The following is a message to SEMA Members from SEMA President and CEO Mike Spagnola about the 2026 Board of Directors nominations, which are now open to SEMA members online here:

Dear SEMA Member,

As a valued member of the association, we invite your recommendations for industry leaders to serve on the SEMA Board of Directors.

Please take a moment to submit the name of an individual you believe would be an excellent candidate by completing and submitting a Nomination Form.
 

A strong board ensures strong leadership and an association that effectively serves its members. We encourage your participation in the nomination process--our industry has many exceptional professionals who would be a tremendous asset to the board, and your recommendations help bring these individuals to the attention of the nominating committee.
 

Nominations for the SEMA Board of Directors are due by January 5, 2026, at 5:00 p.m. PST.
 

Thank you for your engagement and continued support of the association.

Sincerely,

Mike Spagnola

SEMA President and CEO

This article was originally published on Tuesday, December 2.

By Michael Imlay

 

How SEMA Won the Fight to Overturn California's EV Mandates

 

In an East Room ceremony at the White House, a remarkable milestone took place on June 12, 2025. President Trump signed a Congressional Review Act resolution revoking three EPA waivers that would have enabled California to ban internal combustion vehicles.

 

By SEMA's estimate, that stroke of the pen instantly protected more than 333,000 American jobs, preserved $100 billion in annual economic impact for the U.S. economy and saved the specialty aftermarket industry from certain catastrophe.

 

And among the officials and observers in attendance for that historic event were SEMA CEO Mike Spagnola, SEMA Senior Director for Federal Government Affairs Eric Snyder and SEMA Senior Vice President for Public and Government Affairs Karen Bailey-Chapman, together representing the association that played a catalyzing role in the legislation.

 

"Just walking up to the White House… The grandeur of it all, the people in uniform, the buzz you could feel and then getting to walk around all the rooms of the East Wing––you felt so honored to be able to represent SEMA," recalls Spagnola.

 

"We were among 100 non-elected officials present for the signing," adds Bailey-Chapman, describing the pomp. "The Marine Corps band playing, the string quartet and the freedom to explore the East Wing were all incredible experiences. But more than that, this was probably the biggest piece of energy and vehicle technology legislation in 20 years, and SEMA earned a seat at the table in passing it."

 

For President Trump, the signing represented delivery on a key campaign pledge to preserve vehicle choice for Americans. For SEMA, it was the culmination of a hard-fought battle and a watershed moment for industry businesses and their consumers. So how did this victory come about?

 

THE ROAD TO THE WHITE HOUSE

 

 

Anyone familiar with the old Schoolhouse Rock "I'm Just a Bill" cartoon generally gets how proposed legislation moves through Congress, passes both houses and then lands on the President's desk for signature.

 

Well… "If only it were that easy," quips Bailey-Chapman.

 

In fact, the complicated backstory of this particular legislation dates to 1970 and the implementation of the federal Clean Air Act.

 

"Back then, California had already set up some of its own emissions standards and programs because of that state's unique pollution issues––especially in Southern California," Bailey-Chapman explains. "Because of that, the federal Clean Air Act gave California certain exemptions to set stricter standards and regulations unique to California."

 

Only California's standards didn't remain so unique. Automakers don't build 49-state vehicles. Rather, to maintain cost-effective production, they must build one-type-fits-all vehicles for the entire U.S. market. In addition, 17 other states began tying their emissions standards to California's, creating the so-called "California Effect." By the '00s, the Golden State was gaining an outsized voice in regulating the nation's automobiles.

 

Then, in 2022, the California Air Resources Board (CARB) promulgated the Advanced Clean Cars II (ACC-II) regulation calling for 100% zero emissions vehicles (ZEVs) by 2035. The regulation also set strict intermediate targets for automakers to meet in the years leading up to the 2035 goal. However, because state new-vehicle emissions standards are preempted by the federal Clean Air Act, California required a U.S. Environmental Protection Agency (EPA) waiver to implement its tighter regulations.

 

In December 2024, the EPA awarded CARB three specific waivers:

• A waiver permitting CARB to implement the ACC-II regulation.
• A waiver allowing CARB to implement the Advanced Clean Trucks (ACT) rule, which would introduce a mandatory schedule for the sales of ZEV Class 2b-Class 8 trucks.
• A waiver permitting CARB to implement a Heavy-Duty Low NOx Omnibus Regulation, which would require a further 90% reduction of NOx emissions from heavy-duty on-road engines.

 

"This was the line in the sand for us––a backdoor to the complete elimination of the internal combustion engine [ICE] across the United States," says Bailey-Chapman.

 

AN EXISTENTIAL THREAT

 

In SEMA's view, the mandates would lay waste to the automotive aftermarket, an industry composed of small businesses, an estimated 33% of which are ICE-dependent. More than 500 engine product manufacturers alone could be wiped out within a few short years. That blow to the aftermarket ecosystem could cripple other businesses as well, ultimately threatening some 330,000 American jobs.

 

"ACC-II raised a lot of questions for us," Spagnola recalls. "How long would it take for aftermarket manufacturers to switch to an EV-driven market? Could they even do that? And what would that look like and what would it do to the industry? Plus, the rule completely ignored all the technological evolution taking place around ICE, alternative fuels and propulsion systems."

 

Spagnola is quick to point out that SEMA is not––and never has been––"anti-EV." Rather, it champions a technology-neutral, consumer-first approach fostering innovation and ingenuity.

 

"We've had a section for EVs and alternative platforms at the SEMA Show for some time now and we embrace these technologies," he notes. "But government shouldn't put its thumb on the scale or pick winners and losers. We support allowing Americans to continue innovating and letting consumers decide which innovations best meet their needs."

 

 

Based on the threat that ACC-II represented, coupled with SEMA's tech-neutral philosophy, there was no question that the association would stand in opposition to California setting national emissions policy. But how would SEMA defang ACC-II? And how successful might SEMA be?

 

"Fortunately, the SEMA Board of Directors has staunchly supported industry advocacy and governmental engagement, and has allocated the considerable resources needed to accomplish our mission over the years," says Spagnola.

 

That support has enabled SEMA to transform its industry advocacy, shifting from a reactive stance in public policy debates to a proactive one. The association has steadily built alliances with local, state and federal officials.

 

Meanwhile, it has also broadened its outreach to automotive consumer-enthusiasts through its SEMA+ initiatives, created the Driving Force Action SuperPAC and expanded the fundraising efforts of SEMA's traditional federal political action committee (PAC) to pool and channel resources toward candidates, ballot initiatives and legislation favorable to the industry. In addition, SEMA's recent nationwide economic impact study was another major step in educating lawmakers on the aftermarket's sizable contributions to the American economy and jobs.

 

"If we just sit here and kind of throw up our hands and wait to see what cards we’re dealt, it may not be good. We had to at least try to impact the make-up of the political landscape in Congress and the White House," explains Bailey-Chapman. "That's why we've been so involved in Congressional races and, more recently, the presidential election."

 

THE BREAKTHROUGH MOMENT

 

As it turns out, recent years of organizing and political action perfectly positioned SEMA to take advantage of a political sea change that emerged on Election Night 2024. While SEMA remains nonpartisan, GOP wins in Congress and the White House completely "flipped the script" for rolling back EV mandates, according to Bailey-Chapman.

 

"There was that moment of, 'Oh… It's not just about managing a stalemate anymore… Now there's a real window of opportunity,'" she recalls. "I called an administrative law expert and said, 'Let's throw spaghetti at the wall and put all options on the table.'" After exploring several legal pathways, a Congressional Review Act (CRA) resolution quickly emerged as the clearest and strongest option for repealing the EPA's California waivers and killing the EV mandates.

 

The CRA is a special type of legislation adopted in 1996 to allow Congress to review and overturn federal regulations issued by government agencies. Any representative or senator can trigger a CRA resolution. Once introduced, Congress has a limited, specified number of legislative days to review and repeal a regulation through a joint resolution. Simple majority votes in each house are enough to secure passage––CRA resolutions cannot be filibustered in the Senate. If Congress repeals the regulation, and the president signs the bill (or Congress overrides a veto), the agency rule is nullified and the agency is prohibited from reissuing it without Congressional authorization.

 

The SEMA Board of Directors fully backed the plan. "We provided strategic direction, offered feedback and contributed resources wherever possible," says SEMA Chair of the Board Melanie White. "This was a critical issue for our industry, and the Board worked closely with staff to ensure alignment and momentum."

 

With the course of action decided, the association's grassroots and legislative coalitions swung into action. SEMA networked with other industries affected by the EPA waivers, creating a focused coalition. Early on, the coalition agreed on a single, disciplined strategy: There would be no "Christmas-treeing" the legislation with extra demands or goodies.

 

"An overloaded Christmas tree falls over. We wanted to keep it clean and concise," observes Bailey-Chapman.

 

In Spagnola's view, the messaging surrounding the CRA required equal precision: "Our voice had to be 'let America continue to innovate.' We also had to be bipartisan. You have to have your voice heard, so we work on both sides of the aisle. When we walked in, there were people already on our side. Others, we were able to flip when they understood the whole story. People recognized it was good for the economy and good for business."

 

So much so that SEMA was able to secure House Representative John Joyce (R-PA) and Sen. Shelley Moore Capito (R-WV) as lead sponsors for the CRA. The sponsor list quickly grew from there with Reps. Doug LaMalfa (R-CA), John James (R-MI), Russ Fulcher (R-ID), Jay Obernolte (R-CA), Kevin Kiley (R-CA) and Lisa C. McClain (R-MI); and Sens. Deb Fischer (R-NE), Markwayne Mullin (R-OK), Pete Ricketts (R-NE), Ted Cruz (R-TX), Mike Crapo (R-ID), Bernie Moreno (R-OH) and John Barrasso (R-WY). In time, the co-sponsorship list further grew to 41 House members and 21 senators

in all.

 

GOING FULL THROTTLE

 

With the legislative push on, SEMA next deployed a media action plan encompassing op-ed articles and earned media in key publications. By April 2024, the campaign was in full swing, supported with countdown reminders and coordinated letters from industry leaders and automotive enthusiasts. House and Senate lawmakers ultimately received more than 56,000 letters urging a CRA vote.

 

In the past, SEMA's political tone had always been sober and formal. Now, its communications adopted a punchier, personality-driven style in keeping with the "authentic" zeitgeist of today's social and political climates.

 

"It was more 'let's go full throttle,'" says Bailey-Chapman. "I really credit [SEMA Director of Communications for Government Affairs] Matt Daigle, [SEMA Political Director] Will Townsend, and the comms team for creating a narrative and voice that cut through the typical Washington chatter. Thankfully, we also have a community with that same style of communication. Frankly, that directness reflects our industry's personality, and that of the current White House, so it was pitch-perfect."

 

Meanwhile, Spagnola and Bailey-Chapman made the rounds to more than 30 podcasts and media outlets to build public support. SEMA also ran targeted digital ads and phone campaigns, generating more than 2,000 constituent calls to key Congressional offices.

 

Moreover, this was no scattershot approach; rather, the blitz was strategic and precise. "We placed op-eds and letters to the editor from our members in key Congressional and Senate locations," Bailey-Chapman notes. "We didn't need to hit all 50 states; we only needed a handful of representatives and senators who were on the fence."

 

A series of legislative fly-ins and coordinated in-person visits to Capitol Hill further drove home SEMA's point with legal analysis and economic impact data. SEMA also circulated the coalition letter signed by 300-plus SEMA small businesses.

 

"The coalition essentially said, 'Hey, don't forget this. You promised us this, it's what people voted on,' and so forth. The letter got a ton of attention. Within the Beltway, we were actually credited with lighting a fire with that letter."

 

Along the way, states beyond California began seeing the harms of EV mandates. Virginia, Maryland, Delaware and Vermont each backed off policies echoing California’s emissions regulations, while North Carolina, Texas, Ohio, West Virginia and eight other states passed SEMA-supported "ban the ban" legislation to ensure such mandates never take effect again. This effort was led by SEMA Senior Director of State Government Affairs Christian Robinson, starting in late 2022.

 

Back on Capitol Hill, the intense lobbying was paying off, too. As Spagnola underscores, "We wanted these bills to have a bipartisan vote, and they did. Eventually, 35 House Democrats and one Democratic Senator crossed party lines" to support the CRA resolution, demonstrating that economic arguments can unite lawmakers around industry issues.

 

The House of Representatives took up the CRA resolution in April, ultimately voting to revoke the California waivers on April 30, 2025. The Senate, however, proved more nail-biting when it opened its CRA debate on May 21.

 

"It was an entire day of debate. We kept thinking, well, they wouldn’t bring it to the floor if it didn’t have the votes, but the debate continued late into the evening. Sen. Capito actually quoted our economic and jobs impact numbers in her closing argument for the bill. Then they adjourned for the night."

 

The cliffhanger ended the next day, May 22, when the Senate finally voted to revoke the California waivers.

 

"The best night's sleep I've had in the past decade was probably the night after that Senate vote," confides Bailey-Chapman.

 

A SEAT AT THE TABLE

 

During his 2024 election campaign, President Trump had pledged to preserve vehicle choice for Americans. Soon after the CRA legislation passed Congress, he signaled he would sign it. The only question was exactly which day and how.

 

SEMA was invited to the White House for the President's signing of the joint CRA resolution, symbolizing the association's hard-earned seat at the table in public policy debates.

"It's rare for a president to do public signings; it’s usually only on major initiatives that a president really cares about,” explains Bailey-Chapman. Nevertheless, SEMA began working with its White House contacts for a high-profile public signing. "I also called Mike [Spagnola] up and said, 'I don't know if it's going to happen, but if it does, we may only have 24 hours' notice for you to come to Washington.'"

 

Spagnola got the word as he was driving to the airport for SEMA's annual Sacramento Rally. He quickly canceled that trip and changed flights to the nation's capital, arriving Wednesday night, June 11––just in time for the public signing in the East Room of the White House the following morning.

 

The rest is literally history. Awed as they were by their White House experience, both Spagnola and Bailey-Chapman say the red carpet wasn't rolled out for them, but for SEMA and its coalition partners.

 

"We brought American manufacturing muscle. We brought American automotive muscle. We brought American small-business muscle," Bailey-Chapman says. "It was unlike anything I've seen in my career."

 

As Board chair, White views the accomplishment as a powerful validation of SEMA's ability to influence meaningful outcomes for our industry. "It reinforces the strength of our collective voice and the effectiveness of our strategic advocacy efforts," she says. "More importantly, it sets a precedent and builds momentum for future initiatives. With continued collaboration, focus and persistence, we're well-positioned to drive lasting change. The industry is watching, and we've demonstrated that we’re prepared to lead with purpose and impact."

 

"Whether you called it an EV mandate or an ICE ban, the industry and enthusiasts really rallied behind our efforts, and we all pulled together for the common good," adds Kyle Fickler, immediate past chairman of the SEMA Board. "And let's not forget the public at large. They are now more aware of SEMA's advocacy... Whether you're a performance enthusiast or not, we were fighting to protect your freedom to buy the powertrain of your choice."

 

"The task was daunting, and I was probably one of those who worried it might never happen," sums up Spagnola. "But to be one of the only automotive groups represented at the White House, let alone being 'little SEMA' among other major automotive companies… It proves these things can be done. We've won a seat at the table, and we can continue to make a difference." 

 

Images courtesy of Shutterstock

 

By Michael Imlay

 

How SEMA Won the Fight to Overturn California's EV Mandates

 

In an East Room ceremony at the White House, a remarkable milestone took place on June 12, 2025. President Trump signed a Congressional Review Act resolution revoking three EPA waivers that would have enabled California to ban internal combustion vehicles.

 

By SEMA's estimate, that stroke of the pen instantly protected more than 333,000 American jobs, preserved $100 billion in annual economic impact for the U.S. economy and saved the specialty aftermarket industry from certain catastrophe.

 

And among the officials and observers in attendance for that historic event were SEMA CEO Mike Spagnola, SEMA Senior Director for Federal Government Affairs Eric Snyder and SEMA Senior Vice President for Public and Government Affairs Karen Bailey-Chapman, together representing the association that played a catalyzing role in the legislation.

 

"Just walking up to the White House… The grandeur of it all, the people in uniform, the buzz you could feel and then getting to walk around all the rooms of the East Wing––you felt so honored to be able to represent SEMA," recalls Spagnola.

 

"We were among 100 non-elected officials present for the signing," adds Bailey-Chapman, describing the pomp. "The Marine Corps band playing, the string quartet and the freedom to explore the East Wing were all incredible experiences. But more than that, this was probably the biggest piece of energy and vehicle technology legislation in 20 years, and SEMA earned a seat at the table in passing it."

 

For President Trump, the signing represented delivery on a key campaign pledge to preserve vehicle choice for Americans. For SEMA, it was the culmination of a hard-fought battle and a watershed moment for industry businesses and their consumers. So how did this victory come about?

 

THE ROAD TO THE WHITE HOUSE

 

 

Anyone familiar with the old Schoolhouse Rock "I'm Just a Bill" cartoon generally gets how proposed legislation moves through Congress, passes both houses and then lands on the President's desk for signature.

 

Well… "If only it were that easy," quips Bailey-Chapman.

 

In fact, the complicated backstory of this particular legislation dates to 1970 and the implementation of the federal Clean Air Act.

 

"Back then, California had already set up some of its own emissions standards and programs because of that state's unique pollution issues––especially in Southern California," Bailey-Chapman explains. "Because of that, the federal Clean Air Act gave California certain exemptions to set stricter standards and regulations unique to California."

 

Only California's standards didn't remain so unique. Automakers don't build 49-state vehicles. Rather, to maintain cost-effective production, they must build one-type-fits-all vehicles for the entire U.S. market. In addition, 17 other states began tying their emissions standards to California's, creating the so-called "California Effect." By the '00s, the Golden State was gaining an outsized voice in regulating the nation's automobiles.

 

Then, in 2022, the California Air Resources Board (CARB) promulgated the Advanced Clean Cars II (ACC-II) regulation calling for 100% zero emissions vehicles (ZEVs) by 2035. The regulation also set strict intermediate targets for automakers to meet in the years leading up to the 2035 goal. However, because state new-vehicle emissions standards are preempted by the federal Clean Air Act, California required a U.S. Environmental Protection Agency (EPA) waiver to implement its tighter regulations.

 

In December 2024, the EPA awarded CARB three specific waivers:

• A waiver permitting CARB to implement the ACC-II regulation.
• A waiver allowing CARB to implement the Advanced Clean Trucks (ACT) rule, which would introduce a mandatory schedule for the sales of ZEV Class 2b-Class 8 trucks.
• A waiver permitting CARB to implement a Heavy-Duty Low NOx Omnibus Regulation, which would require a further 90% reduction of NOx emissions from heavy-duty on-road engines.

 

"This was the line in the sand for us––a backdoor to the complete elimination of the internal combustion engine [ICE] across the United States," says Bailey-Chapman.

 

AN EXISTENTIAL THREAT

 

In SEMA's view, the mandates would lay waste to the automotive aftermarket, an industry composed of small businesses, an estimated 33% of which are ICE-dependent. More than 500 engine product manufacturers alone could be wiped out within a few short years. That blow to the aftermarket ecosystem could cripple other businesses as well, ultimately threatening some 330,000 American jobs.

 

"ACC-II raised a lot of questions for us," Spagnola recalls. "How long would it take for aftermarket manufacturers to switch to an EV-driven market? Could they even do that? And what would that look like and what would it do to the industry? Plus, the rule completely ignored all the technological evolution taking place around ICE, alternative fuels and propulsion systems."

 

Spagnola is quick to point out that SEMA is not––and never has been––"anti-EV." Rather, it champions a technology-neutral, consumer-first approach fostering innovation and ingenuity.

 

"We've had a section for EVs and alternative platforms at the SEMA Show for some time now and we embrace these technologies," he notes. "But government shouldn't put its thumb on the scale or pick winners and losers. We support allowing Americans to continue innovating and letting consumers decide which innovations best meet their needs."

 

 

Based on the threat that ACC-II represented, coupled with SEMA's tech-neutral philosophy, there was no question that the association would stand in opposition to California setting national emissions policy. But how would SEMA defang ACC-II? And how successful might SEMA be?

 

"Fortunately, the SEMA Board of Directors has staunchly supported industry advocacy and governmental engagement, and has allocated the considerable resources needed to accomplish our mission over the years," says Spagnola.

 

That support has enabled SEMA to transform its industry advocacy, shifting from a reactive stance in public policy debates to a proactive one. The association has steadily built alliances with local, state and federal officials.

 

Meanwhile, it has also broadened its outreach to automotive consumer-enthusiasts through its SEMA+ initiatives, created the Driving Force Action SuperPAC and expanded the fundraising efforts of SEMA's traditional federal political action committee (PAC) to pool and channel resources toward candidates, ballot initiatives and legislation favorable to the industry. In addition, SEMA's recent nationwide economic impact study was another major step in educating lawmakers on the aftermarket's sizable contributions to the American economy and jobs.

 

"If we just sit here and kind of throw up our hands and wait to see what cards we’re dealt, it may not be good. We had to at least try to impact the make-up of the political landscape in Congress and the White House," explains Bailey-Chapman. "That's why we've been so involved in Congressional races and, more recently, the presidential election."

 

THE BREAKTHROUGH MOMENT

 

As it turns out, recent years of organizing and political action perfectly positioned SEMA to take advantage of a political sea change that emerged on Election Night 2024. While SEMA remains nonpartisan, GOP wins in Congress and the White House completely "flipped the script" for rolling back EV mandates, according to Bailey-Chapman.

 

"There was that moment of, 'Oh… It's not just about managing a stalemate anymore… Now there's a real window of opportunity,'" she recalls. "I called an administrative law expert and said, 'Let's throw spaghetti at the wall and put all options on the table.'" After exploring several legal pathways, a Congressional Review Act (CRA) resolution quickly emerged as the clearest and strongest option for repealing the EPA's California waivers and killing the EV mandates.

 

The CRA is a special type of legislation adopted in 1996 to allow Congress to review and overturn federal regulations issued by government agencies. Any representative or senator can trigger a CRA resolution. Once introduced, Congress has a limited, specified number of legislative days to review and repeal a regulation through a joint resolution. Simple majority votes in each house are enough to secure passage––CRA resolutions cannot be filibustered in the Senate. If Congress repeals the regulation, and the president signs the bill (or Congress overrides a veto), the agency rule is nullified and the agency is prohibited from reissuing it without Congressional authorization.

 

The SEMA Board of Directors fully backed the plan. "We provided strategic direction, offered feedback and contributed resources wherever possible," says SEMA Chair of the Board Melanie White. "This was a critical issue for our industry, and the Board worked closely with staff to ensure alignment and momentum."

 

With the course of action decided, the association's grassroots and legislative coalitions swung into action. SEMA networked with other industries affected by the EPA waivers, creating a focused coalition. Early on, the coalition agreed on a single, disciplined strategy: There would be no "Christmas-treeing" the legislation with extra demands or goodies.

 

"An overloaded Christmas tree falls over. We wanted to keep it clean and concise," observes Bailey-Chapman.

 

In Spagnola's view, the messaging surrounding the CRA required equal precision: "Our voice had to be 'let America continue to innovate.' We also had to be bipartisan. You have to have your voice heard, so we work on both sides of the aisle. When we walked in, there were people already on our side. Others, we were able to flip when they understood the whole story. People recognized it was good for the economy and good for business."

 

So much so that SEMA was able to secure House Representative John Joyce (R-PA) and Sen. Shelley Moore Capito (R-WV) as lead sponsors for the CRA. The sponsor list quickly grew from there with Reps. Doug LaMalfa (R-CA), John James (R-MI), Russ Fulcher (R-ID), Jay Obernolte (R-CA), Kevin Kiley (R-CA) and Lisa C. McClain (R-MI); and Sens. Deb Fischer (R-NE), Markwayne Mullin (R-OK), Pete Ricketts (R-NE), Ted Cruz (R-TX), Mike Crapo (R-ID), Bernie Moreno (R-OH) and John Barrasso (R-WY). In time, the co-sponsorship list further grew to 41 House members and 21 senators

in all.

 

GOING FULL THROTTLE

 

With the legislative push on, SEMA next deployed a media action plan encompassing op-ed articles and earned media in key publications. By April 2024, the campaign was in full swing, supported with countdown reminders and coordinated letters from industry leaders and automotive enthusiasts. House and Senate lawmakers ultimately received more than 56,000 letters urging a CRA vote.

 

In the past, SEMA's political tone had always been sober and formal. Now, its communications adopted a punchier, personality-driven style in keeping with the "authentic" zeitgeist of today's social and political climates.

 

"It was more 'let's go full throttle,'" says Bailey-Chapman. "I really credit [SEMA Director of Communications for Government Affairs] Matt Daigle, [SEMA Political Director] Will Townsend, and the comms team for creating a narrative and voice that cut through the typical Washington chatter. Thankfully, we also have a community with that same style of communication. Frankly, that directness reflects our industry's personality, and that of the current White House, so it was pitch-perfect."

 

Meanwhile, Spagnola and Bailey-Chapman made the rounds to more than 30 podcasts and media outlets to build public support. SEMA also ran targeted digital ads and phone campaigns, generating more than 2,000 constituent calls to key Congressional offices.

 

Moreover, this was no scattershot approach; rather, the blitz was strategic and precise. "We placed op-eds and letters to the editor from our members in key Congressional and Senate locations," Bailey-Chapman notes. "We didn't need to hit all 50 states; we only needed a handful of representatives and senators who were on the fence."

 

A series of legislative fly-ins and coordinated in-person visits to Capitol Hill further drove home SEMA's point with legal analysis and economic impact data. SEMA also circulated the coalition letter signed by 300-plus SEMA small businesses.

 

"The coalition essentially said, 'Hey, don't forget this. You promised us this, it's what people voted on,' and so forth. The letter got a ton of attention. Within the Beltway, we were actually credited with lighting a fire with that letter."

 

Along the way, states beyond California began seeing the harms of EV mandates. Virginia, Maryland, Delaware and Vermont each backed off policies echoing California’s emissions regulations, while North Carolina, Texas, Ohio, West Virginia and eight other states passed SEMA-supported "ban the ban" legislation to ensure such mandates never take effect again. This effort was led by SEMA Senior Director of State Government Affairs Christian Robinson, starting in late 2022.

 

Back on Capitol Hill, the intense lobbying was paying off, too. As Spagnola underscores, "We wanted these bills to have a bipartisan vote, and they did. Eventually, 35 House Democrats and one Democratic Senator crossed party lines" to support the CRA resolution, demonstrating that economic arguments can unite lawmakers around industry issues.

 

The House of Representatives took up the CRA resolution in April, ultimately voting to revoke the California waivers on April 30, 2025. The Senate, however, proved more nail-biting when it opened its CRA debate on May 21.

 

"It was an entire day of debate. We kept thinking, well, they wouldn’t bring it to the floor if it didn’t have the votes, but the debate continued late into the evening. Sen. Capito actually quoted our economic and jobs impact numbers in her closing argument for the bill. Then they adjourned for the night."

 

The cliffhanger ended the next day, May 22, when the Senate finally voted to revoke the California waivers.

 

"The best night's sleep I've had in the past decade was probably the night after that Senate vote," confides Bailey-Chapman.

 

A SEAT AT THE TABLE

 

During his 2024 election campaign, President Trump had pledged to preserve vehicle choice for Americans. Soon after the CRA legislation passed Congress, he signaled he would sign it. The only question was exactly which day and how.

 

SEMA was invited to the White House for the President's signing of the joint CRA resolution, symbolizing the association's hard-earned seat at the table in public policy debates.

"It's rare for a president to do public signings; it’s usually only on major initiatives that a president really cares about,” explains Bailey-Chapman. Nevertheless, SEMA began working with its White House contacts for a high-profile public signing. "I also called Mike [Spagnola] up and said, 'I don't know if it's going to happen, but if it does, we may only have 24 hours' notice for you to come to Washington.'"

 

Spagnola got the word as he was driving to the airport for SEMA's annual Sacramento Rally. He quickly canceled that trip and changed flights to the nation's capital, arriving Wednesday night, June 11––just in time for the public signing in the East Room of the White House the following morning.

 

The rest is literally history. Awed as they were by their White House experience, both Spagnola and Bailey-Chapman say the red carpet wasn't rolled out for them, but for SEMA and its coalition partners.

 

"We brought American manufacturing muscle. We brought American automotive muscle. We brought American small-business muscle," Bailey-Chapman says. "It was unlike anything I've seen in my career."

 

As Board chair, White views the accomplishment as a powerful validation of SEMA's ability to influence meaningful outcomes for our industry. "It reinforces the strength of our collective voice and the effectiveness of our strategic advocacy efforts," she says. "More importantly, it sets a precedent and builds momentum for future initiatives. With continued collaboration, focus and persistence, we're well-positioned to drive lasting change. The industry is watching, and we've demonstrated that we’re prepared to lead with purpose and impact."

 

"Whether you called it an EV mandate or an ICE ban, the industry and enthusiasts really rallied behind our efforts, and we all pulled together for the common good," adds Kyle Fickler, immediate past chairman of the SEMA Board. "And let's not forget the public at large. They are now more aware of SEMA's advocacy... Whether you're a performance enthusiast or not, we were fighting to protect your freedom to buy the powertrain of your choice."

 

"The task was daunting, and I was probably one of those who worried it might never happen," sums up Spagnola. "But to be one of the only automotive groups represented at the White House, let alone being 'little SEMA' among other major automotive companies… It proves these things can be done. We've won a seat at the table, and we can continue to make a difference." 

 

Images courtesy of Shutterstock

 

By Cristian Gonzalez

Understanding The UTV Space, How They Fit in With the Automotive Aftermarket and Where You Can Find Opportunity

 

Powersports, particularly utility terrain vehicles (UTVs), also known as side-by-sides, is a growing market within the United States, catapulted by off-road and thrill-seeking enthusiasts.

New companies and products are emerging in this relatively young sector, seemingly going in every which direction but down. With SEMA's recent acquisition of the Off-Road Business Association (ORBA), a leading organization dedicated to representing businesses and professionals in the off-road and powersports industries, SEMA will assume a more significant role in the industry and off-road advocacy.

If you have attended any recent SEMA Shows, then you have probably already noticed a growing number of UTVs proudly displayed in booths and lots across the Las Vegas Convention Center, all heavily modified to accent the automotive aftermarket space. With new trends, new partnerships and evolving technology, UTVs now comprise a space that is more than an accessory to the specialty-equipment market. Today, they form a healthy market category in their own right.

EVOLVING

Legacy side-by-sides like the Polaris RZR have been around since the mid-'00s and have slowly evolved from their early golf-cart-like qualities, with ATV-sized wheels and 6-in. travel, to the variants seen today racing across destinations like Glamis, Baja and Moab.

Initially, side-by-sides were developed for utility usage around the ranch or farm or as auxiliary hunting rigs. They were not made to get through the toughest terrain at extreme speeds. They were designed to get around places an SUV or truck could not.

In 2007, Polaris introduced the Ranger RZR, a sportier model to juxtapose the utility-styled Ranger. While not the fastest or most powerful side-by-side at the time, it sparked a new demand for sport UTVs. Powersports enthusiasts loved their look and saw their potential.

 

UTVs have proven to be well-suited vehicles for traversing virtually any terrain.

Everything from suspensions to powertrains has vastly improved over the past decade, with a strong accompanying aftermarket following suit. Specialty automotive companies, such as Holley, are now looking to enter and leverage that growing sector, with Landon Phillips, head of powersports and truck and off-road, leading the effort. Phillips has been involved in the powersports arena, racing UTVs across the United States for years. Holley brought him in to help expand the company’s efforts in the UTV aftermarket.

"At Holley, we have recognized that UTVs are an extremely large and growing market, so much so that we have seen a decline in traditional automotive off-road as far as Jeeps and trucks go," says Phillips, observing that more traditional off-road vehicle enthusiasts are transitioning to the UTV platform.

Phillips offers himself as a prime example. He spent years and thousands of dollars modifying a Jeep specifically to tackle Moab trails. Over the course of four years, Phillips witnessed UTV presence in Moab go from near zero to prevalent. By 2017, he had seen enough to overwhelm his curiosity and bought himself a side-by-side, leaving his fully built Jeep to sit in his garage for two years. He realized the capabilities and potential performance these machines possessed, making him and a growing number of off-road enthusiasts true aficionados.

Holley owns roughly 67 brands, potentially more by the time this goes to print, many of which cater to consumers with trucks and trailers hauling UTVs. If enthusiasts trust Holley products on their tow rigs and other vehicles, why would they not look to the same brands for their UTVs? From exhaust systems and brakes to suspension, entertainment and tires, numerous categories offer automotive aftermarket companies the means to seamlessly extend into the UTV market.

"You have a sales opportunity through the diesel truck that customers tow with, the Raptor that they play with and now the side-by-side that they recreate with. It opens a gigantic market to a lot of these parts manufacturers and people that are trying to sell into the off-road vehicle realm," says Phillips.

THE CURRENT STATE OF UTVs

As the demand for UTVs has evolved, so has their engineering prowess. Their builds are now more comparable to trucks or SUVs than golf carts. Competition between the big powersports OEMs like Polaris, Can-Am and others has taken them from 9 in. of travel in '07 to more than 20 in. today.

Moreover, the segment is seeing competition for more power.

 

Side-by-sides are increasing sights at the SEMA Show. With SEMA's acquisition of ORBA, you can expect to see their presence grow further.

"It really has come down to a horsepower war. Features and benefits kind of come second," says Dane Garvik, FOX Power Vehicle Group marketing manager. "I liken it to the heavy-duty truck market where it is all about who tows the most this year." According to Garvik, Polaris, Can-Am and Kawasaki, the three major OEMs in the UTV space, are separated by no more than about 10 hp when comparing similar models.

 
These vehicles also offer optional accessories from the dealer, such as GPS, audio systems, Bluetooth and navigation, providing more avenues for consumers to modify and upgrade their UTVs. If you attended the SEMA Show this year or in previous years, you might have already seen heavily modified UTVs showcasing the unique aftermarket potential they offer, whether in terms of utility, performance or style.

"You can absolutely customize these things into the six figures if you have the desire, the will and the need," says Garvik. "I have seen quite a few $100,000 non-race-ready UTVs because of the powdercoat, chrome, lights, accent lights, stereo systems, wheels, tires, vinyl and custom interiors. It definitely is in line with the Jeep and Bronco spectrum of customization."

TURNKEY ACCESSIBILITY

Garvik and Phillips agree that more consumers interested in entering the off-road space are opting for a side-by-side over a Jeep or pre-runner-style truck build, and the primary reasons for this are accessibility and cost. To better understand why, consider FOX’s three pillars used to categorize customers: DIY, do-it-for-me and turnkey.

Folks in the DIY pillar are the ones who will buy a Wrangler or F-150 and modify it themselves with bolt-on parts and fabrication. This saves money on labor, but costs more in time that some may not want to invest. Do-it-for-me consumers will take their rig to an aftermarket shop to be outfitted and modified for outdoor adventure, which delivers a capable vehicle with no personal labor, but significantly raises expenses. "That is the Raptor owner," jokes Garvik.

Turnkey users typify most UTV owners. For the price of a new car, someone without the means or knowledge to build a fast, off-road-capable vehicle can have something just as competitive, complete with a confidence-inspiring roll cage.

Phillips explains, "You really have the best of both worlds with a UTV for rock crawling and also desert racing or trail riding. You are able to drop it into low gear and crawl over something at 2 mph. Then once you get past that obstacle, you put it into high gear, floor it and now you are doing 100 mph. It is just a lot more fun in a UTV, and it is more accessible and more affordable. Whenever you start talking about a Jeep versus a UTV, you start talking about parts, lift kits, tires and more. A 40-in. tire for a Jeep compared to a 33- or 35-in. tire for your UTV, that tire alone is several hundred dollars more expensive, so it is a lot more economical for most people."

Even though these machines can reach extreme speeds, consumers are still modifying and improving where they can. "Power is never enough," Phillips continues. "And these guys are always thirsty for more. There is always a bigger dune to climb, and you always want to beat your buddy up that hill."

RACING POTENTIAL AND ACCESS

Human nature is to take anything with a motor and race it, and for many, UTVs are their entry point. Side-by-sides have made grassroots-level off-road racing more accessible than ever while also making waves in professional competition.

 

Kyle Chaney is the first person to win the King of the Hammers overall in a UTV, marking a significant milestone for the application.

With 20 in. of suspension travel, 35-in. tires, more than 220 hp and 85-in.-wide stances, race-ready UTVs are not only participating, they are dominating the off-road racing scene. Earlier this year, Kyle Chaney, driving a Can-Am Maverick R, became the first person to win the King of the Hammers overall with a UTV against purpose-built buggies and trucks. These are not entry-level vehicles struggling to finish. These UTVs are competing and winning, giving drivers a competitive edge.

"I would love to race a trophy truck," admits Garvik. "In the off-road community, the trophy truck is the pinnacle of off-road racing. The reality is it can cost upward of $1,000,000. Very few people can obtain that. But I get trophy truck feelings in a UTV, and then I have to remind myself it is not a trophy truck. The barrier to entry now is much lower in off-road racing."

A competitive racing UTV can cost upward of $100,000. Polaris even sells a turnkey race-only RZR for $140,000, the RZR Pro R Factory. Still expensive, but far more attainable than a million-dollar race vehicle.

There is also a safety aspect that appeals to many motocross racers. "With age comes a cage," says Garvik, noting that many freestyle motocross and professional motocross racers once transitioned to rally racing later in their careers. Now, more are turning to UTVs to continue competing while improving safety.

UTILITY

Despite their sporty evolution, side-by-sides still deliver on the "utility" in UTV. As the vehicles have grown in size, and as Western-state municipalities expand laws to allow UTVs for street use, they are becoming more SUV-like.

Take Polaris’ new Xpedition. "It is a five-seat, four-door UTV with air conditioning, heating, a sound system and 13 in. of wheel travel. It is a $45,000 vehicle that is fairly large in size. It is about the size of a Jeep Wrangler and not street legal everywhere, but it is something where you can go out there and meet many of your needs," says Garvik.

These new enclosed-cab UTVs serve a multifaceted purpose, combining utility and adventure. "You see the explosion of the enclosed-cab UTV, where it has heat and air conditioning. You can bring your family in it year-round. Where I live in a state like Arizona, we have license plates on our UTVs and we drive them like cars. I tow my jet skis to the lake with it. They are becoming utilitarian vehicles, not just for farmers, but for people who live in the city also," says Phillips.

All of this means that as capability and utility evolve, and as public road accessibility expands, consumers will have more justification to choose a side-by-side as their recreation or adventure vehicle. In turn, the growing UTV fleet will provide specialty-equipment brands like Holley, FOX and others with more opportunities to enter the space and create products and solutions for enthusiasts who love to drive and modify whatever is in their garage with four wheels, a motor and potential.

Lead image courtesy of FOX

 

 Second image courtesy of Shutterstock

 

By Cristian Gonzalez

Understanding The UTV Space, How They Fit in With the Automotive Aftermarket and Where You Can Find Opportunity

 

Powersports, particularly utility terrain vehicles (UTVs), also known as side-by-sides, is a growing market within the United States, catapulted by off-road and thrill-seeking enthusiasts.

New companies and products are emerging in this relatively young sector, seemingly going in every which direction but down. With SEMA's recent acquisition of the Off-Road Business Association (ORBA), a leading organization dedicated to representing businesses and professionals in the off-road and powersports industries, SEMA will assume a more significant role in the industry and off-road advocacy.

If you have attended any recent SEMA Shows, then you have probably already noticed a growing number of UTVs proudly displayed in booths and lots across the Las Vegas Convention Center, all heavily modified to accent the automotive aftermarket space. With new trends, new partnerships and evolving technology, UTVs now comprise a space that is more than an accessory to the specialty-equipment market. Today, they form a healthy market category in their own right.

EVOLVING

Legacy side-by-sides like the Polaris RZR have been around since the mid-'00s and have slowly evolved from their early golf-cart-like qualities, with ATV-sized wheels and 6-in. travel, to the variants seen today racing across destinations like Glamis, Baja and Moab.

Initially, side-by-sides were developed for utility usage around the ranch or farm or as auxiliary hunting rigs. They were not made to get through the toughest terrain at extreme speeds. They were designed to get around places an SUV or truck could not.

In 2007, Polaris introduced the Ranger RZR, a sportier model to juxtapose the utility-styled Ranger. While not the fastest or most powerful side-by-side at the time, it sparked a new demand for sport UTVs. Powersports enthusiasts loved their look and saw their potential.

 

UTVs have proven to be well-suited vehicles for traversing virtually any terrain.

Everything from suspensions to powertrains has vastly improved over the past decade, with a strong accompanying aftermarket following suit. Specialty automotive companies, such as Holley, are now looking to enter and leverage that growing sector, with Landon Phillips, head of powersports and truck and off-road, leading the effort. Phillips has been involved in the powersports arena, racing UTVs across the United States for years. Holley brought him in to help expand the company’s efforts in the UTV aftermarket.

"At Holley, we have recognized that UTVs are an extremely large and growing market, so much so that we have seen a decline in traditional automotive off-road as far as Jeeps and trucks go," says Phillips, observing that more traditional off-road vehicle enthusiasts are transitioning to the UTV platform.

Phillips offers himself as a prime example. He spent years and thousands of dollars modifying a Jeep specifically to tackle Moab trails. Over the course of four years, Phillips witnessed UTV presence in Moab go from near zero to prevalent. By 2017, he had seen enough to overwhelm his curiosity and bought himself a side-by-side, leaving his fully built Jeep to sit in his garage for two years. He realized the capabilities and potential performance these machines possessed, making him and a growing number of off-road enthusiasts true aficionados.

Holley owns roughly 67 brands, potentially more by the time this goes to print, many of which cater to consumers with trucks and trailers hauling UTVs. If enthusiasts trust Holley products on their tow rigs and other vehicles, why would they not look to the same brands for their UTVs? From exhaust systems and brakes to suspension, entertainment and tires, numerous categories offer automotive aftermarket companies the means to seamlessly extend into the UTV market.

"You have a sales opportunity through the diesel truck that customers tow with, the Raptor that they play with and now the side-by-side that they recreate with. It opens a gigantic market to a lot of these parts manufacturers and people that are trying to sell into the off-road vehicle realm," says Phillips.

THE CURRENT STATE OF UTVs

As the demand for UTVs has evolved, so has their engineering prowess. Their builds are now more comparable to trucks or SUVs than golf carts. Competition between the big powersports OEMs like Polaris, Can-Am and others has taken them from 9 in. of travel in '07 to more than 20 in. today.

Moreover, the segment is seeing competition for more power.

 

Side-by-sides are increasing sights at the SEMA Show. With SEMA's acquisition of ORBA, you can expect to see their presence grow further.

"It really has come down to a horsepower war. Features and benefits kind of come second," says Dane Garvik, FOX Power Vehicle Group marketing manager. "I liken it to the heavy-duty truck market where it is all about who tows the most this year." According to Garvik, Polaris, Can-Am and Kawasaki, the three major OEMs in the UTV space, are separated by no more than about 10 hp when comparing similar models.

 
These vehicles also offer optional accessories from the dealer, such as GPS, audio systems, Bluetooth and navigation, providing more avenues for consumers to modify and upgrade their UTVs. If you attended the SEMA Show this year or in previous years, you might have already seen heavily modified UTVs showcasing the unique aftermarket potential they offer, whether in terms of utility, performance or style.

"You can absolutely customize these things into the six figures if you have the desire, the will and the need," says Garvik. "I have seen quite a few $100,000 non-race-ready UTVs because of the powdercoat, chrome, lights, accent lights, stereo systems, wheels, tires, vinyl and custom interiors. It definitely is in line with the Jeep and Bronco spectrum of customization."

TURNKEY ACCESSIBILITY

Garvik and Phillips agree that more consumers interested in entering the off-road space are opting for a side-by-side over a Jeep or pre-runner-style truck build, and the primary reasons for this are accessibility and cost. To better understand why, consider FOX’s three pillars used to categorize customers: DIY, do-it-for-me and turnkey.

Folks in the DIY pillar are the ones who will buy a Wrangler or F-150 and modify it themselves with bolt-on parts and fabrication. This saves money on labor, but costs more in time that some may not want to invest. Do-it-for-me consumers will take their rig to an aftermarket shop to be outfitted and modified for outdoor adventure, which delivers a capable vehicle with no personal labor, but significantly raises expenses. "That is the Raptor owner," jokes Garvik.

Turnkey users typify most UTV owners. For the price of a new car, someone without the means or knowledge to build a fast, off-road-capable vehicle can have something just as competitive, complete with a confidence-inspiring roll cage.

Phillips explains, "You really have the best of both worlds with a UTV for rock crawling and also desert racing or trail riding. You are able to drop it into low gear and crawl over something at 2 mph. Then once you get past that obstacle, you put it into high gear, floor it and now you are doing 100 mph. It is just a lot more fun in a UTV, and it is more accessible and more affordable. Whenever you start talking about a Jeep versus a UTV, you start talking about parts, lift kits, tires and more. A 40-in. tire for a Jeep compared to a 33- or 35-in. tire for your UTV, that tire alone is several hundred dollars more expensive, so it is a lot more economical for most people."

Even though these machines can reach extreme speeds, consumers are still modifying and improving where they can. "Power is never enough," Phillips continues. "And these guys are always thirsty for more. There is always a bigger dune to climb, and you always want to beat your buddy up that hill."

RACING POTENTIAL AND ACCESS

Human nature is to take anything with a motor and race it, and for many, UTVs are their entry point. Side-by-sides have made grassroots-level off-road racing more accessible than ever while also making waves in professional competition.

 

Kyle Chaney is the first person to win the King of the Hammers overall in a UTV, marking a significant milestone for the application.

With 20 in. of suspension travel, 35-in. tires, more than 220 hp and 85-in.-wide stances, race-ready UTVs are not only participating, they are dominating the off-road racing scene. Earlier this year, Kyle Chaney, driving a Can-Am Maverick R, became the first person to win the King of the Hammers overall with a UTV against purpose-built buggies and trucks. These are not entry-level vehicles struggling to finish. These UTVs are competing and winning, giving drivers a competitive edge.

"I would love to race a trophy truck," admits Garvik. "In the off-road community, the trophy truck is the pinnacle of off-road racing. The reality is it can cost upward of $1,000,000. Very few people can obtain that. But I get trophy truck feelings in a UTV, and then I have to remind myself it is not a trophy truck. The barrier to entry now is much lower in off-road racing."

A competitive racing UTV can cost upward of $100,000. Polaris even sells a turnkey race-only RZR for $140,000, the RZR Pro R Factory. Still expensive, but far more attainable than a million-dollar race vehicle.

There is also a safety aspect that appeals to many motocross racers. "With age comes a cage," says Garvik, noting that many freestyle motocross and professional motocross racers once transitioned to rally racing later in their careers. Now, more are turning to UTVs to continue competing while improving safety.

UTILITY

Despite their sporty evolution, side-by-sides still deliver on the "utility" in UTV. As the vehicles have grown in size, and as Western-state municipalities expand laws to allow UTVs for street use, they are becoming more SUV-like.

Take Polaris’ new Xpedition. "It is a five-seat, four-door UTV with air conditioning, heating, a sound system and 13 in. of wheel travel. It is a $45,000 vehicle that is fairly large in size. It is about the size of a Jeep Wrangler and not street legal everywhere, but it is something where you can go out there and meet many of your needs," says Garvik.

These new enclosed-cab UTVs serve a multifaceted purpose, combining utility and adventure. "You see the explosion of the enclosed-cab UTV, where it has heat and air conditioning. You can bring your family in it year-round. Where I live in a state like Arizona, we have license plates on our UTVs and we drive them like cars. I tow my jet skis to the lake with it. They are becoming utilitarian vehicles, not just for farmers, but for people who live in the city also," says Phillips.

All of this means that as capability and utility evolve, and as public road accessibility expands, consumers will have more justification to choose a side-by-side as their recreation or adventure vehicle. In turn, the growing UTV fleet will provide specialty-equipment brands like Holley, FOX and others with more opportunities to enter the space and create products and solutions for enthusiasts who love to drive and modify whatever is in their garage with four wheels, a motor and potential.

Lead image courtesy of FOX

 

 Second image courtesy of Shutterstock

 

By Michael Imlay

 

A Look at the Year's Key Trends and Developments That Will Continue to Challenge and Drive the Aftermarket in 2026.

From economic and technological challenges to market shifts and major legislative wins, 2025 marked a momentous year for the specialty-equipment industry.

What's more, SEMA and PRI were often at the center of the year's events, both driving them and helping the industry identify and navigate emerging hurdles and opportunities.

 

For perspective on some of 2025's most impactful developments, we turned to SEMA and PRI staff experts across a variety of disciplines.

 

The following are their observations on the year's hot-button topics and how they might reverberate in 2026 and beyond.

THE LEGAL AND LEGISLATIVE FRONT

Karen Bailey-Chapman, SEMA Senior Vice President of Public and Government Affairs

One of the most disruptive legal issues in 2025 centered around President Trump's rapid and unpredictable imposition of tariffs beginning last February.

The tariffs were first imposed on Canada, China and Mexico, then on steel and aluminum, then on other markets, at times taking the form of reciprocal escalations.

"They were extensive, hit typically 'safe' trading spaces like Canada, and really created a lot of on-and-off-again disruption and chaos within our industry," recalls Karen Bailey-Chapman, SEMA senior vice president of public and government affairs.

"They weren't a complete surprise, since the President had been very clear about his position on tariffs and trade imbalances, but the swiftness and broad application was a bit of shock and awe from this administration."
The upheaval prompted SEMA's public and governmental affairs office to undertake an industry-wide survey of the effects on aftermarket businesses, followed by discussions with the Department of Commerce in Washington, D.C.

"The survey allowed us to go into our conversations with actual data, so it wasn't just chaos and emotions, it was the facts," says Bailey-Chapman.

Those exchanges led to several exceptions for auto parts, releasing some of the pressure on the industry.
But while the disruptions have somewhat calmed, they are not completely resolved, meaning many businesses face a still-uncertain climate as they enter 2026.

As of press time, the U.S. Supreme Court had agreed to review whether the International Emergency Economic Powers Act (IEEPA) authorizes the President to impose tariffs, meaning duties and taxes on imports, broadly, especially by claiming a "national emergency."

Oral arguments were set for November 5, 2025.

"We expect a decision by the end of the calendar year," Bailey-Chapman notes.

President Trump's stated tariff goals include equalizing trade imbalances and reshoring manufacturing.
Bailey-Chapman says the data shows general industry support for reshoring, even if there are mixed feelings about tariffs as a means to achieve it.

She also highlighted the growing call for "Made in America" enforcement as a related hot-button topic for 2026.
"There's been a rise in issues with companies marketing their products as 'Made in America,' where everybody knows those products aren't made here because you just see it in the pricing differential," she says.

Also related is the new administration's broad deregulation push, particularly at the EPA, which holds both potential opportunities and risks for the aftermarket.

"Two big reasons the industry left the United States were environmental regulations and labor costs," Bailey-Chapman explains.

She adds that the sooner such uncertainties are settled, the better, because "businesses don't invest in six-year increments."

"They invest on 20- or 30-year increments."

Of course, tariffs were not the only major story in 2025.

SEMA scored a major victory against U.S. Environmental Protection Agency waivers to the California Air Resources Board that could have banned internal combustion engines and decimated the industry.

Even so, Bailey-Chapman is quick to correct misinformation circulating online about federal emissions law.
The repeal of the California waivers does not change standing emissions regulations.

The law is still the law, and defeat devices, including diesel defeats, are still illegal.

Aftermarket manufacturers of products that impact vehicle emissions must still demonstrate emissions compliance through a CARB executive order for "50-state legality" or certification through the SEMA Certified Program for "49-state legality."

So what is on SEMA's legal and legislative docket for 2026.

Racing-related legislation, particularly protecting racetracks from nuisance claims and leaded fuel bans, dominated the association's state agendas in 2025 and will continue as priorities this year.

Also watch for a major "right to modify" legislative campaign timed to coincide with the current federal highway bill's reauthorization in Congress.

INDUSTRY MARKET TRENDS

Gavin Knapp, SEMA Director of Market Research

Since vehicle purchases are often trigger points for aftermarket modifications, it will come as good news that OEM sales continued to recover throughout 2025 from their post-COVID slump, albeit slowly.

"New-vehicle sales have remained down somewhat for the last few years, but they're beginning to ramp back up," says Gavin Knapp, SEMA director of market research.

This also bodes well for the used-car market.

 

"If people aren't buying new vehicles, then they aren't trading in old vehicles," Knapp points out.
While vehicle prices have skyrocketed over the last five years, OEMs may soon respond with more affordable models.

Nevertheless, what consumers will buy in 2026 will differ vastly from even a decade ago.

Pickups and SUVs remain as popular as ever.

Crossovers, or CUVs, are rapidly eclipsing sedans and coupes, so much so that automakers are paring the latter from their lineups.

Key for the aftermarket, says Knapp, will be the extent to which consumers "blur the lines" between SUVs and CUVs.

"When they buy these CUVs, do they think of them as trucks and SUVs, or do they just think of them as different-shaped cars," he asks.

If the answer is trucks and SUVs, it will deliver the aftermarket greater avenues for modifications and accessorization.

 

In other good news for the aftermarket, performance and musclecar variants also appear poised to survive the coming conventional-vehicle "mass extinction."

"Dodge announced it was bringing back a musclecar, but as an EV."

"Now the company has spun back on that, recommitting to Hemis and the V8," Knapp says.

"We're also seeing some of the performance interest that has shifted away from the Detroit Three move toward European and Asian platforms."

Another 2025 market development is the slowing of EV sales.

Despite heavy OEM investments, electrified platforms have failed to capture anticipated market share. "At the end of the day, especially in the United States, consumers just aren't ready," observes Knapp.

Vehicle and charging costs, lack of infrastructure and range anxiety all factor into buyer hesitance.

"But you can't totally blame consumers because, frankly, the OEMs haven't really offered many great EV options either," Knapp argues.

Still, the EV market is predicted to grow over time, just not at the ambitious rate originally expected.

In the meantime, OEMs are already shifting back to hybrid engine technologies and other ICE research investments as a pragmatic bridge.

 

"A lot of companies, even those that were eager to bypass hybrids altogether, have now come back and said, 'No, we need to move into the hybrid space as well,'" says Knapp.

In addition, automakers will explore biofuels and other emerging clean ICE technologies.

In terms of collector vehicles and build projects, "new classics" are gaining traction.

Knapp defines them as "that cool factor that I remember from my youth in a car that can perform and brake like a newer vehicle."

This includes growing interest in JDM, 70s and 80s vehicles and older BMWs, currently an especially hot market.
The pandemic also accelerated a shift in how manufacturers supply their enthusiast customers.

"We see more and more companies pushing direct-to-consumer sales in the digital space and on their websites," says Knapp.

He adds that current indicators point to another year of relatively level sales numbers for the overall aftermarket, with a return to a more typical upward trajectory thereafter.

VEHICLE AND PRODUCT TECHNOLOGIES

Jim Moore, SEMA Vice President of OEM and Product Development

Luis Morales, SEMA Director of Vehicle Technology and Product Development

Consumer preferences are not the only factors slowing electrification.

A global shift to EVs requires electrical grids that can deliver significantly more power.

According to Jim Moore, that capacity remains limited, in part due to the rise of artificial intelligence.

"One of the things that has become apparent is the need for tremendous energy resources to drive AI, and few were expecting the sudden energy hunger from data centers," he explains.

As a result, electrification momentum is slowing, with OEMs shifting back to ICE investment alongside EVs.
Meanwhile, ICE vehicles are expected to make gains in efficiency and emissions reduction.

"The industry will not abandon EVs but will reinvest in ensuring a balanced portfolio across multiple drivetrain technologies," Moore says.

Luis Morales notes that the automotive ecosystem is becoming increasingly multidisciplinary.

"You are not going to come to a solution with one single piece of technology," he explains.
"It requires a combination of systems working together."

Technologies such as AI, hybrids, hydrogen, EVs, autonomy and cybersecurity are all converging.

Manufacturing is also evolving through AI, robotics, 3D printing and new materials.

"Relatively small companies are already able to access high-tech tools," Moore says.

SEMA is also exploring its role within the broader concept of mobility.

This includes transportation systems, infrastructure and policy.

As part of that effort, SEMA became a full member of the Federation Internationale de l'Automobile.

The partnership strengthens global collaboration in mobility policy and innovation.

RACING INDUSTRY AND MOTORSPORTS

Michael Good, Performance Racing Industry President

The racing industry faced its own legislative challenges in 2025.

"I guess we are fortunate in that we do not have some of the battles that the automotive aftermarket faces, but that does not mean we do not have them," says Michael Good.

 

One of the most pressing issues is protecting grassroots tracks from development and urban encroachment.
"There are tracks that are multigenerationally owned where developers are offering life-changing money," he explains.

Noise complaints from nearby residential growth also present challenges.

Legislative threats emerged as well, including a proposed Oregon bill to ban leaded fuel at Portland International Raceway.

The bill failed after opposition from PRI and SEMA.

Another victory came in North Carolina, where legislation was passed to protect racetracks from nuisance complaints.

Looking ahead, hybrid and alternative fuels are shaping motorsports.

Simulation racing is also growing rapidly.

"There are now SIMs that are as realistic as driving a true F1 car," Good says.

Maintaining grassroots tracks and attracting young enthusiasts will be key to the industry's future.

CAR CULTURE

RJ de Vera, SEMA Vice President of Marketing

Car culture continues to expand across platforms and audiences.

"There are so many things going on in the car and truck ecosystems," says RJ de Vera. "It feels like every year there are more events and enthusiast trends happening globally."

Social media has played a major role in that growth.

"It has given many things a global spotlight," he says.

Video has become especially important.

"Photos can only deliver so much."

"Video adds sound and emotion, which are essential to car culture."

Events are evolving into festivals and hybrid experiences.

At the same time, smaller curated gatherings are gaining popularity.

The rise of content creators and gaming is also bringing in younger audiences.

"Kids are getting into car culture through games where they collect vehicles," de Vera says.

 

For businesses, these trends create new opportunities for engagement.

Pop-ups, events and digital content are all becoming key tools.

And do not forget to post the videos on social media.

 

Main image courtesy of Shutterstock

 

By Michael Imlay

 

A Look at the Year's Key Trends and Developments That Will Continue to Challenge and Drive the Aftermarket in 2026.

From economic and technological challenges to market shifts and major legislative wins, 2025 marked a momentous year for the specialty-equipment industry.

What's more, SEMA and PRI were often at the center of the year's events, both driving them and helping the industry identify and navigate emerging hurdles and opportunities.

 

For perspective on some of 2025's most impactful developments, we turned to SEMA and PRI staff experts across a variety of disciplines.

 

The following are their observations on the year's hot-button topics and how they might reverberate in 2026 and beyond.

THE LEGAL AND LEGISLATIVE FRONT

Karen Bailey-Chapman, SEMA Senior Vice President of Public and Government Affairs

One of the most disruptive legal issues in 2025 centered around President Trump's rapid and unpredictable imposition of tariffs beginning last February.

The tariffs were first imposed on Canada, China and Mexico, then on steel and aluminum, then on other markets, at times taking the form of reciprocal escalations.

"They were extensive, hit typically 'safe' trading spaces like Canada, and really created a lot of on-and-off-again disruption and chaos within our industry," recalls Karen Bailey-Chapman, SEMA senior vice president of public and government affairs.

"They weren't a complete surprise, since the President had been very clear about his position on tariffs and trade imbalances, but the swiftness and broad application was a bit of shock and awe from this administration."
The upheaval prompted SEMA's public and governmental affairs office to undertake an industry-wide survey of the effects on aftermarket businesses, followed by discussions with the Department of Commerce in Washington, D.C.

"The survey allowed us to go into our conversations with actual data, so it wasn't just chaos and emotions, it was the facts," says Bailey-Chapman.

Those exchanges led to several exceptions for auto parts, releasing some of the pressure on the industry.
But while the disruptions have somewhat calmed, they are not completely resolved, meaning many businesses face a still-uncertain climate as they enter 2026.

As of press time, the U.S. Supreme Court had agreed to review whether the International Emergency Economic Powers Act (IEEPA) authorizes the President to impose tariffs, meaning duties and taxes on imports, broadly, especially by claiming a "national emergency."

Oral arguments were set for November 5, 2025.

"We expect a decision by the end of the calendar year," Bailey-Chapman notes.

President Trump's stated tariff goals include equalizing trade imbalances and reshoring manufacturing.
Bailey-Chapman says the data shows general industry support for reshoring, even if there are mixed feelings about tariffs as a means to achieve it.

She also highlighted the growing call for "Made in America" enforcement as a related hot-button topic for 2026.
"There's been a rise in issues with companies marketing their products as 'Made in America,' where everybody knows those products aren't made here because you just see it in the pricing differential," she says.

Also related is the new administration's broad deregulation push, particularly at the EPA, which holds both potential opportunities and risks for the aftermarket.

"Two big reasons the industry left the United States were environmental regulations and labor costs," Bailey-Chapman explains.

She adds that the sooner such uncertainties are settled, the better, because "businesses don't invest in six-year increments."

"They invest on 20- or 30-year increments."

Of course, tariffs were not the only major story in 2025.

SEMA scored a major victory against U.S. Environmental Protection Agency waivers to the California Air Resources Board that could have banned internal combustion engines and decimated the industry.

Even so, Bailey-Chapman is quick to correct misinformation circulating online about federal emissions law.
The repeal of the California waivers does not change standing emissions regulations.

The law is still the law, and defeat devices, including diesel defeats, are still illegal.

Aftermarket manufacturers of products that impact vehicle emissions must still demonstrate emissions compliance through a CARB executive order for "50-state legality" or certification through the SEMA Certified Program for "49-state legality."

So what is on SEMA's legal and legislative docket for 2026.

Racing-related legislation, particularly protecting racetracks from nuisance claims and leaded fuel bans, dominated the association's state agendas in 2025 and will continue as priorities this year.

Also watch for a major "right to modify" legislative campaign timed to coincide with the current federal highway bill's reauthorization in Congress.

INDUSTRY MARKET TRENDS

Gavin Knapp, SEMA Director of Market Research

Since vehicle purchases are often trigger points for aftermarket modifications, it will come as good news that OEM sales continued to recover throughout 2025 from their post-COVID slump, albeit slowly.

"New-vehicle sales have remained down somewhat for the last few years, but they're beginning to ramp back up," says Gavin Knapp, SEMA director of market research.

This also bodes well for the used-car market.

 

"If people aren't buying new vehicles, then they aren't trading in old vehicles," Knapp points out.
While vehicle prices have skyrocketed over the last five years, OEMs may soon respond with more affordable models.

Nevertheless, what consumers will buy in 2026 will differ vastly from even a decade ago.

Pickups and SUVs remain as popular as ever.

Crossovers, or CUVs, are rapidly eclipsing sedans and coupes, so much so that automakers are paring the latter from their lineups.

Key for the aftermarket, says Knapp, will be the extent to which consumers "blur the lines" between SUVs and CUVs.

"When they buy these CUVs, do they think of them as trucks and SUVs, or do they just think of them as different-shaped cars," he asks.

If the answer is trucks and SUVs, it will deliver the aftermarket greater avenues for modifications and accessorization.

 

In other good news for the aftermarket, performance and musclecar variants also appear poised to survive the coming conventional-vehicle "mass extinction."

"Dodge announced it was bringing back a musclecar, but as an EV."

"Now the company has spun back on that, recommitting to Hemis and the V8," Knapp says.

"We're also seeing some of the performance interest that has shifted away from the Detroit Three move toward European and Asian platforms."

Another 2025 market development is the slowing of EV sales.

Despite heavy OEM investments, electrified platforms have failed to capture anticipated market share. "At the end of the day, especially in the United States, consumers just aren't ready," observes Knapp.

Vehicle and charging costs, lack of infrastructure and range anxiety all factor into buyer hesitance.

"But you can't totally blame consumers because, frankly, the OEMs haven't really offered many great EV options either," Knapp argues.

Still, the EV market is predicted to grow over time, just not at the ambitious rate originally expected.

In the meantime, OEMs are already shifting back to hybrid engine technologies and other ICE research investments as a pragmatic bridge.

 

"A lot of companies, even those that were eager to bypass hybrids altogether, have now come back and said, 'No, we need to move into the hybrid space as well,'" says Knapp.

In addition, automakers will explore biofuels and other emerging clean ICE technologies.

In terms of collector vehicles and build projects, "new classics" are gaining traction.

Knapp defines them as "that cool factor that I remember from my youth in a car that can perform and brake like a newer vehicle."

This includes growing interest in JDM, 70s and 80s vehicles and older BMWs, currently an especially hot market.
The pandemic also accelerated a shift in how manufacturers supply their enthusiast customers.

"We see more and more companies pushing direct-to-consumer sales in the digital space and on their websites," says Knapp.

He adds that current indicators point to another year of relatively level sales numbers for the overall aftermarket, with a return to a more typical upward trajectory thereafter.

VEHICLE AND PRODUCT TECHNOLOGIES

Jim Moore, SEMA Vice President of OEM and Product Development

Luis Morales, SEMA Director of Vehicle Technology and Product Development

Consumer preferences are not the only factors slowing electrification.

A global shift to EVs requires electrical grids that can deliver significantly more power.

According to Jim Moore, that capacity remains limited, in part due to the rise of artificial intelligence.

"One of the things that has become apparent is the need for tremendous energy resources to drive AI, and few were expecting the sudden energy hunger from data centers," he explains.

As a result, electrification momentum is slowing, with OEMs shifting back to ICE investment alongside EVs.
Meanwhile, ICE vehicles are expected to make gains in efficiency and emissions reduction.

"The industry will not abandon EVs but will reinvest in ensuring a balanced portfolio across multiple drivetrain technologies," Moore says.

Luis Morales notes that the automotive ecosystem is becoming increasingly multidisciplinary.

"You are not going to come to a solution with one single piece of technology," he explains.
"It requires a combination of systems working together."

Technologies such as AI, hybrids, hydrogen, EVs, autonomy and cybersecurity are all converging.

Manufacturing is also evolving through AI, robotics, 3D printing and new materials.

"Relatively small companies are already able to access high-tech tools," Moore says.

SEMA is also exploring its role within the broader concept of mobility.

This includes transportation systems, infrastructure and policy.

As part of that effort, SEMA became a full member of the Federation Internationale de l'Automobile.

The partnership strengthens global collaboration in mobility policy and innovation.

RACING INDUSTRY AND MOTORSPORTS

Michael Good, Performance Racing Industry President

The racing industry faced its own legislative challenges in 2025.

"I guess we are fortunate in that we do not have some of the battles that the automotive aftermarket faces, but that does not mean we do not have them," says Michael Good.

 

One of the most pressing issues is protecting grassroots tracks from development and urban encroachment.
"There are tracks that are multigenerationally owned where developers are offering life-changing money," he explains.

Noise complaints from nearby residential growth also present challenges.

Legislative threats emerged as well, including a proposed Oregon bill to ban leaded fuel at Portland International Raceway.

The bill failed after opposition from PRI and SEMA.

Another victory came in North Carolina, where legislation was passed to protect racetracks from nuisance complaints.

Looking ahead, hybrid and alternative fuels are shaping motorsports.

Simulation racing is also growing rapidly.

"There are now SIMs that are as realistic as driving a true F1 car," Good says.

Maintaining grassroots tracks and attracting young enthusiasts will be key to the industry's future.

CAR CULTURE

RJ de Vera, SEMA Vice President of Marketing

Car culture continues to expand across platforms and audiences.

"There are so many things going on in the car and truck ecosystems," says RJ de Vera. "It feels like every year there are more events and enthusiast trends happening globally."

Social media has played a major role in that growth.

"It has given many things a global spotlight," he says.

Video has become especially important.

"Photos can only deliver so much."

"Video adds sound and emotion, which are essential to car culture."

Events are evolving into festivals and hybrid experiences.

At the same time, smaller curated gatherings are gaining popularity.

The rise of content creators and gaming is also bringing in younger audiences.

"Kids are getting into car culture through games where they collect vehicles," de Vera says.

 

For businesses, these trends create new opportunities for engagement.

Pop-ups, events and digital content are all becoming key tools.

And do not forget to post the videos on social media.

 

Main image courtesy of Shutterstock

 

By SEMA News Editors

 

Jim Browning Sr.--the founder of Ultimate Headers in Berea, Ohio--has passed away. He was 87.

The following message was shared by CORSA Performance, a company that Browning also founded, on social media:

We are deeply saddened to learn of the passing of Jim Browning Sr., the original founder of Corsa Performance and Corsa Marine.

Jim was a man that remembered everyone's name and could fix any problem. Through his network, he discovered an issue with the anti-surge valves in marine applications that caused frequent and costly hydro-locking. Working with NASA scientist Jerry Carek, Jim developed a long-lasting anti-surge valve solution to revolutionize the marine exhaust system industry. Working out of his garage, Jim started cooking Corsa Marine valves out of his kitchen oven. The business grew, and Jim developed the Captain's Call exhaust diverter system, which is still sold today through Corsa Marine.

With the introduction of the C5 Corvette, Jim noticed the vehicle's appearance was lacking the finish such a masterpiece deserved. This was the inception of the Corsa mission; to finish the vision of form that others have stifled by function. Working with [Lingenfelter Performance Engineering], Jim sent a marine exhaust for input on how to improve the C5 Corvette... Jim immediately began the development of Corsa's legendary Reflective Sound Cancellation (RSC®) technology, which re-wrote the rulebook for performance exhaust systems. In 1998, Corsa's automotive division was born: Corsa Performance. In the beginning, Corsa relied on Jim's truly unique and uncanny ability to hone in on the Corsa sounds within half a decibel difference by ear.

Even after moving on to other ventures, Jim's infectious spirit, passion and vision for our brand left a lasting impression on the team that continues to live on in our team that is here today. He will be missed by our entire team, and we extend our deepest sympathies to his loved ones. 
 

Image courtesy of CORSA Performance

By SEMA News Editors

The SEMA Cruise once again delivered a high-energy finale to the 2025 SEMA Show earlier this month in Las Vegas, sending countless featured vehicles rolling out of the SEMA Show campus and Show floor and onto Convention Center Drive. Crowds lined the streets as custom cars, hot rods, lifted trucks, lowriders, race machines and one-of-a-kind builds paraded out in a celebration of craftsmanship and creativity. With roaring engines, cheering fans and a truly festive atmosphere, this year's Cruise was a fitting sendoff to four days of innovation and excitement. Following is a look at images from this year's SEMA Cruise. Want more? Watch the SEMA Live presented by AutoZone official broadcast below.

Attendees line the street, and the atmosphere buzzes with energy as the crowds await each passing vehicle at the 2025 SEMA Cruise.

 

 

 

 

 

 

 

 

 

Just a small sample of the standout custom builds as they roll into the 2025 SEMA Cruise.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Subscribe to SEMA News using the "Stay tuned" widget at the bottom of the webpage for more 2025 SEMA Show coverage, or visit semashow.com.

By Ashley Reyes

 

The SEMA Businesswomen's Network (SBN) has named Kelli Gallagher, president at Dee Zee Inc., as the network's newest #SheIsSEMA spotlight member. 

Get to know Gallagher in her interview with SEMA News below. 

SEMA News: How many years have you been with your current company and what do you enjoy most about working there? 

Kelli Gallagher: I have been with Dee Zee since 2009; however, I worked part-time at Dee Zee when I was in high school and college. The people and the continual changes are the best parts of working here. I have met so many good people over the years. In the automotive manufacturing industry, there is always new technology or a new fad to keep up with. Dee Zee is a privately held, second-generation family business and I am proud of that. 
 

SN: What is the most challenging part of running your business or job? 

KG: Since 2020, the most challenging part has been keeping up with the volatility of the world. In 2020, with the Covid-19 pandemic, we had to lay off more than 800 employees and that was not fun. It was even more challenging trying to bring them back as the pandemic fear and government incentives to stay home were available. To go along with that was the volatility in demand from OEM and aftermarket customers. Today, the most challenging part is keeping up with the changing tariffs and making sure Dee Zee is a company where people want to make a career. 
 

SN: How many years have you been in the industry and what was your first industry job? 

KG: I have been in the automotive industry since 1993. My first full-time job was as an automotive accountant for United Parcel Service. I kept track of all the package cars and semi trucks and trailers in the Iowa District. Following that, I worked as an accountant for a conglomerate of semi-truck dealerships and diesel repair shops for more than 15 years. 
 

SN: What are three qualities that got you to where you are today? 

KG: One: empathetic leadership is vital for managing diverse teams and employees across global markets. Strong interpersonal skills and empathy have helped me build inclusive teams, foster collaboration and create a culture of trust. 

Two: Resilience to keep up with the fast-paced competitive automotive industry and overcome gender biases, and grit to persist through the challenges with personnel, supply chain and everyday challenges of running a business. I am stubborn and I do not give up. I firmly believe where there is a will, there is a way! 

Three: a forward-thinking mindset because everything changes and nothing stays the same. Running a manufacturing company requires continual focus on shifting towards sustainability, anticipating trends, embracing emerging technologies and automation, while driving strategic transformation within the organization. 
 

SN: Being a woman in the industry, what have been your biggest challenges and accomplishments? 

KG: In the three jobs I have worked in during my career, I have always been outnumbered, one of the few or the only female at the table. I have been driven to show my worth and credibility to be there. Balancing my career with my personal life and still leading the way for more women in the industry has been a challenge in general. Leading a diverse team and recognizing that it takes a team has been one of my proudest accomplishments. Developing and retaining a dedicated leadership team is essential to Dee Zee's success. 
 

SN: Who are your role models or mentors in the industry? 

KG: Charlie Brendeland taught me if you are going to do something, do it big, do it right and do it even better the next time. 

Mark Wiederin exemplified the professionalism and knowledge of an accountant, applicable to any business and was steadfast in the existence of a straight line between business and personal expenditures. 

My father, Ron Shivers, started taking me to work with him on Saturdays when I was just a kid. I learned that you need to be 110% committed to the business 24/7, and all contributors to the team are essential. From the janitor to the C suite, it takes each skill, ability and dedicated person to have a successful company. 
 

SN: What is the best career advice you have received? 

KG: It is better to make a decision than not to make a decision. If the decision turns out to be incorrect or doesn't work the way you intended it to, make another one! Keep making decisions until you get it right. 

SN: Have you always wanted to work in the automotive industry? What keeps you here? 

KG: No, automotive was not on my radar as a youth. I wanted to be a DEA Agent or work with marine life, but I did not have 20/20 vision. I truly enjoyed my responsibilities as an automotive accountant, and I am comfortable working in the automotive industry. Honestly, it is my family that keeps me here. I never intended on running the family business, but now I am committed to seeing it through and maybe someday, passing it on to the third generation. 

SN:  Who was the most influential person on your career/goals? 

KG: My parents, Ron and Bev Shivers, were the most influential people in my career and goals. They worked hard to give me opportunities, and continually gave me the emotional support, confidence, and encouragement I needed to pursue my goals, take risks and overcome setbacks. They instilled a hard work ethic in me with discipline, perseverance and responsibility. 

 

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Fill out a #SheIsSEMA spotlight form to submit a self-nomination or nominate a colleague and highlight how you or she is contributing to the specialty-equipment industry. Selected candidates are automatically eligible to be considered for SBN's #SheIsSEMA Woman of the Year award, featured on SBN's social media, SEMA News and recognized on the sema.org/she-is-sema website.