SEMA News—August 2020

LEGISLATIVE AND TECHNICAL AFFAIRS

Replica Cars—

It’s Back to the Future Time

By Stuart Gosswein

Revology’s ’68 Mustang GT 2+2 Fastback R Spec.

The industry’s reaction in 2015 to enactment of the replica car law could be described in two words: giddy enthusiasm. Companies would soon be able to produce and sell new turnkey vehicles that resembled classic vehicles produced at least 25 years ago. Passage of the law had taken just four years following the bill’s introduction—a relatively short period on Capitol Hill—but who knew that it would take five years of lobbying and a lawsuit before companies could begin selling replica cars?

The wait for the National Highway Traffic Safety Administration to issue a regulation to implement the law has been agonizingly slow. A draft rule wasn’t issued until this past January. It is expected to be finalized by November 2020, if not sooner, allowing companies to register with the agency and begin sales. In anticipation of that action, this article provides an overview of the law and why it was needed.

In the ’60s, the National Highway Traffic Safety Administration created a system for regulating companies that mass-produced millions of automobiles. However, the agency never created a second system for businesses that made a small number of vehicles each year—whether that number was one, 50 or 1,000. While other countries developed regulations that recognized the unique challenge of creating a custom-made vehicle, the United States did not.

The Superformance MKIII-R, a modern take on the iconic Cobra.

Despite the regulatory roadblocks, there has been a niche market for companies to sell unique vehicles. It is called the “kit-car” market, whereby a manufacturer sells an incomplete automobile, frequently pre-assembled, and a buyer installs the engine/transmission, thereby transforming the parts into a motor vehicle. While states usually regulate hobbyist-built kit cars by the model year they resemble, the National Highway Traffic Safety Administration viewed a manufacturer-completed replica car to be a current model-year vehicle, making it nearly impossible for a company to offer a turnkey car.

SEMA helped craft legislation introduced in Congress in 2011 to create a separate regulatory system for low-volume vehicle manufacturers. The bill adopted the kit-car approach for regulatory oversight whereby the completed automobiles are subject to all federal safety standards for equipment (tires, lighting, glass, etc.) but not vehicle-based standards. Low-volume vehicle manufacturers (under 5,000 worldwide production) may take advantage of the law and sell up to 325 turnkey replica cars a year in the United States.

Popular kit car models in recent years have been ’30s-era hot rods and ’60s-era Cobras. However, there are no restrictions for the type of replica cars to be sold beyond the 25-year limitation. Further, the law applies to the appearance of the vehicle, so the cars may incorporate new platforms and high-performance equipment under the hood.

ICON’s unique FJ40 is ready for the open road.

The vehicles will also be clean cars that meet current model-year emissions standards. That will be achieved through the installation of engine packages approved by the U.S. Environmental Protection Agency (EPA) or by the California Air Resources Board (CARB) for vehicles produced or sold in California. SEMA and industry representatives worked with both agencies to develop guidelines and regulations governing the engine packages. Most of the engine packages will be supplied by the larger vehicle and original-equipment manufacturers.

While SEMA and the industry celebrate the approaching start to the replica car program, the road to success has been unexpectedly long and tortuous. Eager customers began placing orders in 2016, as companies geared up for production. Some companies built new facilities and placed orders with part suppliers. Instead of sales, however, the lengthy delay imposed significant economic pain. SEMA sued the National Highway Traffic Safety Administration in 2019 for failure to issue a regulation in a timely fashion. The suit had its intended effect, helping spur issuance of the proposed rule and soon-to-be-released final rule.

When the replica car law finally takes effect, SEMA will welcome the opportunity for customers to buy their dream cars and for low-volume manufacturers to rejoice in making those dreams come true.

The new and timeless DeLorean.

Low-Volume Motor Vehicle Manufacturers Act” Questions and Answers

Why Is This Law Necessary? Until 2015, all motor vehicle manufacturers were treated the same, regardless of whether a company produced one car or one million. The law directs NHTSA to create a simplified regulatory program that takes into account the unique differences between a company that mass-produces thousands of cars and one that handcrafts a limited number.

What Is a Low-Volume Manufacturer? The law states that a low-volume manufacturer is a company whose annual worldwide production (including by a parent or subsidiary of the manufacturer) is not more than 5,000 motor vehicles each year. These companies will each be able to sell up to 325 “replica” cars annually in the United States.

How Does the Law Define a Replica Vehicle? A replica vehicle resembles the body of another motor vehicle produced at least 25 years ago. The vehicle is produced under a license agreement from the original manufacturer, its successor/assignee, or the current owner of the replicated vehicle’s intellectual property rights. In some instances, the replica car manufacturer may be the current owner (for example, when the original manufacturer no longer exists or the replica car has a distinguishably different appearance and brand name).

How Are Replica Cars Regulated by NHTSA? Replica vehicles are subject to NHTSA’s equipment standards, including lighting, brake hoses, glass and tires. However, the automobiles are exempt from safety standards that apply to motor vehicles (roof crush, side impact, bumper standard, etc.). The exemption recognizes that it is impractical to apply current model-year standards to vehicles designed decades ago or to crash test such vehicles when only a few are being produced.

Factory Five’s all-new second-generation ’33 Hot Rod with the optional ’32 Deluxe nose.

How Are Replica Cars Regulated by the EPA and CARB? Replica cars will meet current model-year emissions standards. The engine package must be approved by the EPA and, if produced or sold in California, by CARB. SEMA and the replica car industry worked with both agencies to develop an EPA guidance document and CARB regulation for recognizing compliant engine packages.

When Will the Program Begin? The program has been on hold while NHTSA drafted a regulation. NHTSA issued a proposed rule in January 2020 and is expected to finalize the rule by the fall of 2020. The rule becomes effective upon publication, which means companies can then file registration applications to be reviewed by NHTSA within 90 days, allowing sales to commence. Companies are also required to register and file annual reports with the EPA and CARB.

How Will This Law Impact Kit-Car Consumers? Hobbyists will still have the freedom to assemble their own vehicles from kits if they prefer, including modern-era cars. The law expands the market of who can purchase a replica car to include those who don’t have the time or skills to complete a kit car. In short, this law means more business opportunities for the industry and more choices for consumers.

Will I Be Able to Title/Register the Car? SEMA has worked with many states to establish specific categories for titling, registering and regulating “kit cars” (e.g., street rods and customs, including replicas and specialty constructed vehicles), which will also apply to turnkey replicas. For more information on the laws in your state, visit the “Titling & Registration” page on the SEMA Action Network’s website at www.semasan.com.

Where Can I Find More Information? Visit www.sema.org/replica.

SEMA News—August 2020

LEGISLATIVE AND TECHNICAL AFFAIRS

Replica Cars—

It’s Back to the Future Time

By Stuart Gosswein

Revology’s ’68 Mustang GT 2+2 Fastback R Spec.

The industry’s reaction in 2015 to enactment of the replica car law could be described in two words: giddy enthusiasm. Companies would soon be able to produce and sell new turnkey vehicles that resembled classic vehicles produced at least 25 years ago. Passage of the law had taken just four years following the bill’s introduction—a relatively short period on Capitol Hill—but who knew that it would take five years of lobbying and a lawsuit before companies could begin selling replica cars?

The wait for the National Highway Traffic Safety Administration to issue a regulation to implement the law has been agonizingly slow. A draft rule wasn’t issued until this past January. It is expected to be finalized by November 2020, if not sooner, allowing companies to register with the agency and begin sales. In anticipation of that action, this article provides an overview of the law and why it was needed.

In the ’60s, the National Highway Traffic Safety Administration created a system for regulating companies that mass-produced millions of automobiles. However, the agency never created a second system for businesses that made a small number of vehicles each year—whether that number was one, 50 or 1,000. While other countries developed regulations that recognized the unique challenge of creating a custom-made vehicle, the United States did not.

The Superformance MKIII-R, a modern take on the iconic Cobra.

Despite the regulatory roadblocks, there has been a niche market for companies to sell unique vehicles. It is called the “kit-car” market, whereby a manufacturer sells an incomplete automobile, frequently pre-assembled, and a buyer installs the engine/transmission, thereby transforming the parts into a motor vehicle. While states usually regulate hobbyist-built kit cars by the model year they resemble, the National Highway Traffic Safety Administration viewed a manufacturer-completed replica car to be a current model-year vehicle, making it nearly impossible for a company to offer a turnkey car.

SEMA helped craft legislation introduced in Congress in 2011 to create a separate regulatory system for low-volume vehicle manufacturers. The bill adopted the kit-car approach for regulatory oversight whereby the completed automobiles are subject to all federal safety standards for equipment (tires, lighting, glass, etc.) but not vehicle-based standards. Low-volume vehicle manufacturers (under 5,000 worldwide production) may take advantage of the law and sell up to 325 turnkey replica cars a year in the United States.

Popular kit car models in recent years have been ’30s-era hot rods and ’60s-era Cobras. However, there are no restrictions for the type of replica cars to be sold beyond the 25-year limitation. Further, the law applies to the appearance of the vehicle, so the cars may incorporate new platforms and high-performance equipment under the hood.

ICON’s unique FJ40 is ready for the open road.

The vehicles will also be clean cars that meet current model-year emissions standards. That will be achieved through the installation of engine packages approved by the U.S. Environmental Protection Agency (EPA) or by the California Air Resources Board (CARB) for vehicles produced or sold in California. SEMA and industry representatives worked with both agencies to develop guidelines and regulations governing the engine packages. Most of the engine packages will be supplied by the larger vehicle and original-equipment manufacturers.

While SEMA and the industry celebrate the approaching start to the replica car program, the road to success has been unexpectedly long and tortuous. Eager customers began placing orders in 2016, as companies geared up for production. Some companies built new facilities and placed orders with part suppliers. Instead of sales, however, the lengthy delay imposed significant economic pain. SEMA sued the National Highway Traffic Safety Administration in 2019 for failure to issue a regulation in a timely fashion. The suit had its intended effect, helping spur issuance of the proposed rule and soon-to-be-released final rule.

When the replica car law finally takes effect, SEMA will welcome the opportunity for customers to buy their dream cars and for low-volume manufacturers to rejoice in making those dreams come true.

The new and timeless DeLorean.

Low-Volume Motor Vehicle Manufacturers Act” Questions and Answers

Why Is This Law Necessary? Until 2015, all motor vehicle manufacturers were treated the same, regardless of whether a company produced one car or one million. The law directs NHTSA to create a simplified regulatory program that takes into account the unique differences between a company that mass-produces thousands of cars and one that handcrafts a limited number.

What Is a Low-Volume Manufacturer? The law states that a low-volume manufacturer is a company whose annual worldwide production (including by a parent or subsidiary of the manufacturer) is not more than 5,000 motor vehicles each year. These companies will each be able to sell up to 325 “replica” cars annually in the United States.

How Does the Law Define a Replica Vehicle? A replica vehicle resembles the body of another motor vehicle produced at least 25 years ago. The vehicle is produced under a license agreement from the original manufacturer, its successor/assignee, or the current owner of the replicated vehicle’s intellectual property rights. In some instances, the replica car manufacturer may be the current owner (for example, when the original manufacturer no longer exists or the replica car has a distinguishably different appearance and brand name).

How Are Replica Cars Regulated by NHTSA? Replica vehicles are subject to NHTSA’s equipment standards, including lighting, brake hoses, glass and tires. However, the automobiles are exempt from safety standards that apply to motor vehicles (roof crush, side impact, bumper standard, etc.). The exemption recognizes that it is impractical to apply current model-year standards to vehicles designed decades ago or to crash test such vehicles when only a few are being produced.

Factory Five’s all-new second-generation ’33 Hot Rod with the optional ’32 Deluxe nose.

How Are Replica Cars Regulated by the EPA and CARB? Replica cars will meet current model-year emissions standards. The engine package must be approved by the EPA and, if produced or sold in California, by CARB. SEMA and the replica car industry worked with both agencies to develop an EPA guidance document and CARB regulation for recognizing compliant engine packages.

When Will the Program Begin? The program has been on hold while NHTSA drafted a regulation. NHTSA issued a proposed rule in January 2020 and is expected to finalize the rule by the fall of 2020. The rule becomes effective upon publication, which means companies can then file registration applications to be reviewed by NHTSA within 90 days, allowing sales to commence. Companies are also required to register and file annual reports with the EPA and CARB.

How Will This Law Impact Kit-Car Consumers? Hobbyists will still have the freedom to assemble their own vehicles from kits if they prefer, including modern-era cars. The law expands the market of who can purchase a replica car to include those who don’t have the time or skills to complete a kit car. In short, this law means more business opportunities for the industry and more choices for consumers.

Will I Be Able to Title/Register the Car? SEMA has worked with many states to establish specific categories for titling, registering and regulating “kit cars” (e.g., street rods and customs, including replicas and specialty constructed vehicles), which will also apply to turnkey replicas. For more information on the laws in your state, visit the “Titling & Registration” page on the SEMA Action Network’s website at www.semasan.com.

Where Can I Find More Information? Visit www.sema.org/replica.

SEMA News—August 2020

INDUSTRY NEWS

By Douglas McColloch

Survey: SEMA Member Companies Expect Solid Business for Remainder of 2020

From May 20–29, SEMA conducted a survey of more than 1,800 professionals within the specialty-equipment industry. Despite the disruptions over the past few months, manufacturers, distributors and retailers continue to maintain a positive outlook on the situation, and expect business to pick up now that restrictions are easing.

While roughly a quarter of companies expect significantly fewer sales for the remainder of the year, three-quarters of companies report that they still expect sales figures to be better than or similar to those of 2019 or to decline by 20% or less.

While the beginning of April saw 17% of manufacturers, distributors and retailers reporting “mostly business as usual,” that jumped to more than 30% by the end of May. Nearly 90% currently say they are “mostly business as usual” or “impacted short-term, but will get through it.”

The automotive aftermarket utilizes a number of different channels to sell products. Retailers predominantly sell in-store, while manufacturers and distributors sell mostly through wholesale. Many manufacturers also use their company websites for direct sales.

Over the last few months, sales across the industry have been impacted. Because of stay-in-place restrictions, in-person transactions were limited. Consequently, the industry has seen some uptick in online sales. As restrictions ease, however, customers are likely return to shopping in-store and in person.

Overall, the industry is fairly optimistic about sales for the rest of the year. More than half of all manufacturers, distributors and retailers think their Q4 sales will be better or at least the same as last year.

Companies may not be expecting rapid sales growth in the short term, but a majority—including 50% of retailers—expect to see sales figures improve later in the year to equal or exceed 2019’s sales numbers, with distributors being the most bullish market sector.

Nicole Bradle

Nicole Bradle Joins SEMA as Council Director

Nicole Bradle was hired as SEMA’s new council director. Bradle is the liaison for the Wheel & Tire Council, Emerging Trends & Technology Network and SEMA Businesswomen’s Network.

Bradle was previously the director of member relations at the American Academy of Physical Medicine and Rehabilitation. During her time there, she redesigned the company’s member engagement model; transformed and guided the resident and fellow council; overhauled customer service; and oversaw all member-relations activities, among other responsibilities.

Before the Academy, Bradle spent 11 years at the American Society of Anesthesiology as the conference manager and later as executive director for anesthesia subspecialty societies. As executive director, she partnered with volunteer leaders to advance their missions and build solid leadership structures for future growth.

Airline Discounts Available for the 2020 SEMA Show

SEMA Show organizers have been working with major air carriers to secure discounted airfare for 2020 SEMA Show attendees and exhibitors. Alaska, Delta and United are among the airlines offering up to 10% off on round-trip airfare to Las Vegas.

Alaska Airlines

• Discount: 7% off published fares.
• Valid Travel Dates: October 27–November 10, 2020.
• Online Reservations: www.alaskaair.com and enter discount code ECMD130.
• Phone Reservations: Group desk at 800-445-4435; a $15 per-person ticketing fee will be applied to phone reservations.

Delta Airlines

• Discount: Ranges from 5%–10% on full/unrestricted airfares to 2020 SEMA Show (applicable to passengers originating in the United States and Canada only).
• Valid Travel Dates: October 29–November 11, 2020.
• Online Reservations: www.delta.com and enter meeting event code NY336 in the box provided on the “Book a Flight” page.
• Phone Reservations: Delta meeting network reservations at 800-328-1111; no service fee applied to phone reservations.

United Airlines

• Discount: 5% or more.
• Valid Travel Dates: October 31–November 9, 2020.
• Online Reservations: www.united.com and enter offer code ZJCT820881 in the “Promotions and Certificates” box when searching for flights.
• Phone Reservations: United meetings at 800-426-1122; provide agreement code 820881 and Z code ZJCT. A service fee will be collected per ticket when booking by phone.

Hotel information is now available at www.SEMAShow.com.

SEMA News—August 2020

LEGISLATIVE AND TECHNICAL AFFAIRS

Pouring Salt to Heal Old Wounds

By Stuart Gosswein

Attempting to set a land-speed record as the sun rises on the Bonneville Salt Flats. Photo courtesy: LandSpeed Productions

“Make Bonneville Great Again” is no longer just a cheeky slogan that land-speed racers have printed on hats. SEMA is proud to announce that a joint state/federal program to save the Bonneville Salt Flats has been created to dramatically increase the amount of salt pumped onto those hallowed grounds.

The “Restore Bonneville” program is now officially being implemented by the Utah Department of Natural Resources (DNR) in coordination with the U.S. Bureau of Land Management (BLM). The state of Utah and Congress have both approved funding to kick off the effort. The agencies have signed a memorandum of understanding that outlines the shared interest and commitment of BLM and DNR to work together to manage and restore the salt flats.

Located near Wendover on the Utah/Nevada border, the Bonneville salt basin covers an area about 65 mi. long and 25 mi. wide. It is the densely packed salt remnants of an ancient lake bed that formed over thousands of years. Bonneville’s stark and beautiful landscape has been the backdrop for movies, commercials and photos, and it is a magnet for tourists.

Last-minute vehicle checks at the starting line. Photo courtesy: Team Vesco

A vintage racing photo from 1966.

The salt flats have been hallowed grounds for motorsports enthusiasts since 1914, when racers discovered that it was the perfect surface for keeping tires cool and setting land-speed records. While hundreds of records have been set and broken in a variety of automotive classes, the conditions at Bonneville have deteriorated since the ’60s.

Racers were once able to compete on a 13-mi. racetrack at Bonneville, but race sanctioning bodies are now unable to find more than 8 mi. of straightaway. Racing in two opposite directions within one hour has traditionally been required for world records, but that rule has been largely abandoned. The racecourse at Bonneville is not currently long enough for the world’s fastest vehicles to compete. While the conditions at Bonneville have deteriorated significantly over the past few decades, SEMA and the racing community have created a pathway for it to again become a preeminent race venue.

A 1947 Speed Week brochure, which includes a map of the 13½-mi. straightaway.

The Bonneville Salt Flats Racetrack is listed on the National Registry of Historic Places and designated an Area of Critical Environmental Concern and a Special Recreation Management Area. Despite those designations, the salt crust has steadily deteriorated to a maximum thickness measured in inches rather than feet.

Interstate 80 divides the Bonneville basin in half. To the north is a racing venue; to the south is a potash mining operation. The two activities existed in harmony until the ’60s, when the BLM issued leases allowing some of Bonneville’s salt to be legally transferred south through miles of ditches. Potash is extracted from the salt through solar evaporation, and the salt is a waste product of the process.

For decades, the land-speed racing community sounded the alarm that Bonne-ville was shrinking. No tangible response occurred until 1997, when the racing community worked with the mine owner and the BLM on a five-year pilot program to pump the processed salt brine onto Bonneville during the winter months. An average of 1.2 million tons of salt a year were transferred during that time.

Studies confirmed that Bonneville’s salt crust began to thicken, and the brine aquifer beneath the surface also improved. In more recent years, however, the pumping levels have been around 0.3 to 0.6 million tons or less—not enough to change Bonneville’s status as endangered.

A 2009 photo of three different types of vehicles at the starting line (from left), the Speed Demon streamliner, the Dripps & Gibby Racing roadster, and the Kelly & Hall belly tank. Photo courtesy: LandSpeed Productions

A view from Dave Spangler’s driver’s seat in the Turbinator II which will exit the 2018 racing venue at 503 mph and become the world’s fastest wheel-driven vehicle.

SEMA, the Save the Salt Coalition and other organizations and companies seeking to restore Bonneville have worked closely with government officials and the mine owner, Intrepid Potash, to create an expanded 10-year salt-pumping program. An agreement has been signed, and the program details are being finalized.

Building on the success of the earlier 1997–2002 initiative, the upcoming 10-year Restore Bonneville program will increase the volume of salt to be pumped to 1 million tons per year or more. Program results will be closely monitored and analyzed over the 10-year period, with the intent of making it a permanent program. Listed below are highlights of the Restore Bonneville program.

• The program will be funded through annual appropriations from the BLM and the state of Utah.
• Over the next two or three years, Intrepid will increase its pumping volumes by making infrastructure upgrades, including but not limited to rebuilding wells, relining and covering water ditches, relining processing ponds, and installing new pipes and pumps.
• The overall cost of the program will be around $50 million over 10 years. The bulk of the money will come from federal and state appropriations, but the racing community will make meaningful contributions as well, and Intrepid will donate the value of the salt.
• Congress appropriated up to $4 million for Restore Bonneville in fiscal year 2020, and the Utah State Legislature approved $1 million for this year to create the program.
• SEMA and the Save the Salt Coalition will continue to work with the U.S. Congress, Trump Administration and state of Utah to continue funding and implementing the program.
  
  
  
  

SEMA News—August 2020

LEGISLATIVE AND TECHNICAL AFFAIRS

Pouring Salt to Heal Old Wounds

By Stuart Gosswein

Attempting to set a land-speed record as the sun rises on the Bonneville Salt Flats. Photo courtesy: LandSpeed Productions

“Make Bonneville Great Again” is no longer just a cheeky slogan that land-speed racers have printed on hats. SEMA is proud to announce that a joint state/federal program to save the Bonneville Salt Flats has been created to dramatically increase the amount of salt pumped onto those hallowed grounds.

The “Restore Bonneville” program is now officially being implemented by the Utah Department of Natural Resources (DNR) in coordination with the U.S. Bureau of Land Management (BLM). The state of Utah and Congress have both approved funding to kick off the effort. The agencies have signed a memorandum of understanding that outlines the shared interest and commitment of BLM and DNR to work together to manage and restore the salt flats.

Located near Wendover on the Utah/Nevada border, the Bonneville salt basin covers an area about 65 mi. long and 25 mi. wide. It is the densely packed salt remnants of an ancient lake bed that formed over thousands of years. Bonneville’s stark and beautiful landscape has been the backdrop for movies, commercials and photos, and it is a magnet for tourists.

Last-minute vehicle checks at the starting line. Photo courtesy: Team Vesco

A vintage racing photo from 1966.

The salt flats have been hallowed grounds for motorsports enthusiasts since 1914, when racers discovered that it was the perfect surface for keeping tires cool and setting land-speed records. While hundreds of records have been set and broken in a variety of automotive classes, the conditions at Bonneville have deteriorated since the ’60s.

Racers were once able to compete on a 13-mi. racetrack at Bonneville, but race sanctioning bodies are now unable to find more than 8 mi. of straightaway. Racing in two opposite directions within one hour has traditionally been required for world records, but that rule has been largely abandoned. The racecourse at Bonneville is not currently long enough for the world’s fastest vehicles to compete. While the conditions at Bonneville have deteriorated significantly over the past few decades, SEMA and the racing community have created a pathway for it to again become a preeminent race venue.

A 1947 Speed Week brochure, which includes a map of the 13½-mi. straightaway.

The Bonneville Salt Flats Racetrack is listed on the National Registry of Historic Places and designated an Area of Critical Environmental Concern and a Special Recreation Management Area. Despite those designations, the salt crust has steadily deteriorated to a maximum thickness measured in inches rather than feet.

Interstate 80 divides the Bonneville basin in half. To the north is a racing venue; to the south is a potash mining operation. The two activities existed in harmony until the ’60s, when the BLM issued leases allowing some of Bonneville’s salt to be legally transferred south through miles of ditches. Potash is extracted from the salt through solar evaporation, and the salt is a waste product of the process.

For decades, the land-speed racing community sounded the alarm that Bonne-ville was shrinking. No tangible response occurred until 1997, when the racing community worked with the mine owner and the BLM on a five-year pilot program to pump the processed salt brine onto Bonneville during the winter months. An average of 1.2 million tons of salt a year were transferred during that time.

Studies confirmed that Bonneville’s salt crust began to thicken, and the brine aquifer beneath the surface also improved. In more recent years, however, the pumping levels have been around 0.3 to 0.6 million tons or less—not enough to change Bonneville’s status as endangered.

A 2009 photo of three different types of vehicles at the starting line (from left), the Speed Demon streamliner, the Dripps & Gibby Racing roadster, and the Kelly & Hall belly tank. Photo courtesy: LandSpeed Productions

A view from Dave Spangler’s driver’s seat in the Turbinator II which will exit the 2018 racing venue at 503 mph and become the world’s fastest wheel-driven vehicle.

SEMA, the Save the Salt Coalition and other organizations and companies seeking to restore Bonneville have worked closely with government officials and the mine owner, Intrepid Potash, to create an expanded 10-year salt-pumping program. An agreement has been signed, and the program details are being finalized.

Building on the success of the earlier 1997–2002 initiative, the upcoming 10-year Restore Bonneville program will increase the volume of salt to be pumped to 1 million tons per year or more. Program results will be closely monitored and analyzed over the 10-year period, with the intent of making it a permanent program. Listed below are highlights of the Restore Bonneville program.

• The program will be funded through annual appropriations from the BLM and the state of Utah.
• Over the next two or three years, Intrepid will increase its pumping volumes by making infrastructure upgrades, including but not limited to rebuilding wells, relining and covering water ditches, relining processing ponds, and installing new pipes and pumps.
• The overall cost of the program will be around $50 million over 10 years. The bulk of the money will come from federal and state appropriations, but the racing community will make meaningful contributions as well, and Intrepid will donate the value of the salt.
• Congress appropriated up to $4 million for Restore Bonneville in fiscal year 2020, and the Utah State Legislature approved $1 million for this year to create the program.
• SEMA and the Save the Salt Coalition will continue to work with the U.S. Congress, Trump Administration and state of Utah to continue funding and implementing the program.
  
  
  
  

SEMA News—August 2020

LEGISLATIVE AND TECHNICAL AFFAIRS

Honorable Discharge

Four-Wheeled Veterans Welcomed Home With New Roles in the Hobby

By Colby Martin

The modern Humvee (aka High Mobility Multipurpose Wheeled Vehicle, HMMWV) has reached an age that technically qualifies it for vintage designation. Opportunities exist for the industry to serve enthusiasts seeking pure restoration as well as personalized equipment options beyond factory reproductions.

When it comes to the collector-vehicle market, military vehicles are not what first spring to mind. The notion of rides originally mass produced to aid the armed forces becoming collector’s items may seem rather strange. However, countless examples were manufactured by popular automakers such as the Big Three, whose iconic offerings are coveted to this day by brand loyalists. While getting one’s hands on one of those prized vehicles may be tough, titling and registering them for street use is often tougher.

Automobiles decommissioned by the U.S. government have captivated generations. Upon retirement from service, their ability to evoke national pride and serve as living history is undeniably powerful. These machines have been defined by most jurisdictions as vehicles manufactured by or under the direction of the U.S. Armed Forces for off-road use and later authorized for sale to civilians. Examples desired by collectors include the Pinzgauer, Kaiser Jeep M715, half-track and DUKW (Duck). Today, even the modern Humvee (also known as the High Mobility Multipurpose Wheeled Vehicle, HMMWV) has reached an age that technically qualifies it for vintage designation.

Although organized groups of hobbyists and publications dedicated to this segment have existed for decades, military collectibles have been on the rise in recent years. The internet has enabled instant global access to specialized information and support unthinkable not long ago. It should come as no surprise that there has been a surge of interest in the genre among the auto-enthusiast community. Enthusiasts know that acquiring such treasures is no easy feat but, if successful, can place them in a rare group of collectors who own the most unique vehicle on the block.

Still, military surplus vehicles are tougher to license than standard automobiles because each state government makes its own rules and regulations regarding titling. In several states, there is no allowance for any military vehicle registration and operation on public roads. Even when these vehicles can be titled, many states limit their use to special occasions such as parades, car shows, club activities, exhibits, tours and occasional pleasure driving.

Legislatures have responded to the recent trend by introducing proposals aimed at redefining existing laws to apply to vintage military surplus vehicles. Other proposals attempt to expand the number of types of military vehicles allowed to be registered or create ways for enthusiasts to increase often-limited personal usage allowances.

Ex-military offerings are favorites for the truck/SUV crowd as well as off-roaders and overlanders seeking to stand out from the pack. Originally built for the Swedish armed forces, this customized ’56 Volvo TP21 by Eddie’s Rod & Custom earned a top-40 spot in the 2019 SEMA Battle of the Builders at last year’s SEMA Show.

A fresh version of SEMA-model legislation has been drafted to aid the registration of former military vehicles. By way of background, the SEMA Action Network (SAN) has crafted unique solutions to combat common auto-related difficulties nationwide in the form of model bills, which are templates that offer turnkey legislative fixes to vehicle-related policies and laws suffering behind the times. As a result of success with proactive legislation, SEMA-model bills have created reasonable and practical solutions for specific issues like this topic. Enactment of pro-hobby model language into state law creates new opportunities for the growth of the market segment across the country and protects enthusiasts from outdated and unfriendly laws.

Pro-hobby legislation related to military vehicles was introduced this year in several state legislatures. Fans of former military vehicles in West Virginia celebrated the signing of a new law to display an alternate registration insignia as opposed to a traditional license plate. The law preserves the accurate display of these vehicles’ military design and markings and protects the aesthetic contours. Versions of SEMA-model legislation to allow for the titling and registration of former military vehicles were also pending in Kansas and Michigan at press time.

In addition, other military-vehicle initiatives were approved by state legislatures in 2019. The governors of Nebraska, Nevada and Texas each signed laws allowing qualified military vehicles to be registered and operated on public roadways. Tennessee passed a measure that exempts historic military vehicles from the requirement to display a traditional license plate. Other attempts were made in several state sessions last year that were ultimately
unsuccessful.

So how can businesses take advantage of the decommissioned surplus market? As in other facets of the hobby, vehicles are purchased for both pure restoration and personalized treatments. The specialty-parts industry is uniquely suited to offer components and services to bring back the former glory of these machines in addition to upgraded performance and personalized styling options. Common enhancements such as wheels and tires, specialized bumpers and guards, winches, light bars and other items are desirable equipment options beyond factory reproductions.

As vehicle owners and companies who are directly impacted by such proposals, SAN members are the most important source of knowledge on the subject. Local voices are the most effective in shaping efforts affecting their home turf. Help our industry’s efforts on legislative initiatives like this in your area by visiting www.semasan.com/join to stay informed. Encourage your friends and customers to follow suit. There is no cost or obligation to enlist in the SAN and help shape a bill’s future. SAN forces look forward to supporting more efforts to preserve and enjoy historic former military transport in the future.

SEMA News—August 2020

LEGISLATIVE AND TECHNICAL AFFAIRS

Honorable Discharge

Four-Wheeled Veterans Welcomed Home With New Roles in the Hobby

By Colby Martin

The modern Humvee (aka High Mobility Multipurpose Wheeled Vehicle, HMMWV) has reached an age that technically qualifies it for vintage designation. Opportunities exist for the industry to serve enthusiasts seeking pure restoration as well as personalized equipment options beyond factory reproductions.

When it comes to the collector-vehicle market, military vehicles are not what first spring to mind. The notion of rides originally mass produced to aid the armed forces becoming collector’s items may seem rather strange. However, countless examples were manufactured by popular automakers such as the Big Three, whose iconic offerings are coveted to this day by brand loyalists. While getting one’s hands on one of those prized vehicles may be tough, titling and registering them for street use is often tougher.

Automobiles decommissioned by the U.S. government have captivated generations. Upon retirement from service, their ability to evoke national pride and serve as living history is undeniably powerful. These machines have been defined by most jurisdictions as vehicles manufactured by or under the direction of the U.S. Armed Forces for off-road use and later authorized for sale to civilians. Examples desired by collectors include the Pinzgauer, Kaiser Jeep M715, half-track and DUKW (Duck). Today, even the modern Humvee (also known as the High Mobility Multipurpose Wheeled Vehicle, HMMWV) has reached an age that technically qualifies it for vintage designation.

Although organized groups of hobbyists and publications dedicated to this segment have existed for decades, military collectibles have been on the rise in recent years. The internet has enabled instant global access to specialized information and support unthinkable not long ago. It should come as no surprise that there has been a surge of interest in the genre among the auto-enthusiast community. Enthusiasts know that acquiring such treasures is no easy feat but, if successful, can place them in a rare group of collectors who own the most unique vehicle on the block.

Still, military surplus vehicles are tougher to license than standard automobiles because each state government makes its own rules and regulations regarding titling. In several states, there is no allowance for any military vehicle registration and operation on public roads. Even when these vehicles can be titled, many states limit their use to special occasions such as parades, car shows, club activities, exhibits, tours and occasional pleasure driving.

Legislatures have responded to the recent trend by introducing proposals aimed at redefining existing laws to apply to vintage military surplus vehicles. Other proposals attempt to expand the number of types of military vehicles allowed to be registered or create ways for enthusiasts to increase often-limited personal usage allowances.

Ex-military offerings are favorites for the truck/SUV crowd as well as off-roaders and overlanders seeking to stand out from the pack. Originally built for the Swedish armed forces, this customized ’56 Volvo TP21 by Eddie’s Rod & Custom earned a top-40 spot in the 2019 SEMA Battle of the Builders at last year’s SEMA Show.

A fresh version of SEMA-model legislation has been drafted to aid the registration of former military vehicles. By way of background, the SEMA Action Network (SAN) has crafted unique solutions to combat common auto-related difficulties nationwide in the form of model bills, which are templates that offer turnkey legislative fixes to vehicle-related policies and laws suffering behind the times. As a result of success with proactive legislation, SEMA-model bills have created reasonable and practical solutions for specific issues like this topic. Enactment of pro-hobby model language into state law creates new opportunities for the growth of the market segment across the country and protects enthusiasts from outdated and unfriendly laws.

Pro-hobby legislation related to military vehicles was introduced this year in several state legislatures. Fans of former military vehicles in West Virginia celebrated the signing of a new law to display an alternate registration insignia as opposed to a traditional license plate. The law preserves the accurate display of these vehicles’ military design and markings and protects the aesthetic contours. Versions of SEMA-model legislation to allow for the titling and registration of former military vehicles were also pending in Kansas and Michigan at press time.

In addition, other military-vehicle initiatives were approved by state legislatures in 2019. The governors of Nebraska, Nevada and Texas each signed laws allowing qualified military vehicles to be registered and operated on public roadways. Tennessee passed a measure that exempts historic military vehicles from the requirement to display a traditional license plate. Other attempts were made in several state sessions last year that were ultimately
unsuccessful.

So how can businesses take advantage of the decommissioned surplus market? As in other facets of the hobby, vehicles are purchased for both pure restoration and personalized treatments. The specialty-parts industry is uniquely suited to offer components and services to bring back the former glory of these machines in addition to upgraded performance and personalized styling options. Common enhancements such as wheels and tires, specialized bumpers and guards, winches, light bars and other items are desirable equipment options beyond factory reproductions.

As vehicle owners and companies who are directly impacted by such proposals, SAN members are the most important source of knowledge on the subject. Local voices are the most effective in shaping efforts affecting their home turf. Help our industry’s efforts on legislative initiatives like this in your area by visiting www.semasan.com/join to stay informed. Encourage your friends and customers to follow suit. There is no cost or obligation to enlist in the SAN and help shape a bill’s future. SAN forces look forward to supporting more efforts to preserve and enjoy historic former military transport in the future.

SEMA News—August 2020

LEGISLATIVE AND TECHNICAL AFFAIRS

Honorable Discharge

Four-Wheeled Veterans Welcomed Home With New Roles in the Hobby

By Colby Martin

The modern Humvee (aka High Mobility Multipurpose Wheeled Vehicle, HMMWV) has reached an age that technically qualifies it for vintage designation. Opportunities exist for the industry to serve enthusiasts seeking pure restoration as well as personalized equipment options beyond factory reproductions.

When it comes to the collector-vehicle market, military vehicles are not what first spring to mind. The notion of rides originally mass produced to aid the armed forces becoming collector’s items may seem rather strange. However, countless examples were manufactured by popular automakers such as the Big Three, whose iconic offerings are coveted to this day by brand loyalists. While getting one’s hands on one of those prized vehicles may be tough, titling and registering them for street use is often tougher.

Automobiles decommissioned by the U.S. government have captivated generations. Upon retirement from service, their ability to evoke national pride and serve as living history is undeniably powerful. These machines have been defined by most jurisdictions as vehicles manufactured by or under the direction of the U.S. Armed Forces for off-road use and later authorized for sale to civilians. Examples desired by collectors include the Pinzgauer, Kaiser Jeep M715, half-track and DUKW (Duck). Today, even the modern Humvee (also known as the High Mobility Multipurpose Wheeled Vehicle, HMMWV) has reached an age that technically qualifies it for vintage designation.

Although organized groups of hobbyists and publications dedicated to this segment have existed for decades, military collectibles have been on the rise in recent years. The internet has enabled instant global access to specialized information and support unthinkable not long ago. It should come as no surprise that there has been a surge of interest in the genre among the auto-enthusiast community. Enthusiasts know that acquiring such treasures is no easy feat but, if successful, can place them in a rare group of collectors who own the most unique vehicle on the block.

Still, military surplus vehicles are tougher to license than standard automobiles because each state government makes its own rules and regulations regarding titling. In several states, there is no allowance for any military vehicle registration and operation on public roads. Even when these vehicles can be titled, many states limit their use to special occasions such as parades, car shows, club activities, exhibits, tours and occasional pleasure driving.

Legislatures have responded to the recent trend by introducing proposals aimed at redefining existing laws to apply to vintage military surplus vehicles. Other proposals attempt to expand the number of types of military vehicles allowed to be registered or create ways for enthusiasts to increase often-limited personal usage allowances.

Ex-military offerings are favorites for the truck/SUV crowd as well as off-roaders and overlanders seeking to stand out from the pack. Originally built for the Swedish armed forces, this customized ’56 Volvo TP21 by Eddie’s Rod & Custom earned a top-40 spot in the 2019 SEMA Battle of the Builders at last year’s SEMA Show.

A fresh version of SEMA-model legislation has been drafted to aid the registration of former military vehicles. By way of background, the SEMA Action Network (SAN) has crafted unique solutions to combat common auto-related difficulties nationwide in the form of model bills, which are templates that offer turnkey legislative fixes to vehicle-related policies and laws suffering behind the times. As a result of success with proactive legislation, SEMA-model bills have created reasonable and practical solutions for specific issues like this topic. Enactment of pro-hobby model language into state law creates new opportunities for the growth of the market segment across the country and protects enthusiasts from outdated and unfriendly laws.

Pro-hobby legislation related to military vehicles was introduced this year in several state legislatures. Fans of former military vehicles in West Virginia celebrated the signing of a new law to display an alternate registration insignia as opposed to a traditional license plate. The law preserves the accurate display of these vehicles’ military design and markings and protects the aesthetic contours. Versions of SEMA-model legislation to allow for the titling and registration of former military vehicles were also pending in Kansas and Michigan at press time.

In addition, other military-vehicle initiatives were approved by state legislatures in 2019. The governors of Nebraska, Nevada and Texas each signed laws allowing qualified military vehicles to be registered and operated on public roadways. Tennessee passed a measure that exempts historic military vehicles from the requirement to display a traditional license plate. Other attempts were made in several state sessions last year that were ultimately
unsuccessful.

So how can businesses take advantage of the decommissioned surplus market? As in other facets of the hobby, vehicles are purchased for both pure restoration and personalized treatments. The specialty-parts industry is uniquely suited to offer components and services to bring back the former glory of these machines in addition to upgraded performance and personalized styling options. Common enhancements such as wheels and tires, specialized bumpers and guards, winches, light bars and other items are desirable equipment options beyond factory reproductions.

As vehicle owners and companies who are directly impacted by such proposals, SAN members are the most important source of knowledge on the subject. Local voices are the most effective in shaping efforts affecting their home turf. Help our industry’s efforts on legislative initiatives like this in your area by visiting www.semasan.com/join to stay informed. Encourage your friends and customers to follow suit. There is no cost or obligation to enlist in the SAN and help shape a bill’s future. SAN forces look forward to supporting more efforts to preserve and enjoy historic former military transport in the future.

SEMA News—August 2020

LEGISLATIVE AND TECHNICAL AFFAIRS

Honorable Discharge

Four-Wheeled Veterans Welcomed Home With New Roles in the Hobby

By Colby Martin

The modern Humvee (aka High Mobility Multipurpose Wheeled Vehicle, HMMWV) has reached an age that technically qualifies it for vintage designation. Opportunities exist for the industry to serve enthusiasts seeking pure restoration as well as personalized equipment options beyond factory reproductions.

When it comes to the collector-vehicle market, military vehicles are not what first spring to mind. The notion of rides originally mass produced to aid the armed forces becoming collector’s items may seem rather strange. However, countless examples were manufactured by popular automakers such as the Big Three, whose iconic offerings are coveted to this day by brand loyalists. While getting one’s hands on one of those prized vehicles may be tough, titling and registering them for street use is often tougher.

Automobiles decommissioned by the U.S. government have captivated generations. Upon retirement from service, their ability to evoke national pride and serve as living history is undeniably powerful. These machines have been defined by most jurisdictions as vehicles manufactured by or under the direction of the U.S. Armed Forces for off-road use and later authorized for sale to civilians. Examples desired by collectors include the Pinzgauer, Kaiser Jeep M715, half-track and DUKW (Duck). Today, even the modern Humvee (also known as the High Mobility Multipurpose Wheeled Vehicle, HMMWV) has reached an age that technically qualifies it for vintage designation.

Although organized groups of hobbyists and publications dedicated to this segment have existed for decades, military collectibles have been on the rise in recent years. The internet has enabled instant global access to specialized information and support unthinkable not long ago. It should come as no surprise that there has been a surge of interest in the genre among the auto-enthusiast community. Enthusiasts know that acquiring such treasures is no easy feat but, if successful, can place them in a rare group of collectors who own the most unique vehicle on the block.

Still, military surplus vehicles are tougher to license than standard automobiles because each state government makes its own rules and regulations regarding titling. In several states, there is no allowance for any military vehicle registration and operation on public roads. Even when these vehicles can be titled, many states limit their use to special occasions such as parades, car shows, club activities, exhibits, tours and occasional pleasure driving.

Legislatures have responded to the recent trend by introducing proposals aimed at redefining existing laws to apply to vintage military surplus vehicles. Other proposals attempt to expand the number of types of military vehicles allowed to be registered or create ways for enthusiasts to increase often-limited personal usage allowances.

Ex-military offerings are favorites for the truck/SUV crowd as well as off-roaders and overlanders seeking to stand out from the pack. Originally built for the Swedish armed forces, this customized ’56 Volvo TP21 by Eddie’s Rod & Custom earned a top-40 spot in the 2019 SEMA Battle of the Builders at last year’s SEMA Show.

A fresh version of SEMA-model legislation has been drafted to aid the registration of former military vehicles. By way of background, the SEMA Action Network (SAN) has crafted unique solutions to combat common auto-related difficulties nationwide in the form of model bills, which are templates that offer turnkey legislative fixes to vehicle-related policies and laws suffering behind the times. As a result of success with proactive legislation, SEMA-model bills have created reasonable and practical solutions for specific issues like this topic. Enactment of pro-hobby model language into state law creates new opportunities for the growth of the market segment across the country and protects enthusiasts from outdated and unfriendly laws.

Pro-hobby legislation related to military vehicles was introduced this year in several state legislatures. Fans of former military vehicles in West Virginia celebrated the signing of a new law to display an alternate registration insignia as opposed to a traditional license plate. The law preserves the accurate display of these vehicles’ military design and markings and protects the aesthetic contours. Versions of SEMA-model legislation to allow for the titling and registration of former military vehicles were also pending in Kansas and Michigan at press time.

In addition, other military-vehicle initiatives were approved by state legislatures in 2019. The governors of Nebraska, Nevada and Texas each signed laws allowing qualified military vehicles to be registered and operated on public roadways. Tennessee passed a measure that exempts historic military vehicles from the requirement to display a traditional license plate. Other attempts were made in several state sessions last year that were ultimately
unsuccessful.

So how can businesses take advantage of the decommissioned surplus market? As in other facets of the hobby, vehicles are purchased for both pure restoration and personalized treatments. The specialty-parts industry is uniquely suited to offer components and services to bring back the former glory of these machines in addition to upgraded performance and personalized styling options. Common enhancements such as wheels and tires, specialized bumpers and guards, winches, light bars and other items are desirable equipment options beyond factory reproductions.

As vehicle owners and companies who are directly impacted by such proposals, SAN members are the most important source of knowledge on the subject. Local voices are the most effective in shaping efforts affecting their home turf. Help our industry’s efforts on legislative initiatives like this in your area by visiting www.semasan.com/join to stay informed. Encourage your friends and customers to follow suit. There is no cost or obligation to enlist in the SAN and help shape a bill’s future. SAN forces look forward to supporting more efforts to preserve and enjoy historic former military transport in the future.

PEOPLE

By Matt Pearson

2020 SEMA Hall of Fame

Welcome Rich Barsamian, Jack Chisenhall, John Gaines and Joe St. Lawrence

Rich Barsamian
Emcee for the Industry

Rich Barsamian

Rich Barsamian got word that he was indeed one of the 2020 SEMA Hall of Fame honorees, and he was still speechless one week later. “Yeah, I was trying to think—because I’m still sort of in shock,” he said.

The SEMA Hall of Fame will do that to you. It will take your breath away and leave you speechless, even if you’re Rich Barsamian. And that is saying something, because it takes quite a bit to see him speechless.

An innovative salesman, data marketer, musician and stand-up comic, Barsamian is a man with an unusual talent for making friends. His contribution spans many years and is, well, rich in service to the industry. In his long history as a volunteer, he succeeded in putting the welfare of the industry first and worked on numerous programs that benefitted the industry as a whole.

Barsamian got started in the automotive industry around 1982, when he was a teenager in high school and was hired to do automotive product demonstrations for a rep agency. Fast-forward a bit, and Barsamian connected with Grant Steering Wheels as its regional sales manager and started volunteering and working with SEMA in 1995. He worked for Grant for six years, left to put in three years at Edelbrock as national sales manager, then returned to Grant Products.

Barsamian discusses Edelbrock products with SEMA Show attendees Warehouse West owner Brad Blue (right) and R&R Marketing's Charlie Jensen (second from left).

As Grant’s vice president of sales and marketing, he was part of the team that helped rebuild the company. Then, after seven years, he went to work at ACT, where he is currently vice president of sales and marketing. He’s helped the company by authoring one of the industry’s strongest pricing policies and grown the business with a host of unique programs and data-driven decisions.

Along the way, Barsamian continued to volunteer in the Young Executives Network (YEN) and eventually served as chair. He then served for more than a decade on the Motorsports Parts Manufacturers Council (MPMC), also eventually serving as chair. He is known for his ability to listen to the issues and concerns of members, and he authored a great portion of what is known as the MPMC “Business Guidelines Manual.”

“My end goal in volunteering is simple,” Barsamian told us. “I want to leave things better than I found them and to be involved in projects that bring value to our industry.”

Barsamian performing with the band Led Foot at a SEMA Show.

As a marketer, Barsamian was one of the first to recognize and apply insights gained from the use of data, studying topics such as what people were looking up as well as turn rates at the warehouse distributor level, and he created reports that integrated multiple sources in order to illustrate order flows and overall company health.

As a volunteer in a leadership position, Barsamian then began to share insights he had developed for the benefit of the industry as a whole. Among those was his championing of the Vehicles In Operation (VIO) program, which makes vehicle data available to SEMA-member companies to enable a better understanding of what products to make, where to sell them, how to advertise them, and what technical training might be needed.

VIO was an opportunity for Barsamian to connect SEMA members in a whole new way and resulted in a program that provided industry-wide benefits. That achievement also demonstrated Barsamian’s knack for recognizing industry needs and his ability to pull together companies from different segments, even if they might be competitors.

Barsamian has mentored many in the industry over the years. When asked about his ability as a connector—putting people together to help them become stronger in their businesses, seeking solutions to problems or just increasing industry relationships by introducing people to each other—he credits his own teachers. “I am so grateful for the many mentors I have had,” he said.

As a marketer, Barsamian spent years pioneering and developing pricing policies. He educated the industry by organizing insightful seminars at SEMA since 2013, but he believes it will take many more years to truly educate the industry on this incredibly important topic.

Barsamian also chaired SEMA Cares from 2016–2018. He created the Industry Cup Challenge and worked to bring new life into the Pinewood Derby, helping set new records when it came to raising money for the SEMA Cares charities—Childhelp, Victory Junction and the Austin Hatcher Foundation.

If it’s possible to judge people based on the recognition they receive from their peers, Rich Barsamian stands out in the company of any group. The list of accolades he has collected include being named 2001 YEN Young Executive of the Year, receiving the 2010 YEN Vanguard Award, taking home both the 2011 and 2012 Performance Warehouse Association Person of the Year awards, receiving the 2012 Performance Warehouse Association Manufacturer of the Year (at ACT) as well as being named the 2014 SEMA Person of the Year.

Most recently he was inducted into the MPMC Hall of Fame in 2019. And now, Barsamian has been selected for induction into the SEMA Hall of Fame, class of 2020.

It’s been said that the industry bonded with Barsamian, his keen sense of humor and his ability to entertain. A persuasive speaker and popular emcee, he even appeared on stage with the band Led Foot at the SEMA Show and, over the years, raised funds for the SEMA Memorial Scholarship Fund. He is a ubiquitous presence at industry events, has led the worship service at the SEMA Show prayer breakfast, and never says no to emceeing any industry event.

“I’ve been able to use my sense of humor and personality to make friends, teach, and do what I do in the industry,” Barsamian said. “I guess that’s the hardest part: When you’re that person, you have to wonder, ‘Are you going to be taken seriously?’ Obviously, with this award, I know that my peers do take me seriously, and I’m really honored by that.”

Jack Chisenhall
The Hobby Shop

Jack Chisenhall.

Ask him if he considers himself an innovator and a leader of technology and he will probably echo the statements of his peers and say, well, yes.

“I’m very interested and always have been very interested in the technical field,” Chisenhall said. “Yeah, I like the technical world.”

According to Chisenhall, it was being a hot rodder at an early age that resulted in his interest in technology later in life.

He was a young military dependent, and his family didn’t settle down much until he was older. But as high school approached the family started to get settled. Chisenhall said his passion at the time was magazines, because he could get them anywhere.

“I got ahold of some car magazines—mainly Hot Rod in those days—and had just started learning the skills to build a car,” he said. “It all came from that.”

At age 13 Chisenhall took the skills he acquired and performed his first engine swap. He was lucky that his father was in the Air Force. All the bases had hobby shops and they were a place you could go work on your own car. He didn’t have a welder yet or enough tools to work on the car, so he took it to the hobby shop.

From left: Wally Parks, Chisenhall and Ak Miller at the races.

“I put a Mercury V8 in first and it wasn’t very pretty,” he said. “I got it in, and it actually drove. By the time I was 14 I put in an overhead-valve V8 and that was a whole new deal. I worked at the hobby shop a lot—it was a place where, even if you were working alone, there was always someone else there to help out.”

Chisenhall joined the Reserve Officers Training Corps while studying industrial design at what is now Texas State University and had already earned his pilot’s license before enlisting in the Air Force. He continued to work on cars while in the service and even attended his first Street Rod Nationals in Memphis.

Together with a couple partners, his brother Gordon and a family friend, Milton Jones, Chisenhall started an air-conditioning
company in 1976. The company put air conditioners in new cars. The shop wasn’t large and there was one room at the end that was barely big enough for a car. That’s where Vintage Air got started.

“I started getting guys to bring their own cars in, and we started putting air conditioning in the cars,” Chisenhall said. “It didn’t take long before I started making the molds to produce my first air-conditioning system. A lot of guys knew how to put on a compressor or knew how to do the mechanical stuff, but most guys didn’t know how to mold or work with plastics,” he added.

When he was a getting into the business, many of the guys didn’t want air conditioners. If the car had one, they would say it was too heavy and they’d want to throw it away.

Chisenhall and son Landis (left) getting ready to race in Indianapolis.

“If we as old guys wanted our family and our wives to go with us, there was no option—we had to install air conditioning,” said Chisenhall. “You can imagine asking your wife to drive cross country with you without air conditioning. How would that go?

“I guess the fact that so few of the musclecars and hot rods were equipped with air conditioning allowed us to create the segment,” he said. “The fall of that first year I took a unit to Tulsa, to the Street Rod Nationals.

Looking back, Chisenhall makes it sound easy. “We’ve been very fortunate. We are now building air conditioners for six or seven new-car companies,” said Chisenhall. “We didn’t really go looking for that business, but it came to us. We like it because it helps us gain the technology from the automotive OEM world.”

“I’m really proud of being part of the SEMA organization,” Chisenhall said. “I’m proud of the people I’ve come to know in the industry. Honestly, they become your best friends because you have the same interests. It’s an understatement to say it’s a huge honor to be associated with these guys,” he added.

“It’s all about that. The car is how we connect with other people that are doing things like we are. I think it’s all about that.”

John Gaines
Pioneer of Warehouse Distribution

John Gaines

From a very young age, John Gaines knew that he loved cars. How much did he love them? Well, growing up in the suburbs of Washington, D.C., he became a car enthusiast before he even got his driver’s license.

“I loved the whole look of the car,” Gaines said. “The wheels, rims, body and especially the sound of a hot rod.”

Gaines was born in Washington, D.C. He attended Bladensburg High School in Maryland and served in the Air Force. He went to a couple of races in Manassas, Virginia, where he hung out in a garage owned by Paul Osmond that was called Modifications Unlimited. He saw that Osmond was building a dragster, and Gaines wanted to do
the same.

In the late ’50s, Gaines began his pursuit of racing. By 1961, he was already racing dragsters, and he purchased his first dragster in 1962. Not even two years later, he bought another dragster, turned it into a Top Fuel car and was racing all over the East Coast.

Gaines went on to compete at the World Finals in Tulsa, Oklahoma, and Dallas, Texas. And whose Top Fuel dragster set top speed at Tulsa? You guessed it—it was Gaines’. In 1963, he also successfully raced his Top Fuel dragster at the Indy U.S. Nationals.

Next generation: Gaines’ son and grandson taking it all in at a recent Gatornationals.

Continuing to live his dream, Gaines and his racing partner, Fausto Marino, opened a two-bay retail speed shop in 1966 in Cottage City, Maryland, called Automotive Specialties. Gaines was purchasing more and more performance parts, and his need for parts was the birth of that shop.

Gaines’ automotive parts business was booming so much in the late ’60s that by 1969 he had given up racing to devote 100% of his time and effort to his growing business.

When Gaines was asked what he felt was his proudest accomplishment in racing, he answered without pause: “Winning!”

In 1970, Gaines realized that he had enough vendor lines to sustain a business, so he ventured into wholesale distribution at a time when aftermarket manufacturers could benefit from a service that could deliver parts directly to speed shops on demand. He hit the road and solicited business up and down the East Coast. Soon after, he was operating a fleet of 10 delivery trucks.

Gaines also changed the company name from Automotive Specialties to G&M Performance Parts to dedicate his business full-time to wholesale. He outgrew the retail speed shop business and knew that wholesale distribution was the path to the future.

Less than four years since first opening the doors of the small speed shop, G&M was doing $1 million in business.

In the early ’70s, G&M was the first performance parts company in the country to create an annual warehouse jobber show. The first show drew more than 100 vendors, and it eventually grew to attract more than 2,000 jobbers.

In 1966, Gaines (left) and his racing partner Fausto Marino, (right), opened a retail speed shop in Cottage City, Maryland.

Gaines designed and built an 80,000-sq.-ft. state-of-the-art warehouse and office space in Largo, Maryland. G&M was servicing more than 4,500 accounts up and down the East Coast and most of the Southeast. In 1982, G&M was recognized by SEMA with the Performance Warehouse of the Year award.

Gaines also knew it was time to expand into the western half of the United States. In 1983, he formed Three Star Industries with two other industry leaders, Ron Coppaken from Arrow Speed Warehouse and Steve Woomer from Competition Specialties.

The three of them knew that they would have a greater impact on the industry together, so they created a national retail program called Performance Corner for jobbers, speed shops, truck shops and dealerships that were not familiar with performance parts.

Performance Corner introduced traditional automotive parts stores to performance parts that they had never considered stocking in the past. Performance Corner also generated a 300-page catalog and retail national advertising for customers in several automotive trade publications.

Business at both G&M and Performance Corner continued to grow at a record pace, with G&M alone servicing more than 6,000 accounts through a fleet of more than 40 delivery trucks and nearly 300 employees.

Gaines attended his first SEMA Show in the late ’60s. He went on to attend the Show every year up until the early ’90s. He was very involved with SEMA and took great pride in serving on the Board of Directors and as a committee chairman; his many contributions over the years; and his business earning that recognition as Performance Warehouse of the Year

“It was very humbling knowing this group of esteemed colleagues and knowing that we were helping to determine the future health and growth of the industry,” he said. “I wish I could do it all over again. Dreams came true for a kid with nothing but a dream to reach what I feel is the pinnacle of the industry. To be elected into the SEMA Hall of Fame just tops it off and justifies the hard work and determination to be the best I could be.

Joe St. Lawrence
It’s Been a Great Ride

Joe St. Lawrence

Joe St. Lawrence is clearly excited at the prospect of talking about his passion for automotive television—as well he should be. He’s credited with pioneering the how-to automotive television shows that allowed aftermarket companies to reach hundreds of thousands of enthusiasts and create many new companies and even some industry icons.

“It’s been a great ride,” he said.

St. Lawrence was born in 1945 in Norfolk, Virginia. His father and mother were both on naval bases during the war, and he was born on a ship.

Before he became a television producer, Joe St. Lawrence raced motorcycles professionally.

The family moved to a suburb of New York City. His father was the football and track coach at a high school, and St. Lawrence and his brothers were involved in sports. But motorsports called to young Joe.

“I was kind of the black sheep of the family,” St. Lawrence said. “Everybody else was into football, water polo and swimming, and I was into motorcycles and cars. That was the genesis of my involvement with our industry and our sport.”

When he was old enough to get a license, he got a motor scooter. That turned into a motorcycle, which turned into a racing motorcycle. Ultimately, he started racing motorcycles professionally in 1962 and opened a Harley-Davidson dealership in Rockland County, New York.

It wasn’t long before St. Lawrence started making parts in the back room of the dealership. He manufactured and distributed motorcycle performance parts under the name Powerband, and that evolved into St. Lawrence selling the small business to a Fortune 500 company that owned the Accel performance division.

“I stayed there for about eight years and had worked my way up to vice president of sales and marketing by 1986,” St. Lawrence said. “My wife Patty and I decided that television had been so successful for Accel back in the early ’80s that we should start doing TV.”

They also decided that Nashville was the place to be, thanks in part to it being the home of The Nashville Network (TNN), which featured the NHRA, NASCAR and World of Outlaws. They weren’t how-to shows, but it was auto-centric programing.

According to St. Lawrence, there was a small group of those automotive shows that ran on weekends in addition to a bunch of anthology programs, and the ads were so successful that the couple decided to start a television broadcast company. They formed RTM Productions, and their first show was called “Road Test Magazine” (hence the name RTM). The first show featured Don Garlits as host of what was basically a car-review program.

By 2011, St. Lawrence’s (right) Powerblock Show had attracted huge audiences and key sponsors, including (from left) SEMA Hall of Famer Corky Coker; Kevin King, president of Year One; and SEMA Hall of Famer Vic Edelbrock Jr.

At one point, St. Lawrence reached out to his friend and colleague Robert Petersen. He suggested that Petersen needed a broadcast extension for his most powerful magazine, Motor Trend, and they could build it together.

“We shook hands on it,” St. Lawrence said. “He allowed me to take his proudest asset, which was Motor Trend, the brand, and take it into television.”

St. Lawrence felt that Motor Trend Television was working but wasn’t really serving the aftermarket to its full potential. St. Lawrence spoke to Petersen again, and he agreed. So they looked to Hot Rod to reach enthusiasts.

“We were very faithful to what Petersen’s publishers and editors were doing—and those shows were a success,” St. Lawrence said. “It was quite a run in producing shows. I think we produced just under 2,300 automotive shows during that 30-year period, and just under 1,000 commercials for our clients. We typically had about 100 clients a year. At one time, we had more than 10 million people watching our programming on the weekends. That’s a tremendous audience to reach. That was an unduplicated audience on Saturday and Sunday of 10 million people on Spike TV. That was the high point of it all.”

St. Lawrence also worked with SEMA and its member companies by providing production of legislative videos and the airing of SEMA public-service commercials as well as providing more than 29 years of coverage from the SEMA Show.

He sold the company to a large media group from France in 2001. He and his wife Patty worked with the group for about five years until its principals decided to return to France. The couple bought back the business with plans to expand it.

“We did that for another 10 years,” St. Lawrence said. “When I hit 70, I told my wife that it’s time to stop. So we sold the business again—this time to a larger company out of Montgomery, Alabama.