CLICK HERE to register now for the first-ever "Dealer Day," co-hosted by NADA at the 2008 SEMA Show.

While the nation's new-car and -truck dealers continue to make major investments in their dealerships to improve sales and customer satisfaction, one area of potential new business has remained relatively untapped: the $38 billion accessory market.

That's why Phil Brady, president of the National Automobile Dealers Association (NADA), and Chris Kersting, president and CEO of the Specialty Equipment Market Association (SEMA), today announced a first-of-its-kind, comprehensive "Dealer Day" program designed exclusively for NADA members at the 2008 SEMA Show.

"Dealer Day" is designed to give dealer principals several ideas, tools and resources on how to integrate a strong and successful accessory program at their dealerships. The half-day program is scheduled for Wednesday, November 5, at the Las Vegas Convention Center. It's the first time the SEMA Show will dedicate an exclusive program just for NADA members. There is no cost to attend "Dealer Day."

"At a time when many dealers are looking for new ways to generate additional revenue and sales, this program will provide dealers with new ideas and strategies to help improve their bottom-line performance by creating profitable accessory programs," says Brady.

"Through a series of activities and presentations, dealers will learn about what's happening in the specialty industry and discover how profitable an accessory program can be, and they will learn how to successfully incorporate such a program at their dealerships," Kersting says.

While noting that dealer attendance at the SEMA Show has been steadily increasing in recent years, Kersting says the intent of the new dealer program is to make the SEMA Show experience even more meaningful.

Dealers will also learn about several business models, such as partnering with a professional restyling facility, operating an in-house accessory center and balancing factory versus non-factory accessories, Kersting adds. As an added feature, participating dealers will have an opportunity to meet directly with proven experts who will share real-world case studies.

"Educational pursuits are a key element of both the SEMA Show and the NADA convention," says Kersting. "By joining forces to present 'Dealer Day,' NADA and SEMA will be providing high-value tools and information to help dealers maintain successful and more profitable businesses in today's challenging economic times."

Recognizing that many dealers are already selling accessories, the program will also include information on what's in store for the future and offer insight into new car-buying trends.

To conclude the half-day program, dealer principals, NADA and the SEMA Board of Directors and other VIP guests can attend a networking reception and a private tour that highlights key areas of the 2-million sq. ft. convention center.

"SEMA is honored to have NADA as a partner to present an exclusive program for dealer principals that will deliver a tremendous take-home value," Kersting says.

To register for the 2008 SEMA Show Dealer Day program, visit www.sema.org/DealerDayReg.

Founded in 1917, NADA represents about 20,000 new-car and -truck dealers with more than 43,000 franchises, both domestic and international. NADA represents dealer interests through legislative and regulatory advocacy, creating dialogue between dealers and automakers and providing services and training programs to help dealers improve their business operations and bottom-line performance. The organization also produces the annual NADA Convention & Exposition.

Filler for eNews

Filler for eNews

Automotive spy photographer linchpin Brenda Priddy tells us that these are the first pictures of the 2010 Ford Taurus SHO, caught just outside Ford's Detroit headquarters. Priddy says that photos of a clay model leaked months ago corroborate that this is the long-awaited high-performance Taurus.

Carrying over styling cues from Ford’s stylish European Mondeo, the all-new Taurus will likely be powered by Ford’s new EcoBoost engines, with an EcoBoost SHO to top off the line. The SHO, with its 3.5L V6 twin-turbo EcoBoost, will have 350hp and 400 lb.-ft. of torque.

The Bush Administration has decided not to propose specific steps to address greenhouse gas (GHG) emissions. Instead, the U.S. Environmental Protection Agency (EPA) is seeking public comments on the threat posed by global warming and possible ways to address the issue. The action effectively places the decision of how to regulate GHG emissions in the hands of the next president and Congress.

In May 2007, the Supreme Court concluded that GHGs fell within the Clean Air Act’s (CAA) broad definition of “air pollutant” and directed the EPA to address the issue. The Bush Administration does not believe the current CAA provides enough flexibility to regulate emissions without imposing significant harm to the nation’s economy.

For example, if the EPA were to issue a CAA finding that GHG emissions endanger both health and welfare, it could trigger mandated countermeasures to regulate any major source of emissions, such as cars, ships, aircraft, power plants, factories, office buildings and lawnmowers. Such an approach could translate into convoluted regulations and spawn numerous court battles. The administration believes that Congress should define a clear and specific approach to climate change regulations, and that the CAA is not the appropriate tool.
 
The EPA noted that GHG emissions from automobiles are being addressed through a different regulatory mechanism, the CAFE program. A SEMA-supported federal energy law enacted in 2007 contained a compromise approach to raising the fleet-wide average fuel-economy standard to 35 mpg by 2020 and simultaneously limit GHG. This is based on the fact that the most prevalent greenhouse gas, carbon dioxide (CO2), is a byproduct of burned fossil fuels and is emitted in direct proportion to fuel consumption. 

SEMA supports a national solution to GHG emissions control rather than a potential patchwork of state rules. The specialty auto parts industry will likely be a source of innovative solutions to help address the technological challenges. 

For more information, contact Stuart Gosswein at stuartg@sema.org.

Senate republicans and democrats continue to have major differences over tax legislation, which is holding up retroactive extension of the Research and Development Tax Credit which expired in December 2007. SEMA and other groups have been lobbying Congress to restore the tax credit and make it permanent. While there is general agreement that the credit should be renewed, there is disagreement on how it should be financed. The democrats want to pay for the credits with revenue-raising measures that are generally opposed by Senate republicans. The House has already passed its version of the legislation, which contains revenue offsets. 

The current battle in the Senate over the R&D tax credit raises larger questions about the use of temporary tax credits. SEMA has long contended that tax credits with a clear benefit to the development of national technological and industrial base should be made permanent. From Congress’ perspective, however, building in an expiration date provides greater flexibility in setting tax policy and setting limits on lost federal revenue from the credit. 

Congress could, in theory, decide to withdraw the credit, letting it expire and taking no action to renew it. In practice, the R&D tax credit and other similar business tax credits are renewed year after year, but often only after long debate, causing uncertainty and upsetting private sector R&D planning. 

The tax credit offsets R&D costs for companies that invest time and money before they are able to produce new products. The research must be technological in nature and aimed at introducing a new or improved product based on function, performance, reliability or quality. Monies may be spent on both in-house and outside research. The credit is generally 20% of funds spent above the "base period amount" or, as of 2010, scheduled to be 20% for expenses that are 50% above the average over the past three years.

For more information, contact Brian Duggan at briand@sema.org.

The automakers have been given a two-year extension, until October 2010, to comply with requirements that power window switches have a "pull-to-close" design to prevent children from accidentally leaning on a switch and closing a window on their limbs, head or neck. While most new cars and light-duty trucks will have the switches sooner than 2010, a few models may still have recessed or shrouded “rocker” or “toggle” switches.

The National Highway Traffic Safety Administration (NHTSA) permitted continued use of rocker and toggle switches when it revised the power window rule (Federal Motor Vehicle Safety Standard No. 118) in 2004. It revised the rule again in 2006 to permit only pull-to-close switches, as required by Congress.

In its most recent action (July 2008), the NHTSA withdrew an exemption from the pull-to-close switch requirement if a sunroof or window had automatic reversal capability (Section S5 of FMVSS No. 118). While acknowledging that the switch is then a redundant feature, the agency did not believe that it had the authority to craft an exemption under the language of the 2006 Congressional mandate. 

The NHTSA also noted that a new safety law enacted in February 2008 requires the agency to consider mandating automatic reversal systems. The systems are currently voluntary equipment. NHTSA will initiate a separate rulemaking on that topic. 

For a copy of NHTSA’s July 2008 action:  http://edocket.access.gpo.gov/2008/pdf/E8-15310.pdf.

For a copy of FMVSS No. 118: http://edocket.access.gpo.gov/cfr_2007/octqtr/pdf/49cfr571.118.pdf.

Details: Stuart Gosswein at stuartg@sema.org.

The National Highway Traffic Safety Administration (NHTSA) has expanded the New Car Assessment Program (NCAP) to include a new “overall crashworthiness rating” which combines the front-end, side and rollover test results. Initiated in 1979, the NCAP utilizes a five-star rating system to provide consumers with basic safety information about a new vehicle and foster comparison shopping between different makes and models. 

The tests employed under the NCAP are basically the same as those required under the Federal Motor Vehicle Safety Standards. The NCAP is viewed as a mechanism to encourage automakers to voluntarily improve the safety of their vehicles. The NHTSA compiles and publishes the NCAP information through a brochure and via the website www.safercar.gov.

The automakers are required to incorporate the information into the window price sticker. The new overall crashworthiness rating for passenger cars, pickups, SUVs and vans will begin in model-year 2010. A revised frontal crash test will incorporate a dummy representing a small woman or large child. The side test will include a vehicle striking a pole sideways to simulate a vehicle wrapped around a tree. The NHTSA will publish a list of technical safety features available for each model, such as electronic stability control and forward-collision warning systems. The features will not be factored into the star rating system at this time. 

For more information, contact Stuart Gosswein at stuartg@sema.org.

The National Highway Traffic Safety Administration (NHTSA) believes the windshield zone intrusion standard (Federal Motor Vehicle Safety Standard No. 219) is now unnecessary. The rule dates back to 1975 and is intended to make sure the windshield area is clear of other motor-vehicle components in case of an accident.

The NHTSA believes FMVSS No. 208, the occupant crash protection rule, already accomplishes the same mission of reducing crash injuries and fatalities that result from occupants contacting vehicle components displaced near or through the windshield. Airbags have provided added safety protections. FMVSS No. 113, the hold latch system, may also make the windshield zone rule unnecessary since it reduces incidents of inadvertent hood openings. The NHTSA is expected to remove the rule in the coming months, pending public comment.

Details: Stuart Gosswein at stuartg@sema.org.