SEMA News—February 2015

FROM THE HILL
By Eric Snyder

In Washington, Change Is the Only Constant

The 2014 election was one that Republicans will look back upon fondly. The party picked up more than a dozen seats in the U.S. House of Representatives and nine in the U.S. Senate. As a result, the GOP has its largest majority in the House since 1931 and has regained control of the Senate after eight years in the minority.

Because the Senate effectively requires a super-majority of 60 votes in order to pass legislation, Republicans will need to work with Democrats. Senate Republicans face an especially delicate tightrope-walking act. They must ensure that the legislation they move retains support from conservative Republicans while still attracting votes from moderate Democrats. This has never been an easy chore, but it is even more difficult in today’s overly partisan environment.

Conversely, the House of Representatives simply requires a majority of the votes cast in order to pass legislation. While this has at times posed a challenge for party leaders, Republicans’ strong showing in the mid-term election makes it easier to pass legislation even if certain factions of their members vote no.

What do we expect to see in 2015? There will likely be renewed focus on important issues such as corporate and individual tax reform. We expect a renewed commitment to avoiding another government shutdown by returning to a traditional budget process where Congress passes spending bills for an entire year instead of just funding the government for months or weeks at a time. Energy policies that balance the interests of both business and environmental groups will also be a priority agenda item for Republicans and Democrats alike.

Count on the continuance of a significant divide in terms of the two parties’ vision for addressing these pressing matters. It’s our hope that Congress and President Obama can work together to address the important issues facing our country. History demonstrates that presidents have a strong desire to sign significant legislation during their last two years in office in an attempt to bolster their legacy and create a positive campaign environment for their party’s next presidential nominee. Republicans will have a desire to show that they can lead and, in the process, restore the American people’s faith in Congress. Both sides need to work together in order to accomplish those goals.

What does it all mean? What are the chances that Congress will seriously address pending issues? It may be that no one knows the answer to these questions. However, SEMA’s government affairs team is well positioned to join the debate as it advances initiatives of critical importance to its members, including legislation to create an alternative regulatory structure for low-volume car manufacturers, extending tax cuts for small businesses and working toward sensible land-use policies that respect the rights of the off-highway vehicle community.

In recent years, the American public has expressed its frustration with both parties through “wave” elections. The next two years provide another chance for our elected leaders in Washington to demonstrate that they can actually get things done for the American people. We look forward to keeping you informed on issues impacting the automotive specialty-equipment industry and will need your assistance in making sure that our voice continues to be heard in the halls of Congress.

SEMA PAC President’s Club Spotlight: John Hotchkis

“Legislative and regulatory issues are a primary concern of SEMA members,” Hotchkis said.

“Having a strong voice in Washington, D.C., is essential to keeping unnecessary regulations from threatening our industry. The SEMA Washington, D.C., team led by Steve McDonald works diligently to keep the best interests of SEMA companies aligned with like-minded government officials. That is why I enthusiastically support the SEMA PAC.”

For more information on SEMA PAC, please contact SEMA PAC and Congressional Relations Manager Christian Robinson at 202-783-6007 x20 or christianr@sema.org.

SEMA News—February 2015

INDUSTRY NEWS

SPY PHOTOS

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

Nissan Maxima		Scion iM
Here are shots of a ’16 Nissan Maxima prototype, the automaker’s entry into the midsize sedan segment to battle style leaders such as the Ford Fusion and the Mazda6. The new Maxima takes some of its design inspiration from Nissan’s ’14 Sport Sedan concept. Nearly all of the concept’s key design traits have been adapted into a marginally toned-down production design. Sources at AutoPacific say to expect a performance-oriented hybrid Maxima variant, reportedly using a 2.5L supercharged, direct-injection, four-cylinder engine mated to a battery to provide strong, V6-like performance. This system is seen as a way to further differentiate the Maxima from the encroaching Nissan Altima, which will use a more sedate, eco-minded hybrid setup.		This production-spec prototype Scion iM, spotted testing in Southern California, has less in common with the iM concept that debuted at the Los Angeles Auto Show in November 2014. While the production reality shown here is not as edgy, it reveals an iM that has more in common with its European Toyota Auris roots. At the Los Angeles Auto Show, the Scion iM concept sported a wide-body package not found on the prototypes. The concept’s aggressive front fender is thoroughly toned down behind the camouflage, and its resulting front fender flare is a no-show as well.

SEMA News—February 2015

INDUSTRY NEWS

SPY PHOTOS

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

Nissan Maxima		Scion iM
Here are shots of a ’16 Nissan Maxima prototype, the automaker’s entry into the midsize sedan segment to battle style leaders such as the Ford Fusion and the Mazda6. The new Maxima takes some of its design inspiration from Nissan’s ’14 Sport Sedan concept. Nearly all of the concept’s key design traits have been adapted into a marginally toned-down production design. Sources at AutoPacific say to expect a performance-oriented hybrid Maxima variant, reportedly using a 2.5L supercharged, direct-injection, four-cylinder engine mated to a battery to provide strong, V6-like performance. This system is seen as a way to further differentiate the Maxima from the encroaching Nissan Altima, which will use a more sedate, eco-minded hybrid setup.		This production-spec prototype Scion iM, spotted testing in Southern California, has less in common with the iM concept that debuted at the Los Angeles Auto Show in November 2014. While the production reality shown here is not as edgy, it reveals an iM that has more in common with its European Toyota Auris roots. At the Los Angeles Auto Show, the Scion iM concept sported a wide-body package not found on the prototypes. The concept’s aggressive front fender is thoroughly toned down behind the camouflage, and its resulting front fender flare is a no-show as well.

SEMA News—February 2015

INDUSTRY NEWS

SPY PHOTOS

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

Nissan Maxima		Scion iM
Here are shots of a ’16 Nissan Maxima prototype, the automaker’s entry into the midsize sedan segment to battle style leaders such as the Ford Fusion and the Mazda6. The new Maxima takes some of its design inspiration from Nissan’s ’14 Sport Sedan concept. Nearly all of the concept’s key design traits have been adapted into a marginally toned-down production design. Sources at AutoPacific say to expect a performance-oriented hybrid Maxima variant, reportedly using a 2.5L supercharged, direct-injection, four-cylinder engine mated to a battery to provide strong, V6-like performance. This system is seen as a way to further differentiate the Maxima from the encroaching Nissan Altima, which will use a more sedate, eco-minded hybrid setup.		This production-spec prototype Scion iM, spotted testing in Southern California, has less in common with the iM concept that debuted at the Los Angeles Auto Show in November 2014. While the production reality shown here is not as edgy, it reveals an iM that has more in common with its European Toyota Auris roots. At the Los Angeles Auto Show, the Scion iM concept sported a wide-body package not found on the prototypes. The concept’s aggressive front fender is thoroughly toned down behind the camouflage, and its resulting front fender flare is a no-show as well.

SEMA News—February 2015

INDUSTRY NEWS

SPY PHOTOS

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

Nissan Maxima		Scion iM
Here are shots of a ’16 Nissan Maxima prototype, the automaker’s entry into the midsize sedan segment to battle style leaders such as the Ford Fusion and the Mazda6. The new Maxima takes some of its design inspiration from Nissan’s ’14 Sport Sedan concept. Nearly all of the concept’s key design traits have been adapted into a marginally toned-down production design. Sources at AutoPacific say to expect a performance-oriented hybrid Maxima variant, reportedly using a 2.5L supercharged, direct-injection, four-cylinder engine mated to a battery to provide strong, V6-like performance. This system is seen as a way to further differentiate the Maxima from the encroaching Nissan Altima, which will use a more sedate, eco-minded hybrid setup.		This production-spec prototype Scion iM, spotted testing in Southern California, has less in common with the iM concept that debuted at the Los Angeles Auto Show in November 2014. While the production reality shown here is not as edgy, it reveals an iM that has more in common with its European Toyota Auris roots. At the Los Angeles Auto Show, the Scion iM concept sported a wide-body package not found on the prototypes. The concept’s aggressive front fender is thoroughly toned down behind the camouflage, and its resulting front fender flare is a no-show as well.

SEMA News—February 2015

INDUSTRY NEWS

SPY PHOTOS

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

Nissan Maxima		Scion iM
Here are shots of a ’16 Nissan Maxima prototype, the automaker’s entry into the midsize sedan segment to battle style leaders such as the Ford Fusion and the Mazda6. The new Maxima takes some of its design inspiration from Nissan’s ’14 Sport Sedan concept. Nearly all of the concept’s key design traits have been adapted into a marginally toned-down production design. Sources at AutoPacific say to expect a performance-oriented hybrid Maxima variant, reportedly using a 2.5L supercharged, direct-injection, four-cylinder engine mated to a battery to provide strong, V6-like performance. This system is seen as a way to further differentiate the Maxima from the encroaching Nissan Altima, which will use a more sedate, eco-minded hybrid setup.		This production-spec prototype Scion iM, spotted testing in Southern California, has less in common with the iM concept that debuted at the Los Angeles Auto Show in November 2014. While the production reality shown here is not as edgy, it reveals an iM that has more in common with its European Toyota Auris roots. At the Los Angeles Auto Show, the Scion iM concept sported a wide-body package not found on the prototypes. The concept’s aggressive front fender is thoroughly toned down behind the camouflage, and its resulting front fender flare is a no-show as well.

SEMA News—February 2015

INDUSTRY NEWS

SPY PHOTOS

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

Nissan Maxima		Scion iM
Here are shots of a ’16 Nissan Maxima prototype, the automaker’s entry into the midsize sedan segment to battle style leaders such as the Ford Fusion and the Mazda6. The new Maxima takes some of its design inspiration from Nissan’s ’14 Sport Sedan concept. Nearly all of the concept’s key design traits have been adapted into a marginally toned-down production design. Sources at AutoPacific say to expect a performance-oriented hybrid Maxima variant, reportedly using a 2.5L supercharged, direct-injection, four-cylinder engine mated to a battery to provide strong, V6-like performance. This system is seen as a way to further differentiate the Maxima from the encroaching Nissan Altima, which will use a more sedate, eco-minded hybrid setup.		This production-spec prototype Scion iM, spotted testing in Southern California, has less in common with the iM concept that debuted at the Los Angeles Auto Show in November 2014. While the production reality shown here is not as edgy, it reveals an iM that has more in common with its European Toyota Auris roots. At the Los Angeles Auto Show, the Scion iM concept sported a wide-body package not found on the prototypes. The concept’s aggressive front fender is thoroughly toned down behind the camouflage, and its resulting front fender flare is a no-show as well.

SEMA News—February 2015

CHRIS KERSTING

Are You Using New SEMA Tools to Meet Vehicle Technology Challenges?

Those who have attended the SEMA Show are likely aware of SEMA’s collaborative relationship with the Clemson University International Center for Automotive Research (CU-ICAR). SEMA’s partnership with CU-ICAR is now in its fifth year. It’s been a great partnership that yields useful tools to help SEMA members cope with vehicle technology and advance their products. Clemson has state-of-the-art equipment and top engineering talent to stay abreast of the newest automotive technologies. By connecting CU-ICAR and its graduate-level students and professors with the aftermarket, SEMA is shaping world-class research into practical tools for our member companies.

One example is the just-released “Ride Guide,” a publication that puts more science into the matter of wheel/tire performance and selection. With support from SEMA and the Wheel & Tire Council (WTC), CU-ICAR recently conducted months of testing to determine the performance differences of varying wheel and tire combinations.

The project looked at sidewall height, tire size and wheel size to quantify how a given combination affects ride and handling characteristics. The research resulted in a technical publication, “Wheel and Tire Customization Influence on Vehicle Dynamics Performance,” by Xianjie Zhu and Dr. Paul Venhovens. The WTC then helped put that information into a digestible form, resulting in the newly available “Ride Guide.” The “Ride Guide” will help tire shops and retailers work with customers to make complex tradeoffs easy to understand so that they can make informed decisions about which wheel and tire combination will best suit a given purpose.

The “Ride Guide” is now available for free download from the WTC webpage (www.sema.org/wtc). Those who enjoy technical reading can also download the source material.

On the powertrain front, SEMA is also working with CU-ICAR to help SEMA members develop performance components for emissions-regulated vehicles and get those products certified by government regulators for sale in California and the remaining 49 states.

Exactly how engine tuning affects emissions is a growing challenge as car makers rapidly deploy technology to meet new emissions and fuel-economy standards. CU-ICAR has the capability to instrument complex engine systems, such as direct-injected, lean-burn, turbocharged engines, and translate that data into information that’s useful for SEMA members developing performance products. The Clemson lab can quickly identify and isolate problem areas that might take a SEMA company, working on its own, months of iterative work and dozens of dyno runs to resolve.

Having a proven tool to evaluate a given new product for emissions is a big deal, and it also allows SEMA to work with the California Air Resources Board (CARB) and the U.S. Environmental Protection Agency (EPA) to create a smoother path to get the emissions certification needed to market and sell the product in the United States. SEMA will be supplying CU-ICAR with popular vehicle models to conduct baseline testing and subsequent testing where a SEMA member is having difficulty pinpointing an emissions problem. This testing will more accurately identify what changes may be necessary to meet emissions requirements and pass the test.

Once a part is able to pass, SEMA’s new Emissions Compliance office will help prepare the member’s application and test data for submission to CARB and guide the application to a smoother and quicker path to an executive order (CARB EO). The CARB EO entitles the product to be legally marketed not only in California but is also required and recognized by the U.S. EPA for marketing and sale of the product in all other states. The CU-ICAR lab’s role in emissions testing and data analysis will help eliminate the vexing blind-alley, trial-and-error aspect to development of new performance parts.

Moving forward, we can expect to get wheel and tire data for more applications so that the “Ride Guide” can be expanded to apply to more makes and models. And SEMA is moving rapidly to supply the necessary vehicles to develop baseline data at Clemson to make sure SEMA members are well positioned to face technical challenges as they unfold.

—Chris Kersting, SEMA President and CEO

SEMA News—February 2015

CHRIS KERSTING

Are You Using New SEMA Tools to Meet Vehicle Technology Challenges?

Those who have attended the SEMA Show are likely aware of SEMA’s collaborative relationship with the Clemson University International Center for Automotive Research (CU-ICAR). SEMA’s partnership with CU-ICAR is now in its fifth year. It’s been a great partnership that yields useful tools to help SEMA members cope with vehicle technology and advance their products. Clemson has state-of-the-art equipment and top engineering talent to stay abreast of the newest automotive technologies. By connecting CU-ICAR and its graduate-level students and professors with the aftermarket, SEMA is shaping world-class research into practical tools for our member companies.

One example is the just-released “Ride Guide,” a publication that puts more science into the matter of wheel/tire performance and selection. With support from SEMA and the Wheel & Tire Council (WTC), CU-ICAR recently conducted months of testing to determine the performance differences of varying wheel and tire combinations.

The project looked at sidewall height, tire size and wheel size to quantify how a given combination affects ride and handling characteristics. The research resulted in a technical publication, “Wheel and Tire Customization Influence on Vehicle Dynamics Performance,” by Xianjie Zhu and Dr. Paul Venhovens. The WTC then helped put that information into a digestible form, resulting in the newly available “Ride Guide.” The “Ride Guide” will help tire shops and retailers work with customers to make complex tradeoffs easy to understand so that they can make informed decisions about which wheel and tire combination will best suit a given purpose.

The “Ride Guide” is now available for free download from the WTC webpage (www.sema.org/wtc). Those who enjoy technical reading can also download the source material.

On the powertrain front, SEMA is also working with CU-ICAR to help SEMA members develop performance components for emissions-regulated vehicles and get those products certified by government regulators for sale in California and the remaining 49 states.

Exactly how engine tuning affects emissions is a growing challenge as car makers rapidly deploy technology to meet new emissions and fuel-economy standards. CU-ICAR has the capability to instrument complex engine systems, such as direct-injected, lean-burn, turbocharged engines, and translate that data into information that’s useful for SEMA members developing performance products. The Clemson lab can quickly identify and isolate problem areas that might take a SEMA company, working on its own, months of iterative work and dozens of dyno runs to resolve.

Having a proven tool to evaluate a given new product for emissions is a big deal, and it also allows SEMA to work with the California Air Resources Board (CARB) and the U.S. Environmental Protection Agency (EPA) to create a smoother path to get the emissions certification needed to market and sell the product in the United States. SEMA will be supplying CU-ICAR with popular vehicle models to conduct baseline testing and subsequent testing where a SEMA member is having difficulty pinpointing an emissions problem. This testing will more accurately identify what changes may be necessary to meet emissions requirements and pass the test.

Once a part is able to pass, SEMA’s new Emissions Compliance office will help prepare the member’s application and test data for submission to CARB and guide the application to a smoother and quicker path to an executive order (CARB EO). The CARB EO entitles the product to be legally marketed not only in California but is also required and recognized by the U.S. EPA for marketing and sale of the product in all other states. The CU-ICAR lab’s role in emissions testing and data analysis will help eliminate the vexing blind-alley, trial-and-error aspect to development of new performance parts.

Moving forward, we can expect to get wheel and tire data for more applications so that the “Ride Guide” can be expanded to apply to more makes and models. And SEMA is moving rapidly to supply the necessary vehicles to develop baseline data at Clemson to make sure SEMA members are well positioned to face technical challenges as they unfold.

—Chris Kersting, SEMA President and CEO

SEMA News—February 2015

CHRIS KERSTING

Are You Using New SEMA Tools to Meet Vehicle Technology Challenges?

Those who have attended the SEMA Show are likely aware of SEMA’s collaborative relationship with the Clemson University International Center for Automotive Research (CU-ICAR). SEMA’s partnership with CU-ICAR is now in its fifth year. It’s been a great partnership that yields useful tools to help SEMA members cope with vehicle technology and advance their products. Clemson has state-of-the-art equipment and top engineering talent to stay abreast of the newest automotive technologies. By connecting CU-ICAR and its graduate-level students and professors with the aftermarket, SEMA is shaping world-class research into practical tools for our member companies.

One example is the just-released “Ride Guide,” a publication that puts more science into the matter of wheel/tire performance and selection. With support from SEMA and the Wheel & Tire Council (WTC), CU-ICAR recently conducted months of testing to determine the performance differences of varying wheel and tire combinations.

The project looked at sidewall height, tire size and wheel size to quantify how a given combination affects ride and handling characteristics. The research resulted in a technical publication, “Wheel and Tire Customization Influence on Vehicle Dynamics Performance,” by Xianjie Zhu and Dr. Paul Venhovens. The WTC then helped put that information into a digestible form, resulting in the newly available “Ride Guide.” The “Ride Guide” will help tire shops and retailers work with customers to make complex tradeoffs easy to understand so that they can make informed decisions about which wheel and tire combination will best suit a given purpose.

The “Ride Guide” is now available for free download from the WTC webpage (www.sema.org/wtc). Those who enjoy technical reading can also download the source material.

On the powertrain front, SEMA is also working with CU-ICAR to help SEMA members develop performance components for emissions-regulated vehicles and get those products certified by government regulators for sale in California and the remaining 49 states.

Exactly how engine tuning affects emissions is a growing challenge as car makers rapidly deploy technology to meet new emissions and fuel-economy standards. CU-ICAR has the capability to instrument complex engine systems, such as direct-injected, lean-burn, turbocharged engines, and translate that data into information that’s useful for SEMA members developing performance products. The Clemson lab can quickly identify and isolate problem areas that might take a SEMA company, working on its own, months of iterative work and dozens of dyno runs to resolve.

Having a proven tool to evaluate a given new product for emissions is a big deal, and it also allows SEMA to work with the California Air Resources Board (CARB) and the U.S. Environmental Protection Agency (EPA) to create a smoother path to get the emissions certification needed to market and sell the product in the United States. SEMA will be supplying CU-ICAR with popular vehicle models to conduct baseline testing and subsequent testing where a SEMA member is having difficulty pinpointing an emissions problem. This testing will more accurately identify what changes may be necessary to meet emissions requirements and pass the test.

Once a part is able to pass, SEMA’s new Emissions Compliance office will help prepare the member’s application and test data for submission to CARB and guide the application to a smoother and quicker path to an executive order (CARB EO). The CARB EO entitles the product to be legally marketed not only in California but is also required and recognized by the U.S. EPA for marketing and sale of the product in all other states. The CU-ICAR lab’s role in emissions testing and data analysis will help eliminate the vexing blind-alley, trial-and-error aspect to development of new performance parts.

Moving forward, we can expect to get wheel and tire data for more applications so that the “Ride Guide” can be expanded to apply to more makes and models. And SEMA is moving rapidly to supply the necessary vehicles to develop baseline data at Clemson to make sure SEMA members are well positioned to face technical challenges as they unfold.

—Chris Kersting, SEMA President and CEO