SEMA News—December 2012

NEW PRODUCTS

Snap-on Equipment Diagnostic Wheel Balancer—John Bean RFV 2000 According to Snap-on Equipment, the new John Bean RFV 2000 Automated Diagnostic Wheel Balancer is a one-of-a-kind machine that redefines the way tires are balanced and provides immediate improvement in productivity and performance. The John Bean RFV 2000 incorporates “stripe-of-light” technology that provides advanced measuring processes to eliminate the need for mechanical measuring devices used in other wheel balancing systems. With 3-D data obtained from optical cameras, the RFV 2000 provides a 3-D scaled color display of the tread, sidewall and wheel along with a graphical representation of data to allow pinpoint location of localized runout. Snap-on Equipment 501-450-1500 www.snaponequipment.com		Lingenfelter Performance Engineering 5th Gen Camaro Drag Race Suspension Kits Lingenfelter Performance Engineering (LPE) announces 5th Gen Camaro Drag Race Suspension Kits have been developed to improve 60-ft. and 1/4-mile performance of stock to heavily modified ’10–’12 Chevrolet Camaros. Available in two package levels, the new Camaro Drag Race Suspension Kits have a lightweight design and feature front and rear shocks that are independently adjustable for both rebound and compression and can work with almost any vehicle combination. Lingenfelter Performance Engineering 260-724-2552 www.lingenfelter.com
SPA Turbo USA New 90-degree Universal T3 Downpipe SPA Turbo USA now offers a tight radius (90-degree) cast-iron downpipe (PN 090918) that will help you retain full use of all your accessories, such as power steering and AC, while removing the need for a costly, or sloppy, fabrication. According to SPA Turbo, what could become a complicated installation is now an easy bolt on. The downpipe inlet mates to any T3 turbine housings with a 4-bolt, 2.5-in. exducer outlet flange. SPA Turbo USA 800-264-9472 www.designengineering.com		PlastiKote Wheel Paint Keeping a vehicle’s wheels looking like new can be a constant challenge. According to PlastiKote, its newly reformulated wheel paint can meet that challenge, making a car’s tires and hub caps look the way they did when first driven off the lot. In addition, these great aerosol paints can also give your wheels a custom look and feel. Available in four colors, steel (618), semi-gloss black (620), silver argent (621) and charcoal gray metallic (626), PlastiKote’s new wheel paint features a highly durable resin system for “The Perfect Finish.” PlastiKote 866-222-8714 www.plastikote.com
EngineQuest GM 6.5L Diesel Package EngineQuest has announced its first-ever GM 6.5L diesel package, which includes a brand-new 6.5L diesel bare block, a center-mounted turbo, pair of cylinder heads, crankshaft and set of head bolts. The package covers numerous Chevrolet and GMC van applications. EngineQuest 702-649-7776 www.enginequest.com		H3R Performance 5-lb. Fire Extinguishers H3R Performance has added four new 5-lb. models to its line of dry-chemical and “clean agent” fire extinguishers. Available in red, black and chrome finishes, the units leave no messy residue, making them ideal for classic and collector vehicles, according to the company. H3R Performance 800-249-4289 www.h3rperformance.com
Rein/CRP Automotive Automotive Hoses for European Makes The new Rein Automotive hose line includes high-quality hose assemblies engineered to deliver the exact form, fit and function of OE parts. These hose systems feature integrated thermoplastic couplings, O-ring seals and multiple connections branching to various engine components. Rein/CRP Automotive 800-526-4066 www.reinautomotive.com		Holley Performance Products LS Valve Covers Holley says that its new valve covers for GM LS engines are designed to provide a fresh, refined look without the need to relocate the coils. The covers incorporate a radiused shape, angle coil mounting and a billet fill cap, and they sport black krinkle, satin, natural cast and polished finishes. Holley Performance Products 800-HOLLEY-1 www.holley.com
Mast Motorsports Mast Racing LS Tunnel Ram Ever-increasing LS V8 engine sizes and higher-flowing heads have spurred development of intake manifolds capable of feeding 450-plus cubes to more than 7,000 rpm. To accommodate such advances, Mast Motorsports now offers a new line of LS cast tunnel-ram intake manifolds for both standard-deck and tall-deck engines outfitted for either carburetors or EFI. The company says that the intakes can feed more than 1,500 naturally aspirated hp and 2,500 hp in boosted applications. Mast Motorsports 936-560-2218 www.mastmotorsports.com		Oro-Tek Application and Relearn Data by Cell Phone Oro-Tek is now printing QR symbols on its sensor packaging, making it possible to get application and relearn data via smartphone. The customer simply points the smartphone’s camera at the QR code and instantly gets a list of all the vehicle applications and matching procedures to pair the sensor with the vehicle’s ECU. Oro-Tek 877-738-9990 www.orotekusa.com
Bestop Rear Bumper With Tire Carrier Bestop delivers a true rock-solid bumper with a swing-out tire carrier that takes the weight off the Jeep body—and the consumer’s shoulders. According to Bestop, this bumper will get you past the toughest obstacles, while providing superior craftsmanship for the ultimate in protection. Both TJ and JK models can hold up to a 40-in. tire on the height-adjustable spare-tire plate, allowing the tire to stay as low as possible on the Jeep. Also included are 1-in.-thick D-Ring attachment points, a brake light relocation bracket, antenna mount, Hi-Lift jack mount and a fire extinguisher mount. Bestop 800-845-3567 www.Bestop.com		Rugged Ridge PowerTop for the ’07–’012 JK Jeep Wrangler Unlimited Rugged Ridge, a division of OMIX-ADA, has announced the introduction and availability of its first-ever PowerTop for the ’07–’12 JK Jeep Wrangler Unlimited. The result of extensive research and development, the patent-pending Rugged Ridge PowerTop design allows the convertible soft-top structure to be lowered or raised in as little as five seconds with the simple push of a button, effectively eliminating the need to exit the vehicle during the onset of inclement weather. Rugged Ridge 770-614-6101 www.Omix-Ada.com
CORSA Performance Exhausts Cat-back Systems for the 2011 Chevrolet Camaro V8 Coupe and Convertible CORSA Performance Exhausts now offers its cat-back systems for the ’11 Chevrolet Camaro V8 coupe and convertible. The company’s dual rear exit exhaust systems for the Camaro feature a straight-through, 2.5-in.nonrestrictive design to maximize airflow, improving performance and fuel economy. According to Corsa, the Camaro exhaust systems have an average performance increase of 6 hp and 7 lb.-ft. of torque. The units are available with sleek 3.5-in. or 4-in. polished Pro-Series tips, laser etched with the CORSA logo. CORSA Performance Exhausts 800-486-0999 www.corsaperformance.com		Equipto Vehicle Parts Storage According to Equipto, reducing downtime in servicing new and existing vehicles in auto, truck and farm-equipment parts rooms and maintaining efficient parts availability—from tiny screws to bulky fenders to heavy engine blocks—is critical. Now a new flexible type of storage system, that starts from raw shelving and evolves as one’s business does, is allowing parts managers to create denser, more space and labor-efficient parts-storage capacity as business, budget and storage needs change. The V-Grip storage system begins with heavy-duty uprights, and top, bottom, back and side panels. Shelves with up to 400 lbs. capacity can be added and adjusted at 3-in. increments for storage of bulk items and items of different sizes. Equipto 800-323-0801 www.equipto.com
Spies Hecker Permasolid Low VOC Clear Coat 8098 Spies Hecker announces the introduction of Permasolid Low VOC Clear Coat 8098—a low-VOC finish from the company’s “2K-Acryl-System.” According to Spies Hecker, this clear coat is easy to apply and buff and is designed to deliver excellent results over solvent-borne and water-borne base coats. Spies Hecker 888-371-3313 www.spiesheckerusa.com		Superlift Suspension Systems OE Replacement Steering Stabilizers Superlift introduces three new stabilizer options for the 2007-12 Jeep Wrangler JK: an OE replacement, a high-clearance single kit and a high-clearance dual inline kit. All are offered with a choice of Superide cylinders or Superide SS cylinders (monotube gas by Bilstein). Superlift Suspension Systems 888-299-4692 www.superlift.com
TruXedo TruXport ’05–’11 Toyota Tacoma Tonneau Cover TruXedo’s TruXport tonneau cover is now available for ’05–’11 Toyota Tacoma models. According to the manufacturer, the cover easily clamps on for installation in less than 20 minutes and completely rolls up and stores in seconds without any loose parts. A preset tension-control feature keeps the cover latched tight in any climate. TruXedo 877-878-9336 www.truxedo.com		Valvoline NextGen Motor Oils Valvoline has introduced two new NextGen motor oil products for both commercial and industrial customers. Now available in bulk and drum sizes, the NextGen Premium Blue SAE 15W-40 and NextGen All Fleet Plus SAE 15W-40 products are made from 50% recycled oil and deliver what the company hails as “100% Valvoline engine protection.” Valvoline 800-832-6825 www.nextgenmotoroil.com
Kurgo Car Door Guard Kurgo, a manufacturer of pet travel and safety products, is pleased to introduce the new Car Door Guard. Protecting car door interiors from scratches, dirt, mud and slobber, the waterproof Car Door Guard easily fits to large and small vehicle door panels and includes a large interior pocket for storing Fido’s traveling necessities. Available in black and khaki, the Car Door Guard easily attaches with simple tabs that slide between windows and door panels. Kurgo 877-847-3868 www.Kurgo.com		Volant Ford F-150 5.0 V8 CAI Kit Volant’s new CAI kit for 5.0L V8 Ford F-150 pickups replaces the factory air-filter box and radiator coolant-overflow tank to deliver more air. The kit comes with a Pro-5 cotton gauze reusable filter and is also available with a Volant filter, using Donaldson PowerCore Filtration Technology that the company says will provide up to 99.97% filtration efficiency, no maintenance and last up to 100,000 miles. Volant 909-481-3888 www.volant.com

 

SEMA News—December 2012

HERITAGE
By Drew Hardin
Photo Courtesy of the Petersen Archive

Making History in Mexico

It’s 1968, and Car Craft magazine publisher Sal Fish shakes hands with actor James Garner. Garner, in the helmet and goggles, sits in a Bill Stroppe-prepped Ford Bronco, ready to race in the second National Off Road Racing Association (NORRA) Mexican 1000.

The first Mexican 1000 Rally, held a year before, attracted 68 vehicles of all kinds: dune buggies, pickups, motorcycles, VW Bugs, Jeeps, even a Citroën. Just 31 competitors finished the 849-mile race within the 60-hour cutoff time. But the stories of adventure that all of the participants brought back—along with a prominent article in Hot Rod magazine—generated a huge amount of interest throughout the high-performance community. The second 1000, where Garner and Fish were photographed, drew 254 entrants. And Garner wasn’t the only celebrity testing his mettle against the Baja desert. Famous racers, such as Parnelli Jones, Don Prudhomme, Bob Bondurant and Don Yenko, also gave it their best.

Garner was no poseur in Baja. Bondurant had trained him to drive for the 1966 film Grand Prix, and he was bitten hard by the racing bug. The 1968 race was the first of three Baja 1000s Garner entered—most famously in the Banshee, a radically modified, short-wheelbase Oldsmobile built by Vic Hickey.

Fish, too, was drawn back to Baja, though unexpectedly at first. A sales call at Mattel resulted in an offer to drive a real-life version of a Baja Bug that Mattel was building as a toy, and Fish wound up racing four times in Mexico.

“I really fell in love with the beautiful country and the sport, the whole idea of it,” he said. “We were doing extreme sports before there even was such a thing as ‘extreme sports.’”

Like everyone who’s raced in Baja, Fish has stories to tell. There was the time when the Bug broke down in the middle of a dry lake—in the middle of the night.

“We [Fish and co-driver Bob Weggeland] were really novices,” he said. “We had no clue what to do to get out of there. It was two or three in the morning, and we weren’t running very well, so there weren’t a lot of racers behind us who could help.”

And then, in the distance, there came the sound of a car headed toward them. It turned out to be Garner’s chase crew. They offered to tow the Bug to the next checkpoint at Rancho Chapala.

“They had, like, an 8-ft. tow rope, and there we were, 8 ft. behind them, choking in their dust, going faster than at any time we had been driving the VW,” Fish laughed. “I was scared to death.”

Fish and Weggeland survived the wild ride back to the Rancho, but it would be another two days before they returned to Ensenada, with their Bug stuffed into the bed of a turtle truck.

In 1973, Mickey Thompson began a campaign to get Fish to work for him at Short Course Off-Road Enterprises, or SCORE, Thompson’s new racing organization. It took months for Thompson to lure Fish away from his high-profile job at Petersen, and more months still for the two men to make the arrangement work. But work it did, and Fish later bought SCORE from Thompson before Mickey and his wife, Trudy, were murdered.

The Baja 1000 was slated to celebrate its 45th anniversary in November 2012, and Fish is still working enthusiastically to keep the Baja racing tradition alive. In fact, he was in La Paz holding race planning meetings when we caught up with him via cell phone.

Off-road racing has gone through tremendous changes in the past half-century. A Meyers Manx dune buggy won the first Mexican 1000 rally; now, million-dollar Trophy Trucks vie for the honors. Environmental regulations and other issues have closed or restricted much of the U.S. desert where off-road racing grew; SCORE’s events are now all held south of the border. And as wild and untamed as Baja is, economic growth is changing the landscape as developers open roads and resorts where once were just dirt paths to small towns and simple ranchos.

“But we still do the event at SCORE,” said Fish. “It’s still an adventure, still an odyssey. You never give up. That’s what you do. Whether you’re first or last, the challenge is to beat the Baja. That develops teamwork and passion, which is what our competitors have.”

That and a relaxed feeling you don’t find at other motorsports venues, he said.

“It’s about bragging rights, not money. It’s the people you meet, the stories you can tell. We have superstars in our sport—celebrities, pro athletes—but they’re accessible. When they get to Baja, it’s not like you’re at Indy and the fans are a half mile away from the VIPs. Everybody mixes with everybody, and you can still get autographs. That’s what excites me. The thrill is still there.”

SEMA News—December 2012

HERITAGE
By Drew Hardin
Photo Courtesy of the Petersen Archive

Making History in Mexico

It’s 1968, and Car Craft magazine publisher Sal Fish shakes hands with actor James Garner. Garner, in the helmet and goggles, sits in a Bill Stroppe-prepped Ford Bronco, ready to race in the second National Off Road Racing Association (NORRA) Mexican 1000.

The first Mexican 1000 Rally, held a year before, attracted 68 vehicles of all kinds: dune buggies, pickups, motorcycles, VW Bugs, Jeeps, even a Citroën. Just 31 competitors finished the 849-mile race within the 60-hour cutoff time. But the stories of adventure that all of the participants brought back—along with a prominent article in Hot Rod magazine—generated a huge amount of interest throughout the high-performance community. The second 1000, where Garner and Fish were photographed, drew 254 entrants. And Garner wasn’t the only celebrity testing his mettle against the Baja desert. Famous racers, such as Parnelli Jones, Don Prudhomme, Bob Bondurant and Don Yenko, also gave it their best.

Garner was no poseur in Baja. Bondurant had trained him to drive for the 1966 film Grand Prix, and he was bitten hard by the racing bug. The 1968 race was the first of three Baja 1000s Garner entered—most famously in the Banshee, a radically modified, short-wheelbase Oldsmobile built by Vic Hickey.

Fish, too, was drawn back to Baja, though unexpectedly at first. A sales call at Mattel resulted in an offer to drive a real-life version of a Baja Bug that Mattel was building as a toy, and Fish wound up racing four times in Mexico.

“I really fell in love with the beautiful country and the sport, the whole idea of it,” he said. “We were doing extreme sports before there even was such a thing as ‘extreme sports.’”

Like everyone who’s raced in Baja, Fish has stories to tell. There was the time when the Bug broke down in the middle of a dry lake—in the middle of the night.

“We [Fish and co-driver Bob Weggeland] were really novices,” he said. “We had no clue what to do to get out of there. It was two or three in the morning, and we weren’t running very well, so there weren’t a lot of racers behind us who could help.”

And then, in the distance, there came the sound of a car headed toward them. It turned out to be Garner’s chase crew. They offered to tow the Bug to the next checkpoint at Rancho Chapala.

“They had, like, an 8-ft. tow rope, and there we were, 8 ft. behind them, choking in their dust, going faster than at any time we had been driving the VW,” Fish laughed. “I was scared to death.”

Fish and Weggeland survived the wild ride back to the Rancho, but it would be another two days before they returned to Ensenada, with their Bug stuffed into the bed of a turtle truck.

In 1973, Mickey Thompson began a campaign to get Fish to work for him at Short Course Off-Road Enterprises, or SCORE, Thompson’s new racing organization. It took months for Thompson to lure Fish away from his high-profile job at Petersen, and more months still for the two men to make the arrangement work. But work it did, and Fish later bought SCORE from Thompson before Mickey and his wife, Trudy, were murdered.

The Baja 1000 was slated to celebrate its 45th anniversary in November 2012, and Fish is still working enthusiastically to keep the Baja racing tradition alive. In fact, he was in La Paz holding race planning meetings when we caught up with him via cell phone.

Off-road racing has gone through tremendous changes in the past half-century. A Meyers Manx dune buggy won the first Mexican 1000 rally; now, million-dollar Trophy Trucks vie for the honors. Environmental regulations and other issues have closed or restricted much of the U.S. desert where off-road racing grew; SCORE’s events are now all held south of the border. And as wild and untamed as Baja is, economic growth is changing the landscape as developers open roads and resorts where once were just dirt paths to small towns and simple ranchos.

“But we still do the event at SCORE,” said Fish. “It’s still an adventure, still an odyssey. You never give up. That’s what you do. Whether you’re first or last, the challenge is to beat the Baja. That develops teamwork and passion, which is what our competitors have.”

That and a relaxed feeling you don’t find at other motorsports venues, he said.

“It’s about bragging rights, not money. It’s the people you meet, the stories you can tell. We have superstars in our sport—celebrities, pro athletes—but they’re accessible. When they get to Baja, it’s not like you’re at Indy and the fans are a half mile away from the VIPs. Everybody mixes with everybody, and you can still get autographs. That’s what excites me. The thrill is still there.”

SEMA News—December 2012

HERITAGE
By Drew Hardin
Photo Courtesy of the Petersen Archive

Making History in Mexico

It’s 1968, and Car Craft magazine publisher Sal Fish shakes hands with actor James Garner. Garner, in the helmet and goggles, sits in a Bill Stroppe-prepped Ford Bronco, ready to race in the second National Off Road Racing Association (NORRA) Mexican 1000.

The first Mexican 1000 Rally, held a year before, attracted 68 vehicles of all kinds: dune buggies, pickups, motorcycles, VW Bugs, Jeeps, even a Citroën. Just 31 competitors finished the 849-mile race within the 60-hour cutoff time. But the stories of adventure that all of the participants brought back—along with a prominent article in Hot Rod magazine—generated a huge amount of interest throughout the high-performance community. The second 1000, where Garner and Fish were photographed, drew 254 entrants. And Garner wasn’t the only celebrity testing his mettle against the Baja desert. Famous racers, such as Parnelli Jones, Don Prudhomme, Bob Bondurant and Don Yenko, also gave it their best.

Garner was no poseur in Baja. Bondurant had trained him to drive for the 1966 film Grand Prix, and he was bitten hard by the racing bug. The 1968 race was the first of three Baja 1000s Garner entered—most famously in the Banshee, a radically modified, short-wheelbase Oldsmobile built by Vic Hickey.

Fish, too, was drawn back to Baja, though unexpectedly at first. A sales call at Mattel resulted in an offer to drive a real-life version of a Baja Bug that Mattel was building as a toy, and Fish wound up racing four times in Mexico.

“I really fell in love with the beautiful country and the sport, the whole idea of it,” he said. “We were doing extreme sports before there even was such a thing as ‘extreme sports.’”

Like everyone who’s raced in Baja, Fish has stories to tell. There was the time when the Bug broke down in the middle of a dry lake—in the middle of the night.

“We [Fish and co-driver Bob Weggeland] were really novices,” he said. “We had no clue what to do to get out of there. It was two or three in the morning, and we weren’t running very well, so there weren’t a lot of racers behind us who could help.”

And then, in the distance, there came the sound of a car headed toward them. It turned out to be Garner’s chase crew. They offered to tow the Bug to the next checkpoint at Rancho Chapala.

“They had, like, an 8-ft. tow rope, and there we were, 8 ft. behind them, choking in their dust, going faster than at any time we had been driving the VW,” Fish laughed. “I was scared to death.”

Fish and Weggeland survived the wild ride back to the Rancho, but it would be another two days before they returned to Ensenada, with their Bug stuffed into the bed of a turtle truck.

In 1973, Mickey Thompson began a campaign to get Fish to work for him at Short Course Off-Road Enterprises, or SCORE, Thompson’s new racing organization. It took months for Thompson to lure Fish away from his high-profile job at Petersen, and more months still for the two men to make the arrangement work. But work it did, and Fish later bought SCORE from Thompson before Mickey and his wife, Trudy, were murdered.

The Baja 1000 was slated to celebrate its 45th anniversary in November 2012, and Fish is still working enthusiastically to keep the Baja racing tradition alive. In fact, he was in La Paz holding race planning meetings when we caught up with him via cell phone.

Off-road racing has gone through tremendous changes in the past half-century. A Meyers Manx dune buggy won the first Mexican 1000 rally; now, million-dollar Trophy Trucks vie for the honors. Environmental regulations and other issues have closed or restricted much of the U.S. desert where off-road racing grew; SCORE’s events are now all held south of the border. And as wild and untamed as Baja is, economic growth is changing the landscape as developers open roads and resorts where once were just dirt paths to small towns and simple ranchos.

“But we still do the event at SCORE,” said Fish. “It’s still an adventure, still an odyssey. You never give up. That’s what you do. Whether you’re first or last, the challenge is to beat the Baja. That develops teamwork and passion, which is what our competitors have.”

That and a relaxed feeling you don’t find at other motorsports venues, he said.

“It’s about bragging rights, not money. It’s the people you meet, the stories you can tell. We have superstars in our sport—celebrities, pro athletes—but they’re accessible. When they get to Baja, it’s not like you’re at Indy and the fans are a half mile away from the VIPs. Everybody mixes with everybody, and you can still get autographs. That’s what excites me. The thrill is still there.”

SEMA News—December 2012

HERITAGE
By Drew Hardin
Photo Courtesy of the Petersen Archive

Making History in Mexico

It’s 1968, and Car Craft magazine publisher Sal Fish shakes hands with actor James Garner. Garner, in the helmet and goggles, sits in a Bill Stroppe-prepped Ford Bronco, ready to race in the second National Off Road Racing Association (NORRA) Mexican 1000.

The first Mexican 1000 Rally, held a year before, attracted 68 vehicles of all kinds: dune buggies, pickups, motorcycles, VW Bugs, Jeeps, even a Citroën. Just 31 competitors finished the 849-mile race within the 60-hour cutoff time. But the stories of adventure that all of the participants brought back—along with a prominent article in Hot Rod magazine—generated a huge amount of interest throughout the high-performance community. The second 1000, where Garner and Fish were photographed, drew 254 entrants. And Garner wasn’t the only celebrity testing his mettle against the Baja desert. Famous racers, such as Parnelli Jones, Don Prudhomme, Bob Bondurant and Don Yenko, also gave it their best.

Garner was no poseur in Baja. Bondurant had trained him to drive for the 1966 film Grand Prix, and he was bitten hard by the racing bug. The 1968 race was the first of three Baja 1000s Garner entered—most famously in the Banshee, a radically modified, short-wheelbase Oldsmobile built by Vic Hickey.

Fish, too, was drawn back to Baja, though unexpectedly at first. A sales call at Mattel resulted in an offer to drive a real-life version of a Baja Bug that Mattel was building as a toy, and Fish wound up racing four times in Mexico.

“I really fell in love with the beautiful country and the sport, the whole idea of it,” he said. “We were doing extreme sports before there even was such a thing as ‘extreme sports.’”

Like everyone who’s raced in Baja, Fish has stories to tell. There was the time when the Bug broke down in the middle of a dry lake—in the middle of the night.

“We [Fish and co-driver Bob Weggeland] were really novices,” he said. “We had no clue what to do to get out of there. It was two or three in the morning, and we weren’t running very well, so there weren’t a lot of racers behind us who could help.”

And then, in the distance, there came the sound of a car headed toward them. It turned out to be Garner’s chase crew. They offered to tow the Bug to the next checkpoint at Rancho Chapala.

“They had, like, an 8-ft. tow rope, and there we were, 8 ft. behind them, choking in their dust, going faster than at any time we had been driving the VW,” Fish laughed. “I was scared to death.”

Fish and Weggeland survived the wild ride back to the Rancho, but it would be another two days before they returned to Ensenada, with their Bug stuffed into the bed of a turtle truck.

In 1973, Mickey Thompson began a campaign to get Fish to work for him at Short Course Off-Road Enterprises, or SCORE, Thompson’s new racing organization. It took months for Thompson to lure Fish away from his high-profile job at Petersen, and more months still for the two men to make the arrangement work. But work it did, and Fish later bought SCORE from Thompson before Mickey and his wife, Trudy, were murdered.

The Baja 1000 was slated to celebrate its 45th anniversary in November 2012, and Fish is still working enthusiastically to keep the Baja racing tradition alive. In fact, he was in La Paz holding race planning meetings when we caught up with him via cell phone.

Off-road racing has gone through tremendous changes in the past half-century. A Meyers Manx dune buggy won the first Mexican 1000 rally; now, million-dollar Trophy Trucks vie for the honors. Environmental regulations and other issues have closed or restricted much of the U.S. desert where off-road racing grew; SCORE’s events are now all held south of the border. And as wild and untamed as Baja is, economic growth is changing the landscape as developers open roads and resorts where once were just dirt paths to small towns and simple ranchos.

“But we still do the event at SCORE,” said Fish. “It’s still an adventure, still an odyssey. You never give up. That’s what you do. Whether you’re first or last, the challenge is to beat the Baja. That develops teamwork and passion, which is what our competitors have.”

That and a relaxed feeling you don’t find at other motorsports venues, he said.

“It’s about bragging rights, not money. It’s the people you meet, the stories you can tell. We have superstars in our sport—celebrities, pro athletes—but they’re accessible. When they get to Baja, it’s not like you’re at Indy and the fans are a half mile away from the VIPs. Everybody mixes with everybody, and you can still get autographs. That’s what excites me. The thrill is still there.”

SEMA News—December 2012

BUSINESS TECHNOLOGY
By Steve Campbell

Information Equals Sales 

A Conversation With Bob Moore, Chairman of the SEMA Business Technology Committee

	Bob Moore is the co-founder and current chairman of SEMA’s Business Technology Committee (BTC) and an unflagging advocate for the use of the industry’s newest sales-generation system, the SEMA Data Co-Op.

Bob Moore is the co-founder and current chairman of SEMA’s Business Technology Committee (BTC) and an unflagging advocate for the use of standardized data and the SEMA Data Co-Op, the industry’s newest sales-generation system. He has been working in the automotive aftermarket since 1976 and is a partner with Jerry McCabe in J&B Service, a consulting company that specializes in the aftermarket.

A former member of the SEMA Board of Directors, Moore is also a volunteer for a variety of industry organizations. He spent some time with SEMA News again this year to provide an update on the industry’s data systems and the course of technology.

As our interview began, Moore noted that the SEMA Data Co-Op is up, running and open for business, and he pointed out that many people deserve the industry’s thanks, including Chris Kersting and the SEMA staff, the BTC and Jon Wyly, who was a member of the SEMA Board of Directors from 2002–2007, was one of the founders of the BTC, and was its first chairman. Wyly is now CEO of the SEMA Data Co-Op.

SEMA News: For those who may not be familiar with the SEMA Data Co-Op (SDC), could you give us a thumbnail description of the system and what it is designed to do?

Bob Moore: Simply put, the SDC exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

The SEMA Data Co-Op itself is a centralized resource that helps manufacturers—the suppliers of products—get their product and marketing information into a shareable condition so that they can transfer it to any reseller partner they choose in order to sell more of their products. “Data” in this context simply means information about the product, including fitment information, such as the year, make and model of vehicle or what engine it fits or even what kind of chassis or drivetrain it goes on. It also includes product information required to do commerce, such as the descriptions of the part itself, its dimensions, how many come in a box, case or on a pallet, how much it weighs to calculate shipping, country of origin or hazardous material content.

	The SEMA Data Co-Op is up, running and open for business. It exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

But increasingly “data” also includes the stuff that resellers are really clamoring for—the marketing data that they need so badly to populate their websites, mobile apps and point-of-sale systems. That data can include images of the product itself, the product installed on a vehicle, happy people enjoying using the product, marketing features and benefits, even video and audio files. In a selling environment where consumers are using mobile devices, such as smartphones, tablets and pads to gather information on almost every purchase they make, resellers must have rich content that their customers need. And the only realistic and reliable place they can get it is from the companies that make the products they sell.

SN: So once a manufacturer has its data in the Co-op, retailers can pull the information they need in order to sell the manufacturer’s parts, correct?

BM: Yes, they have a single source from which they can pull images, specs, text, audio, schematics, video—any type of informational data to use to provide consumers everything they need to know to make an informed purchase decision. Some resellers may want to have that type of information available at a call center, because jobbers or customers call in looking for specific information and descriptions. Others will use it to populate websites. Regardless, the shared information from the Data Co-op ensures that buyers can get answers to all of the questions they have.

If you think about any shopping experience, whether it is online or across a counter, the more information that can be provided, the greater the likelihood that the consumer will make the purchase. The counterman has to be able to tell the customer not just the differences in prices between various products, but also the difference in value—what the products are made of, how they’re constructed, how they perform. What’s critical is being able to instantly access the data that enables a counterman to answer those questions for an in-store retail shopper or on a website to provide comparative data to an online customer.

People are often reluctant to buy something because there isn’t enough information available. They never decline to buy because there is too much information.

SN: Some people are still turned off by the term “data.” To them, everything should revolve around sales. Is there validity to that idea?

	More than 110 SEMA-member companies are already part of the Data Co-Op, including some of the most recognized brands in the industry.

BM: The SEMA Data Co-Op is a selling machine. I had a discussion with a manufacturer several years ago on this very point. He said that “data” never sold anything; that marketing sells products, not data. I knew he was an avid golfer and that he wanted to buy a new driver, so we went to a website and looked at videos of slow-motion swings showing the deflection of various types of shafts that equated to distance and accuracy charts. While we were sitting there looking, he decided to buy a particular driver. I pointed out to him that we had just gone through all kinds of data that led him to make his decision to spend $500 on a new driver. I can’t make a better case than that about how data sells.

It comes down to the information. Whether it is information for marketing or selling, it’s still data that makes the sale.

SN: How does a manufacturer go about getting his data into the Co-Op?

BM: Suppliers and receivers can simply fill out the “contact us” form at www.semadatacoop.org/contact-us, and the SDC help desk will proactively reach out to get the process started. Or they can call Jim Graven, director of membership, at 913-378-6133 and he will help them get connected. We currently have more than 110 SEMA companies actively putting in data and more than 50 resellers that are sharing data from those suppliers during the initial beta phase.

SN: Can the data be tailored to specific content types, such as desktop computers, mobile, print publications or point of sale?

BM: Yes, but let’s be clear: The reseller—whether it’s a wholesaler, a distributor, a jobber, a restyler, a machine shop, whatever—can only receive the data that the manufacturer grants permission to see. Each reseller has to get permission to receive specific information from the owner of the data. Not just anybody can download the information. The electronic data is treated the same as price sheets or catalogs. The manufacturer retains control of the information.

	Simply put, the SDC exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

And let’s make one other point as well: You said earlier, “once a manufacturer’s data is in the data pool, then this can happen.” That little “once the data is in the data pool” statement is no small undertaking. There is application data, such as year, make and model, and there is also commerce data, such as how many come in a box, how much it weighs, its dimensions and so on. Then there is that whole range of marketing information that is critical to selling.

If you are selling cat-back exhausts, for instance, it is a hell of an advantage if you can let a customer listen to what the system sounds like installed on his or her specific vehicle. Some of the more progressive exhaust companies have uploaded audio files on their websites so that a customer can listen to what an exhaust product sounds like on a Camaro, Mustang or MINI Cooper.

This whole range of marketing data could be anything from bullet points to video files, but those do not magically appear. The data pool cannot write copy for the manufacturer, and it cannot take pictures of happy customers using a tonneau cover on a pickup. The manufacturer has to supply those things, so a lot has to happen to get the data into
the Co-op.

In most cases, the manufacturer already has this information, but it can’t be distributed until the data has been compiled, put into shareable condition and loaded into the Data Co-op. That is when the magic can happen.

In the beginning, manufacturers will likely put in basic application and product information and then build from there. In our experience, the more information they can include, the greater their sales will grow. There is a calculable relationship between the amount and quality of the information available and the likelihood that a consumer will make a purchase. And the receivers of the data, recognizing that fact, will eventually be going back to the manufacturers and asking for more information to help make the sale.

SN: All those different types of data you just talked about—text, images, video, audio—those can all be stored within the data pool?

	The SEMA Data Co-Op can make it easier, quicker and cheaper for all suppliers—large, medium and small—to get their information to retailers, making the overall shopping experience better for everybody.

BM: Absolutely, but it’s important to point out that not everybody needs every field in the Data Co-op. For instance, accurate color representation may be important to a manufacturer of seat covers but not to a manufacturer of engine bearings or pistons. If you’re selling an exhaust system, an audio file might be very important, but if you’re selling a lift kit, you don’t need an audio file. Common sense will dictate what you need.

SN: What about customizing the materials for an individual reseller who may not want a cookie-cutter data set?

BM: Excellent point. Not every receiver wants to get their data in the same way. The Data Co-Op works with the receivers to tailor the data to their requirements. The information can be translated from the standard formats into customized formats that an individual receiver wants. It’s much easier to do that from the pooled data than for the manufacturer to have to keep one set of data points for exactly the way Keystone wants it and another for the way NAPA wants it and another for the way Advance Auto Parts wants it. If a manufacturer can just put its data into a standardized set once, put it into the Data Co-Op, then we can translate it into the receiver’s required formats. That is a huge value-added extra.

SN: And then the receivers can tailor the data for how it will be used—in a print product, on a website, for a mobile app?

BM: Precisely. One of the frustrations that web sellers in particular have is that they will set up their website template to be able to display in a certain way. But they may only get really good data from a handful of their suppliers. That means that their site is missing photos or has no marketing bullet points on dozens of other products they carry. It makes for a very inconsistent shopping experience. The SEMA Data Co-op can make it easier, quicker and cheaper for all of the suppliers—large, medium and small—to get their information into a place where the reseller can pull it up, making the overall shopping experience better for everybody.

	There are all kinds of really cool technologies on the horizon—tablet computing, mobile availability, local searches, VIN lookups. All of that stuff is critical, but none of it works unless you’ve got the good, fundamental data that can be searched.

We embarked on this project 10 years ago because we saw that the aftermarket was not keeping up with technology, and collectively we were not able to sell our products as effectively as some other industries. To compete, it is absolutely critical that we are able to quickly and easily transmit information from manufacturers to sellers.

I think the latest numbers I saw indicated that 92% of all purchases begin with some type of Internet search. That doesn’t mean 92% of the products are going to be bought online but that some amount of the data gathering comes through the Internet—ranging from color and size choices to the location of retail outlets and price points. And much of that is now coming through mobile devices, such as smartphones
and tablets.

SN: Are there any limitations to the types of data that can be put into the Data Co-Op? What about things such as quick-response (QR) codes?

	The majority of consumers now begin shopping for products with an Internet search, whether for background information or to make their purchases. Smartphones and tablets are quickly capturing a huge portion of this web traffic.

BM: There is no limitation to what type of data could be put into the data pool, but there may be some limitations to the standardized fields as they are currently defined by the industry. For example, I don’t know that there is a placeholder for a QR code in the Product Information Exchange Standard (PIES). But what is important is that the SDC as an association-owned part of the industry is a critical player in the standards-setting community, and we can make additions or adjustments to the standards to accommodate the needs of the SEMA marketplace.

We are plugged into the larger automotive industry and are working across the replacement parts, tools, paint and heavy-duty marketplaces—even, in some cases, the marine and RV industries. In the case of new requirements, we would go to the governing bodies and say, “Here is how we propose to tag and label QR codes. Let’s all do it the same way.” If none of them have done it yet, they’ll either agree to our recommendation or suggest an alternative from another segment of the industry. That is how we will be able to come up with a common way of handling any new fields or new technology that might crop up.

Technology is constantly morphing. For instance, if you go onto a website today, you’re likely to encounter the classic hierarchical lookup using a dropdown menu to enter year, make and model information, even for generic items such as oil or paint. But we are now seeing the emergence of Google-type searches where someone who is looking for a product for a 2008 Ford F-250 simply enters 08 250 and the search engine asks, “Did you mean 2008 Ford F-250?” The search engines get smarter the more they’re queried about common items.

Rich marketing descriptions that take advantage of that technology make it possible for these new-age searches to be a lot more intuitive and a lot friendlier for both the trade and consumers. We have to have the wherewithal to be able to capture that, so the standards provide a place to record keywords, populating the marketing data with appropriate slang. It all starts with the basic data, but manufactures have to ensure that the data is populated and available to make this work. Increasingly that will mean having rich data populated in the SEMA Data Co-op.

There are all kinds of really cool technologies on the horizon—tablet computing, mobile availability, local searches, VIN lookups. All of that stuff is critical, but none of it works unless you’ve got the good, fundamental data that can be searched. If I can’t find the supercharger I’m looking for, it doesn’t make any difference that you can tell me there is a speed shop two miles from my home.

In the end, it’s like we always say: It really is all about the data. 

SEMA News—December 2012

BUSINESS TECHNOLOGY
By Steve Campbell

Information Equals Sales 

A Conversation With Bob Moore, Chairman of the SEMA Business Technology Committee

	Bob Moore is the co-founder and current chairman of SEMA’s Business Technology Committee (BTC) and an unflagging advocate for the use of the industry’s newest sales-generation system, the SEMA Data Co-Op.

Bob Moore is the co-founder and current chairman of SEMA’s Business Technology Committee (BTC) and an unflagging advocate for the use of standardized data and the SEMA Data Co-Op, the industry’s newest sales-generation system. He has been working in the automotive aftermarket since 1976 and is a partner with Jerry McCabe in J&B Service, a consulting company that specializes in the aftermarket.

A former member of the SEMA Board of Directors, Moore is also a volunteer for a variety of industry organizations. He spent some time with SEMA News again this year to provide an update on the industry’s data systems and the course of technology.

As our interview began, Moore noted that the SEMA Data Co-Op is up, running and open for business, and he pointed out that many people deserve the industry’s thanks, including Chris Kersting and the SEMA staff, the BTC and Jon Wyly, who was a member of the SEMA Board of Directors from 2002–2007, was one of the founders of the BTC, and was its first chairman. Wyly is now CEO of the SEMA Data Co-Op.

SEMA News: For those who may not be familiar with the SEMA Data Co-Op (SDC), could you give us a thumbnail description of the system and what it is designed to do?

Bob Moore: Simply put, the SDC exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

The SEMA Data Co-Op itself is a centralized resource that helps manufacturers—the suppliers of products—get their product and marketing information into a shareable condition so that they can transfer it to any reseller partner they choose in order to sell more of their products. “Data” in this context simply means information about the product, including fitment information, such as the year, make and model of vehicle or what engine it fits or even what kind of chassis or drivetrain it goes on. It also includes product information required to do commerce, such as the descriptions of the part itself, its dimensions, how many come in a box, case or on a pallet, how much it weighs to calculate shipping, country of origin or hazardous material content.

	The SEMA Data Co-Op is up, running and open for business. It exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

But increasingly “data” also includes the stuff that resellers are really clamoring for—the marketing data that they need so badly to populate their websites, mobile apps and point-of-sale systems. That data can include images of the product itself, the product installed on a vehicle, happy people enjoying using the product, marketing features and benefits, even video and audio files. In a selling environment where consumers are using mobile devices, such as smartphones, tablets and pads to gather information on almost every purchase they make, resellers must have rich content that their customers need. And the only realistic and reliable place they can get it is from the companies that make the products they sell.

SN: So once a manufacturer has its data in the Co-op, retailers can pull the information they need in order to sell the manufacturer’s parts, correct?

BM: Yes, they have a single source from which they can pull images, specs, text, audio, schematics, video—any type of informational data to use to provide consumers everything they need to know to make an informed purchase decision. Some resellers may want to have that type of information available at a call center, because jobbers or customers call in looking for specific information and descriptions. Others will use it to populate websites. Regardless, the shared information from the Data Co-op ensures that buyers can get answers to all of the questions they have.

If you think about any shopping experience, whether it is online or across a counter, the more information that can be provided, the greater the likelihood that the consumer will make the purchase. The counterman has to be able to tell the customer not just the differences in prices between various products, but also the difference in value—what the products are made of, how they’re constructed, how they perform. What’s critical is being able to instantly access the data that enables a counterman to answer those questions for an in-store retail shopper or on a website to provide comparative data to an online customer.

People are often reluctant to buy something because there isn’t enough information available. They never decline to buy because there is too much information.

SN: Some people are still turned off by the term “data.” To them, everything should revolve around sales. Is there validity to that idea?

	More than 110 SEMA-member companies are already part of the Data Co-Op, including some of the most recognized brands in the industry.

BM: The SEMA Data Co-Op is a selling machine. I had a discussion with a manufacturer several years ago on this very point. He said that “data” never sold anything; that marketing sells products, not data. I knew he was an avid golfer and that he wanted to buy a new driver, so we went to a website and looked at videos of slow-motion swings showing the deflection of various types of shafts that equated to distance and accuracy charts. While we were sitting there looking, he decided to buy a particular driver. I pointed out to him that we had just gone through all kinds of data that led him to make his decision to spend $500 on a new driver. I can’t make a better case than that about how data sells.

It comes down to the information. Whether it is information for marketing or selling, it’s still data that makes the sale.

SN: How does a manufacturer go about getting his data into the Co-Op?

BM: Suppliers and receivers can simply fill out the “contact us” form at www.semadatacoop.org/contact-us, and the SDC help desk will proactively reach out to get the process started. Or they can call Jim Graven, director of membership, at 913-378-6133 and he will help them get connected. We currently have more than 110 SEMA companies actively putting in data and more than 50 resellers that are sharing data from those suppliers during the initial beta phase.

SN: Can the data be tailored to specific content types, such as desktop computers, mobile, print publications or point of sale?

BM: Yes, but let’s be clear: The reseller—whether it’s a wholesaler, a distributor, a jobber, a restyler, a machine shop, whatever—can only receive the data that the manufacturer grants permission to see. Each reseller has to get permission to receive specific information from the owner of the data. Not just anybody can download the information. The electronic data is treated the same as price sheets or catalogs. The manufacturer retains control of the information.

	Simply put, the SDC exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

And let’s make one other point as well: You said earlier, “once a manufacturer’s data is in the data pool, then this can happen.” That little “once the data is in the data pool” statement is no small undertaking. There is application data, such as year, make and model, and there is also commerce data, such as how many come in a box, how much it weighs, its dimensions and so on. Then there is that whole range of marketing information that is critical to selling.

If you are selling cat-back exhausts, for instance, it is a hell of an advantage if you can let a customer listen to what the system sounds like installed on his or her specific vehicle. Some of the more progressive exhaust companies have uploaded audio files on their websites so that a customer can listen to what an exhaust product sounds like on a Camaro, Mustang or MINI Cooper.

This whole range of marketing data could be anything from bullet points to video files, but those do not magically appear. The data pool cannot write copy for the manufacturer, and it cannot take pictures of happy customers using a tonneau cover on a pickup. The manufacturer has to supply those things, so a lot has to happen to get the data into
the Co-op.

In most cases, the manufacturer already has this information, but it can’t be distributed until the data has been compiled, put into shareable condition and loaded into the Data Co-op. That is when the magic can happen.

In the beginning, manufacturers will likely put in basic application and product information and then build from there. In our experience, the more information they can include, the greater their sales will grow. There is a calculable relationship between the amount and quality of the information available and the likelihood that a consumer will make a purchase. And the receivers of the data, recognizing that fact, will eventually be going back to the manufacturers and asking for more information to help make the sale.

SN: All those different types of data you just talked about—text, images, video, audio—those can all be stored within the data pool?

	The SEMA Data Co-Op can make it easier, quicker and cheaper for all suppliers—large, medium and small—to get their information to retailers, making the overall shopping experience better for everybody.

BM: Absolutely, but it’s important to point out that not everybody needs every field in the Data Co-op. For instance, accurate color representation may be important to a manufacturer of seat covers but not to a manufacturer of engine bearings or pistons. If you’re selling an exhaust system, an audio file might be very important, but if you’re selling a lift kit, you don’t need an audio file. Common sense will dictate what you need.

SN: What about customizing the materials for an individual reseller who may not want a cookie-cutter data set?

BM: Excellent point. Not every receiver wants to get their data in the same way. The Data Co-Op works with the receivers to tailor the data to their requirements. The information can be translated from the standard formats into customized formats that an individual receiver wants. It’s much easier to do that from the pooled data than for the manufacturer to have to keep one set of data points for exactly the way Keystone wants it and another for the way NAPA wants it and another for the way Advance Auto Parts wants it. If a manufacturer can just put its data into a standardized set once, put it into the Data Co-Op, then we can translate it into the receiver’s required formats. That is a huge value-added extra.

SN: And then the receivers can tailor the data for how it will be used—in a print product, on a website, for a mobile app?

BM: Precisely. One of the frustrations that web sellers in particular have is that they will set up their website template to be able to display in a certain way. But they may only get really good data from a handful of their suppliers. That means that their site is missing photos or has no marketing bullet points on dozens of other products they carry. It makes for a very inconsistent shopping experience. The SEMA Data Co-op can make it easier, quicker and cheaper for all of the suppliers—large, medium and small—to get their information into a place where the reseller can pull it up, making the overall shopping experience better for everybody.

	There are all kinds of really cool technologies on the horizon—tablet computing, mobile availability, local searches, VIN lookups. All of that stuff is critical, but none of it works unless you’ve got the good, fundamental data that can be searched.

We embarked on this project 10 years ago because we saw that the aftermarket was not keeping up with technology, and collectively we were not able to sell our products as effectively as some other industries. To compete, it is absolutely critical that we are able to quickly and easily transmit information from manufacturers to sellers.

I think the latest numbers I saw indicated that 92% of all purchases begin with some type of Internet search. That doesn’t mean 92% of the products are going to be bought online but that some amount of the data gathering comes through the Internet—ranging from color and size choices to the location of retail outlets and price points. And much of that is now coming through mobile devices, such as smartphones
and tablets.

SN: Are there any limitations to the types of data that can be put into the Data Co-Op? What about things such as quick-response (QR) codes?

	The majority of consumers now begin shopping for products with an Internet search, whether for background information or to make their purchases. Smartphones and tablets are quickly capturing a huge portion of this web traffic.

BM: There is no limitation to what type of data could be put into the data pool, but there may be some limitations to the standardized fields as they are currently defined by the industry. For example, I don’t know that there is a placeholder for a QR code in the Product Information Exchange Standard (PIES). But what is important is that the SDC as an association-owned part of the industry is a critical player in the standards-setting community, and we can make additions or adjustments to the standards to accommodate the needs of the SEMA marketplace.

We are plugged into the larger automotive industry and are working across the replacement parts, tools, paint and heavy-duty marketplaces—even, in some cases, the marine and RV industries. In the case of new requirements, we would go to the governing bodies and say, “Here is how we propose to tag and label QR codes. Let’s all do it the same way.” If none of them have done it yet, they’ll either agree to our recommendation or suggest an alternative from another segment of the industry. That is how we will be able to come up with a common way of handling any new fields or new technology that might crop up.

Technology is constantly morphing. For instance, if you go onto a website today, you’re likely to encounter the classic hierarchical lookup using a dropdown menu to enter year, make and model information, even for generic items such as oil or paint. But we are now seeing the emergence of Google-type searches where someone who is looking for a product for a 2008 Ford F-250 simply enters 08 250 and the search engine asks, “Did you mean 2008 Ford F-250?” The search engines get smarter the more they’re queried about common items.

Rich marketing descriptions that take advantage of that technology make it possible for these new-age searches to be a lot more intuitive and a lot friendlier for both the trade and consumers. We have to have the wherewithal to be able to capture that, so the standards provide a place to record keywords, populating the marketing data with appropriate slang. It all starts with the basic data, but manufactures have to ensure that the data is populated and available to make this work. Increasingly that will mean having rich data populated in the SEMA Data Co-op.

There are all kinds of really cool technologies on the horizon—tablet computing, mobile availability, local searches, VIN lookups. All of that stuff is critical, but none of it works unless you’ve got the good, fundamental data that can be searched. If I can’t find the supercharger I’m looking for, it doesn’t make any difference that you can tell me there is a speed shop two miles from my home.

In the end, it’s like we always say: It really is all about the data. 

SEMA News—December 2012

BUSINESS TECHNOLOGY
By Steve Campbell

Information Equals Sales 

A Conversation With Bob Moore, Chairman of the SEMA Business Technology Committee

	Bob Moore is the co-founder and current chairman of SEMA’s Business Technology Committee (BTC) and an unflagging advocate for the use of the industry’s newest sales-generation system, the SEMA Data Co-Op.

Bob Moore is the co-founder and current chairman of SEMA’s Business Technology Committee (BTC) and an unflagging advocate for the use of standardized data and the SEMA Data Co-Op, the industry’s newest sales-generation system. He has been working in the automotive aftermarket since 1976 and is a partner with Jerry McCabe in J&B Service, a consulting company that specializes in the aftermarket.

A former member of the SEMA Board of Directors, Moore is also a volunteer for a variety of industry organizations. He spent some time with SEMA News again this year to provide an update on the industry’s data systems and the course of technology.

As our interview began, Moore noted that the SEMA Data Co-Op is up, running and open for business, and he pointed out that many people deserve the industry’s thanks, including Chris Kersting and the SEMA staff, the BTC and Jon Wyly, who was a member of the SEMA Board of Directors from 2002–2007, was one of the founders of the BTC, and was its first chairman. Wyly is now CEO of the SEMA Data Co-Op.

SEMA News: For those who may not be familiar with the SEMA Data Co-Op (SDC), could you give us a thumbnail description of the system and what it is designed to do?

Bob Moore: Simply put, the SDC exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

The SEMA Data Co-Op itself is a centralized resource that helps manufacturers—the suppliers of products—get their product and marketing information into a shareable condition so that they can transfer it to any reseller partner they choose in order to sell more of their products. “Data” in this context simply means information about the product, including fitment information, such as the year, make and model of vehicle or what engine it fits or even what kind of chassis or drivetrain it goes on. It also includes product information required to do commerce, such as the descriptions of the part itself, its dimensions, how many come in a box, case or on a pallet, how much it weighs to calculate shipping, country of origin or hazardous material content.

	The SEMA Data Co-Op is up, running and open for business. It exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

But increasingly “data” also includes the stuff that resellers are really clamoring for—the marketing data that they need so badly to populate their websites, mobile apps and point-of-sale systems. That data can include images of the product itself, the product installed on a vehicle, happy people enjoying using the product, marketing features and benefits, even video and audio files. In a selling environment where consumers are using mobile devices, such as smartphones, tablets and pads to gather information on almost every purchase they make, resellers must have rich content that their customers need. And the only realistic and reliable place they can get it is from the companies that make the products they sell.

SN: So once a manufacturer has its data in the Co-op, retailers can pull the information they need in order to sell the manufacturer’s parts, correct?

BM: Yes, they have a single source from which they can pull images, specs, text, audio, schematics, video—any type of informational data to use to provide consumers everything they need to know to make an informed purchase decision. Some resellers may want to have that type of information available at a call center, because jobbers or customers call in looking for specific information and descriptions. Others will use it to populate websites. Regardless, the shared information from the Data Co-op ensures that buyers can get answers to all of the questions they have.

If you think about any shopping experience, whether it is online or across a counter, the more information that can be provided, the greater the likelihood that the consumer will make the purchase. The counterman has to be able to tell the customer not just the differences in prices between various products, but also the difference in value—what the products are made of, how they’re constructed, how they perform. What’s critical is being able to instantly access the data that enables a counterman to answer those questions for an in-store retail shopper or on a website to provide comparative data to an online customer.

People are often reluctant to buy something because there isn’t enough information available. They never decline to buy because there is too much information.

SN: Some people are still turned off by the term “data.” To them, everything should revolve around sales. Is there validity to that idea?

	More than 110 SEMA-member companies are already part of the Data Co-Op, including some of the most recognized brands in the industry.

BM: The SEMA Data Co-Op is a selling machine. I had a discussion with a manufacturer several years ago on this very point. He said that “data” never sold anything; that marketing sells products, not data. I knew he was an avid golfer and that he wanted to buy a new driver, so we went to a website and looked at videos of slow-motion swings showing the deflection of various types of shafts that equated to distance and accuracy charts. While we were sitting there looking, he decided to buy a particular driver. I pointed out to him that we had just gone through all kinds of data that led him to make his decision to spend $500 on a new driver. I can’t make a better case than that about how data sells.

It comes down to the information. Whether it is information for marketing or selling, it’s still data that makes the sale.

SN: How does a manufacturer go about getting his data into the Co-Op?

BM: Suppliers and receivers can simply fill out the “contact us” form at www.semadatacoop.org/contact-us, and the SDC help desk will proactively reach out to get the process started. Or they can call Jim Graven, director of membership, at 913-378-6133 and he will help them get connected. We currently have more than 110 SEMA companies actively putting in data and more than 50 resellers that are sharing data from those suppliers during the initial beta phase.

SN: Can the data be tailored to specific content types, such as desktop computers, mobile, print publications or point of sale?

BM: Yes, but let’s be clear: The reseller—whether it’s a wholesaler, a distributor, a jobber, a restyler, a machine shop, whatever—can only receive the data that the manufacturer grants permission to see. Each reseller has to get permission to receive specific information from the owner of the data. Not just anybody can download the information. The electronic data is treated the same as price sheets or catalogs. The manufacturer retains control of the information.

	Simply put, the SDC exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

And let’s make one other point as well: You said earlier, “once a manufacturer’s data is in the data pool, then this can happen.” That little “once the data is in the data pool” statement is no small undertaking. There is application data, such as year, make and model, and there is also commerce data, such as how many come in a box, how much it weighs, its dimensions and so on. Then there is that whole range of marketing information that is critical to selling.

If you are selling cat-back exhausts, for instance, it is a hell of an advantage if you can let a customer listen to what the system sounds like installed on his or her specific vehicle. Some of the more progressive exhaust companies have uploaded audio files on their websites so that a customer can listen to what an exhaust product sounds like on a Camaro, Mustang or MINI Cooper.

This whole range of marketing data could be anything from bullet points to video files, but those do not magically appear. The data pool cannot write copy for the manufacturer, and it cannot take pictures of happy customers using a tonneau cover on a pickup. The manufacturer has to supply those things, so a lot has to happen to get the data into
the Co-op.

In most cases, the manufacturer already has this information, but it can’t be distributed until the data has been compiled, put into shareable condition and loaded into the Data Co-op. That is when the magic can happen.

In the beginning, manufacturers will likely put in basic application and product information and then build from there. In our experience, the more information they can include, the greater their sales will grow. There is a calculable relationship between the amount and quality of the information available and the likelihood that a consumer will make a purchase. And the receivers of the data, recognizing that fact, will eventually be going back to the manufacturers and asking for more information to help make the sale.

SN: All those different types of data you just talked about—text, images, video, audio—those can all be stored within the data pool?

	The SEMA Data Co-Op can make it easier, quicker and cheaper for all suppliers—large, medium and small—to get their information to retailers, making the overall shopping experience better for everybody.

BM: Absolutely, but it’s important to point out that not everybody needs every field in the Data Co-op. For instance, accurate color representation may be important to a manufacturer of seat covers but not to a manufacturer of engine bearings or pistons. If you’re selling an exhaust system, an audio file might be very important, but if you’re selling a lift kit, you don’t need an audio file. Common sense will dictate what you need.

SN: What about customizing the materials for an individual reseller who may not want a cookie-cutter data set?

BM: Excellent point. Not every receiver wants to get their data in the same way. The Data Co-Op works with the receivers to tailor the data to their requirements. The information can be translated from the standard formats into customized formats that an individual receiver wants. It’s much easier to do that from the pooled data than for the manufacturer to have to keep one set of data points for exactly the way Keystone wants it and another for the way NAPA wants it and another for the way Advance Auto Parts wants it. If a manufacturer can just put its data into a standardized set once, put it into the Data Co-Op, then we can translate it into the receiver’s required formats. That is a huge value-added extra.

SN: And then the receivers can tailor the data for how it will be used—in a print product, on a website, for a mobile app?

BM: Precisely. One of the frustrations that web sellers in particular have is that they will set up their website template to be able to display in a certain way. But they may only get really good data from a handful of their suppliers. That means that their site is missing photos or has no marketing bullet points on dozens of other products they carry. It makes for a very inconsistent shopping experience. The SEMA Data Co-op can make it easier, quicker and cheaper for all of the suppliers—large, medium and small—to get their information into a place where the reseller can pull it up, making the overall shopping experience better for everybody.

	There are all kinds of really cool technologies on the horizon—tablet computing, mobile availability, local searches, VIN lookups. All of that stuff is critical, but none of it works unless you’ve got the good, fundamental data that can be searched.

We embarked on this project 10 years ago because we saw that the aftermarket was not keeping up with technology, and collectively we were not able to sell our products as effectively as some other industries. To compete, it is absolutely critical that we are able to quickly and easily transmit information from manufacturers to sellers.

I think the latest numbers I saw indicated that 92% of all purchases begin with some type of Internet search. That doesn’t mean 92% of the products are going to be bought online but that some amount of the data gathering comes through the Internet—ranging from color and size choices to the location of retail outlets and price points. And much of that is now coming through mobile devices, such as smartphones
and tablets.

SN: Are there any limitations to the types of data that can be put into the Data Co-Op? What about things such as quick-response (QR) codes?

	The majority of consumers now begin shopping for products with an Internet search, whether for background information or to make their purchases. Smartphones and tablets are quickly capturing a huge portion of this web traffic.

BM: There is no limitation to what type of data could be put into the data pool, but there may be some limitations to the standardized fields as they are currently defined by the industry. For example, I don’t know that there is a placeholder for a QR code in the Product Information Exchange Standard (PIES). But what is important is that the SDC as an association-owned part of the industry is a critical player in the standards-setting community, and we can make additions or adjustments to the standards to accommodate the needs of the SEMA marketplace.

We are plugged into the larger automotive industry and are working across the replacement parts, tools, paint and heavy-duty marketplaces—even, in some cases, the marine and RV industries. In the case of new requirements, we would go to the governing bodies and say, “Here is how we propose to tag and label QR codes. Let’s all do it the same way.” If none of them have done it yet, they’ll either agree to our recommendation or suggest an alternative from another segment of the industry. That is how we will be able to come up with a common way of handling any new fields or new technology that might crop up.

Technology is constantly morphing. For instance, if you go onto a website today, you’re likely to encounter the classic hierarchical lookup using a dropdown menu to enter year, make and model information, even for generic items such as oil or paint. But we are now seeing the emergence of Google-type searches where someone who is looking for a product for a 2008 Ford F-250 simply enters 08 250 and the search engine asks, “Did you mean 2008 Ford F-250?” The search engines get smarter the more they’re queried about common items.

Rich marketing descriptions that take advantage of that technology make it possible for these new-age searches to be a lot more intuitive and a lot friendlier for both the trade and consumers. We have to have the wherewithal to be able to capture that, so the standards provide a place to record keywords, populating the marketing data with appropriate slang. It all starts with the basic data, but manufactures have to ensure that the data is populated and available to make this work. Increasingly that will mean having rich data populated in the SEMA Data Co-op.

There are all kinds of really cool technologies on the horizon—tablet computing, mobile availability, local searches, VIN lookups. All of that stuff is critical, but none of it works unless you’ve got the good, fundamental data that can be searched. If I can’t find the supercharger I’m looking for, it doesn’t make any difference that you can tell me there is a speed shop two miles from my home.

In the end, it’s like we always say: It really is all about the data. 

SEMA News—December 2012

BUSINESS TECHNOLOGY
By Steve Campbell

Information Equals Sales 

A Conversation With Bob Moore, Chairman of the SEMA Business Technology Committee

	Bob Moore is the co-founder and current chairman of SEMA’s Business Technology Committee (BTC) and an unflagging advocate for the use of the industry’s newest sales-generation system, the SEMA Data Co-Op.

Bob Moore is the co-founder and current chairman of SEMA’s Business Technology Committee (BTC) and an unflagging advocate for the use of standardized data and the SEMA Data Co-Op, the industry’s newest sales-generation system. He has been working in the automotive aftermarket since 1976 and is a partner with Jerry McCabe in J&B Service, a consulting company that specializes in the aftermarket.

A former member of the SEMA Board of Directors, Moore is also a volunteer for a variety of industry organizations. He spent some time with SEMA News again this year to provide an update on the industry’s data systems and the course of technology.

As our interview began, Moore noted that the SEMA Data Co-Op is up, running and open for business, and he pointed out that many people deserve the industry’s thanks, including Chris Kersting and the SEMA staff, the BTC and Jon Wyly, who was a member of the SEMA Board of Directors from 2002–2007, was one of the founders of the BTC, and was its first chairman. Wyly is now CEO of the SEMA Data Co-Op.

SEMA News: For those who may not be familiar with the SEMA Data Co-Op (SDC), could you give us a thumbnail description of the system and what it is designed to do?

Bob Moore: Simply put, the SDC exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

The SEMA Data Co-Op itself is a centralized resource that helps manufacturers—the suppliers of products—get their product and marketing information into a shareable condition so that they can transfer it to any reseller partner they choose in order to sell more of their products. “Data” in this context simply means information about the product, including fitment information, such as the year, make and model of vehicle or what engine it fits or even what kind of chassis or drivetrain it goes on. It also includes product information required to do commerce, such as the descriptions of the part itself, its dimensions, how many come in a box, case or on a pallet, how much it weighs to calculate shipping, country of origin or hazardous material content.

	The SEMA Data Co-Op is up, running and open for business. It exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

But increasingly “data” also includes the stuff that resellers are really clamoring for—the marketing data that they need so badly to populate their websites, mobile apps and point-of-sale systems. That data can include images of the product itself, the product installed on a vehicle, happy people enjoying using the product, marketing features and benefits, even video and audio files. In a selling environment where consumers are using mobile devices, such as smartphones, tablets and pads to gather information on almost every purchase they make, resellers must have rich content that their customers need. And the only realistic and reliable place they can get it is from the companies that make the products they sell.

SN: So once a manufacturer has its data in the Co-op, retailers can pull the information they need in order to sell the manufacturer’s parts, correct?

BM: Yes, they have a single source from which they can pull images, specs, text, audio, schematics, video—any type of informational data to use to provide consumers everything they need to know to make an informed purchase decision. Some resellers may want to have that type of information available at a call center, because jobbers or customers call in looking for specific information and descriptions. Others will use it to populate websites. Regardless, the shared information from the Data Co-op ensures that buyers can get answers to all of the questions they have.

If you think about any shopping experience, whether it is online or across a counter, the more information that can be provided, the greater the likelihood that the consumer will make the purchase. The counterman has to be able to tell the customer not just the differences in prices between various products, but also the difference in value—what the products are made of, how they’re constructed, how they perform. What’s critical is being able to instantly access the data that enables a counterman to answer those questions for an in-store retail shopper or on a website to provide comparative data to an online customer.

People are often reluctant to buy something because there isn’t enough information available. They never decline to buy because there is too much information.

SN: Some people are still turned off by the term “data.” To them, everything should revolve around sales. Is there validity to that idea?

	More than 110 SEMA-member companies are already part of the Data Co-Op, including some of the most recognized brands in the industry.

BM: The SEMA Data Co-Op is a selling machine. I had a discussion with a manufacturer several years ago on this very point. He said that “data” never sold anything; that marketing sells products, not data. I knew he was an avid golfer and that he wanted to buy a new driver, so we went to a website and looked at videos of slow-motion swings showing the deflection of various types of shafts that equated to distance and accuracy charts. While we were sitting there looking, he decided to buy a particular driver. I pointed out to him that we had just gone through all kinds of data that led him to make his decision to spend $500 on a new driver. I can’t make a better case than that about how data sells.

It comes down to the information. Whether it is information for marketing or selling, it’s still data that makes the sale.

SN: How does a manufacturer go about getting his data into the Co-Op?

BM: Suppliers and receivers can simply fill out the “contact us” form at www.semadatacoop.org/contact-us, and the SDC help desk will proactively reach out to get the process started. Or they can call Jim Graven, director of membership, at 913-378-6133 and he will help them get connected. We currently have more than 110 SEMA companies actively putting in data and more than 50 resellers that are sharing data from those suppliers during the initial beta phase.

SN: Can the data be tailored to specific content types, such as desktop computers, mobile, print publications or point of sale?

BM: Yes, but let’s be clear: The reseller—whether it’s a wholesaler, a distributor, a jobber, a restyler, a machine shop, whatever—can only receive the data that the manufacturer grants permission to see. Each reseller has to get permission to receive specific information from the owner of the data. Not just anybody can download the information. The electronic data is treated the same as price sheets or catalogs. The manufacturer retains control of the information.

	Simply put, the SDC exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

And let’s make one other point as well: You said earlier, “once a manufacturer’s data is in the data pool, then this can happen.” That little “once the data is in the data pool” statement is no small undertaking. There is application data, such as year, make and model, and there is also commerce data, such as how many come in a box, how much it weighs, its dimensions and so on. Then there is that whole range of marketing information that is critical to selling.

If you are selling cat-back exhausts, for instance, it is a hell of an advantage if you can let a customer listen to what the system sounds like installed on his or her specific vehicle. Some of the more progressive exhaust companies have uploaded audio files on their websites so that a customer can listen to what an exhaust product sounds like on a Camaro, Mustang or MINI Cooper.

This whole range of marketing data could be anything from bullet points to video files, but those do not magically appear. The data pool cannot write copy for the manufacturer, and it cannot take pictures of happy customers using a tonneau cover on a pickup. The manufacturer has to supply those things, so a lot has to happen to get the data into
the Co-op.

In most cases, the manufacturer already has this information, but it can’t be distributed until the data has been compiled, put into shareable condition and loaded into the Data Co-op. That is when the magic can happen.

In the beginning, manufacturers will likely put in basic application and product information and then build from there. In our experience, the more information they can include, the greater their sales will grow. There is a calculable relationship between the amount and quality of the information available and the likelihood that a consumer will make a purchase. And the receivers of the data, recognizing that fact, will eventually be going back to the manufacturers and asking for more information to help make the sale.

SN: All those different types of data you just talked about—text, images, video, audio—those can all be stored within the data pool?

	The SEMA Data Co-Op can make it easier, quicker and cheaper for all suppliers—large, medium and small—to get their information to retailers, making the overall shopping experience better for everybody.

BM: Absolutely, but it’s important to point out that not everybody needs every field in the Data Co-op. For instance, accurate color representation may be important to a manufacturer of seat covers but not to a manufacturer of engine bearings or pistons. If you’re selling an exhaust system, an audio file might be very important, but if you’re selling a lift kit, you don’t need an audio file. Common sense will dictate what you need.

SN: What about customizing the materials for an individual reseller who may not want a cookie-cutter data set?

BM: Excellent point. Not every receiver wants to get their data in the same way. The Data Co-Op works with the receivers to tailor the data to their requirements. The information can be translated from the standard formats into customized formats that an individual receiver wants. It’s much easier to do that from the pooled data than for the manufacturer to have to keep one set of data points for exactly the way Keystone wants it and another for the way NAPA wants it and another for the way Advance Auto Parts wants it. If a manufacturer can just put its data into a standardized set once, put it into the Data Co-Op, then we can translate it into the receiver’s required formats. That is a huge value-added extra.

SN: And then the receivers can tailor the data for how it will be used—in a print product, on a website, for a mobile app?

BM: Precisely. One of the frustrations that web sellers in particular have is that they will set up their website template to be able to display in a certain way. But they may only get really good data from a handful of their suppliers. That means that their site is missing photos or has no marketing bullet points on dozens of other products they carry. It makes for a very inconsistent shopping experience. The SEMA Data Co-op can make it easier, quicker and cheaper for all of the suppliers—large, medium and small—to get their information into a place where the reseller can pull it up, making the overall shopping experience better for everybody.

	There are all kinds of really cool technologies on the horizon—tablet computing, mobile availability, local searches, VIN lookups. All of that stuff is critical, but none of it works unless you’ve got the good, fundamental data that can be searched.

We embarked on this project 10 years ago because we saw that the aftermarket was not keeping up with technology, and collectively we were not able to sell our products as effectively as some other industries. To compete, it is absolutely critical that we are able to quickly and easily transmit information from manufacturers to sellers.

I think the latest numbers I saw indicated that 92% of all purchases begin with some type of Internet search. That doesn’t mean 92% of the products are going to be bought online but that some amount of the data gathering comes through the Internet—ranging from color and size choices to the location of retail outlets and price points. And much of that is now coming through mobile devices, such as smartphones
and tablets.

SN: Are there any limitations to the types of data that can be put into the Data Co-Op? What about things such as quick-response (QR) codes?

	The majority of consumers now begin shopping for products with an Internet search, whether for background information or to make their purchases. Smartphones and tablets are quickly capturing a huge portion of this web traffic.

BM: There is no limitation to what type of data could be put into the data pool, but there may be some limitations to the standardized fields as they are currently defined by the industry. For example, I don’t know that there is a placeholder for a QR code in the Product Information Exchange Standard (PIES). But what is important is that the SDC as an association-owned part of the industry is a critical player in the standards-setting community, and we can make additions or adjustments to the standards to accommodate the needs of the SEMA marketplace.

We are plugged into the larger automotive industry and are working across the replacement parts, tools, paint and heavy-duty marketplaces—even, in some cases, the marine and RV industries. In the case of new requirements, we would go to the governing bodies and say, “Here is how we propose to tag and label QR codes. Let’s all do it the same way.” If none of them have done it yet, they’ll either agree to our recommendation or suggest an alternative from another segment of the industry. That is how we will be able to come up with a common way of handling any new fields or new technology that might crop up.

Technology is constantly morphing. For instance, if you go onto a website today, you’re likely to encounter the classic hierarchical lookup using a dropdown menu to enter year, make and model information, even for generic items such as oil or paint. But we are now seeing the emergence of Google-type searches where someone who is looking for a product for a 2008 Ford F-250 simply enters 08 250 and the search engine asks, “Did you mean 2008 Ford F-250?” The search engines get smarter the more they’re queried about common items.

Rich marketing descriptions that take advantage of that technology make it possible for these new-age searches to be a lot more intuitive and a lot friendlier for both the trade and consumers. We have to have the wherewithal to be able to capture that, so the standards provide a place to record keywords, populating the marketing data with appropriate slang. It all starts with the basic data, but manufactures have to ensure that the data is populated and available to make this work. Increasingly that will mean having rich data populated in the SEMA Data Co-op.

There are all kinds of really cool technologies on the horizon—tablet computing, mobile availability, local searches, VIN lookups. All of that stuff is critical, but none of it works unless you’ve got the good, fundamental data that can be searched. If I can’t find the supercharger I’m looking for, it doesn’t make any difference that you can tell me there is a speed shop two miles from my home.

In the end, it’s like we always say: It really is all about the data. 

SEMA News—December 2012

BUSINESS TECHNOLOGY
By Steve Campbell

Information Equals Sales 

A Conversation With Bob Moore, Chairman of the SEMA Business Technology Committee

	Bob Moore is the co-founder and current chairman of SEMA’s Business Technology Committee (BTC) and an unflagging advocate for the use of the industry’s newest sales-generation system, the SEMA Data Co-Op.

Bob Moore is the co-founder and current chairman of SEMA’s Business Technology Committee (BTC) and an unflagging advocate for the use of standardized data and the SEMA Data Co-Op, the industry’s newest sales-generation system. He has been working in the automotive aftermarket since 1976 and is a partner with Jerry McCabe in J&B Service, a consulting company that specializes in the aftermarket.

A former member of the SEMA Board of Directors, Moore is also a volunteer for a variety of industry organizations. He spent some time with SEMA News again this year to provide an update on the industry’s data systems and the course of technology.

As our interview began, Moore noted that the SEMA Data Co-Op is up, running and open for business, and he pointed out that many people deserve the industry’s thanks, including Chris Kersting and the SEMA staff, the BTC and Jon Wyly, who was a member of the SEMA Board of Directors from 2002–2007, was one of the founders of the BTC, and was its first chairman. Wyly is now CEO of the SEMA Data Co-Op.

SEMA News: For those who may not be familiar with the SEMA Data Co-Op (SDC), could you give us a thumbnail description of the system and what it is designed to do?

Bob Moore: Simply put, the SDC exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

The SEMA Data Co-Op itself is a centralized resource that helps manufacturers—the suppliers of products—get their product and marketing information into a shareable condition so that they can transfer it to any reseller partner they choose in order to sell more of their products. “Data” in this context simply means information about the product, including fitment information, such as the year, make and model of vehicle or what engine it fits or even what kind of chassis or drivetrain it goes on. It also includes product information required to do commerce, such as the descriptions of the part itself, its dimensions, how many come in a box, case or on a pallet, how much it weighs to calculate shipping, country of origin or hazardous material content.

	The SEMA Data Co-Op is up, running and open for business. It exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

But increasingly “data” also includes the stuff that resellers are really clamoring for—the marketing data that they need so badly to populate their websites, mobile apps and point-of-sale systems. That data can include images of the product itself, the product installed on a vehicle, happy people enjoying using the product, marketing features and benefits, even video and audio files. In a selling environment where consumers are using mobile devices, such as smartphones, tablets and pads to gather information on almost every purchase they make, resellers must have rich content that their customers need. And the only realistic and reliable place they can get it is from the companies that make the products they sell.

SN: So once a manufacturer has its data in the Co-op, retailers can pull the information they need in order to sell the manufacturer’s parts, correct?

BM: Yes, they have a single source from which they can pull images, specs, text, audio, schematics, video—any type of informational data to use to provide consumers everything they need to know to make an informed purchase decision. Some resellers may want to have that type of information available at a call center, because jobbers or customers call in looking for specific information and descriptions. Others will use it to populate websites. Regardless, the shared information from the Data Co-op ensures that buyers can get answers to all of the questions they have.

If you think about any shopping experience, whether it is online or across a counter, the more information that can be provided, the greater the likelihood that the consumer will make the purchase. The counterman has to be able to tell the customer not just the differences in prices between various products, but also the difference in value—what the products are made of, how they’re constructed, how they perform. What’s critical is being able to instantly access the data that enables a counterman to answer those questions for an in-store retail shopper or on a website to provide comparative data to an online customer.

People are often reluctant to buy something because there isn’t enough information available. They never decline to buy because there is too much information.

SN: Some people are still turned off by the term “data.” To them, everything should revolve around sales. Is there validity to that idea?

	More than 110 SEMA-member companies are already part of the Data Co-Op, including some of the most recognized brands in the industry.

BM: The SEMA Data Co-Op is a selling machine. I had a discussion with a manufacturer several years ago on this very point. He said that “data” never sold anything; that marketing sells products, not data. I knew he was an avid golfer and that he wanted to buy a new driver, so we went to a website and looked at videos of slow-motion swings showing the deflection of various types of shafts that equated to distance and accuracy charts. While we were sitting there looking, he decided to buy a particular driver. I pointed out to him that we had just gone through all kinds of data that led him to make his decision to spend $500 on a new driver. I can’t make a better case than that about how data sells.

It comes down to the information. Whether it is information for marketing or selling, it’s still data that makes the sale.

SN: How does a manufacturer go about getting his data into the Co-Op?

BM: Suppliers and receivers can simply fill out the “contact us” form at www.semadatacoop.org/contact-us, and the SDC help desk will proactively reach out to get the process started. Or they can call Jim Graven, director of membership, at 913-378-6133 and he will help them get connected. We currently have more than 110 SEMA companies actively putting in data and more than 50 resellers that are sharing data from those suppliers during the initial beta phase.

SN: Can the data be tailored to specific content types, such as desktop computers, mobile, print publications or point of sale?

BM: Yes, but let’s be clear: The reseller—whether it’s a wholesaler, a distributor, a jobber, a restyler, a machine shop, whatever—can only receive the data that the manufacturer grants permission to see. Each reseller has to get permission to receive specific information from the owner of the data. Not just anybody can download the information. The electronic data is treated the same as price sheets or catalogs. The manufacturer retains control of the information.

	Simply put, the SDC exists to help the aftermarket sell more parts by getting more and better information in front of buyers.

And let’s make one other point as well: You said earlier, “once a manufacturer’s data is in the data pool, then this can happen.” That little “once the data is in the data pool” statement is no small undertaking. There is application data, such as year, make and model, and there is also commerce data, such as how many come in a box, how much it weighs, its dimensions and so on. Then there is that whole range of marketing information that is critical to selling.

If you are selling cat-back exhausts, for instance, it is a hell of an advantage if you can let a customer listen to what the system sounds like installed on his or her specific vehicle. Some of the more progressive exhaust companies have uploaded audio files on their websites so that a customer can listen to what an exhaust product sounds like on a Camaro, Mustang or MINI Cooper.

This whole range of marketing data could be anything from bullet points to video files, but those do not magically appear. The data pool cannot write copy for the manufacturer, and it cannot take pictures of happy customers using a tonneau cover on a pickup. The manufacturer has to supply those things, so a lot has to happen to get the data into
the Co-op.

In most cases, the manufacturer already has this information, but it can’t be distributed until the data has been compiled, put into shareable condition and loaded into the Data Co-op. That is when the magic can happen.

In the beginning, manufacturers will likely put in basic application and product information and then build from there. In our experience, the more information they can include, the greater their sales will grow. There is a calculable relationship between the amount and quality of the information available and the likelihood that a consumer will make a purchase. And the receivers of the data, recognizing that fact, will eventually be going back to the manufacturers and asking for more information to help make the sale.

SN: All those different types of data you just talked about—text, images, video, audio—those can all be stored within the data pool?

	The SEMA Data Co-Op can make it easier, quicker and cheaper for all suppliers—large, medium and small—to get their information to retailers, making the overall shopping experience better for everybody.

BM: Absolutely, but it’s important to point out that not everybody needs every field in the Data Co-op. For instance, accurate color representation may be important to a manufacturer of seat covers but not to a manufacturer of engine bearings or pistons. If you’re selling an exhaust system, an audio file might be very important, but if you’re selling a lift kit, you don’t need an audio file. Common sense will dictate what you need.

SN: What about customizing the materials for an individual reseller who may not want a cookie-cutter data set?

BM: Excellent point. Not every receiver wants to get their data in the same way. The Data Co-Op works with the receivers to tailor the data to their requirements. The information can be translated from the standard formats into customized formats that an individual receiver wants. It’s much easier to do that from the pooled data than for the manufacturer to have to keep one set of data points for exactly the way Keystone wants it and another for the way NAPA wants it and another for the way Advance Auto Parts wants it. If a manufacturer can just put its data into a standardized set once, put it into the Data Co-Op, then we can translate it into the receiver’s required formats. That is a huge value-added extra.

SN: And then the receivers can tailor the data for how it will be used—in a print product, on a website, for a mobile app?

BM: Precisely. One of the frustrations that web sellers in particular have is that they will set up their website template to be able to display in a certain way. But they may only get really good data from a handful of their suppliers. That means that their site is missing photos or has no marketing bullet points on dozens of other products they carry. It makes for a very inconsistent shopping experience. The SEMA Data Co-op can make it easier, quicker and cheaper for all of the suppliers—large, medium and small—to get their information into a place where the reseller can pull it up, making the overall shopping experience better for everybody.

	There are all kinds of really cool technologies on the horizon—tablet computing, mobile availability, local searches, VIN lookups. All of that stuff is critical, but none of it works unless you’ve got the good, fundamental data that can be searched.

We embarked on this project 10 years ago because we saw that the aftermarket was not keeping up with technology, and collectively we were not able to sell our products as effectively as some other industries. To compete, it is absolutely critical that we are able to quickly and easily transmit information from manufacturers to sellers.

I think the latest numbers I saw indicated that 92% of all purchases begin with some type of Internet search. That doesn’t mean 92% of the products are going to be bought online but that some amount of the data gathering comes through the Internet—ranging from color and size choices to the location of retail outlets and price points. And much of that is now coming through mobile devices, such as smartphones
and tablets.

SN: Are there any limitations to the types of data that can be put into the Data Co-Op? What about things such as quick-response (QR) codes?

	The majority of consumers now begin shopping for products with an Internet search, whether for background information or to make their purchases. Smartphones and tablets are quickly capturing a huge portion of this web traffic.

BM: There is no limitation to what type of data could be put into the data pool, but there may be some limitations to the standardized fields as they are currently defined by the industry. For example, I don’t know that there is a placeholder for a QR code in the Product Information Exchange Standard (PIES). But what is important is that the SDC as an association-owned part of the industry is a critical player in the standards-setting community, and we can make additions or adjustments to the standards to accommodate the needs of the SEMA marketplace.

We are plugged into the larger automotive industry and are working across the replacement parts, tools, paint and heavy-duty marketplaces—even, in some cases, the marine and RV industries. In the case of new requirements, we would go to the governing bodies and say, “Here is how we propose to tag and label QR codes. Let’s all do it the same way.” If none of them have done it yet, they’ll either agree to our recommendation or suggest an alternative from another segment of the industry. That is how we will be able to come up with a common way of handling any new fields or new technology that might crop up.

Technology is constantly morphing. For instance, if you go onto a website today, you’re likely to encounter the classic hierarchical lookup using a dropdown menu to enter year, make and model information, even for generic items such as oil or paint. But we are now seeing the emergence of Google-type searches where someone who is looking for a product for a 2008 Ford F-250 simply enters 08 250 and the search engine asks, “Did you mean 2008 Ford F-250?” The search engines get smarter the more they’re queried about common items.

Rich marketing descriptions that take advantage of that technology make it possible for these new-age searches to be a lot more intuitive and a lot friendlier for both the trade and consumers. We have to have the wherewithal to be able to capture that, so the standards provide a place to record keywords, populating the marketing data with appropriate slang. It all starts with the basic data, but manufactures have to ensure that the data is populated and available to make this work. Increasingly that will mean having rich data populated in the SEMA Data Co-op.

There are all kinds of really cool technologies on the horizon—tablet computing, mobile availability, local searches, VIN lookups. All of that stuff is critical, but none of it works unless you’ve got the good, fundamental data that can be searched. If I can’t find the supercharger I’m looking for, it doesn’t make any difference that you can tell me there is a speed shop two miles from my home.

In the end, it’s like we always say: It really is all about the data.