congress passed a law in 2013 to create a 96,000-acre “Johnson Valley Off-Highway Vehicle Recreation Area.” The area contains a unique mix of open desert, dry lake beds and formidable rock-crawling formations, and it hosts the famous “King of the Hammers” race. Twice a year, the U.S. Marine Corps will have limited access to part of the OHV area for military training exercises.

State Legislation

• Noise Laws: SEMA continues to advocate for the reasonable application of noise laws. In many instances, a long-established racing facility can become the target of noise restrictions when new housing developments are constructed nearby.

Federal Legislation

• Depreciation: SEMA has partnered with NASCAR to support efforts to continue the seven-year race track depreciation exemption. The legislation allows “motorsports entertainment complexes” to depreciate the cost of capital improvements over a shorter, seven-year period than other facilities.
• Sponsorships: SEMA worked with NASCAR to support and protect military sponsorships of race teams (U.S. Army, Air Force, National Guard). Amendments to federal funding bills have been introduced to eliminate military expenditures on these sponsorships and were defeated by narrow votes.

Federal Regulations

• CAA Racing Exemption: SEMA continues to advocate for clear and practical application of the Clean Air Act’s exemption for emissions-related equipment used solely for competition use.

Racing Fuel

• Canada: In 2010, as requested by SEMA, Environment Canada issued a final rule to indefinitely extend an exemption allowing the use of leaded gasoline in competition motor vehicles.
• United States: SEMA monitors for any attempt to modify the Clean Air Act exemption permitting leaded fuel for competition vehicles.

Regulating Motorized Recreation on Federal Lands

• SEMA supports OHV policies that recognize the importance of vehicle-oriented recreation: Increased OHV use in recent years has provided the American public with the ability to enjoy public lands in record numbers.
• SEMA supports broad national guidelines combined with local management decision-making: It is important that local officials have the authority to work with the public and state, federal and tribal government leaders to make appropriate decisions on OHV access.
• SEMA supports strong public involvement in decision-making: SEMA recommends that government agencies be required to seek the active participation of the public in the process of designating OHV access.
• SEMA supports flexible timetables for designations: The designation process is complex and may vary from forest to forest or other federal land areas. While there may be a uniform approach, the specifics must be dealt with at the local level according to the unique circumstances of each land area.

• 	Why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts.

  SEMA supports certain “user-created” routes: By default, the designation process places the onus on the OHV recreational community to identify routes that were created in recent years but have not yet been inventoried (“user-created” routes). Many of these routes came into existence during “open” management, serve a legitimate need and purpose and do not pose an environmental threat. In some cases, these uninventoried routes may even be more environmentally friendly and provide a better overall access solution than their inventoried counterparts.
• SEMA supports reasonable application of “Emergency Powers”: There are times when emergency closures are necessary to provide short-term resource protection or to protect public health and safety. Nevertheless, the public should be included in the decision-making process when such closures last beyond 12 months.
• SEMA supports defined vehicle classes and use authorizations: Vehicle classes need to be defined at the federal level so that there is uniform application across the country when it comes to planning, mapping of roads/trails, etc.

SEMA News—August 2014

LEGISLATIVE AND TECHNICAL AFFAIRS
By Steve McDonald

Navigating the Legislative Terrain

How Laws and Regulations Can Stop Off-Roaders in Their Tracks

Like all niches of the auto hobby, off-roading is an activity enjoyed by countless enthusiasts and families all over the country. Responsible use of off-highway vehicles (OHVs) allows individuals and families to enjoy all that America’s landscape has to offer on two or four wheels. With increasing frequency, however, enthusiasts are encountering “road closed” signs on public lands. This is often the result of the U.S. Congress passing legislation establishing “wilderness” areas.

While wilderness designations do serve an important environmental purpose, the issue is the amount of land that needs such restrictions and whether it is possible to permit some motorized activities on portions of the land. When Congress enacted the Wilderness Act in 1964, it set aside 9 million acres of land. There are now about 110 million acres.

However, there are some OHV-friendly compromises that can be pursued. For example, reasonable limits should be placed on the amount of acreage to be designated. Existing roads and trails should be “cherry stemmed” so that they do not receive the wilderness stamp.

In recent years, anti-OHV activists have pushed dozens of wilderness bills in an organized effort to lock up as much land as possible. When these bills are rushed through Congress, there is little opportunity to cherry stem existing roads and trails. In fact, the wilderness designation may be an intentional means to force responsible OHV enthusiasts off public land. This hurts local economies that depend on off-road activities and deprives enthusiasts of legitimate recreational opportunities.

In 2009, Congress combined more than 160 separate wilderness measures into one larger bill called the Omnibus Public Land Management Act. The law created nearly 2.2 million acres of new wilderness in nine states, including areas in and around Joshua Tree National Park and the Eastern Sierras in California, Owyhee-Bruneau Canyonlands in Idaho, Mt. Hood in Oregon, Zion National Park in Utah, Sabinoso Wilderness in New Mexico and Monongahela National Forest in West Virginia. Many roads and trails were swept up in the closures, including Mt. Canaan Trail in Utah and Dickshooter Ridge Road in Idaho. Congress continues to consider dozens more wilderness measures that could encompass additional millions of acres of land across the country. Scores of popular OHV trails could be closed.

So why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts. Importantly, the same equipment is used to improve and individualize the performance of their vehicles. The enthusiasm for these products is dependent in part on the availability of public lands for off-road use.

Consequently, SEMA supports land-use decisions that are reasonable and enjoy local community support but opposes unnecessarily restrictive land-use policies. Since federal laws and regulations that govern land use are complex, it is sometimes difficult to relate how “No Trails” translates into “No Sales” for SEMA members that cater to the off-road industry.

SEMA Activities in Support of Racing

SEMA’s roots are firmly planted in the racing sector. When formed in 1963, the Speed Equipment Manufacturers Association represented companies producing performance equipment for many of the early trailblazers who set land-speed records at the Bonneville Salt Flats and other racing venues. Now, more than 50 years later, the industry has blossomed and the renamed Specialty Equipment Market Association embraces the entire distribution chain, including manufacturers, warehouse distributors, jobbers, retailers, specialty stores, sales agents and media companies.

Speed equipment remains the brick and mortar of SEMA. In fact, Bonneville and other dry lakes played a crucial role in SEMA’s formation, since they were primary venues for industry pioneers to race their cars in the ’30s and ’40s.

These pioneers would adjust their equipment on the salt flats or lake beds and then go back to the garage to create the next generation of speed equipment. Many started companies and founded the sport of drag racing. In turn, these companies understood the importance of having an industry trade association and created SEMA.

Legislative and regulatory advocacy has been a key factor in helping SEMA-member companies succeed and prosper. In the ’50s, the industry operated largely free of regulatory constraints. Following the introduction of California regulations in the ’60s to curb mobile-source air pollution, federal and state governments proposed a variety of restrictive measures. Without SEMA’s advocacy efforts, the laws and regulations could have been overly restrictive, with unnecessarily detrimental effects on businesses and consumers.

Although the current legislative/regulatory arena places a focus of attention on street vehicles, SEMA and its government affairs staff continue to advocate on racing issues. Some recent examples include the following:

• Racers Against Street Racing (RASR): SEMA re-launched RASR to promote safe and legal alternatives to illegal street racing. Through the SEMA Action Network, RASR provides resources to help enthusiasts take their racing activities to the track. SEMA has partnered with the National Speedway Directory in order to identify racing venues.

Off-Highway Racing

• Bonneville Salt Flats: SEMA is a partner in the “Save the Salt Coalition,” which fosters and supports a comprehensive salt-replenishment campaign by the racing community, government regulators and mine operators.
• Johnson Valley, CA: SEMA worked with a number of other OHV groups and lawmakers to help resolve a six-year dispute over access to 189,000 acres of Southern California desert. The U.S. Congress passed a law in 2013 to create a 96,000-acre “Johnson Valley Off-Highway Vehicle Recreation Area.” The area contains a unique mix of open desert, dry lake beds and formidable rock-crawling formations, and it hosts the famous “King of the Hammers” race. Twice a year, the U.S. Marine Corps will have limited access to part of the OHV area for military training exercises.

State Legislation

• Noise Laws: SEMA continues to advocate for the reasonable application of noise laws. In many instances, a long-established racing facility can become the target of noise restrictions when new housing developments are constructed nearby.

Federal Legislation

• Depreciation: SEMA has partnered with NASCAR to support efforts to continue the seven-year race track depreciation exemption. The legislation allows “motorsports entertainment complexes” to depreciate the cost of capital improvements over a shorter, seven-year period than other facilities.
• Sponsorships: SEMA worked with NASCAR to support and protect military sponsorships of race teams (U.S. Army, Air Force, National Guard). Amendments to federal funding bills have been introduced to eliminate military expenditures on these sponsorships and were defeated by narrow votes.

Federal Regulations

• CAA Racing Exemption: SEMA continues to advocate for clear and practical application of the Clean Air Act’s exemption for emissions-related equipment used solely for competition use.

Racing Fuel

• Canada: In 2010, as requested by SEMA, Environment Canada issued a final rule to indefinitely extend an exemption allowing the use of leaded gasoline in competition motor vehicles.
• United States: SEMA monitors for any attempt to modify the Clean Air Act exemption permitting leaded fuel for competition vehicles.

Regulating Motorized Recreation on Federal Lands

• SEMA supports OHV policies that recognize the importance of vehicle-oriented recreation: Increased OHV use in recent years has provided the American public with the ability to enjoy public lands in record numbers.
• SEMA supports broad national guidelines combined with local management decision-making: It is important that local officials have the authority to work with the public and state, federal and tribal government leaders to make appropriate decisions on OHV access.
• SEMA supports strong public involvement in decision-making: SEMA recommends that government agencies be required to seek the active participation of the public in the process of designating OHV access.
• SEMA supports flexible timetables for designations: The designation process is complex and may vary from forest to forest or other federal land areas. While there may be a uniform approach, the specifics must be dealt with at the local level according to the unique circumstances of each land area.

• 	Why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts.

  SEMA supports certain “user-created” routes: By default, the designation process places the onus on the OHV recreational community to identify routes that were created in recent years but have not yet been inventoried (“user-created” routes). Many of these routes came into existence during “open” management, serve a legitimate need and purpose and do not pose an environmental threat. In some cases, these uninventoried routes may even be more environmentally friendly and provide a better overall access solution than their inventoried counterparts.
• SEMA supports reasonable application of “Emergency Powers”: There are times when emergency closures are necessary to provide short-term resource protection or to protect public health and safety. Nevertheless, the public should be included in the decision-making process when such closures last beyond 12 months.
• SEMA supports defined vehicle classes and use authorizations: Vehicle classes need to be defined at the federal level so that there is uniform application across the country when it comes to planning, mapping of roads/trails, etc.

SEMA News—August 2014

LEGISLATIVE AND TECHNICAL AFFAIRS
By Steve McDonald

Navigating the Legislative Terrain

How Laws and Regulations Can Stop Off-Roaders in Their Tracks

Like all niches of the auto hobby, off-roading is an activity enjoyed by countless enthusiasts and families all over the country. Responsible use of off-highway vehicles (OHVs) allows individuals and families to enjoy all that America’s landscape has to offer on two or four wheels. With increasing frequency, however, enthusiasts are encountering “road closed” signs on public lands. This is often the result of the U.S. Congress passing legislation establishing “wilderness” areas.

While wilderness designations do serve an important environmental purpose, the issue is the amount of land that needs such restrictions and whether it is possible to permit some motorized activities on portions of the land. When Congress enacted the Wilderness Act in 1964, it set aside 9 million acres of land. There are now about 110 million acres.

However, there are some OHV-friendly compromises that can be pursued. For example, reasonable limits should be placed on the amount of acreage to be designated. Existing roads and trails should be “cherry stemmed” so that they do not receive the wilderness stamp.

In recent years, anti-OHV activists have pushed dozens of wilderness bills in an organized effort to lock up as much land as possible. When these bills are rushed through Congress, there is little opportunity to cherry stem existing roads and trails. In fact, the wilderness designation may be an intentional means to force responsible OHV enthusiasts off public land. This hurts local economies that depend on off-road activities and deprives enthusiasts of legitimate recreational opportunities.

In 2009, Congress combined more than 160 separate wilderness measures into one larger bill called the Omnibus Public Land Management Act. The law created nearly 2.2 million acres of new wilderness in nine states, including areas in and around Joshua Tree National Park and the Eastern Sierras in California, Owyhee-Bruneau Canyonlands in Idaho, Mt. Hood in Oregon, Zion National Park in Utah, Sabinoso Wilderness in New Mexico and Monongahela National Forest in West Virginia. Many roads and trails were swept up in the closures, including Mt. Canaan Trail in Utah and Dickshooter Ridge Road in Idaho. Congress continues to consider dozens more wilderness measures that could encompass additional millions of acres of land across the country. Scores of popular OHV trails could be closed.

So why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts. Importantly, the same equipment is used to improve and individualize the performance of their vehicles. The enthusiasm for these products is dependent in part on the availability of public lands for off-road use.

Consequently, SEMA supports land-use decisions that are reasonable and enjoy local community support but opposes unnecessarily restrictive land-use policies. Since federal laws and regulations that govern land use are complex, it is sometimes difficult to relate how “No Trails” translates into “No Sales” for SEMA members that cater to the off-road industry.

SEMA Activities in Support of Racing

SEMA’s roots are firmly planted in the racing sector. When formed in 1963, the Speed Equipment Manufacturers Association represented companies producing performance equipment for many of the early trailblazers who set land-speed records at the Bonneville Salt Flats and other racing venues. Now, more than 50 years later, the industry has blossomed and the renamed Specialty Equipment Market Association embraces the entire distribution chain, including manufacturers, warehouse distributors, jobbers, retailers, specialty stores, sales agents and media companies.

Speed equipment remains the brick and mortar of SEMA. In fact, Bonneville and other dry lakes played a crucial role in SEMA’s formation, since they were primary venues for industry pioneers to race their cars in the ’30s and ’40s.

These pioneers would adjust their equipment on the salt flats or lake beds and then go back to the garage to create the next generation of speed equipment. Many started companies and founded the sport of drag racing. In turn, these companies understood the importance of having an industry trade association and created SEMA.

Legislative and regulatory advocacy has been a key factor in helping SEMA-member companies succeed and prosper. In the ’50s, the industry operated largely free of regulatory constraints. Following the introduction of California regulations in the ’60s to curb mobile-source air pollution, federal and state governments proposed a variety of restrictive measures. Without SEMA’s advocacy efforts, the laws and regulations could have been overly restrictive, with unnecessarily detrimental effects on businesses and consumers.

Although the current legislative/regulatory arena places a focus of attention on street vehicles, SEMA and its government affairs staff continue to advocate on racing issues. Some recent examples include the following:

• Racers Against Street Racing (RASR): SEMA re-launched RASR to promote safe and legal alternatives to illegal street racing. Through the SEMA Action Network, RASR provides resources to help enthusiasts take their racing activities to the track. SEMA has partnered with the National Speedway Directory in order to identify racing venues.

Off-Highway Racing

• Bonneville Salt Flats: SEMA is a partner in the “Save the Salt Coalition,” which fosters and supports a comprehensive salt-replenishment campaign by the racing community, government regulators and mine operators.
• Johnson Valley, CA: SEMA worked with a number of other OHV groups and lawmakers to help resolve a six-year dispute over access to 189,000 acres of Southern California desert. The U.S. Congress passed a law in 2013 to create a 96,000-acre “Johnson Valley Off-Highway Vehicle Recreation Area.” The area contains a unique mix of open desert, dry lake beds and formidable rock-crawling formations, and it hosts the famous “King of the Hammers” race. Twice a year, the U.S. Marine Corps will have limited access to part of the OHV area for military training exercises.

State Legislation

• Noise Laws: SEMA continues to advocate for the reasonable application of noise laws. In many instances, a long-established racing facility can become the target of noise restrictions when new housing developments are constructed nearby.

Federal Legislation

• Depreciation: SEMA has partnered with NASCAR to support efforts to continue the seven-year race track depreciation exemption. The legislation allows “motorsports entertainment complexes” to depreciate the cost of capital improvements over a shorter, seven-year period than other facilities.
• Sponsorships: SEMA worked with NASCAR to support and protect military sponsorships of race teams (U.S. Army, Air Force, National Guard). Amendments to federal funding bills have been introduced to eliminate military expenditures on these sponsorships and were defeated by narrow votes.

Federal Regulations

• CAA Racing Exemption: SEMA continues to advocate for clear and practical application of the Clean Air Act’s exemption for emissions-related equipment used solely for competition use.

Racing Fuel

• Canada: In 2010, as requested by SEMA, Environment Canada issued a final rule to indefinitely extend an exemption allowing the use of leaded gasoline in competition motor vehicles.
• United States: SEMA monitors for any attempt to modify the Clean Air Act exemption permitting leaded fuel for competition vehicles.

Regulating Motorized Recreation on Federal Lands

• SEMA supports OHV policies that recognize the importance of vehicle-oriented recreation: Increased OHV use in recent years has provided the American public with the ability to enjoy public lands in record numbers.
• SEMA supports broad national guidelines combined with local management decision-making: It is important that local officials have the authority to work with the public and state, federal and tribal government leaders to make appropriate decisions on OHV access.
• SEMA supports strong public involvement in decision-making: SEMA recommends that government agencies be required to seek the active participation of the public in the process of designating OHV access.
• SEMA supports flexible timetables for designations: The designation process is complex and may vary from forest to forest or other federal land areas. While there may be a uniform approach, the specifics must be dealt with at the local level according to the unique circumstances of each land area.

• 	Why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts.

  SEMA supports certain “user-created” routes: By default, the designation process places the onus on the OHV recreational community to identify routes that were created in recent years but have not yet been inventoried (“user-created” routes). Many of these routes came into existence during “open” management, serve a legitimate need and purpose and do not pose an environmental threat. In some cases, these uninventoried routes may even be more environmentally friendly and provide a better overall access solution than their inventoried counterparts.
• SEMA supports reasonable application of “Emergency Powers”: There are times when emergency closures are necessary to provide short-term resource protection or to protect public health and safety. Nevertheless, the public should be included in the decision-making process when such closures last beyond 12 months.
• SEMA supports defined vehicle classes and use authorizations: Vehicle classes need to be defined at the federal level so that there is uniform application across the country when it comes to planning, mapping of roads/trails, etc.

SEMA News—August 2014

LEGISLATIVE AND TECHNICAL AFFAIRS
By Steve McDonald

Navigating the Legislative Terrain

How Laws and Regulations Can Stop Off-Roaders in Their Tracks

Like all niches of the auto hobby, off-roading is an activity enjoyed by countless enthusiasts and families all over the country. Responsible use of off-highway vehicles (OHVs) allows individuals and families to enjoy all that America’s landscape has to offer on two or four wheels. With increasing frequency, however, enthusiasts are encountering “road closed” signs on public lands. This is often the result of the U.S. Congress passing legislation establishing “wilderness” areas.

While wilderness designations do serve an important environmental purpose, the issue is the amount of land that needs such restrictions and whether it is possible to permit some motorized activities on portions of the land. When Congress enacted the Wilderness Act in 1964, it set aside 9 million acres of land. There are now about 110 million acres.

However, there are some OHV-friendly compromises that can be pursued. For example, reasonable limits should be placed on the amount of acreage to be designated. Existing roads and trails should be “cherry stemmed” so that they do not receive the wilderness stamp.

In recent years, anti-OHV activists have pushed dozens of wilderness bills in an organized effort to lock up as much land as possible. When these bills are rushed through Congress, there is little opportunity to cherry stem existing roads and trails. In fact, the wilderness designation may be an intentional means to force responsible OHV enthusiasts off public land. This hurts local economies that depend on off-road activities and deprives enthusiasts of legitimate recreational opportunities.

In 2009, Congress combined more than 160 separate wilderness measures into one larger bill called the Omnibus Public Land Management Act. The law created nearly 2.2 million acres of new wilderness in nine states, including areas in and around Joshua Tree National Park and the Eastern Sierras in California, Owyhee-Bruneau Canyonlands in Idaho, Mt. Hood in Oregon, Zion National Park in Utah, Sabinoso Wilderness in New Mexico and Monongahela National Forest in West Virginia. Many roads and trails were swept up in the closures, including Mt. Canaan Trail in Utah and Dickshooter Ridge Road in Idaho. Congress continues to consider dozens more wilderness measures that could encompass additional millions of acres of land across the country. Scores of popular OHV trails could be closed.

So why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts. Importantly, the same equipment is used to improve and individualize the performance of their vehicles. The enthusiasm for these products is dependent in part on the availability of public lands for off-road use.

Consequently, SEMA supports land-use decisions that are reasonable and enjoy local community support but opposes unnecessarily restrictive land-use policies. Since federal laws and regulations that govern land use are complex, it is sometimes difficult to relate how “No Trails” translates into “No Sales” for SEMA members that cater to the off-road industry.

SEMA Activities in Support of Racing

SEMA’s roots are firmly planted in the racing sector. When formed in 1963, the Speed Equipment Manufacturers Association represented companies producing performance equipment for many of the early trailblazers who set land-speed records at the Bonneville Salt Flats and other racing venues. Now, more than 50 years later, the industry has blossomed and the renamed Specialty Equipment Market Association embraces the entire distribution chain, including manufacturers, warehouse distributors, jobbers, retailers, specialty stores, sales agents and media companies.

Speed equipment remains the brick and mortar of SEMA. In fact, Bonneville and other dry lakes played a crucial role in SEMA’s formation, since they were primary venues for industry pioneers to race their cars in the ’30s and ’40s.

These pioneers would adjust their equipment on the salt flats or lake beds and then go back to the garage to create the next generation of speed equipment. Many started companies and founded the sport of drag racing. In turn, these companies understood the importance of having an industry trade association and created SEMA.

Legislative and regulatory advocacy has been a key factor in helping SEMA-member companies succeed and prosper. In the ’50s, the industry operated largely free of regulatory constraints. Following the introduction of California regulations in the ’60s to curb mobile-source air pollution, federal and state governments proposed a variety of restrictive measures. Without SEMA’s advocacy efforts, the laws and regulations could have been overly restrictive, with unnecessarily detrimental effects on businesses and consumers.

Although the current legislative/regulatory arena places a focus of attention on street vehicles, SEMA and its government affairs staff continue to advocate on racing issues. Some recent examples include the following:

• Racers Against Street Racing (RASR): SEMA re-launched RASR to promote safe and legal alternatives to illegal street racing. Through the SEMA Action Network, RASR provides resources to help enthusiasts take their racing activities to the track. SEMA has partnered with the National Speedway Directory in order to identify racing venues.

Off-Highway Racing

• Bonneville Salt Flats: SEMA is a partner in the “Save the Salt Coalition,” which fosters and supports a comprehensive salt-replenishment campaign by the racing community, government regulators and mine operators.
• Johnson Valley, CA: SEMA worked with a number of other OHV groups and lawmakers to help resolve a six-year dispute over access to 189,000 acres of Southern California desert. The U.S. Congress passed a law in 2013 to create a 96,000-acre “Johnson Valley Off-Highway Vehicle Recreation Area.” The area contains a unique mix of open desert, dry lake beds and formidable rock-crawling formations, and it hosts the famous “King of the Hammers” race. Twice a year, the U.S. Marine Corps will have limited access to part of the OHV area for military training exercises.

State Legislation

• Noise Laws: SEMA continues to advocate for the reasonable application of noise laws. In many instances, a long-established racing facility can become the target of noise restrictions when new housing developments are constructed nearby.

Federal Legislation

• Depreciation: SEMA has partnered with NASCAR to support efforts to continue the seven-year race track depreciation exemption. The legislation allows “motorsports entertainment complexes” to depreciate the cost of capital improvements over a shorter, seven-year period than other facilities.
• Sponsorships: SEMA worked with NASCAR to support and protect military sponsorships of race teams (U.S. Army, Air Force, National Guard). Amendments to federal funding bills have been introduced to eliminate military expenditures on these sponsorships and were defeated by narrow votes.

Federal Regulations

• CAA Racing Exemption: SEMA continues to advocate for clear and practical application of the Clean Air Act’s exemption for emissions-related equipment used solely for competition use.

Racing Fuel

• Canada: In 2010, as requested by SEMA, Environment Canada issued a final rule to indefinitely extend an exemption allowing the use of leaded gasoline in competition motor vehicles.
• United States: SEMA monitors for any attempt to modify the Clean Air Act exemption permitting leaded fuel for competition vehicles.

Regulating Motorized Recreation on Federal Lands

• SEMA supports OHV policies that recognize the importance of vehicle-oriented recreation: Increased OHV use in recent years has provided the American public with the ability to enjoy public lands in record numbers.
• SEMA supports broad national guidelines combined with local management decision-making: It is important that local officials have the authority to work with the public and state, federal and tribal government leaders to make appropriate decisions on OHV access.
• SEMA supports strong public involvement in decision-making: SEMA recommends that government agencies be required to seek the active participation of the public in the process of designating OHV access.
• SEMA supports flexible timetables for designations: The designation process is complex and may vary from forest to forest or other federal land areas. While there may be a uniform approach, the specifics must be dealt with at the local level according to the unique circumstances of each land area.

• 	Why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts.

  SEMA supports certain “user-created” routes: By default, the designation process places the onus on the OHV recreational community to identify routes that were created in recent years but have not yet been inventoried (“user-created” routes). Many of these routes came into existence during “open” management, serve a legitimate need and purpose and do not pose an environmental threat. In some cases, these uninventoried routes may even be more environmentally friendly and provide a better overall access solution than their inventoried counterparts.
• SEMA supports reasonable application of “Emergency Powers”: There are times when emergency closures are necessary to provide short-term resource protection or to protect public health and safety. Nevertheless, the public should be included in the decision-making process when such closures last beyond 12 months.
• SEMA supports defined vehicle classes and use authorizations: Vehicle classes need to be defined at the federal level so that there is uniform application across the country when it comes to planning, mapping of roads/trails, etc.

SEMA News—August 2014

LEGISLATIVE AND TECHNICAL AFFAIRS
By Steve McDonald

Navigating the Legislative Terrain

How Laws and Regulations Can Stop Off-Roaders in Their Tracks

Like all niches of the auto hobby, off-roading is an activity enjoyed by countless enthusiasts and families all over the country. Responsible use of off-highway vehicles (OHVs) allows individuals and families to enjoy all that America’s landscape has to offer on two or four wheels. With increasing frequency, however, enthusiasts are encountering “road closed” signs on public lands. This is often the result of the U.S. Congress passing legislation establishing “wilderness” areas.

While wilderness designations do serve an important environmental purpose, the issue is the amount of land that needs such restrictions and whether it is possible to permit some motorized activities on portions of the land. When Congress enacted the Wilderness Act in 1964, it set aside 9 million acres of land. There are now about 110 million acres.

However, there are some OHV-friendly compromises that can be pursued. For example, reasonable limits should be placed on the amount of acreage to be designated. Existing roads and trails should be “cherry stemmed” so that they do not receive the wilderness stamp.

In recent years, anti-OHV activists have pushed dozens of wilderness bills in an organized effort to lock up as much land as possible. When these bills are rushed through Congress, there is little opportunity to cherry stem existing roads and trails. In fact, the wilderness designation may be an intentional means to force responsible OHV enthusiasts off public land. This hurts local economies that depend on off-road activities and deprives enthusiasts of legitimate recreational opportunities.

In 2009, Congress combined more than 160 separate wilderness measures into one larger bill called the Omnibus Public Land Management Act. The law created nearly 2.2 million acres of new wilderness in nine states, including areas in and around Joshua Tree National Park and the Eastern Sierras in California, Owyhee-Bruneau Canyonlands in Idaho, Mt. Hood in Oregon, Zion National Park in Utah, Sabinoso Wilderness in New Mexico and Monongahela National Forest in West Virginia. Many roads and trails were swept up in the closures, including Mt. Canaan Trail in Utah and Dickshooter Ridge Road in Idaho. Congress continues to consider dozens more wilderness measures that could encompass additional millions of acres of land across the country. Scores of popular OHV trails could be closed.

So why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts. Importantly, the same equipment is used to improve and individualize the performance of their vehicles. The enthusiasm for these products is dependent in part on the availability of public lands for off-road use.

Consequently, SEMA supports land-use decisions that are reasonable and enjoy local community support but opposes unnecessarily restrictive land-use policies. Since federal laws and regulations that govern land use are complex, it is sometimes difficult to relate how “No Trails” translates into “No Sales” for SEMA members that cater to the off-road industry.

SEMA Activities in Support of Racing

SEMA’s roots are firmly planted in the racing sector. When formed in 1963, the Speed Equipment Manufacturers Association represented companies producing performance equipment for many of the early trailblazers who set land-speed records at the Bonneville Salt Flats and other racing venues. Now, more than 50 years later, the industry has blossomed and the renamed Specialty Equipment Market Association embraces the entire distribution chain, including manufacturers, warehouse distributors, jobbers, retailers, specialty stores, sales agents and media companies.

Speed equipment remains the brick and mortar of SEMA. In fact, Bonneville and other dry lakes played a crucial role in SEMA’s formation, since they were primary venues for industry pioneers to race their cars in the ’30s and ’40s.

These pioneers would adjust their equipment on the salt flats or lake beds and then go back to the garage to create the next generation of speed equipment. Many started companies and founded the sport of drag racing. In turn, these companies understood the importance of having an industry trade association and created SEMA.

Legislative and regulatory advocacy has been a key factor in helping SEMA-member companies succeed and prosper. In the ’50s, the industry operated largely free of regulatory constraints. Following the introduction of California regulations in the ’60s to curb mobile-source air pollution, federal and state governments proposed a variety of restrictive measures. Without SEMA’s advocacy efforts, the laws and regulations could have been overly restrictive, with unnecessarily detrimental effects on businesses and consumers.

Although the current legislative/regulatory arena places a focus of attention on street vehicles, SEMA and its government affairs staff continue to advocate on racing issues. Some recent examples include the following:

• Racers Against Street Racing (RASR): SEMA re-launched RASR to promote safe and legal alternatives to illegal street racing. Through the SEMA Action Network, RASR provides resources to help enthusiasts take their racing activities to the track. SEMA has partnered with the National Speedway Directory in order to identify racing venues.

Off-Highway Racing

• Bonneville Salt Flats: SEMA is a partner in the “Save the Salt Coalition,” which fosters and supports a comprehensive salt-replenishment campaign by the racing community, government regulators and mine operators.
• Johnson Valley, CA: SEMA worked with a number of other OHV groups and lawmakers to help resolve a six-year dispute over access to 189,000 acres of Southern California desert. The U.S. Congress passed a law in 2013 to create a 96,000-acre “Johnson Valley Off-Highway Vehicle Recreation Area.” The area contains a unique mix of open desert, dry lake beds and formidable rock-crawling formations, and it hosts the famous “King of the Hammers” race. Twice a year, the U.S. Marine Corps will have limited access to part of the OHV area for military training exercises.

State Legislation

• Noise Laws: SEMA continues to advocate for the reasonable application of noise laws. In many instances, a long-established racing facility can become the target of noise restrictions when new housing developments are constructed nearby.

Federal Legislation

• Depreciation: SEMA has partnered with NASCAR to support efforts to continue the seven-year race track depreciation exemption. The legislation allows “motorsports entertainment complexes” to depreciate the cost of capital improvements over a shorter, seven-year period than other facilities.
• Sponsorships: SEMA worked with NASCAR to support and protect military sponsorships of race teams (U.S. Army, Air Force, National Guard). Amendments to federal funding bills have been introduced to eliminate military expenditures on these sponsorships and were defeated by narrow votes.

Federal Regulations

• CAA Racing Exemption: SEMA continues to advocate for clear and practical application of the Clean Air Act’s exemption for emissions-related equipment used solely for competition use.

Racing Fuel

• Canada: In 2010, as requested by SEMA, Environment Canada issued a final rule to indefinitely extend an exemption allowing the use of leaded gasoline in competition motor vehicles.
• United States: SEMA monitors for any attempt to modify the Clean Air Act exemption permitting leaded fuel for competition vehicles.

Regulating Motorized Recreation on Federal Lands

• SEMA supports OHV policies that recognize the importance of vehicle-oriented recreation: Increased OHV use in recent years has provided the American public with the ability to enjoy public lands in record numbers.
• SEMA supports broad national guidelines combined with local management decision-making: It is important that local officials have the authority to work with the public and state, federal and tribal government leaders to make appropriate decisions on OHV access.
• SEMA supports strong public involvement in decision-making: SEMA recommends that government agencies be required to seek the active participation of the public in the process of designating OHV access.
• SEMA supports flexible timetables for designations: The designation process is complex and may vary from forest to forest or other federal land areas. While there may be a uniform approach, the specifics must be dealt with at the local level according to the unique circumstances of each land area.

• 	Why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts.

  SEMA supports certain “user-created” routes: By default, the designation process places the onus on the OHV recreational community to identify routes that were created in recent years but have not yet been inventoried (“user-created” routes). Many of these routes came into existence during “open” management, serve a legitimate need and purpose and do not pose an environmental threat. In some cases, these uninventoried routes may even be more environmentally friendly and provide a better overall access solution than their inventoried counterparts.
• SEMA supports reasonable application of “Emergency Powers”: There are times when emergency closures are necessary to provide short-term resource protection or to protect public health and safety. Nevertheless, the public should be included in the decision-making process when such closures last beyond 12 months.
• SEMA supports defined vehicle classes and use authorizations: Vehicle classes need to be defined at the federal level so that there is uniform application across the country when it comes to planning, mapping of roads/trails, etc.

SEMA News—August 2014

LEGISLATIVE AND TECHNICAL AFFAIRS
By Steve McDonald

Navigating the Legislative Terrain

How Laws and Regulations Can Stop Off-Roaders in Their Tracks

Like all niches of the auto hobby, off-roading is an activity enjoyed by countless enthusiasts and families all over the country. Responsible use of off-highway vehicles (OHVs) allows individuals and families to enjoy all that America’s landscape has to offer on two or four wheels. With increasing frequency, however, enthusiasts are encountering “road closed” signs on public lands. This is often the result of the U.S. Congress passing legislation establishing “wilderness” areas.

While wilderness designations do serve an important environmental purpose, the issue is the amount of land that needs such restrictions and whether it is possible to permit some motorized activities on portions of the land. When Congress enacted the Wilderness Act in 1964, it set aside 9 million acres of land. There are now about 110 million acres.

However, there are some OHV-friendly compromises that can be pursued. For example, reasonable limits should be placed on the amount of acreage to be designated. Existing roads and trails should be “cherry stemmed” so that they do not receive the wilderness stamp.

In recent years, anti-OHV activists have pushed dozens of wilderness bills in an organized effort to lock up as much land as possible. When these bills are rushed through Congress, there is little opportunity to cherry stem existing roads and trails. In fact, the wilderness designation may be an intentional means to force responsible OHV enthusiasts off public land. This hurts local economies that depend on off-road activities and deprives enthusiasts of legitimate recreational opportunities.

In 2009, Congress combined more than 160 separate wilderness measures into one larger bill called the Omnibus Public Land Management Act. The law created nearly 2.2 million acres of new wilderness in nine states, including areas in and around Joshua Tree National Park and the Eastern Sierras in California, Owyhee-Bruneau Canyonlands in Idaho, Mt. Hood in Oregon, Zion National Park in Utah, Sabinoso Wilderness in New Mexico and Monongahela National Forest in West Virginia. Many roads and trails were swept up in the closures, including Mt. Canaan Trail in Utah and Dickshooter Ridge Road in Idaho. Congress continues to consider dozens more wilderness measures that could encompass additional millions of acres of land across the country. Scores of popular OHV trails could be closed.

So why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts. Importantly, the same equipment is used to improve and individualize the performance of their vehicles. The enthusiasm for these products is dependent in part on the availability of public lands for off-road use.

Consequently, SEMA supports land-use decisions that are reasonable and enjoy local community support but opposes unnecessarily restrictive land-use policies. Since federal laws and regulations that govern land use are complex, it is sometimes difficult to relate how “No Trails” translates into “No Sales” for SEMA members that cater to the off-road industry.

SEMA Activities in Support of Racing

SEMA’s roots are firmly planted in the racing sector. When formed in 1963, the Speed Equipment Manufacturers Association represented companies producing performance equipment for many of the early trailblazers who set land-speed records at the Bonneville Salt Flats and other racing venues. Now, more than 50 years later, the industry has blossomed and the renamed Specialty Equipment Market Association embraces the entire distribution chain, including manufacturers, warehouse distributors, jobbers, retailers, specialty stores, sales agents and media companies.

Speed equipment remains the brick and mortar of SEMA. In fact, Bonneville and other dry lakes played a crucial role in SEMA’s formation, since they were primary venues for industry pioneers to race their cars in the ’30s and ’40s.

These pioneers would adjust their equipment on the salt flats or lake beds and then go back to the garage to create the next generation of speed equipment. Many started companies and founded the sport of drag racing. In turn, these companies understood the importance of having an industry trade association and created SEMA.

Legislative and regulatory advocacy has been a key factor in helping SEMA-member companies succeed and prosper. In the ’50s, the industry operated largely free of regulatory constraints. Following the introduction of California regulations in the ’60s to curb mobile-source air pollution, federal and state governments proposed a variety of restrictive measures. Without SEMA’s advocacy efforts, the laws and regulations could have been overly restrictive, with unnecessarily detrimental effects on businesses and consumers.

Although the current legislative/regulatory arena places a focus of attention on street vehicles, SEMA and its government affairs staff continue to advocate on racing issues. Some recent examples include the following:

• Racers Against Street Racing (RASR): SEMA re-launched RASR to promote safe and legal alternatives to illegal street racing. Through the SEMA Action Network, RASR provides resources to help enthusiasts take their racing activities to the track. SEMA has partnered with the National Speedway Directory in order to identify racing venues.

Off-Highway Racing

• Bonneville Salt Flats: SEMA is a partner in the “Save the Salt Coalition,” which fosters and supports a comprehensive salt-replenishment campaign by the racing community, government regulators and mine operators.
• Johnson Valley, CA: SEMA worked with a number of other OHV groups and lawmakers to help resolve a six-year dispute over access to 189,000 acres of Southern California desert. The U.S. Congress passed a law in 2013 to create a 96,000-acre “Johnson Valley Off-Highway Vehicle Recreation Area.” The area contains a unique mix of open desert, dry lake beds and formidable rock-crawling formations, and it hosts the famous “King of the Hammers” race. Twice a year, the U.S. Marine Corps will have limited access to part of the OHV area for military training exercises.

State Legislation

• Noise Laws: SEMA continues to advocate for the reasonable application of noise laws. In many instances, a long-established racing facility can become the target of noise restrictions when new housing developments are constructed nearby.

Federal Legislation

• Depreciation: SEMA has partnered with NASCAR to support efforts to continue the seven-year race track depreciation exemption. The legislation allows “motorsports entertainment complexes” to depreciate the cost of capital improvements over a shorter, seven-year period than other facilities.
• Sponsorships: SEMA worked with NASCAR to support and protect military sponsorships of race teams (U.S. Army, Air Force, National Guard). Amendments to federal funding bills have been introduced to eliminate military expenditures on these sponsorships and were defeated by narrow votes.

Federal Regulations

• CAA Racing Exemption: SEMA continues to advocate for clear and practical application of the Clean Air Act’s exemption for emissions-related equipment used solely for competition use.

Racing Fuel

• Canada: In 2010, as requested by SEMA, Environment Canada issued a final rule to indefinitely extend an exemption allowing the use of leaded gasoline in competition motor vehicles.
• United States: SEMA monitors for any attempt to modify the Clean Air Act exemption permitting leaded fuel for competition vehicles.

Regulating Motorized Recreation on Federal Lands

• SEMA supports OHV policies that recognize the importance of vehicle-oriented recreation: Increased OHV use in recent years has provided the American public with the ability to enjoy public lands in record numbers.
• SEMA supports broad national guidelines combined with local management decision-making: It is important that local officials have the authority to work with the public and state, federal and tribal government leaders to make appropriate decisions on OHV access.
• SEMA supports strong public involvement in decision-making: SEMA recommends that government agencies be required to seek the active participation of the public in the process of designating OHV access.
• SEMA supports flexible timetables for designations: The designation process is complex and may vary from forest to forest or other federal land areas. While there may be a uniform approach, the specifics must be dealt with at the local level according to the unique circumstances of each land area.

• 	Why are these government closures important to you? Many SEMA members market equipment that is used by off-road enthusiasts.

  SEMA supports certain “user-created” routes: By default, the designation process places the onus on the OHV recreational community to identify routes that were created in recent years but have not yet been inventoried (“user-created” routes). Many of these routes came into existence during “open” management, serve a legitimate need and purpose and do not pose an environmental threat. In some cases, these uninventoried routes may even be more environmentally friendly and provide a better overall access solution than their inventoried counterparts.
• SEMA supports reasonable application of “Emergency Powers”: There are times when emergency closures are necessary to provide short-term resource protection or to protect public health and safety. Nevertheless, the public should be included in the decision-making process when such closures last beyond 12 months.
• SEMA supports defined vehicle classes and use authorizations: Vehicle classes need to be defined at the federal level so that there is uniform application across the country when it comes to planning, mapping of roads/trails, etc.

Compiled by SEMA Editors

NHRA News

JOHNSON CONTINUES DOMINANCE OF DENVER; TODD, HIGHT AND HINES ALSO WIN: Allen Johnson in his Team Mopar Dodge Dart continued his dominance of Bandimere Speedway when he recordered his sixth win at the track in his eighth consecutive final-round appearance. J.R. Todd (Top Fuel), Robert Hight (Funny Car) and Andrew Hines (Pro Stock Motorcycle) also took home wins at the event. Johnson defeated his teammate Jeg Coughlin in the finals to win at his sponsor’s event.

"This team just continues to find a way to do it," said Johnson. "We want to win here for Mopar. My guys step up, I step up when I need to. It is just a confidence thing, it’s a want-to thing; it is deep in our gut, and we just keep doing it."

MOPAR EXTENDS TITLE RIGHTS SPONSORSHIP OF DENVER EVENT: MOPAR has agreed to a three-year extension of its title rights sponsorship of the NHRA Mile-High Nationals at scenic Bandimere Speedway near Denver. Mopar’s title sponsorship of this tradition-rich event began in 1989 and is the longest-running NHRA event sponsorship in history. The event, which presents unique challenges to NHRA teams due to its high altitude and warm summer temperatures, has long been the traditional kick-off of the famed three-race NHRA Western Swing.

"The MOPAR Mile-High NHRA Nationals is the flagship event for our brand, our fans and our customers, and this agreement reinforces our commitment to our ‘home track,’ Bandimere Speedway, and to NHRA drag racing," said Pietro Gorlier, president and CEO of MOPAR, Chrysler Group’s service, parts and customer-care brand. "Together, we have made the annual visit to Thunder Mountain an iconic stop on the NHRA schedule."

MELLO YELLO DRAG RACING SERIES RETURNS TO SONOMA WINE COUNTRY: The stars of the NHRA Mello Yello Drag Racing Series will battle in the luscious Wine Country region of Northern California, as they head to the second stop of the Western Swing, for the 15th race of the 2014 season at the 27th annual NHRA Sonoma Nationals. The best in Top Fuel, Funny Car, Pro Stock and Pro Stock Motorcycle will all compete for Wally trophies at the world-renowned track located just north of San Francisco. Shawn Langdon (Top Fuel), Ron Capps (Funny Car), Vincent Nobile (Pro Stock) and Hector Arana Jr. (Pro Stock Motorcycle) were last year’s winners of the event that will once again be televised nationally on ESPN and ESPN2. Langdon grew up racing at the track and turned in a brilliant performance a year ago when he knocked off Morgan Lucas in the final round. Those good memories have Langdon excited to return.

"Some tracks you just feel better going to," Langdon said. "But once you’re in the car it doesn’t matter where you’re at. I’m automatically in race mode, so it’s more about the excitement leading up to the event. There’s a lot of excitement for me and, of course, you’ll have lots of friends and family there."

He Said, She Said

"These things are so hard to come by. That’s why I’m so happy to have the opportunity to drive for the Kalitta team. I figured it was the best opportunity I’d have to win again. I’m pretty hard on myself and I felt like there were a few races lately that got away from us. The only thing that was missing here is Conrad [Kalitta, team owner]. He only stays home from one race and it’s this one because the heat and the altitude is hard on him. It was just nice to get a win for these guys so hopefully they feel like they made the right decision by hiring me. I’m kind of a small guy so I’m glad I wasn’t a part of that big pile on the starting line. If I was there, I probably would have just jumped on top. I’m pretty solid now, but I want a cushion. I want to make the Countdown because after that, anything can happen."

—Top Fuel racer J.R. Todd on winning his first Top Fuel race since Dallas in the 2008 season and escaping the ensuing Kalitta Racing mosh pit at the starting line. With the win, he moved to eighth in points with four races remaining to earn points for the Countdown to the Championship.

Inside the Numbers

7: The number of racers that have clinched a berth into the Countdown to the Championship—the six-race playoffs that decides the season-long championships in the NHRA Mello Yello Drag Racing Series. In Top Fuel, Doug Kalitta and Antron Brown were the first two racers to secure their positions in the Countdown. Robert Hight in Funny Car and Erica Enders-Stevens in Pro Stock have also punched their tickets into the playoffs. In Pro Stock Motorcycle, Andrew Hines, Eddie Krawiec and Hector Arana Jr. were the first three racers in the two-wheel category to gain a spot in the Countdown. There are four races remaining for racers to earn points into the Countdown to the Championship, which will kick off at the NHRA Carolina Nationals at zMAX Dragway, September 12–14.

Did You Know

ENDERS-STEVENS TO SKIP SONOMA, SEATTLE RACES: Pro Stock points leader Erica Enders-Stevens will skip the NHRA national events in Sonoma, California, and Seattle in order to better prepare for the rapidly approaching NHRA Mello Yello Countdown to the Championship, Elite Motorsports team owner Richard Freeman announced last Sunday at Bandimere Speedway. Enders-Stevens has led the points since March, making her the most prolific racer in the pro classes this season. She has already secured a spot in the Countdown playoffs.

"The guys will have this Camaro ready to win Brainerd and Indy and all six races in the Countdown. I don't believe this will affect our plan of attack at all. It's a team decision and obviously every decision Richard (Freeman) has made this year has worked out perfectly, so we'll go home and prepare for Brainerd."

View the complete 2014 Mello Yello Drag Racing Series schedule.

Compiled by SEMA Editors

NHRA News

JOHNSON CONTINUES DOMINANCE OF DENVER; TODD, HIGHT AND HINES ALSO WIN: Allen Johnson in his Team Mopar Dodge Dart continued his dominance of Bandimere Speedway when he recordered his sixth win at the track in his eighth consecutive final-round appearance. J.R. Todd (Top Fuel), Robert Hight (Funny Car) and Andrew Hines (Pro Stock Motorcycle) also took home wins at the event. Johnson defeated his teammate Jeg Coughlin in the finals to win at his sponsor’s event.

"This team just continues to find a way to do it," said Johnson. "We want to win here for Mopar. My guys step up, I step up when I need to. It is just a confidence thing, it’s a want-to thing; it is deep in our gut, and we just keep doing it."

MOPAR EXTENDS TITLE RIGHTS SPONSORSHIP OF DENVER EVENT: MOPAR has agreed to a three-year extension of its title rights sponsorship of the NHRA Mile-High Nationals at scenic Bandimere Speedway near Denver. Mopar’s title sponsorship of this tradition-rich event began in 1989 and is the longest-running NHRA event sponsorship in history. The event, which presents unique challenges to NHRA teams due to its high altitude and warm summer temperatures, has long been the traditional kick-off of the famed three-race NHRA Western Swing.

"The MOPAR Mile-High NHRA Nationals is the flagship event for our brand, our fans and our customers, and this agreement reinforces our commitment to our ‘home track,’ Bandimere Speedway, and to NHRA drag racing," said Pietro Gorlier, president and CEO of MOPAR, Chrysler Group’s service, parts and customer-care brand. "Together, we have made the annual visit to Thunder Mountain an iconic stop on the NHRA schedule."

MELLO YELLO DRAG RACING SERIES RETURNS TO SONOMA WINE COUNTRY: The stars of the NHRA Mello Yello Drag Racing Series will battle in the luscious Wine Country region of Northern California, as they head to the second stop of the Western Swing, for the 15th race of the 2014 season at the 27th annual NHRA Sonoma Nationals. The best in Top Fuel, Funny Car, Pro Stock and Pro Stock Motorcycle will all compete for Wally trophies at the world-renowned track located just north of San Francisco. Shawn Langdon (Top Fuel), Ron Capps (Funny Car), Vincent Nobile (Pro Stock) and Hector Arana Jr. (Pro Stock Motorcycle) were last year’s winners of the event that will once again be televised nationally on ESPN and ESPN2. Langdon grew up racing at the track and turned in a brilliant performance a year ago when he knocked off Morgan Lucas in the final round. Those good memories have Langdon excited to return.

"Some tracks you just feel better going to," Langdon said. "But once you’re in the car it doesn’t matter where you’re at. I’m automatically in race mode, so it’s more about the excitement leading up to the event. There’s a lot of excitement for me and, of course, you’ll have lots of friends and family there."

He Said, She Said

"These things are so hard to come by. That’s why I’m so happy to have the opportunity to drive for the Kalitta team. I figured it was the best opportunity I’d have to win again. I’m pretty hard on myself and I felt like there were a few races lately that got away from us. The only thing that was missing here is Conrad [Kalitta, team owner]. He only stays home from one race and it’s this one because the heat and the altitude is hard on him. It was just nice to get a win for these guys so hopefully they feel like they made the right decision by hiring me. I’m kind of a small guy so I’m glad I wasn’t a part of that big pile on the starting line. If I was there, I probably would have just jumped on top. I’m pretty solid now, but I want a cushion. I want to make the Countdown because after that, anything can happen."

—Top Fuel racer J.R. Todd on winning his first Top Fuel race since Dallas in the 2008 season and escaping the ensuing Kalitta Racing mosh pit at the starting line. With the win, he moved to eighth in points with four races remaining to earn points for the Countdown to the Championship.

Inside the Numbers

7: The number of racers that have clinched a berth into the Countdown to the Championship—the six-race playoffs that decides the season-long championships in the NHRA Mello Yello Drag Racing Series. In Top Fuel, Doug Kalitta and Antron Brown were the first two racers to secure their positions in the Countdown. Robert Hight in Funny Car and Erica Enders-Stevens in Pro Stock have also punched their tickets into the playoffs. In Pro Stock Motorcycle, Andrew Hines, Eddie Krawiec and Hector Arana Jr. were the first three racers in the two-wheel category to gain a spot in the Countdown. There are four races remaining for racers to earn points into the Countdown to the Championship, which will kick off at the NHRA Carolina Nationals at zMAX Dragway, September 12–14.

Did You Know

ENDERS-STEVENS TO SKIP SONOMA, SEATTLE RACES: Pro Stock points leader Erica Enders-Stevens will skip the NHRA national events in Sonoma, California, and Seattle in order to better prepare for the rapidly approaching NHRA Mello Yello Countdown to the Championship, Elite Motorsports team owner Richard Freeman announced last Sunday at Bandimere Speedway. Enders-Stevens has led the points since March, making her the most prolific racer in the pro classes this season. She has already secured a spot in the Countdown playoffs.

"The guys will have this Camaro ready to win Brainerd and Indy and all six races in the Countdown. I don't believe this will affect our plan of attack at all. It's a team decision and obviously every decision Richard (Freeman) has made this year has worked out perfectly, so we'll go home and prepare for Brainerd."

View the complete 2014 Mello Yello Drag Racing Series schedule.