SEMA News - January 2011

Lawmaker With Industry Perspective Considers Auto Powertrain Issues

By Rep. John Campbell (R-CA)

			Rep. John Campbell (R-CA) “I spent 25 years in the retail car business before I lost my mind and went into politics,” said Congressman John Campbell, whose district is located within Orange County, California. “Even before that, my father—himself a committed car guy—raised me as a motorhead. I have vivid memories of his ’57 Thunderbird, ’63 Chevrolet Corvair supercharged by Andy Granitelli and stories about how he drove a brand-new ’36 Cord across the country (and how that car was way ahead of its time). Since then, I have made cars my hobby and have a small collection of classic cars, including a ’36 Cord and ’57 Thunderbird. No Corvair, however.”

I am not the world’s greatest authority on the subject of cars and propulsion systems, but I’m probably pretty high on the list in Congress. Some people want cars to go away entirely. Others think we are headed to all electrics, all hybrids or fuel cells. Of course, there are 130 million cars and trucks in the United States today, which are almost entirely powered by gasoline. What should the U.S. policy on cars, and the energy used to power them, follow? What are the practical alternatives?

An electric motor has advantages over the internal-combustion engines in cars today. They are smaller, lighter and very fast; do not need a transmission; and do not get hot nor need external cooling. Despite billions in research over the last 20 years and an enormous potential market, no breakthroughs in battery technology have occurred. The same three types of battery technologies that existed in the ’80s are what we have today, and they are only marginally cheaper and marginally higher performing.

The next best thing is to produce some of that electric power on board. The “environmentally cleanest” way to do that is with a hydrogen-powered fuel cell on board. But this technology has problems as well. For example, it is expensive in a mobile application. The most practical fuel-cell cars will probably produce hydrogen from gasoline or natural gas, although then some emissions will occur. No car manufacturer is planning a production fuel-cell car, although most have multi-million-dollar prototypes.

The most practical way to produce electricity on board is to have a gasoline-powered generator in the vehicle (plug-in hybrid). To keep the cost down, a plug-in hybrid has only enough heavy, expensive batteries to power it for a few miles until the generator kicks in. Since the internal-combustion engine is just a generator, it can operate at a constant rpm and be made considerably more efficient than if it were driving the wheels.

What about alternative fuels? There are a lot of alternatives out there, but each has challenges or else they would be in wide distribution already. The most commonly known is E85, which is a blend of 85% ethanol with 15% gasoline. Virtually all gasoline in the United States now contains 10% ethanol. We may be able to go to 15% without damaging existing cars. We cannot produce enough ethanol domestically to go entirely to E85 or even E25, and we currently have a 30% tax on imported ethanol. Plus, ethanol has downsides. In addition to the fact that it results in more emissions than gasoline, it is corrosive and cannot be used at too high a percentage in existing cars or existing distribution infrastructure. Suffice it to say that ethanol is and will be a partial fuel for our transportation needs, but it is unlikely to become a major gasoline replacement.

There are various alternatives out there with varying pros and cons, but they all share one major con: the investment necessary to turn any one of them from a boutique fuel into a major source of energy. Nearly 10% of the cars on the road today will run just fine on E85. But in the greater Los Angeles area—home to over 12 million people—there are only two gas stations where you can fuel with E85.

I would like to say that we should set up a national policy requiring the availability and distribution of some alternative fuel and let the CNG, ethanol, biofuel and methanol people battle it out. But I fear that the huge costs involved with distribution might condemn them all to failure. We have become accustomed to having fuel available on every corner. Perhaps we need to pick one or two and move in that direction.

There is a reason that gasoline has survived as the primary transportation fuel for more than 100 years. It holds a tremendous amount of energy very efficiently in a small package. It is cheap (less than bottled water) and abundant. Continuously, since the ’20s, forecasters have predicted that the world would run out of oil, but we always seem to find more and find better ways to extract it.

One alternative has to do with the fact that much of the energy in a gallon of gasoline is lost in your engine due to heat and friction. Over the last 100 years, gasoline engines have become hundreds of times more efficient in both converting that energy into horsepower and torque and losing less in waste, heat and friction. There is direct fuel injection, direct injection turbo-charging, variable displacement, variable ignition, variable valve timing and lift, variable compression and start-stop systems, to mention just a few. Gasoline engines can become more efficient in the future, and the costs of these efficiencies are much less than just about anything else.

What does all this mean for mobile-source energy policy? For one, we should be putting more emphasis on alternatives to oil used in fixed-source energy production, since there are fewer technological hurdles and size restrictions. Mobile energy has to fit inside an automobile. Whether it’s energy stored in a battery or in a gallon of gas, it can’t be too big, too heavy or too unstable.

We should adopt some alternative fuel strategy, although exactly what that should be is not yet clear. We should be doing everything we can to encourage the extraction of every drop of domestically sourced oil that we can. Even if there were to be a battery breakthrough tomorrow or we figured out a viable alternative fuel, it will take decades to replace or convert the existing fleet and produce and distribute enough of this fuel or batteries to serve everyone. Under another scenario, gasoline cars could simply become more efficient, plug-in hybrids continue to run on gas but just less of it, and there is no alternative fuel. We continue to use gasoline, but just less of it. One way or the other, oil usage should go down in the United States, but it will not go away. So, we will be using a lot of oil under absolutely any scenario for at least 20 more years, and maybe beyond. We should strive to make every drop of that oil be our oil. We can wean ourselves off of foreign oil and still have cars and the freedom of personal transportation. The solutions are out there and within reach if we have the national will and political courage to grasp them. 

Editor’s Note: The author was an auto dealer for 25 years before being elected to the California State Assembly in 2000 and then the State Senate in 2004. He was elected to the U.S. Congress in 2005, where he is a member of the Congressional Automotive Performance and Motorsports Caucus. At the state level, Rep. Campbell actively opposed the repeal of California’s rolling emissions exemption. At the federal level, Rep. Campbell helped SEMA secure a provision within the “Cash for Clunkers” program to protect vehicles 25 years old and older from the crusher. Rep. Campbell most recently toured the 2010 SEMA Show.

SEMA News - January 2011

Lawmaker With Industry Perspective Considers Auto Powertrain Issues

By Rep. John Campbell (R-CA)

			Rep. John Campbell (R-CA) “I spent 25 years in the retail car business before I lost my mind and went into politics,” said Congressman John Campbell, whose district is located within Orange County, California. “Even before that, my father—himself a committed car guy—raised me as a motorhead. I have vivid memories of his ’57 Thunderbird, ’63 Chevrolet Corvair supercharged by Andy Granitelli and stories about how he drove a brand-new ’36 Cord across the country (and how that car was way ahead of its time). Since then, I have made cars my hobby and have a small collection of classic cars, including a ’36 Cord and ’57 Thunderbird. No Corvair, however.”

I am not the world’s greatest authority on the subject of cars and propulsion systems, but I’m probably pretty high on the list in Congress. Some people want cars to go away entirely. Others think we are headed to all electrics, all hybrids or fuel cells. Of course, there are 130 million cars and trucks in the United States today, which are almost entirely powered by gasoline. What should the U.S. policy on cars, and the energy used to power them, follow? What are the practical alternatives?

An electric motor has advantages over the internal-combustion engines in cars today. They are smaller, lighter and very fast; do not need a transmission; and do not get hot nor need external cooling. Despite billions in research over the last 20 years and an enormous potential market, no breakthroughs in battery technology have occurred. The same three types of battery technologies that existed in the ’80s are what we have today, and they are only marginally cheaper and marginally higher performing.

The next best thing is to produce some of that electric power on board. The “environmentally cleanest” way to do that is with a hydrogen-powered fuel cell on board. But this technology has problems as well. For example, it is expensive in a mobile application. The most practical fuel-cell cars will probably produce hydrogen from gasoline or natural gas, although then some emissions will occur. No car manufacturer is planning a production fuel-cell car, although most have multi-million-dollar prototypes.

The most practical way to produce electricity on board is to have a gasoline-powered generator in the vehicle (plug-in hybrid). To keep the cost down, a plug-in hybrid has only enough heavy, expensive batteries to power it for a few miles until the generator kicks in. Since the internal-combustion engine is just a generator, it can operate at a constant rpm and be made considerably more efficient than if it were driving the wheels.

What about alternative fuels? There are a lot of alternatives out there, but each has challenges or else they would be in wide distribution already. The most commonly known is E85, which is a blend of 85% ethanol with 15% gasoline. Virtually all gasoline in the United States now contains 10% ethanol. We may be able to go to 15% without damaging existing cars. We cannot produce enough ethanol domestically to go entirely to E85 or even E25, and we currently have a 30% tax on imported ethanol. Plus, ethanol has downsides. In addition to the fact that it results in more emissions than gasoline, it is corrosive and cannot be used at too high a percentage in existing cars or existing distribution infrastructure. Suffice it to say that ethanol is and will be a partial fuel for our transportation needs, but it is unlikely to become a major gasoline replacement.

There are various alternatives out there with varying pros and cons, but they all share one major con: the investment necessary to turn any one of them from a boutique fuel into a major source of energy. Nearly 10% of the cars on the road today will run just fine on E85. But in the greater Los Angeles area—home to over 12 million people—there are only two gas stations where you can fuel with E85.

I would like to say that we should set up a national policy requiring the availability and distribution of some alternative fuel and let the CNG, ethanol, biofuel and methanol people battle it out. But I fear that the huge costs involved with distribution might condemn them all to failure. We have become accustomed to having fuel available on every corner. Perhaps we need to pick one or two and move in that direction.

There is a reason that gasoline has survived as the primary transportation fuel for more than 100 years. It holds a tremendous amount of energy very efficiently in a small package. It is cheap (less than bottled water) and abundant. Continuously, since the ’20s, forecasters have predicted that the world would run out of oil, but we always seem to find more and find better ways to extract it.

One alternative has to do with the fact that much of the energy in a gallon of gasoline is lost in your engine due to heat and friction. Over the last 100 years, gasoline engines have become hundreds of times more efficient in both converting that energy into horsepower and torque and losing less in waste, heat and friction. There is direct fuel injection, direct injection turbo-charging, variable displacement, variable ignition, variable valve timing and lift, variable compression and start-stop systems, to mention just a few. Gasoline engines can become more efficient in the future, and the costs of these efficiencies are much less than just about anything else.

What does all this mean for mobile-source energy policy? For one, we should be putting more emphasis on alternatives to oil used in fixed-source energy production, since there are fewer technological hurdles and size restrictions. Mobile energy has to fit inside an automobile. Whether it’s energy stored in a battery or in a gallon of gas, it can’t be too big, too heavy or too unstable.

We should adopt some alternative fuel strategy, although exactly what that should be is not yet clear. We should be doing everything we can to encourage the extraction of every drop of domestically sourced oil that we can. Even if there were to be a battery breakthrough tomorrow or we figured out a viable alternative fuel, it will take decades to replace or convert the existing fleet and produce and distribute enough of this fuel or batteries to serve everyone. Under another scenario, gasoline cars could simply become more efficient, plug-in hybrids continue to run on gas but just less of it, and there is no alternative fuel. We continue to use gasoline, but just less of it. One way or the other, oil usage should go down in the United States, but it will not go away. So, we will be using a lot of oil under absolutely any scenario for at least 20 more years, and maybe beyond. We should strive to make every drop of that oil be our oil. We can wean ourselves off of foreign oil and still have cars and the freedom of personal transportation. The solutions are out there and within reach if we have the national will and political courage to grasp them. 

Editor’s Note: The author was an auto dealer for 25 years before being elected to the California State Assembly in 2000 and then the State Senate in 2004. He was elected to the U.S. Congress in 2005, where he is a member of the Congressional Automotive Performance and Motorsports Caucus. At the state level, Rep. Campbell actively opposed the repeal of California’s rolling emissions exemption. At the federal level, Rep. Campbell helped SEMA secure a provision within the “Cash for Clunkers” program to protect vehicles 25 years old and older from the crusher. Rep. Campbell most recently toured the 2010 SEMA Show.

SEMA News - January 2011

Lawmaker With Industry Perspective Considers Auto Powertrain Issues

By Rep. John Campbell (R-CA)

			Rep. John Campbell (R-CA) “I spent 25 years in the retail car business before I lost my mind and went into politics,” said Congressman John Campbell, whose district is located within Orange County, California. “Even before that, my father—himself a committed car guy—raised me as a motorhead. I have vivid memories of his ’57 Thunderbird, ’63 Chevrolet Corvair supercharged by Andy Granitelli and stories about how he drove a brand-new ’36 Cord across the country (and how that car was way ahead of its time). Since then, I have made cars my hobby and have a small collection of classic cars, including a ’36 Cord and ’57 Thunderbird. No Corvair, however.”

I am not the world’s greatest authority on the subject of cars and propulsion systems, but I’m probably pretty high on the list in Congress. Some people want cars to go away entirely. Others think we are headed to all electrics, all hybrids or fuel cells. Of course, there are 130 million cars and trucks in the United States today, which are almost entirely powered by gasoline. What should the U.S. policy on cars, and the energy used to power them, follow? What are the practical alternatives?

An electric motor has advantages over the internal-combustion engines in cars today. They are smaller, lighter and very fast; do not need a transmission; and do not get hot nor need external cooling. Despite billions in research over the last 20 years and an enormous potential market, no breakthroughs in battery technology have occurred. The same three types of battery technologies that existed in the ’80s are what we have today, and they are only marginally cheaper and marginally higher performing.

The next best thing is to produce some of that electric power on board. The “environmentally cleanest” way to do that is with a hydrogen-powered fuel cell on board. But this technology has problems as well. For example, it is expensive in a mobile application. The most practical fuel-cell cars will probably produce hydrogen from gasoline or natural gas, although then some emissions will occur. No car manufacturer is planning a production fuel-cell car, although most have multi-million-dollar prototypes.

The most practical way to produce electricity on board is to have a gasoline-powered generator in the vehicle (plug-in hybrid). To keep the cost down, a plug-in hybrid has only enough heavy, expensive batteries to power it for a few miles until the generator kicks in. Since the internal-combustion engine is just a generator, it can operate at a constant rpm and be made considerably more efficient than if it were driving the wheels.

What about alternative fuels? There are a lot of alternatives out there, but each has challenges or else they would be in wide distribution already. The most commonly known is E85, which is a blend of 85% ethanol with 15% gasoline. Virtually all gasoline in the United States now contains 10% ethanol. We may be able to go to 15% without damaging existing cars. We cannot produce enough ethanol domestically to go entirely to E85 or even E25, and we currently have a 30% tax on imported ethanol. Plus, ethanol has downsides. In addition to the fact that it results in more emissions than gasoline, it is corrosive and cannot be used at too high a percentage in existing cars or existing distribution infrastructure. Suffice it to say that ethanol is and will be a partial fuel for our transportation needs, but it is unlikely to become a major gasoline replacement.

There are various alternatives out there with varying pros and cons, but they all share one major con: the investment necessary to turn any one of them from a boutique fuel into a major source of energy. Nearly 10% of the cars on the road today will run just fine on E85. But in the greater Los Angeles area—home to over 12 million people—there are only two gas stations where you can fuel with E85.

I would like to say that we should set up a national policy requiring the availability and distribution of some alternative fuel and let the CNG, ethanol, biofuel and methanol people battle it out. But I fear that the huge costs involved with distribution might condemn them all to failure. We have become accustomed to having fuel available on every corner. Perhaps we need to pick one or two and move in that direction.

There is a reason that gasoline has survived as the primary transportation fuel for more than 100 years. It holds a tremendous amount of energy very efficiently in a small package. It is cheap (less than bottled water) and abundant. Continuously, since the ’20s, forecasters have predicted that the world would run out of oil, but we always seem to find more and find better ways to extract it.

One alternative has to do with the fact that much of the energy in a gallon of gasoline is lost in your engine due to heat and friction. Over the last 100 years, gasoline engines have become hundreds of times more efficient in both converting that energy into horsepower and torque and losing less in waste, heat and friction. There is direct fuel injection, direct injection turbo-charging, variable displacement, variable ignition, variable valve timing and lift, variable compression and start-stop systems, to mention just a few. Gasoline engines can become more efficient in the future, and the costs of these efficiencies are much less than just about anything else.

What does all this mean for mobile-source energy policy? For one, we should be putting more emphasis on alternatives to oil used in fixed-source energy production, since there are fewer technological hurdles and size restrictions. Mobile energy has to fit inside an automobile. Whether it’s energy stored in a battery or in a gallon of gas, it can’t be too big, too heavy or too unstable.

We should adopt some alternative fuel strategy, although exactly what that should be is not yet clear. We should be doing everything we can to encourage the extraction of every drop of domestically sourced oil that we can. Even if there were to be a battery breakthrough tomorrow or we figured out a viable alternative fuel, it will take decades to replace or convert the existing fleet and produce and distribute enough of this fuel or batteries to serve everyone. Under another scenario, gasoline cars could simply become more efficient, plug-in hybrids continue to run on gas but just less of it, and there is no alternative fuel. We continue to use gasoline, but just less of it. One way or the other, oil usage should go down in the United States, but it will not go away. So, we will be using a lot of oil under absolutely any scenario for at least 20 more years, and maybe beyond. We should strive to make every drop of that oil be our oil. We can wean ourselves off of foreign oil and still have cars and the freedom of personal transportation. The solutions are out there and within reach if we have the national will and political courage to grasp them. 

Editor’s Note: The author was an auto dealer for 25 years before being elected to the California State Assembly in 2000 and then the State Senate in 2004. He was elected to the U.S. Congress in 2005, where he is a member of the Congressional Automotive Performance and Motorsports Caucus. At the state level, Rep. Campbell actively opposed the repeal of California’s rolling emissions exemption. At the federal level, Rep. Campbell helped SEMA secure a provision within the “Cash for Clunkers” program to protect vehicles 25 years old and older from the crusher. Rep. Campbell most recently toured the 2010 SEMA Show.

	The SEMA Town Hall volunteer panelsts (left to right): Kyle Fickler, Chairman of the Motorsports Parts Manufacturers Council (MPMC); SEMA Board Members Jeep Worthan and Chris Thomson; and SEMA Chairman Scooter Brothers.
	SEMA Town Hall Meetings provide the opportunity for members to ask questions regarding how the association can better their businesses and the programs in place to tackle challenges facing the industry.
	Congressman Randy Hultgren joined the first SEMA Town Hall of 2012 and spoke candidly to the crowd about key issues impacting the industry.

Until now, it had been a mild winter in Illinois. But, only hours prior to the first SEMA Town Hall Meeting for 2012, a storm rolled in and dropped four inches of snow. Luckily for the SEMA staff and 130 members within a 200-mile radius of St. Charles, the inclement weather didn’t deter attendance one bit, and the SEMA Town Hall Meeting went off without issue.

As SEMA planned for this Town Hall, a suitable location was sought to kick-off a three-event schedule in 2012. Thankfully, Jim Bingham, president of Winner’s Circle Speed & Custom and member of the SEMA Board, approached the association about co-locating the event at the site of the Race & Performance Expo. The end result was a three-hour event that seamlessly weaved itself into the Pheasant Run Resort and the Expo program.

The Town Hall was as much a crowd pleaser as the four meetings SEMA hosted in 2011. The same goal will guide this year's program—to reach out to the SEMA community one geographic region at a time for the purpose of listening to those who make up the specialty-equipment industry. In St. Charles, the SEMA staff and volunteers got an ear full as the audience peppered the panel of industry experts with a variety of questions, ranging from legislative concerns to youth engagement to money-saving tips.

The program started with a special guest representing the 14th District of Illinois, Congressman Randy Hultgren. Congressman Hultgren is a member of the Congressional Automotive Performance and Motorsports Caucus, which recognizes the important impact of the industry on the American economy and now includes more than 90 members. The congressman spoke candidly to the crowd about a few key issues impacting the industry, such as the government's role in business as well as taxation.

Once the Q&A was complete, SEMA Chairman of the Board Scooter Brothers gave a pitch for the SEMA Political Action Committee (PAC), asking the participants to complete the PAC approval form so that the association can seek their support in this ever-important election year. His threat to lock the doors until everyone had completed a PAC approval form got a hardy laugh from the crowd.

Following the Congressman, SEMA Senior Vice President of Operations Bill Miller welcomed the audience and introduced the panelists. There was a wealth of knowledge and experience within the panel, which included SEMA Board Members Scooter Brothers, Jeep Worthan and Chris Thomson, as well as Kyle Fickler, Chairman of the Motorsports Parts Manufacturers Council (MPMC).

Panelists shared with the crowd how they and their companies have benefitted by being involved with SEMA. Miller opened up the floor to questions from the audience, and the tone was quickly set with several legislative questions cropping up from the crowd. Both Wortham and Thomson were quick to respond to concerns about issues related to Nexus and Internet tax. With representatives in the audience from manufacturing, retail, distribution, education and media, it was a lively debate that focused on what should be done by the organization and government.


Where the panelists shined was in how they tackled questions about the best approach to getting involved in the organization and use the benefits provided by SEMA. The SEMA Businesswomen's Network (SBN) was well represented by Debra Fickler, a devoted SBN supporter, volunteer and SBN Select Committee member.

One of the topics that garnered the most attention was youth engagement. Several educators were in the audience and addressed the need for more support at the high school and post-secondary levels to create more automotive programs for students. It's no secret that "auto shop" programs have been all but eliminated from the high school curriculum, and the specialty-equipment industry has many fired-up supporters calling for more funding. Many in attendance thanked Jim Bingham for all that he is doing with his Hot Rodders of Tomorrow Engine Challenge.

The SEMA Town Hall in St. Charles, Illinois, was the first of a series of three town hall meetings in 2012. Upcoming Town Hall locations include La Grange, Kentucky, being held April 13; and Brooklyn, Michigan, scheduled for May 18. For more information about the SEMA Town Hall series, visit www.SEMA.org/townhall.

	The SEMA Town Hall volunteer panelsts (left to right): Kyle Fickler, Chairman of the Motorsports Parts Manufacturers Council (MPMC); SEMA Board Members Jeep Worthan and Chris Thomson; and SEMA Chairman Scooter Brothers.
	SEMA Town Hall Meetings provide the opportunity for members to ask questions regarding how the association can better their businesses and the programs in place to tackle challenges facing the industry.
	Congressman Randy Hultgren joined the first SEMA Town Hall of 2012 and spoke candidly to the crowd about key issues impacting the industry.

Until now, it had been a mild winter in Illinois. But, only hours prior to the first SEMA Town Hall Meeting for 2012, a storm rolled in and dropped four inches of snow. Luckily for the SEMA staff and 130 members within a 200-mile radius of St. Charles, the inclement weather didn’t deter attendance one bit, and the SEMA Town Hall Meeting went off without issue.

As SEMA planned for this Town Hall, a suitable location was sought to kick-off a three-event schedule in 2012. Thankfully, Jim Bingham, president of Winner’s Circle Speed & Custom and member of the SEMA Board, approached the association about co-locating the event at the site of the Race & Performance Expo. The end result was a three-hour event that seamlessly weaved itself into the Pheasant Run Resort and the Expo program.

The Town Hall was as much a crowd pleaser as the four meetings SEMA hosted in 2011. The same goal will guide this year's program—to reach out to the SEMA community one geographic region at a time for the purpose of listening to those who make up the specialty-equipment industry. In St. Charles, the SEMA staff and volunteers got an ear full as the audience peppered the panel of industry experts with a variety of questions, ranging from legislative concerns to youth engagement to money-saving tips.

The program started with a special guest representing the 14th District of Illinois, Congressman Randy Hultgren. Congressman Hultgren is a member of the Congressional Automotive Performance and Motorsports Caucus, which recognizes the important impact of the industry on the American economy and now includes more than 90 members. The congressman spoke candidly to the crowd about a few key issues impacting the industry, such as the government's role in business as well as taxation.

Once the Q&A was complete, SEMA Chairman of the Board Scooter Brothers gave a pitch for the SEMA Political Action Committee (PAC), asking the participants to complete the PAC approval form so that the association can seek their support in this ever-important election year. His threat to lock the doors until everyone had completed a PAC approval form got a hardy laugh from the crowd.

Following the Congressman, SEMA Senior Vice President of Operations Bill Miller welcomed the audience and introduced the panelists. There was a wealth of knowledge and experience within the panel, which included SEMA Board Members Scooter Brothers, Jeep Worthan and Chris Thomson, as well as Kyle Fickler, Chairman of the Motorsports Parts Manufacturers Council (MPMC).

Panelists shared with the crowd how they and their companies have benefitted by being involved with SEMA. Miller opened up the floor to questions from the audience, and the tone was quickly set with several legislative questions cropping up from the crowd. Both Wortham and Thomson were quick to respond to concerns about issues related to Nexus and Internet tax. With representatives in the audience from manufacturing, retail, distribution, education and media, it was a lively debate that focused on what should be done by the organization and government.


Where the panelists shined was in how they tackled questions about the best approach to getting involved in the organization and use the benefits provided by SEMA. The SEMA Businesswomen's Network (SBN) was well represented by Debra Fickler, a devoted SBN supporter, volunteer and SBN Select Committee member.

One of the topics that garnered the most attention was youth engagement. Several educators were in the audience and addressed the need for more support at the high school and post-secondary levels to create more automotive programs for students. It's no secret that "auto shop" programs have been all but eliminated from the high school curriculum, and the specialty-equipment industry has many fired-up supporters calling for more funding. Many in attendance thanked Jim Bingham for all that he is doing with his Hot Rodders of Tomorrow Engine Challenge.

The SEMA Town Hall in St. Charles, Illinois, was the first of a series of three town hall meetings in 2012. Upcoming Town Hall locations include La Grange, Kentucky, being held April 13; and Brooklyn, Michigan, scheduled for May 18. For more information about the SEMA Town Hall series, visit www.SEMA.org/townhall.

	The SEMA Town Hall volunteer panelsts (left to right): Kyle Fickler, Chairman of the Motorsports Parts Manufacturers Council (MPMC); SEMA Board Members Jeep Worthan and Chris Thomson; and SEMA Chairman Scooter Brothers.
	SEMA Town Hall Meetings provide the opportunity for members to ask questions regarding how the association can better their businesses and the programs in place to tackle challenges facing the industry.
	Congressman Randy Hultgren joined the first SEMA Town Hall of 2012 and spoke candidly to the crowd about key issues impacting the industry.

Until now, it had been a mild winter in Illinois. But, only hours prior to the first SEMA Town Hall Meeting for 2012, a storm rolled in and dropped four inches of snow. Luckily for the SEMA staff and 130 members within a 200-mile radius of St. Charles, the inclement weather didn’t deter attendance one bit, and the SEMA Town Hall Meeting went off without issue.

As SEMA planned for this Town Hall, a suitable location was sought to kick-off a three-event schedule in 2012. Thankfully, Jim Bingham, president of Winner’s Circle Speed & Custom and member of the SEMA Board, approached the association about co-locating the event at the site of the Race & Performance Expo. The end result was a three-hour event that seamlessly weaved itself into the Pheasant Run Resort and the Expo program.

The Town Hall was as much a crowd pleaser as the four meetings SEMA hosted in 2011. The same goal will guide this year's program—to reach out to the SEMA community one geographic region at a time for the purpose of listening to those who make up the specialty-equipment industry. In St. Charles, the SEMA staff and volunteers got an ear full as the audience peppered the panel of industry experts with a variety of questions, ranging from legislative concerns to youth engagement to money-saving tips.

The program started with a special guest representing the 14th District of Illinois, Congressman Randy Hultgren. Congressman Hultgren is a member of the Congressional Automotive Performance and Motorsports Caucus, which recognizes the important impact of the industry on the American economy and now includes more than 90 members. The congressman spoke candidly to the crowd about a few key issues impacting the industry, such as the government's role in business as well as taxation.

Once the Q&A was complete, SEMA Chairman of the Board Scooter Brothers gave a pitch for the SEMA Political Action Committee (PAC), asking the participants to complete the PAC approval form so that the association can seek their support in this ever-important election year. His threat to lock the doors until everyone had completed a PAC approval form got a hardy laugh from the crowd.

Following the Congressman, SEMA Senior Vice President of Operations Bill Miller welcomed the audience and introduced the panelists. There was a wealth of knowledge and experience within the panel, which included SEMA Board Members Scooter Brothers, Jeep Worthan and Chris Thomson, as well as Kyle Fickler, Chairman of the Motorsports Parts Manufacturers Council (MPMC).

Panelists shared with the crowd how they and their companies have benefitted by being involved with SEMA. Miller opened up the floor to questions from the audience, and the tone was quickly set with several legislative questions cropping up from the crowd. Both Wortham and Thomson were quick to respond to concerns about issues related to Nexus and Internet tax. With representatives in the audience from manufacturing, retail, distribution, education and media, it was a lively debate that focused on what should be done by the organization and government.


Where the panelists shined was in how they tackled questions about the best approach to getting involved in the organization and use the benefits provided by SEMA. The SEMA Businesswomen's Network (SBN) was well represented by Debra Fickler, a devoted SBN supporter, volunteer and SBN Select Committee member.

One of the topics that garnered the most attention was youth engagement. Several educators were in the audience and addressed the need for more support at the high school and post-secondary levels to create more automotive programs for students. It's no secret that "auto shop" programs have been all but eliminated from the high school curriculum, and the specialty-equipment industry has many fired-up supporters calling for more funding. Many in attendance thanked Jim Bingham for all that he is doing with his Hot Rodders of Tomorrow Engine Challenge.

The SEMA Town Hall in St. Charles, Illinois, was the first of a series of three town hall meetings in 2012. Upcoming Town Hall locations include La Grange, Kentucky, being held April 13; and Brooklyn, Michigan, scheduled for May 18. For more information about the SEMA Town Hall series, visit www.SEMA.org/townhall.

	The SEMA Town Hall volunteer panelsts (left to right): Kyle Fickler, Chairman of the Motorsports Parts Manufacturers Council (MPMC); SEMA Board Members Jeep Worthan and Chris Thomson; and SEMA Chairman Scooter Brothers.
	SEMA Town Hall Meetings provide the opportunity for members to ask questions regarding how the association can better their businesses and the programs in place to tackle challenges facing the industry.
	Congressman Randy Hultgren joined the first SEMA Town Hall of 2012 and spoke candidly to the crowd about key issues impacting the industry.

Until now, it had been a mild winter in Illinois. But, only hours prior to the first SEMA Town Hall Meeting for 2012, a storm rolled in and dropped four inches of snow. Luckily for the SEMA staff and 130 members within a 200-mile radius of St. Charles, the inclement weather didn’t deter attendance one bit, and the SEMA Town Hall Meeting went off without issue.

As SEMA planned for this Town Hall, a suitable location was sought to kick-off a three-event schedule in 2012. Thankfully, Jim Bingham, president of Winner’s Circle Speed & Custom and member of the SEMA Board, approached the association about co-locating the event at the site of the Race & Performance Expo. The end result was a three-hour event that seamlessly weaved itself into the Pheasant Run Resort and the Expo program.

The Town Hall was as much a crowd pleaser as the four meetings SEMA hosted in 2011. The same goal will guide this year's program—to reach out to the SEMA community one geographic region at a time for the purpose of listening to those who make up the specialty-equipment industry. In St. Charles, the SEMA staff and volunteers got an ear full as the audience peppered the panel of industry experts with a variety of questions, ranging from legislative concerns to youth engagement to money-saving tips.

The program started with a special guest representing the 14th District of Illinois, Congressman Randy Hultgren. Congressman Hultgren is a member of the Congressional Automotive Performance and Motorsports Caucus, which recognizes the important impact of the industry on the American economy and now includes more than 90 members. The congressman spoke candidly to the crowd about a few key issues impacting the industry, such as the government's role in business as well as taxation.

Once the Q&A was complete, SEMA Chairman of the Board Scooter Brothers gave a pitch for the SEMA Political Action Committee (PAC), asking the participants to complete the PAC approval form so that the association can seek their support in this ever-important election year. His threat to lock the doors until everyone had completed a PAC approval form got a hardy laugh from the crowd.

Following the Congressman, SEMA Senior Vice President of Operations Bill Miller welcomed the audience and introduced the panelists. There was a wealth of knowledge and experience within the panel, which included SEMA Board Members Scooter Brothers, Jeep Worthan and Chris Thomson, as well as Kyle Fickler, Chairman of the Motorsports Parts Manufacturers Council (MPMC).

Panelists shared with the crowd how they and their companies have benefitted by being involved with SEMA. Miller opened up the floor to questions from the audience, and the tone was quickly set with several legislative questions cropping up from the crowd. Both Wortham and Thomson were quick to respond to concerns about issues related to Nexus and Internet tax. With representatives in the audience from manufacturing, retail, distribution, education and media, it was a lively debate that focused on what should be done by the organization and government.


Where the panelists shined was in how they tackled questions about the best approach to getting involved in the organization and use the benefits provided by SEMA. The SEMA Businesswomen's Network (SBN) was well represented by Debra Fickler, a devoted SBN supporter, volunteer and SBN Select Committee member.

One of the topics that garnered the most attention was youth engagement. Several educators were in the audience and addressed the need for more support at the high school and post-secondary levels to create more automotive programs for students. It's no secret that "auto shop" programs have been all but eliminated from the high school curriculum, and the specialty-equipment industry has many fired-up supporters calling for more funding. Many in attendance thanked Jim Bingham for all that he is doing with his Hot Rodders of Tomorrow Engine Challenge.

The SEMA Town Hall in St. Charles, Illinois, was the first of a series of three town hall meetings in 2012. Upcoming Town Hall locations include La Grange, Kentucky, being held April 13; and Brooklyn, Michigan, scheduled for May 18. For more information about the SEMA Town Hall series, visit www.SEMA.org/townhall.

	The SEMA Town Hall volunteer panelsts (left to right): Kyle Fickler, Chairman of the Motorsports Parts Manufacturers Council (MPMC); SEMA Board Members Jeep Worthan and Chris Thomson; and SEMA Chairman Scooter Brothers.
	SEMA Town Hall Meetings provide the opportunity for members to ask questions regarding how the association can better their businesses and the programs in place to tackle challenges facing the industry.
	Congressman Randy Hultgren joined the first SEMA Town Hall of 2012 and spoke candidly to the crowd about key issues impacting the industry.

Until now, it had been a mild winter in Illinois. But, only hours prior to the first SEMA Town Hall Meeting for 2012, a storm rolled in and dropped four inches of snow. Luckily for the SEMA staff and 130 members within a 200-mile radius of St. Charles, the inclement weather didn’t deter attendance one bit, and the SEMA Town Hall Meeting went off without issue.

As SEMA planned for this Town Hall, a suitable location was sought to kick-off a three-event schedule in 2012. Thankfully, Jim Bingham, president of Winner’s Circle Speed & Custom and member of the SEMA Board, approached the association about co-locating the event at the site of the Race & Performance Expo. The end result was a three-hour event that seamlessly weaved itself into the Pheasant Run Resort and the Expo program.

The Town Hall was as much a crowd pleaser as the four meetings SEMA hosted in 2011. The same goal will guide this year's program—to reach out to the SEMA community one geographic region at a time for the purpose of listening to those who make up the specialty-equipment industry. In St. Charles, the SEMA staff and volunteers got an ear full as the audience peppered the panel of industry experts with a variety of questions, ranging from legislative concerns to youth engagement to money-saving tips.

The program started with a special guest representing the 14th District of Illinois, Congressman Randy Hultgren. Congressman Hultgren is a member of the Congressional Automotive Performance and Motorsports Caucus, which recognizes the important impact of the industry on the American economy and now includes more than 90 members. The congressman spoke candidly to the crowd about a few key issues impacting the industry, such as the government's role in business as well as taxation.

Once the Q&A was complete, SEMA Chairman of the Board Scooter Brothers gave a pitch for the SEMA Political Action Committee (PAC), asking the participants to complete the PAC approval form so that the association can seek their support in this ever-important election year. His threat to lock the doors until everyone had completed a PAC approval form got a hardy laugh from the crowd.

Following the Congressman, SEMA Senior Vice President of Operations Bill Miller welcomed the audience and introduced the panelists. There was a wealth of knowledge and experience within the panel, which included SEMA Board Members Scooter Brothers, Jeep Worthan and Chris Thomson, as well as Kyle Fickler, Chairman of the Motorsports Parts Manufacturers Council (MPMC).

Panelists shared with the crowd how they and their companies have benefitted by being involved with SEMA. Miller opened up the floor to questions from the audience, and the tone was quickly set with several legislative questions cropping up from the crowd. Both Wortham and Thomson were quick to respond to concerns about issues related to Nexus and Internet tax. With representatives in the audience from manufacturing, retail, distribution, education and media, it was a lively debate that focused on what should be done by the organization and government.


Where the panelists shined was in how they tackled questions about the best approach to getting involved in the organization and use the benefits provided by SEMA. The SEMA Businesswomen's Network (SBN) was well represented by Debra Fickler, a devoted SBN supporter, volunteer and SBN Select Committee member.

One of the topics that garnered the most attention was youth engagement. Several educators were in the audience and addressed the need for more support at the high school and post-secondary levels to create more automotive programs for students. It's no secret that "auto shop" programs have been all but eliminated from the high school curriculum, and the specialty-equipment industry has many fired-up supporters calling for more funding. Many in attendance thanked Jim Bingham for all that he is doing with his Hot Rodders of Tomorrow Engine Challenge.

The SEMA Town Hall in St. Charles, Illinois, was the first of a series of three town hall meetings in 2012. Upcoming Town Hall locations include La Grange, Kentucky, being held April 13; and Brooklyn, Michigan, scheduled for May 18. For more information about the SEMA Town Hall series, visit www.SEMA.org/townhall.

Select Committee nominations are now open for SEMA's councils and committees. Nominate a peer or youself by using the online SEMA Council Nomination Form.

Have a business challenge that goes beyond the walls of your shop? See a change in the market that needs to be made? Have an idea, but need some industry muscle to make it happen? Then it may be time for you to volunteer to be a leader by nominating yourself or a peer for a Select Committee seat on one of SEMA's councils or committees.

The Select Committee serves as the leadership body for the entire membership of a specific council or committee. These volunteers are in tune with their market and have the drive needed to influence change. Elected volunteers receive invaluable training and leadership opportunities through SEMA.

 There are currently 10 council and committee groups within SEMA, and each represents a collection of SEMA members who share a common business purpose or market segment. Councils work to identify related business goals, issues and challenges that require a special focus by the association.

To find out who is currently involved in the councils and committees, you can go to www.sema.org/councils-committees and follow the link to the desired group.

Get started now by using the online SEMA Council Nomination Form. The form is quick and easy to complete; no printing or faxing required. All nominations must be received by 5:00 p.m. on March 23, 2012.



For more information on SEMA councils and committees or the nomination and election process, contact Arlene Wood at arlenew@sema.org.

Select Committee nominations are now open for SEMA's councils and committees. Nominate a peer or youself by using the online SEMA Council Nomination Form.

Have a business challenge that goes beyond the walls of your shop? See a change in the market that needs to be made? Have an idea, but need some industry muscle to make it happen? Then it may be time for you to volunteer to be a leader by nominating yourself or a peer for a Select Committee seat on one of SEMA's councils or committees.

The Select Committee serves as the leadership body for the entire membership of a specific council or committee. These volunteers are in tune with their market and have the drive needed to influence change. Elected volunteers receive invaluable training and leadership opportunities through SEMA.

 There are currently 10 council and committee groups within SEMA, and each represents a collection of SEMA members who share a common business purpose or market segment. Councils work to identify related business goals, issues and challenges that require a special focus by the association.

To find out who is currently involved in the councils and committees, you can go to www.sema.org/councils-committees and follow the link to the desired group.

Get started now by using the online SEMA Council Nomination Form. The form is quick and easy to complete; no printing or faxing required. All nominations must be received by 5:00 p.m. on March 23, 2012.



For more information on SEMA councils and committees or the nomination and election process, contact Arlene Wood at arlenew@sema.org.