By Michael Imlay

 

Launched in 2014, the SEMA Garage Program Continues to Evolve, Keeping SEMA Members at the Forefront of Innovation

 

 

When the SEMA Garage first opened in Diamond Bar, California, in 2014, attendees came to new-vehicle measuring sessions toting items like cardboard, tracing paper, calipers, yardsticks and pencils. Today, they come armed with laser scanners.
 

Held regularly throughout the year, these SEMA Garage gatherings offer aftermarket businesses of all sizes first-hand access to new OEM vehicles, enabling them to design, develop, prototype and speed new parts to market early in a vehicle's production cycle. And while the purpose of these sessions hasn't changed over time, the tools that today's attendees utilize underscore not only the rapid technological advancements transforming the automotive space, but the SEMA Garage's ongoing mission to keep the aftermarket at the leading edge of the tech evolution.
 

"Our mission is no different now than it was back then in 2014," says Jim Moore, SEMA vice president, OEM and product development. "We support companies that manufacture products so they can put the best possible products they can make into the market and give end users the best possible experience that they can have with their vehicles. We view the SEMA Garage as a sort of 'member skunkworks' where all SEMA-member companies can leverage modern research and development assets quickly, easily and affordably."
 

What has evolved are the tools in SEMA's arsenal. The Garage program now encompasses two facilities—the original 15,000-sq.-ft. Diamond Bar Garage at SEMA's headquarters, and a second, 45,000-sq.-ft. facility that opened four years ago in Detroit. Both locations offer a large array of services to SEMA members, including Tech Transfer, 3D scanning and printing, emissions-compliance testing, measuring sessions, and installation and training centers (see sidebar, p. 75). Additionally, both SEMA Garage facilities are equipped with ADAS Research Centers, where experts explore the implications of advanced driver assistance systems and their interplay with aftermarket vehicle modifications.
 

The 45,000-sq.-ft. Detroit SEMA Garage facility was added in 2022. Its close proximity to major American OEMs assists collaboration on the transformative technologies and issues that are rapidly reshaping the automotive space.

 

Moore notes that a key goal of the SEMA Garage program is to anticipate and identify new automotive trends and technologies to help SEMA members stay ahead of the curve and future-proof their businesses.
 

"We're creating a portfolio of tools that's expanding at the rate at which our market is demanding new access, new tools and new pathways," he explains, adding that exposure to the latest innovations can also accelerate their adoption among SEMA-member businesses.
 

Take, for example, laser scanners and 3D printers. When the first SEMA Garage opened, many smaller aftermarket parts makers were unfamiliar with such tools, let alone their capabilities and value for even a small operation. But after experiencing their potential through the Garage, more and more shops and companies began investing in these devices. Today they're common tools of the trade for builders, garages and parts manufacturers alike.
 

FROM ANALOG TO SOFTWARE-DEFINED

Yet these innovations pale in comparison to what's coming down the pike. According to Moore, the automotive industry is on the verge of a "macro technology shift" that will soon transform the "analog" cars and trucks of yesterday into the "software-defined vehicle [SDV] platforms" of tomorrow. From emissions-controlled internal-combustion engines (ICE) to electric powertrains and autonomous systems, "technology is going to redefine how we build, modify, enjoy and interact with our vehicles," he observes.
 

"What we're seeing now is really a radically new interpretation of what a vehicle can be," continues Moore. "All of the inputs in the vehicle are effectively becoming software-driven systems. What was once primarily an ecosystem of hardware upgrades is quickly expanding to include entirely new software-generated performance and user experiences."
 

And that radical shift is coming faster than perhaps any previous development in the automobile's 140-year history, requiring equally rapid adaption from SEMA and its members. As a critical hub in the association's response, the SEMA Garage is now working to expand its tools, research expertise and policy influence to ensure that aftermarket manufacturers can continue to innovate safely, legally and profitably as they navigate this evolution.
 

Meanwhile, Moore says the Garage also continues to build on the successes of existing services. Notably among them is the SEMA emissions compliance program, which has helped product developers achieve nearly 1,000 California Air Resources Board (CARB) executive orders (EOs) over the past 12 years.
 

This is no small achievement. The passage of the federal Clean Air Act in the '70s presented a major challenge to automotive parts manufacturing. Any product that might adversely impact vehicle emissions became illegal unless it could demonstrate compliance with clean-air standards. The main path to doing so meant undergoing CARB-prescribed emissions testing and documentation to obtain a CARB EO, effectively clearing a part for legal sale. The stakes were high: fines for noncompliance before sale could reach tens of thousands of dollars per part.
 

But many aftermarket manufacturers found CARB testing complicated, expensive and time consuming. The uncertainties around the entire process threatened to stifle the performance industry. Launched with the opening of the first SEMA Garage and expanded with the addition of the Detroit facility, the SEMA Garage emissions testing and certification program helped streamline the process, rein in costs and offer a surer path to compliance.
 

Both SEMA Garage locations also include state-ofthe- art emissions testing labs. SEMA's emissions compliance program has become a game-changer for performance parts makers, streamlining the process of obtaining a CARB EO.

 

More recently, the SEMA Garage also introduced the SEMA Certified program, an EPA-accepted process for "49-state legality" that further fast-tracks the certification and sale of parts in all other states while a manufacturer awaits a final CARB EO for California. This has been a tremendous boon for speeding new parts to market, with approximately 200 certifications approved to date. Moreover, thanks to SEMA Garage testing and awareness programs targeted to the industry, aftermarket emissions compliance has grown dramatically.
 

"Our industry has made incredible progress in, frankly, a short amount of time," says Eric Snyder, SEMA senior director, federal government affairs. "The amount of demonstrated compliance has risen dramatically over the last 15 years, and SEMA has been at the forefront of that. The association has made significant investments to make it easier for SEMA member companies to do the testing to demonstrate emissions compliance, and that has given us tremendous credibility when we advocate for the industry in both Sacramento and Washington, D.C."
 

Moore is quick to underscore that SEMA Garage's emissions and other programs help level the playing field for smaller aftermarket businesses which might otherwise lack the resources for emissions testing and costly research and development efforts.
 

"We're one of the largest, most diverse communities of small-business manufacturers in the world," he explains. "We have some 3,500 companies that are making, innovating, creating and following dreams—doing things that normally only larger companies could do. By democratizing innovation across such a large base, we're empowering these small businesses to find new pathways and scale. That's one of our duties as an association—to connect people to resources, socialize ideas and give them a voice at the table."
 

FUTURE-PROOFING AN INDUSTRY

According to Moore, emissions compliance was a defining issue for SEMA, which learned a major lesson from its experiences safeguarding the industry's right to modify. "We were somewhat reactive on emissions. It taught us we need to be more proactive going forward," he observes, especially with the urgent challenge of addressing ADAS.
 

"ADAS systems are going to reshape the automotive experience and will have significantly greater impact on our industry than emissions did," Moore predicts.
 

Utilizing cameras, lidar and radar, these systems automate such vehicle safety functions as emergency braking, lane-keeping and adaptive cruise control, among others. And while OEMs are rolling them out rapidly in their new vehicles, the systems have yet to be standardized across automakers. Moreover, government regulators have adopted a cautious approach to setting blanket standards, preferring to see how many of these technologies shake out before mandating them.
 

The SEMA Garage helped accelerate small-business adoption of laser scanning within the aftermarket. For those that still lack the technology, both Garage locations offer scanning services.

 

Regardless, these technologies have vast implications for vehicle modifications. As vehicles become further "software defined," ADAS is certain to become more deeply integrated within vehicle platforms. Even now, lifting, leveling or lowering a vehicle can interfere with ADAS sensors and their calibration. An aftermarket bumper or winch or a new wheel/tire combo can easily throw off ADAS features, rendering a vehicle unsafe. The wrong mods can void OEM warranties and raise huge liability issues.
 

"Many aftermarket manufacturers don't yet realize they're even affected," adds Luis Morales, SEMA director, vehicle technology and product development. "There's going to be a spike in urgency as ADAS features become federally mandated or undefeatable."
 

The SEMA Garage's response is the ADAS Research Centers located in both facilities. As ADAS "think tanks," the centers feature purpose-built environments, calibration systems and OEM scan tools so SEMA members can test, recalibrate and validate the fitment and function of their parts with ADAS features. The centers also research and produce white papers to help the aftermarket safely navigate these new technologies.
 

"We need to translate these concepts and educate our members so they can validate that their products aren't going to negatively impact how these systems work," explains Morales.
 

Keeping pace with propulsion technologies, the SEMA Garage has also been adding support for electrified vehicle (EV) and hybrid electrified vehicle (HEV) systems, including the specialized tools, safety and charging equipment required to work with such platforms. These updates will assist companies in developing parts for new- tech vehicles as well as the rapidly expanding EV conversion market.
 

But according to Morales, these additions are just the beginning of a larger range of programs the Garage is developing to help future-proof the aftermarket.
 

"EVs and HEVs are not the only vehicle propulsion solutions out there," he explains. "There are also new ICE opportunities emerging in hydrogen, gaseous fuels and commercial platforms. We're addressing this diversity to help assure our members that their product development won't just hit a dead end in five years. These technologies make the overall landscape of our industry much more colorful and present us with a lot more options."
 

From his vantage point in the SEMA government and public affairs office, Snyder views the SEMA Garage program as a vital pillar of the association's policy and advocacy work, lending credibility to discussions with regulatory agencies and lawmakers.
 

"One of our top legislative priorities right now is getting Congress to pass the ADAS Functionality and Integrity Act, a bill that would require the federal government to create guidelines for ADAS tolerances that would address calibration information gaps that currently exist," he notes, adding that SEMA Garage research and data is also crucial when engaging with the EPA, CARB, DOT, NHTSA and other agencies. Ultimately, he says, policy certainty reduces business risk and accelerates industry innovation.
 

STAYING AGILE, FINDING SOLUTIONS

 

SEMA Garage plans to remain agile, investing in the right tools and talent for the drive forward while deepening relationships with OEMs and policymakers to protect aftermarket access.

 

Moore, Snyder and Morales all agree that the future of the automotive space will remain fast-moving and unpredictable—but most of all exciting. "It would be irresponsible to try to project that we know everything that's coming with precision, but we do know that technology is going to be moving quickly," Moore emphasizes.
 

Still, whatever twists and turns lie ahead, the SEMA Garage plans to remain agile, investing in the right tools and talent for the drive forward while deepening relationships with OEMs and policymakers to protect aftermarket access in the emerging SDV landscape.
 

"If we don't have those conversations," cautions Morales, "the aftermarket will find itself shut out very quickly." But as Snyder also hastens to add, through the SEMA Garage and association advocacy efforts "we now have a seat at the table, not just at local, state and national levels, but at a global level as well."
 

In the end, concludes Moore, "technology is about solving problems, and our job is to make sure the right people are paying attention to the right problems." 

 

READ MORE LIKE THIS FOR FREE

 

SEMA magazine is now available to everyone--at no cost--online by claiming your complimentary subscription. Haven't claimed yours yet? Here's how:

• Claim your coupon voucher HERE
• Fill in the mandatory fields and questions regarding your automotive interests
• Subscribe
• Download the SEMA magazine app
• Sign in to access a year's worth of valuable industry knowledge
• Start reading!

For step-by-step instructions on how to claim your free SEMA magazine subscription, click HERE.

 

By Michael Imlay

 

Launched in 2014, the SEMA Garage Program Continues to Evolve, Keeping SEMA Members at the Forefront of Innovation

 

 

When the SEMA Garage first opened in Diamond Bar, California, in 2014, attendees came to new-vehicle measuring sessions toting items like cardboard, tracing paper, calipers, yardsticks and pencils. Today, they come armed with laser scanners.
 

Held regularly throughout the year, these SEMA Garage gatherings offer aftermarket businesses of all sizes first-hand access to new OEM vehicles, enabling them to design, develop, prototype and speed new parts to market early in a vehicle's production cycle. And while the purpose of these sessions hasn't changed over time, the tools that today's attendees utilize underscore not only the rapid technological advancements transforming the automotive space, but the SEMA Garage's ongoing mission to keep the aftermarket at the leading edge of the tech evolution.
 

"Our mission is no different now than it was back then in 2014," says Jim Moore, SEMA vice president, OEM and product development. "We support companies that manufacture products so they can put the best possible products they can make into the market and give end users the best possible experience that they can have with their vehicles. We view the SEMA Garage as a sort of 'member skunkworks' where all SEMA-member companies can leverage modern research and development assets quickly, easily and affordably."
 

What has evolved are the tools in SEMA's arsenal. The Garage program now encompasses two facilities—the original 15,000-sq.-ft. Diamond Bar Garage at SEMA's headquarters, and a second, 45,000-sq.-ft. facility that opened four years ago in Detroit. Both locations offer a large array of services to SEMA members, including Tech Transfer, 3D scanning and printing, emissions-compliance testing, measuring sessions, and installation and training centers (see sidebar, p. 75). Additionally, both SEMA Garage facilities are equipped with ADAS Research Centers, where experts explore the implications of advanced driver assistance systems and their interplay with aftermarket vehicle modifications.
 

The 45,000-sq.-ft. Detroit SEMA Garage facility was added in 2022. Its close proximity to major American OEMs assists collaboration on the transformative technologies and issues that are rapidly reshaping the automotive space.

 

Moore notes that a key goal of the SEMA Garage program is to anticipate and identify new automotive trends and technologies to help SEMA members stay ahead of the curve and future-proof their businesses.
 

"We're creating a portfolio of tools that's expanding at the rate at which our market is demanding new access, new tools and new pathways," he explains, adding that exposure to the latest innovations can also accelerate their adoption among SEMA-member businesses.
 

Take, for example, laser scanners and 3D printers. When the first SEMA Garage opened, many smaller aftermarket parts makers were unfamiliar with such tools, let alone their capabilities and value for even a small operation. But after experiencing their potential through the Garage, more and more shops and companies began investing in these devices. Today they're common tools of the trade for builders, garages and parts manufacturers alike.
 

FROM ANALOG TO SOFTWARE-DEFINED

Yet these innovations pale in comparison to what's coming down the pike. According to Moore, the automotive industry is on the verge of a "macro technology shift" that will soon transform the "analog" cars and trucks of yesterday into the "software-defined vehicle [SDV] platforms" of tomorrow. From emissions-controlled internal-combustion engines (ICE) to electric powertrains and autonomous systems, "technology is going to redefine how we build, modify, enjoy and interact with our vehicles," he observes.
 

"What we're seeing now is really a radically new interpretation of what a vehicle can be," continues Moore. "All of the inputs in the vehicle are effectively becoming software-driven systems. What was once primarily an ecosystem of hardware upgrades is quickly expanding to include entirely new software-generated performance and user experiences."
 

And that radical shift is coming faster than perhaps any previous development in the automobile's 140-year history, requiring equally rapid adaption from SEMA and its members. As a critical hub in the association's response, the SEMA Garage is now working to expand its tools, research expertise and policy influence to ensure that aftermarket manufacturers can continue to innovate safely, legally and profitably as they navigate this evolution.
 

Meanwhile, Moore says the Garage also continues to build on the successes of existing services. Notably among them is the SEMA emissions compliance program, which has helped product developers achieve nearly 1,000 California Air Resources Board (CARB) executive orders (EOs) over the past 12 years.
 

This is no small achievement. The passage of the federal Clean Air Act in the '70s presented a major challenge to automotive parts manufacturing. Any product that might adversely impact vehicle emissions became illegal unless it could demonstrate compliance with clean-air standards. The main path to doing so meant undergoing CARB-prescribed emissions testing and documentation to obtain a CARB EO, effectively clearing a part for legal sale. The stakes were high: fines for noncompliance before sale could reach tens of thousands of dollars per part.
 

But many aftermarket manufacturers found CARB testing complicated, expensive and time consuming. The uncertainties around the entire process threatened to stifle the performance industry. Launched with the opening of the first SEMA Garage and expanded with the addition of the Detroit facility, the SEMA Garage emissions testing and certification program helped streamline the process, rein in costs and offer a surer path to compliance.
 

Both SEMA Garage locations also include state-ofthe- art emissions testing labs. SEMA's emissions compliance program has become a game-changer for performance parts makers, streamlining the process of obtaining a CARB EO.

 

More recently, the SEMA Garage also introduced the SEMA Certified program, an EPA-accepted process for "49-state legality" that further fast-tracks the certification and sale of parts in all other states while a manufacturer awaits a final CARB EO for California. This has been a tremendous boon for speeding new parts to market, with approximately 200 certifications approved to date. Moreover, thanks to SEMA Garage testing and awareness programs targeted to the industry, aftermarket emissions compliance has grown dramatically.
 

"Our industry has made incredible progress in, frankly, a short amount of time," says Eric Snyder, SEMA senior director, federal government affairs. "The amount of demonstrated compliance has risen dramatically over the last 15 years, and SEMA has been at the forefront of that. The association has made significant investments to make it easier for SEMA member companies to do the testing to demonstrate emissions compliance, and that has given us tremendous credibility when we advocate for the industry in both Sacramento and Washington, D.C."
 

Moore is quick to underscore that SEMA Garage's emissions and other programs help level the playing field for smaller aftermarket businesses which might otherwise lack the resources for emissions testing and costly research and development efforts.
 

"We're one of the largest, most diverse communities of small-business manufacturers in the world," he explains. "We have some 3,500 companies that are making, innovating, creating and following dreams—doing things that normally only larger companies could do. By democratizing innovation across such a large base, we're empowering these small businesses to find new pathways and scale. That's one of our duties as an association—to connect people to resources, socialize ideas and give them a voice at the table."
 

FUTURE-PROOFING AN INDUSTRY

According to Moore, emissions compliance was a defining issue for SEMA, which learned a major lesson from its experiences safeguarding the industry's right to modify. "We were somewhat reactive on emissions. It taught us we need to be more proactive going forward," he observes, especially with the urgent challenge of addressing ADAS.
 

"ADAS systems are going to reshape the automotive experience and will have significantly greater impact on our industry than emissions did," Moore predicts.
 

Utilizing cameras, lidar and radar, these systems automate such vehicle safety functions as emergency braking, lane-keeping and adaptive cruise control, among others. And while OEMs are rolling them out rapidly in their new vehicles, the systems have yet to be standardized across automakers. Moreover, government regulators have adopted a cautious approach to setting blanket standards, preferring to see how many of these technologies shake out before mandating them.
 

The SEMA Garage helped accelerate small-business adoption of laser scanning within the aftermarket. For those that still lack the technology, both Garage locations offer scanning services.

 

Regardless, these technologies have vast implications for vehicle modifications. As vehicles become further "software defined," ADAS is certain to become more deeply integrated within vehicle platforms. Even now, lifting, leveling or lowering a vehicle can interfere with ADAS sensors and their calibration. An aftermarket bumper or winch or a new wheel/tire combo can easily throw off ADAS features, rendering a vehicle unsafe. The wrong mods can void OEM warranties and raise huge liability issues.
 

"Many aftermarket manufacturers don't yet realize they're even affected," adds Luis Morales, SEMA director, vehicle technology and product development. "There's going to be a spike in urgency as ADAS features become federally mandated or undefeatable."
 

The SEMA Garage's response is the ADAS Research Centers located in both facilities. As ADAS "think tanks," the centers feature purpose-built environments, calibration systems and OEM scan tools so SEMA members can test, recalibrate and validate the fitment and function of their parts with ADAS features. The centers also research and produce white papers to help the aftermarket safely navigate these new technologies.
 

"We need to translate these concepts and educate our members so they can validate that their products aren't going to negatively impact how these systems work," explains Morales.
 

Keeping pace with propulsion technologies, the SEMA Garage has also been adding support for electrified vehicle (EV) and hybrid electrified vehicle (HEV) systems, including the specialized tools, safety and charging equipment required to work with such platforms. These updates will assist companies in developing parts for new- tech vehicles as well as the rapidly expanding EV conversion market.
 

But according to Morales, these additions are just the beginning of a larger range of programs the Garage is developing to help future-proof the aftermarket.
 

"EVs and HEVs are not the only vehicle propulsion solutions out there," he explains. "There are also new ICE opportunities emerging in hydrogen, gaseous fuels and commercial platforms. We're addressing this diversity to help assure our members that their product development won't just hit a dead end in five years. These technologies make the overall landscape of our industry much more colorful and present us with a lot more options."
 

From his vantage point in the SEMA government and public affairs office, Snyder views the SEMA Garage program as a vital pillar of the association's policy and advocacy work, lending credibility to discussions with regulatory agencies and lawmakers.
 

"One of our top legislative priorities right now is getting Congress to pass the ADAS Functionality and Integrity Act, a bill that would require the federal government to create guidelines for ADAS tolerances that would address calibration information gaps that currently exist," he notes, adding that SEMA Garage research and data is also crucial when engaging with the EPA, CARB, DOT, NHTSA and other agencies. Ultimately, he says, policy certainty reduces business risk and accelerates industry innovation.
 

STAYING AGILE, FINDING SOLUTIONS

 

SEMA Garage plans to remain agile, investing in the right tools and talent for the drive forward while deepening relationships with OEMs and policymakers to protect aftermarket access.

 

Moore, Snyder and Morales all agree that the future of the automotive space will remain fast-moving and unpredictable—but most of all exciting. "It would be irresponsible to try to project that we know everything that's coming with precision, but we do know that technology is going to be moving quickly," Moore emphasizes.
 

Still, whatever twists and turns lie ahead, the SEMA Garage plans to remain agile, investing in the right tools and talent for the drive forward while deepening relationships with OEMs and policymakers to protect aftermarket access in the emerging SDV landscape.
 

"If we don't have those conversations," cautions Morales, "the aftermarket will find itself shut out very quickly." But as Snyder also hastens to add, through the SEMA Garage and association advocacy efforts "we now have a seat at the table, not just at local, state and national levels, but at a global level as well."
 

In the end, concludes Moore, "technology is about solving problems, and our job is to make sure the right people are paying attention to the right problems." 

 

READ MORE LIKE THIS FOR FREE

 

SEMA magazine is now available to everyone--at no cost--online by claiming your complimentary subscription. Haven't claimed yours yet? Here's how:

• Claim your coupon voucher HERE
• Fill in the mandatory fields and questions regarding your automotive interests
• Subscribe
• Download the SEMA magazine app
• Sign in to access a year's worth of valuable industry knowledge
• Start reading!

For step-by-step instructions on how to claim your free SEMA magazine subscription, click HERE.

 

By Cristian Gonzalez

 

Troy Trepanier Secures His Second Win at the 2025 Battle of the Builders Presented by Mothers Polish

 

There's something to say about those who keep winning, but what is it? Is it that they are that skilled in their trade? Or is it that they know themselves? Do they know their product and the market well enough to know when it's time to shine? For Troy Trepanier and his exceptionally talented team at Rad Rides by Troy, the answer is yes to all the above.
 

Trepanier started his custom shop in 1995 in partnership with his now late father. Since then, his shop has risen to industry fame through seamless fabrication and land-speed performance, garnering massive accolades and awards, including now two overall wins with the SEMA Battle of the Builders (BOTB) Presented by Mothers Polish—SEMA's custom-vehicle competition that takes place at the SEMA Show.
 

Builders can compete in one of the contest's four categories: 4 Wheel Drive & Off-Road; Hot Rod & Hot Rod Truck; Sport Compact, Import Performance, Luxury & Exotic; and BFGoodrich Young Guns (builders 29 and under). Industry judges narrow down the field each day until there are four categorical winners crowned as class champions.
 

A fender-less '36 Ford had to be planned and finessed carefully. Adam Bank's sketch of the early Fenderless solidified their plan for going forward.

 

For the 2025 iteration of BOTB, Rad Rides brought a coach-built '36 roadster coined Fenderless that was commissioned by collector and hot-rod historian Ross Myers. Trepanier and company rolled into Las Vegas for the SEMA Show to compete against 39 other top-shelf builds. Day by day, the competition whittled down to 12 builders, three from each class. The 12 finalists judged each other, and their votes not only determined the four class champions, but also the overall BOTB winner which went to Trepanier and his '36 roadster.
 

In true SEMA fashion, we had to break down and study the anatomy of this success. We reached out to Trepanier and Adam Banks—designer and lead fabricator for Fenderless—to better understand the inspiration behind the build, the details that make this roadster special and what they think the future of custom car-building holds.
 

STAYING TRUE TO TIME

Like most builds, Fenderless began with an idea and a relationship between the owner and the shop. Myers had entrusted Trepanier with previous projects before and came to him and Banks on the possibility of building a roadster around the '36 Ford.
 

Myers proposed a fender-less style and Trepanier thought it would be a hot idea. "If [Ford] would have made a fender-less roadster in '36, it'd have been awesome. The '36 is one of the prettiest cars that Ford had done back then. So the challenge was then 'game on,'" says Trepanier; that challenge being making the fender-less look work.
 

Banks had some concerns with the initial idea. "They're beautiful cars, but doing one as sort of a highboy style, it's very difficult because when you take the fenders off, it doesn't lend itself to that look very well. I always describe it as sort of looking like a bumblebee," he explains.
 

But Banks was confident he could bring Myers' vision to life, and Trepanier had equal confidence in Banks' design. "The way that Adam designed and reproportioned everything. I felt it was spot-on, and it really just came to fruition. It's our best work by a mile," says Trepanier.
 

OEM QUALITY, AFTERMARKET FASHION

While nearly everything on this vehicle would be built in-house from the frame up, the philosophy behind Fenderless was to aesthetically build a car that could look like it came off Ford's 1936 assembly line.
 

"We spent a lot of time trying to make things look like they were appropriate for this car. And while it's not necessarily a themed car or a traditional hot rod, we wanted all the pieces we made for it manufactured to look like they belonged with this car and were possibly manufactured at some point by Ford. So there's a lot of nuances to that and how we designed wheels, suspension components, steering and everything else," says Banks.
 

Trepanier would get admirers who, upon seeing the custom hot rod, would take it for a lightly fabricated Ford. While some might take such remarks as an insult, Trepanier took them as compliments—signals that they achieved what they were after.
 

Trepanier believes a simpler, more fitted look will always move more people than something more extravagant or eccentric. "If it blends in and looks natural when looking at it, then I believe you've done it right," he says.
 

A complete custom interior was done almost entirely in house at Rad Rides—along with the rest of the build. The only exception was any chrome plating.

 

The build shines in its simplicity and elegance, but its construction was far from simple, as the Rad team designed and constructed everything in-house: the frame, the dash, the upholstery, the wheels and suspension components. Short of molding their own tires and chrome plating, Trepanier kept nearly everything under his roof.
 

"We do everything right here. We don't rely on anybody," he explains. "And I always say there's guys that build car bodies. They might say, 'We built the body.' And that's cool, right? There's not very many that do it [all under one shop]. We did all the machining on all the suspension, all the wheels. We made the door hinges, the door handles, the steering column, the radiator tanks, and we made a lot of other parts."
 

He continues, "As I've done this for 30 years, each time maybe we didn't do a certain part of [the build]. The next time we're like, 'Alright, what's the equipment we need to do that? And we [need] people that can do it.' We try to control our own destiny that way—by doing everything here."
 

HELLO FROM THE UNDERSIDE

Among the many winning features, Trepanier thinks a large part of his win came from the unique perspectives the BOTB event offered to judges and the audience. With a vehicle lift as part of the stage, the builders were able to showcase the well-thought-out craftsmanship that went into the underside. "When we raised it, and the guys went under, it was, like, jaw-dropping for them… I think it caught them off guard," expresses Trepanier.
 

Lifting the vehicle allows the judges to get a full 360-degree view of it, and it lends the builders the chance to create something unique that only a few would be able to see and appreciate.
 

Fenderless' underside matched its roadside view—unique and simple. What caught everyone off guard was just how well every component complemented the other. The matching oil pans, the control arms, even the brake drums all pay homage to other components with familiar fin features. It's the kind of attention to detail that demands your gaze.
 

Once you study the vehicle's underside, you begin to better understand Troy's philosophy on building—less is more, and more can sometimes feel "like drinking out of a fire hose." Something simple like the fin design, coupled with artistic vision, can still draw eyes.
 

"Just try to keep it simple," asserts Trepanier. "When I look at the bottom of the car, everything looks like it's very in order and very simple, [almost] like it's missing something, but it's just the stuff you don't need. The stuff that it needs to work is there, and that's it."
 

OLD AND NEW ENGINEERING

While the body was made to stay close to a Ford '36 Roadster, the engine told a little different story, one of perfect synthesis between old and modern engineering.
 

The Rad team fitted a '57 Ford 312ci Y-block into the fabricated engine bay, and it boasts a few unique parts blending old and new technologies. Bringing power into the old motor is the McCullough VR57 supercharger. In the spirit of "from factory," the finned supercharger was an available add-on for the '57 Thunderbird, which according to Hemmings, brought the 312-equipped Thunderbird up to 300 hp.
 

The exhaust manifolds were 3D printed by Beehive Industries. They are a representation of advanced technology that may soon fill the aftermarket landscape.

 

What really tied the engine together aesthetically was the in-house machined air plenum, which Banks said many believed the supercharger was machined around. "A lot of people think that we machined [the supercharger] case to match the air plenum and some of the other things on the car, but it was the other way around. We just cleaned it up, and then we made the air plenum look like it belonged with the supercharger," he explains.
 

Exhibiting the future of aftermarket building technology were the exhaust manifolds. Banks and Trepanier were approached by an old peer who jumped from the automotive industry into defense and aerospace. He came to them saying he now worked for Beehive Industries, manufacturing 3D-printed metal parts for jet and helicopter engines, and offered to build something unique for this project.
 

What came off the print bed were custom intake manifolds 3D printed from Inconel. Banks explains, "From what I understand, it [came from] the only printer in the United States, at least at the time, that was able to print those in one piece where you didn't have to weld multiple components together… Brian Ferguson, who works for us in the shop here, deburred and polished them. That's what we ended up with. The corrosion resistance is very similar to stainless steel, but Inconel has better heat characteristics as far as expansion than stainless steel. So it's used for a lot of high-performance applications and way overkill for this car."
 

A GOOD HAND TO PLAY

Rad Rides had previously won the BOTB back in 2017 with their '29 Ford Model A Tudor, but despite building incredible vehicles since, they've held back from throwing their hat in the ring, but why?
 

To put it simply, "I figured that eight-year span was a pretty good time frame to give it another shot and this was the right car," said Trepanier. But as he explored and divulged his answer, he became more esoteric in his reasoning.
 

"It was the right car," he said. He believed he and his team had built "top-shelf" builds—all capable of garnering accolades and all with the same quality as Fenderless. "But it's not the same feel. Maybe [because they were] more driven towards that customer? I call them artsy-fartsy builds sometimes, and they're a little more elegant, but it's just not the right feel."
 

Trepanier had forged a career around building some incredibly well-engineered cars, and with the full creative freedom that Myers had entrusted him, he and his team built something worthwhile that could create buzz and drop jaws onto the Show floor.
 

It's a skill and trade that he has spent more than 20 years developing. Trepanier has carried this philosophy of continually improving, striving to grow and build upon what's there. Twenty years of developing skills and purchasing tooling enabled the shop to build a vehicle from scratch, and it gave him the foresight to know when it was the right time to compete against the aftermarket's best builds. "We're constantly getting better. We're constantly pushing ourselves to get better each time and make it easier to work on and make it work better," says Trepanier.
 

WHAT THE FUTURE MAY HOLD

 

Everything on Fenderless was uniform and followed certain style.

 

While we had Trepanier's and Banks' brains to pick, we asked the two industry pacesetters where they see the building trends headed from their positions in the industry.
 

Both mentioned that with the rise of accessible technology, we could see much more advanced builds on an elevated scale. "It just keeps elevating," says Trepanier. "There were, who knows, probably hundreds of cars there that were $1,000,000 or more—easy. Hundreds, maybe more? It's crazy where it's come to. But the money's out there. The industry is strong, and it just keeps getting better."
 

Trepanier's sentiments echoed those of SEMA Vice President of OEM and Product Development Jim Moore in our previous article "Trends Unboxed" (SEMA magazine January/February 2026), which evaluated trends seen at the SEMA Show. Moore argued that build quality is improving exponentially and will continue as access to advanced technologies increases.
 

Banks added that he also sees a rise in imported cars making their way into the building scene, a foreshadowing that aligns with the recent prevalence of Japanese imports showcased at the 2025 SEMA Show. But he also agreed with Trepanier that elevated builds on the level of OE quality are around the corner, enabled by improved scanning tools and 3D-printed components.
 

He says, "I personally think that all the technologies are going to help facilitate that we're going to get things closer and closer to OE quality, but as a one-off. And so I think there's a number of cars that were at SEMA this year that are pretty good representations of the next step in that sort of evolution."
 

While we wait for what's in store for this coming 2026 BOTB with a new line of skillfully crafted cars and trucks, we are left with Trepanier's notice for those patiently waiting to see what's brewing in the Rad Rides garage and their next BOTB entree, "It's going to be over the top… and just lights out."
 

BFGoodrich YOUNG GUNS CLASS WINNER: THOMAS DICKERSON

 

Thomas Dickerson accepts his award among the other young guns.

Each categorical winner of the Battle of the Builders (BOTB) Presented by Mothers is a champion in their own class. And while each has gone up against a fleet of stellar entries and has been crowned a category winner, there's something special to be said about the BFGoodrich Young Guns winner.
 

The BFGoodrich Young Guns class is for up-and-coming builders under age 29. Created to highlight the emerging generation of builders making headway in the industry, it encourages newcomers to show their talents in the competitive yet supportive environment that is BOTB.
 

While short on experience, the builds these young men and women produce are nothing short of extraordinary, and they cast a bright light on our industry's future.
 

Shining brightest was this year's winner of that category, Thomas Dickerson from Lexington, Georgia, and his refined '67 Chevy C10.
 

Dickerson is no stranger to the BOTB battlefield. In 2021, he entered the Young Guns division with his '67 Shelby GT350 Mustang. To his surprise at age 22, he made his way into the top 40. Following the competition, the experience ignited a new sense of inspiration in him.
 

Returning from Las Vegas, he decided to return to the BOTB stage with a truck platform, specifically his grandfather's old C10. "I got to see many builds from industry professionals and made it a target to hit. I wanted the truck to push me out of my boundaries and solidify my spot in the industry as I get my start," says Dickerson.
 

With this new fire in him, he got to work planning this C10 build. Dickerson was inspired by a pro-touring car he saw paired to a C10 truck. He wanted a performance-based build, yet still emanated the class of a C10. "I worked on a rendering with Tavis Highlander through Art Morrison and we came up with the perfect design to merge the performance aspects with a pro-touring look in a C10," explains Dickerson.
 

A METAL CANVAS

 

Powering the Chevy is a GM Performance LT4 motor.

 

The C10 was Dickerson's canvas but also his training module. With no customer to work with, he was able to completely fabricate and mold the truck to his vision—from the new metal body to the fabricated, modernized dash and interior. But building the truck himself meant stepping out of his comfort zone and entering new territory, including interior design and upholstery.
 

Equally as impressive is the elegant wooden bed he constructed with an actuating lift, allowing eyes to spectate the bronze-painted and smoothed Art Morrison frame and differential. The bed was custom-fabricated and made with Brazilian ironwood. The best part—it automatically drops back down when the engine turns over.
 

Speaking of that engine, the Chevy's custom engine bay cradles a GM Performance LT4 motor—generating 650 hp—paired with a 10L90 10-speed transmission.
 

Dickerson regularly updated social-media followers on Facebook and Instagram, garnering significant anticipation and the final product put Dickerson at the head of the field—putting him in the same league with industry professionals for the overall winning title. While Troy Trepanier came out best in Show, Dickerson still carved his name in SEMA history. "Having received the top award for Battle of the Builders Young Guns is definitely surreal to me still. I definitely feel like the truck earned its spot every step through the competition and it was cool hearing the responses from industry professionals," says Dickerson.
 

OPENING DOORS

 

Dickerson's C10 drives onto the lift to show off the hidden craftsmanship and flair riding underneath.

 

Dickerson is a true believer in the Young Guns portion of BOTB, having competed in the category twice now. He believes it instills inspiration to younger, greener industry hopefuls, showing them what is possible for someone at 25-years-old with passion and hard work.
 

Motivating the next generation to get involved in the industry has been a mission priority for SEMA, as it ensures the specialty-equipment market's future vitality. And it's why BFGoodrich has partnered with SEMA to help elevate the Young Guns division of the competition.
 

It's a move that even has Dickerson excited. As he puts it, "I believe with BFGoodrich joining the fight, I think [Young Guns] will only continue to grow with support like theirs as a proven name in our industry. Young Guns gives the chance for a young builder to be placed in the event and gives the builder the opportunity to network and connect."
 

With BFGoodrich now a proud sponsor of Young Guns, it brings a new lens of legitimacy to the platform as well as increased audience reach through their media channels. More companies and entities will see a tier-one name attached to the Young Guns competition, and pay attention to what these youngsters have to offer.

 

Dickerson's C10 drives onto the lift to show off the hidden craftsmanship and flair riding underneath.

 

Getting these young builders and their vehicles out to the Las Vegas Show floor offers them incredible opportunities. Dickerson himself experienced this during his first BOTB run. According to an interview he did with ScottieDTV, many of the companies he networked with at the 2021 SEMA Show followed up and partnered with him on the C10 build. "These companies allowed me to push the boundaries as a young gun and it really shows," says Dickerson. "Their unwavering support allowed me to produce an extremely high-quality build and familiarize myself with professional high-quality products used by many industry [members]."
 

Dickerson feels the industry could always do more to showcase and promote career opportunities within the aftermarket, especially in schools. It's a matter that resonates deeply with him, and he is doing his part locally: "Personally, going through technical college is where I got my foot in the door, but I did not have a path to follow. I have been helping lay a path for those local to me to follow if they truly have a passion to get into this industry."
 

With a Young Guns trophy under his belt, Dickerson's mission remains relatively unchanged. With his new shop, Thomas Performance Engineering, he plans to continue building pre-'90s classic vehicles. Currently, he's working on a client's '63 split-window Corvette with an LT4. He also works closely with Art Morrison Enterprises, finessing and outfitting special-ordered chassis with drivetrain assemblies.
 

"This entire business endeavor has been the result of years of proper planning along with guidance from my industry mentors, who have made this industry what it is," says Dickerson.
 

Regarding future BOTB events, "I do plan to compete again one day soon," says Dickerson.
 

"I can't compete in Young Guns as I have won, but I do plan to compete in the Hot Rod Class as an up-and-coming professional."
 

Dickerson has proven his creative talent and has established himself as a top-tier builder, and the industry awaits to see how he'll fare next to the big dogs with his next project. "The future is bright, and Thomas Performance Engineering will continue to grow and leave a path for those who are interested in making a career in this amazing industry," he concludes.
 

To learn more about him, Dickerson recommends checking out his self-titled episode of the "Oil and Whiskey Podcast" where he sits down to talk about his business, his build and thoughts on the industry. 

 

By Cristian Gonzalez

 

Troy Trepanier Secures His Second Win at the 2025 Battle of the Builders Presented by Mothers Polish

 

There's something to say about those who keep winning, but what is it? Is it that they are that skilled in their trade? Or is it that they know themselves? Do they know their product and the market well enough to know when it's time to shine? For Troy Trepanier and his exceptionally talented team at Rad Rides by Troy, the answer is yes to all the above.
 

Trepanier started his custom shop in 1995 in partnership with his now late father. Since then, his shop has risen to industry fame through seamless fabrication and land-speed performance, garnering massive accolades and awards, including now two overall wins with the SEMA Battle of the Builders (BOTB) Presented by Mothers Polish—SEMA's custom-vehicle competition that takes place at the SEMA Show.
 

Builders can compete in one of the contest's four categories: 4 Wheel Drive & Off-Road; Hot Rod & Hot Rod Truck; Sport Compact, Import Performance, Luxury & Exotic; and BFGoodrich Young Guns (builders 29 and under). Industry judges narrow down the field each day until there are four categorical winners crowned as class champions.
 

A fender-less '36 Ford had to be planned and finessed carefully. Adam Bank's sketch of the early Fenderless solidified their plan for going forward.

 

For the 2025 iteration of BOTB, Rad Rides brought a coach-built '36 roadster coined Fenderless that was commissioned by collector and hot-rod historian Ross Myers. Trepanier and company rolled into Las Vegas for the SEMA Show to compete against 39 other top-shelf builds. Day by day, the competition whittled down to 12 builders, three from each class. The 12 finalists judged each other, and their votes not only determined the four class champions, but also the overall BOTB winner which went to Trepanier and his '36 roadster.
 

In true SEMA fashion, we had to break down and study the anatomy of this success. We reached out to Trepanier and Adam Banks—designer and lead fabricator for Fenderless—to better understand the inspiration behind the build, the details that make this roadster special and what they think the future of custom car-building holds.
 

STAYING TRUE TO TIME

Like most builds, Fenderless began with an idea and a relationship between the owner and the shop. Myers had entrusted Trepanier with previous projects before and came to him and Banks on the possibility of building a roadster around the '36 Ford.
 

Myers proposed a fender-less style and Trepanier thought it would be a hot idea. "If [Ford] would have made a fender-less roadster in '36, it'd have been awesome. The '36 is one of the prettiest cars that Ford had done back then. So the challenge was then 'game on,'" says Trepanier; that challenge being making the fender-less look work.
 

Banks had some concerns with the initial idea. "They're beautiful cars, but doing one as sort of a highboy style, it's very difficult because when you take the fenders off, it doesn't lend itself to that look very well. I always describe it as sort of looking like a bumblebee," he explains.
 

But Banks was confident he could bring Myers' vision to life, and Trepanier had equal confidence in Banks' design. "The way that Adam designed and reproportioned everything. I felt it was spot-on, and it really just came to fruition. It's our best work by a mile," says Trepanier.
 

OEM QUALITY, AFTERMARKET FASHION

While nearly everything on this vehicle would be built in-house from the frame up, the philosophy behind Fenderless was to aesthetically build a car that could look like it came off Ford's 1936 assembly line.
 

"We spent a lot of time trying to make things look like they were appropriate for this car. And while it's not necessarily a themed car or a traditional hot rod, we wanted all the pieces we made for it manufactured to look like they belonged with this car and were possibly manufactured at some point by Ford. So there's a lot of nuances to that and how we designed wheels, suspension components, steering and everything else," says Banks.
 

Trepanier would get admirers who, upon seeing the custom hot rod, would take it for a lightly fabricated Ford. While some might take such remarks as an insult, Trepanier took them as compliments—signals that they achieved what they were after.
 

Trepanier believes a simpler, more fitted look will always move more people than something more extravagant or eccentric. "If it blends in and looks natural when looking at it, then I believe you've done it right," he says.
 

A complete custom interior was done almost entirely in house at Rad Rides—along with the rest of the build. The only exception was any chrome plating.

 

The build shines in its simplicity and elegance, but its construction was far from simple, as the Rad team designed and constructed everything in-house: the frame, the dash, the upholstery, the wheels and suspension components. Short of molding their own tires and chrome plating, Trepanier kept nearly everything under his roof.
 

"We do everything right here. We don't rely on anybody," he explains. "And I always say there's guys that build car bodies. They might say, 'We built the body.' And that's cool, right? There's not very many that do it [all under one shop]. We did all the machining on all the suspension, all the wheels. We made the door hinges, the door handles, the steering column, the radiator tanks, and we made a lot of other parts."
 

He continues, "As I've done this for 30 years, each time maybe we didn't do a certain part of [the build]. The next time we're like, 'Alright, what's the equipment we need to do that? And we [need] people that can do it.' We try to control our own destiny that way—by doing everything here."
 

HELLO FROM THE UNDERSIDE

Among the many winning features, Trepanier thinks a large part of his win came from the unique perspectives the BOTB event offered to judges and the audience. With a vehicle lift as part of the stage, the builders were able to showcase the well-thought-out craftsmanship that went into the underside. "When we raised it, and the guys went under, it was, like, jaw-dropping for them… I think it caught them off guard," expresses Trepanier.
 

Lifting the vehicle allows the judges to get a full 360-degree view of it, and it lends the builders the chance to create something unique that only a few would be able to see and appreciate.
 

Fenderless' underside matched its roadside view—unique and simple. What caught everyone off guard was just how well every component complemented the other. The matching oil pans, the control arms, even the brake drums all pay homage to other components with familiar fin features. It's the kind of attention to detail that demands your gaze.
 

Once you study the vehicle's underside, you begin to better understand Troy's philosophy on building—less is more, and more can sometimes feel "like drinking out of a fire hose." Something simple like the fin design, coupled with artistic vision, can still draw eyes.
 

"Just try to keep it simple," asserts Trepanier. "When I look at the bottom of the car, everything looks like it's very in order and very simple, [almost] like it's missing something, but it's just the stuff you don't need. The stuff that it needs to work is there, and that's it."
 

OLD AND NEW ENGINEERING

While the body was made to stay close to a Ford '36 Roadster, the engine told a little different story, one of perfect synthesis between old and modern engineering.
 

The Rad team fitted a '57 Ford 312ci Y-block into the fabricated engine bay, and it boasts a few unique parts blending old and new technologies. Bringing power into the old motor is the McCullough VR57 supercharger. In the spirit of "from factory," the finned supercharger was an available add-on for the '57 Thunderbird, which according to Hemmings, brought the 312-equipped Thunderbird up to 300 hp.
 

The exhaust manifolds were 3D printed by Beehive Industries. They are a representation of advanced technology that may soon fill the aftermarket landscape.

 

What really tied the engine together aesthetically was the in-house machined air plenum, which Banks said many believed the supercharger was machined around. "A lot of people think that we machined [the supercharger] case to match the air plenum and some of the other things on the car, but it was the other way around. We just cleaned it up, and then we made the air plenum look like it belonged with the supercharger," he explains.
 

Exhibiting the future of aftermarket building technology were the exhaust manifolds. Banks and Trepanier were approached by an old peer who jumped from the automotive industry into defense and aerospace. He came to them saying he now worked for Beehive Industries, manufacturing 3D-printed metal parts for jet and helicopter engines, and offered to build something unique for this project.
 

What came off the print bed were custom intake manifolds 3D printed from Inconel. Banks explains, "From what I understand, it [came from] the only printer in the United States, at least at the time, that was able to print those in one piece where you didn't have to weld multiple components together… Brian Ferguson, who works for us in the shop here, deburred and polished them. That's what we ended up with. The corrosion resistance is very similar to stainless steel, but Inconel has better heat characteristics as far as expansion than stainless steel. So it's used for a lot of high-performance applications and way overkill for this car."
 

A GOOD HAND TO PLAY

Rad Rides had previously won the BOTB back in 2017 with their '29 Ford Model A Tudor, but despite building incredible vehicles since, they've held back from throwing their hat in the ring, but why?
 

To put it simply, "I figured that eight-year span was a pretty good time frame to give it another shot and this was the right car," said Trepanier. But as he explored and divulged his answer, he became more esoteric in his reasoning.
 

"It was the right car," he said. He believed he and his team had built "top-shelf" builds—all capable of garnering accolades and all with the same quality as Fenderless. "But it's not the same feel. Maybe [because they were] more driven towards that customer? I call them artsy-fartsy builds sometimes, and they're a little more elegant, but it's just not the right feel."
 

Trepanier had forged a career around building some incredibly well-engineered cars, and with the full creative freedom that Myers had entrusted him, he and his team built something worthwhile that could create buzz and drop jaws onto the Show floor.
 

It's a skill and trade that he has spent more than 20 years developing. Trepanier has carried this philosophy of continually improving, striving to grow and build upon what's there. Twenty years of developing skills and purchasing tooling enabled the shop to build a vehicle from scratch, and it gave him the foresight to know when it was the right time to compete against the aftermarket's best builds. "We're constantly getting better. We're constantly pushing ourselves to get better each time and make it easier to work on and make it work better," says Trepanier.
 

WHAT THE FUTURE MAY HOLD

 

Everything on Fenderless was uniform and followed certain style.

 

While we had Trepanier's and Banks' brains to pick, we asked the two industry pacesetters where they see the building trends headed from their positions in the industry.
 

Both mentioned that with the rise of accessible technology, we could see much more advanced builds on an elevated scale. "It just keeps elevating," says Trepanier. "There were, who knows, probably hundreds of cars there that were $1,000,000 or more—easy. Hundreds, maybe more? It's crazy where it's come to. But the money's out there. The industry is strong, and it just keeps getting better."
 

Trepanier's sentiments echoed those of SEMA Vice President of OEM and Product Development Jim Moore in our previous article "Trends Unboxed" (SEMA magazine January/February 2026), which evaluated trends seen at the SEMA Show. Moore argued that build quality is improving exponentially and will continue as access to advanced technologies increases.
 

Banks added that he also sees a rise in imported cars making their way into the building scene, a foreshadowing that aligns with the recent prevalence of Japanese imports showcased at the 2025 SEMA Show. But he also agreed with Trepanier that elevated builds on the level of OE quality are around the corner, enabled by improved scanning tools and 3D-printed components.
 

He says, "I personally think that all the technologies are going to help facilitate that we're going to get things closer and closer to OE quality, but as a one-off. And so I think there's a number of cars that were at SEMA this year that are pretty good representations of the next step in that sort of evolution."
 

While we wait for what's in store for this coming 2026 BOTB with a new line of skillfully crafted cars and trucks, we are left with Trepanier's notice for those patiently waiting to see what's brewing in the Rad Rides garage and their next BOTB entree, "It's going to be over the top… and just lights out."
 

BFGoodrich YOUNG GUNS CLASS WINNER: THOMAS DICKERSON

 

Thomas Dickerson accepts his award among the other young guns.

Each categorical winner of the Battle of the Builders (BOTB) Presented by Mothers is a champion in their own class. And while each has gone up against a fleet of stellar entries and has been crowned a category winner, there's something special to be said about the BFGoodrich Young Guns winner.
 

The BFGoodrich Young Guns class is for up-and-coming builders under age 29. Created to highlight the emerging generation of builders making headway in the industry, it encourages newcomers to show their talents in the competitive yet supportive environment that is BOTB.
 

While short on experience, the builds these young men and women produce are nothing short of extraordinary, and they cast a bright light on our industry's future.
 

Shining brightest was this year's winner of that category, Thomas Dickerson from Lexington, Georgia, and his refined '67 Chevy C10.
 

Dickerson is no stranger to the BOTB battlefield. In 2021, he entered the Young Guns division with his '67 Shelby GT350 Mustang. To his surprise at age 22, he made his way into the top 40. Following the competition, the experience ignited a new sense of inspiration in him.
 

Returning from Las Vegas, he decided to return to the BOTB stage with a truck platform, specifically his grandfather's old C10. "I got to see many builds from industry professionals and made it a target to hit. I wanted the truck to push me out of my boundaries and solidify my spot in the industry as I get my start," says Dickerson.
 

With this new fire in him, he got to work planning this C10 build. Dickerson was inspired by a pro-touring car he saw paired to a C10 truck. He wanted a performance-based build, yet still emanated the class of a C10. "I worked on a rendering with Tavis Highlander through Art Morrison and we came up with the perfect design to merge the performance aspects with a pro-touring look in a C10," explains Dickerson.
 

A METAL CANVAS

 

Powering the Chevy is a GM Performance LT4 motor.

 

The C10 was Dickerson's canvas but also his training module. With no customer to work with, he was able to completely fabricate and mold the truck to his vision—from the new metal body to the fabricated, modernized dash and interior. But building the truck himself meant stepping out of his comfort zone and entering new territory, including interior design and upholstery.
 

Equally as impressive is the elegant wooden bed he constructed with an actuating lift, allowing eyes to spectate the bronze-painted and smoothed Art Morrison frame and differential. The bed was custom-fabricated and made with Brazilian ironwood. The best part—it automatically drops back down when the engine turns over.
 

Speaking of that engine, the Chevy's custom engine bay cradles a GM Performance LT4 motor—generating 650 hp—paired with a 10L90 10-speed transmission.
 

Dickerson regularly updated social-media followers on Facebook and Instagram, garnering significant anticipation and the final product put Dickerson at the head of the field—putting him in the same league with industry professionals for the overall winning title. While Troy Trepanier came out best in Show, Dickerson still carved his name in SEMA history. "Having received the top award for Battle of the Builders Young Guns is definitely surreal to me still. I definitely feel like the truck earned its spot every step through the competition and it was cool hearing the responses from industry professionals," says Dickerson.
 

OPENING DOORS

 

Dickerson's C10 drives onto the lift to show off the hidden craftsmanship and flair riding underneath.

 

Dickerson is a true believer in the Young Guns portion of BOTB, having competed in the category twice now. He believes it instills inspiration to younger, greener industry hopefuls, showing them what is possible for someone at 25-years-old with passion and hard work.
 

Motivating the next generation to get involved in the industry has been a mission priority for SEMA, as it ensures the specialty-equipment market's future vitality. And it's why BFGoodrich has partnered with SEMA to help elevate the Young Guns division of the competition.
 

It's a move that even has Dickerson excited. As he puts it, "I believe with BFGoodrich joining the fight, I think [Young Guns] will only continue to grow with support like theirs as a proven name in our industry. Young Guns gives the chance for a young builder to be placed in the event and gives the builder the opportunity to network and connect."
 

With BFGoodrich now a proud sponsor of Young Guns, it brings a new lens of legitimacy to the platform as well as increased audience reach through their media channels. More companies and entities will see a tier-one name attached to the Young Guns competition, and pay attention to what these youngsters have to offer.

 

Dickerson's C10 drives onto the lift to show off the hidden craftsmanship and flair riding underneath.

 

Getting these young builders and their vehicles out to the Las Vegas Show floor offers them incredible opportunities. Dickerson himself experienced this during his first BOTB run. According to an interview he did with ScottieDTV, many of the companies he networked with at the 2021 SEMA Show followed up and partnered with him on the C10 build. "These companies allowed me to push the boundaries as a young gun and it really shows," says Dickerson. "Their unwavering support allowed me to produce an extremely high-quality build and familiarize myself with professional high-quality products used by many industry [members]."
 

Dickerson feels the industry could always do more to showcase and promote career opportunities within the aftermarket, especially in schools. It's a matter that resonates deeply with him, and he is doing his part locally: "Personally, going through technical college is where I got my foot in the door, but I did not have a path to follow. I have been helping lay a path for those local to me to follow if they truly have a passion to get into this industry."
 

With a Young Guns trophy under his belt, Dickerson's mission remains relatively unchanged. With his new shop, Thomas Performance Engineering, he plans to continue building pre-'90s classic vehicles. Currently, he's working on a client's '63 split-window Corvette with an LT4. He also works closely with Art Morrison Enterprises, finessing and outfitting special-ordered chassis with drivetrain assemblies.
 

"This entire business endeavor has been the result of years of proper planning along with guidance from my industry mentors, who have made this industry what it is," says Dickerson.
 

Regarding future BOTB events, "I do plan to compete again one day soon," says Dickerson.
 

"I can't compete in Young Guns as I have won, but I do plan to compete in the Hot Rod Class as an up-and-coming professional."
 

Dickerson has proven his creative talent and has established himself as a top-tier builder, and the industry awaits to see how he'll fare next to the big dogs with his next project. "The future is bright, and Thomas Performance Engineering will continue to grow and leave a path for those who are interested in making a career in this amazing industry," he concludes.
 

To learn more about him, Dickerson recommends checking out his self-titled episode of the "Oil and Whiskey Podcast" where he sits down to talk about his business, his build and thoughts on the industry. 

 

From the SEMA Washington, D.C., office

 

 

A SEMA-sponsored California bill (SB 1069), aimed at reforming the California Air Resources Board's (CARB) Executive Order (EO) process for aftermarket parts, has advanced out of the Senate Environmental Quality Committee. It now moves to the Senate Appropriations Committee.

 

• EOs are required for many emissions-related aftermarket parts to be legally sold in California. While the standards themselves remain unchanged, companies must wait for CARB approval before bringing products to market, making the decision timeline a critical issue for the industry.

 

The measure, authored by Sen. Tim Grayson (D-Concord), is focused on improving the EO application process by establishing clear timelines for CARB to act on submissions and by adding transparency around how long approvals are taking. It does not change emissions requirements or limit CARB's authority to deny non-compliant products.

 

The reform is needed to bring predictability to a process that has become increasingly uncertain. Companies are investing heavily in testing and compliance; the process costs companies several thousand dollars for each application in fees that were intended to facilitate faster reviews. However, long and inconsistent wait times continue to delay product launches and tie up capital.

 

If you have any questions or are interested in supporting the effort, contact Christian Robinson, SEMA's senior director for state government affairs, at christianr@sema.org.

 

This article was originally published on Thursday, April 16.

 

Top image courtesy of Shutterstock | Robert Schlie

Featured feed image courtesy of Shutterstock | Lane V. Erickson

 

From the SEMA Washington, D.C., office

 

 

A SEMA-sponsored California bill (SB 1069), aimed at reforming the California Air Resources Board's (CARB) Executive Order (EO) process for aftermarket parts, has advanced out of the Senate Environmental Quality Committee. It now moves to the Senate Appropriations Committee.

 

• EOs are required for many emissions-related aftermarket parts to be legally sold in California. While the standards themselves remain unchanged, companies must wait for CARB approval before bringing products to market, making the decision timeline a critical issue for the industry.

 

The measure, authored by Sen. Tim Grayson (D-Concord), is focused on improving the EO application process by establishing clear timelines for CARB to act on submissions and by adding transparency around how long approvals are taking. It does not change emissions requirements or limit CARB's authority to deny non-compliant products.

 

The reform is needed to bring predictability to a process that has become increasingly uncertain. Companies are investing heavily in testing and compliance; the process costs companies several thousand dollars for each application in fees that were intended to facilitate faster reviews. However, long and inconsistent wait times continue to delay product launches and tie up capital.

 

If you have any questions or are interested in supporting the effort, contact Christian Robinson, SEMA's senior director for state government affairs, at christianr@sema.org.

 

This article was originally published on Thursday, April 16.

 

Top image courtesy of Shutterstock | Robert Schlie

Featured feed image courtesy of Shutterstock | Lane V. Erickson

 

By Laura Pitts

 

 

My Acura Grand Prix of Long Beach (GPLB) weekend began in the passenger seat of a Porsche 911 Carrera GTS, the safety car for the Porsche Carrera Cup North America, with IMSA and TransAm champion Tommy Kendall behind the wheel. And yes, I fully understand how much that sentence captures a once-in-a-lifetime moment.

 

There's something visceral about experiencing a street circuit at speed from the seat of a Porsche before the crowds officially arrive. It's like seeing the track in its purest form––before the noise, before the chaos, before the big show.

 

Although, in true Long Beach fashion, the crowds were already there––lined up on public bridges, phones out, watching us flash underneath in a blur.

 

By the time we hit the main straight for the second time, it all started to sink in. The speedometer was creeping past 150 mph. I was pinned into the seat, trying––mostly failing––to capture the moment. It was equal parts surreal and slightly out of control (at least on my end) in the best possible way.

 

 

One lap later, we peeled into the pit lane and rolled to a smooth stop. That's when Kendall casually mentioned it was his first warm-up lap around the Long Beach street circuit in 20 years.

 

My immediate reaction?

 

"You could've fooled me."

 

From there, it was straight into the rhythm of Media Day––working pit lane, photographing Formula Drift builds up close and taking in the mix of competition cars and curated builds that define this event.

 

The Legacy of Jim Michaelian Carries On

 

Before we got into GP competition talk, the weekend took a moment to remember a longtime fixture of the event, Jim Michaelian, the Acura GPLB president and CEO who passed away in March.

 

It was the first Media Day where Michaelian was not addressing media members on stage since the Grand Prix's inception. His absence, but also his influence, was felt everywhere.

 

To help celebrate his legacy, every car on track––across every series during the GP weekend––will carry a sticker honoring Michaelian. The sense of legacy carried directly into the future of the event during conversations with LBGP leadership.

 

 

Jim Liaw, who most recently served as the general manager for PRI, was a familiar presence for our PRI team. He stepped into his role sooner than expected following Michaelian's passing.

Speaking to the press about evolution, Liaw shared how, under new ownership from Penske Corporation, the Acura GPLB is already seeing upgrades––new grandstands, expanded viewing areas, even a double-decker hospitality structure along pit row. There are murals now, too, scattered throughout the circuit, telling the story of a race that has been part of this city since 1975.

 

And beyond the racing, the Grand Prix Foundation continues to invest back into Long Beach, supporting local students year after year.

 

It's easy to focus on lap times and results, but weekends like this remind you that major events are ecosystems. They shape cities just as much as they showcase speed.

 

Inside the Formula Drift Mindset

 

 

Then came the Formula Drift press conference. (By the time this reaches readers, the Formula Drift season opener is already in the books, with Conor Shanahan taking the Round 1 win on the streets of Long Beach after a close final against Fredric Aasbø.)

 

If you want a snapshot of where Formula Drift is right now, it's this: the talent level has never been higher––and everyone knows it.

 

Reigning champion James Deane didn't sound like someone coasting on five titles, but someone ready to grab his sixth. He talked about watching other drivers' builds in the offseason, about how the overall level keeps rising, and about how competition forces everyone to find new limits.

 

Sitting just a few seats down, Fredric Aasbø echoed that sentiment. Yes, he believes he can win. But so can everyone else next to him.

 

That's the theme this year––depth. There are no easy rounds these days. And perhaps no one embodied that intensity more than Matt Field. He walked through his offseason in detail: training, nutrition, reaction work, even blood analysis. Every variable was optimized, he said.

 

"I've never been more ready," he said.

 

 

Of course, not every driver's season will follow a traditional path.

 

Hiroya Minowa is stepping back to run a partial schedule, shifting focus to rally racing with Toyota Gazoo Racing. Sliding a drift car, he explained, translates naturally to rally. But rally, in turn, sharpens precision, throttle control and decision-making.

 

It's a reminder of how interconnected motorsports has become, with drivers moving between disciplines, carrying skills from one to another.

 

Then there's Adam LZ, the driver who exists at the intersection of competition and car culture. He talked about his upcoming role in Sung Kang's movie "Drifter," and what it could mean for the sport.

 

Not immediately, maybe. But long term.

 

"The movies I watched when I was 12 or 13 shaped what I wanted to do," he said.

 

It's a simple idea, but an important one. Motorsports doesn't grow in isolation but through exposure, storytelling, and the next generation finding its entry point.

 

 

In hindsight, Shanahan was the driver to watch, building momentum that ultimately carried him to the Round 1 win. At the press conference, he spoke about the challenge of balancing programs across continents––adapting to different cars, tracks and judging styles from one weekend to the next.

 

"You're going from one side of the world to the other, trying to figure everything out from scratch," he said. "Sometimes you don't even get the perfect practice session, so you're constantly adapting."

 

With qualifying returning this season, Shanahan noted it should play to his strengths, giving drivers a clearer structure heading into competition.

 

More Than a Race Weekend
 

 

While Formula Drift has already crowned its Long Beach winner, the Grand Prix itself is still ahead, adding another layer of anticipation to a weekend that's already delivered plenty.

 

This weekend isn't just one race, it's many: NTT INDYCAR Series, IMSA, Porsche Carrera Cup North America, Stadium SUPER Trucks and Historic Sports Car, all converging on the same streets. And for the first time, both marquee events will air on network television, bringing Long Beach to an even broader audience.

 

But what stayed with me most wasn't any single series.

 

It was the feeling that everything here––every lap, every upgrade, every tribute––is connected.

 

The city of Long Beach isn't just hosting motorsports. It's shaping where it goes next––and Long Beach is right at the center of it.

 

From the SEMA Washington, D.C., office

 

The Off-Road Business Association (ORBA), a wholly owned subsidiary of SEMA, is pleased to announce its sponsorship and participation as an exhibitor at Overland Expo West 2026, bringing its renewed advocacy focus to an expanded audience of the off-road community's most passionate, innovative, and committed enthusiasts and businesses. Additionally, ORBA is excited to announce that Overland Expo has joined the organization as a Platinum-level member.
 

Stop by ORBA's exhibitor lounge at Overland Expo West 2026, May 15-17, in Flagstaff, Arizona, where the organization's leadership will host scheduled sessions on land-use issues and the benefits of ORBA membership and preview the 2026 Overland Expo Industry Report.
 

"ORBA is thrilled to be a sponsor and participant of Overland Expo West 2026, one of our community's premier events for off-road and overland companies, as well as enthusiasts," said ORBA Interim Executive Director Sean P. Holman. "Attending Overland Expo West 2026 will be a unique opportunity to help further develop the relationships that will help to make our federal and state advocacy a success. We are equally excited to have Overland Expo join our growing membership roster, adding a significant consumer-facing organization to our ranks of advocates. At Overland Expo West 2026, our new leadership team will be meeting with our fellow enthusiasts, talking about the issues that impact our lifestyle and growing our ability to be a voice for all off-roaders. We are looking forward to getting to know many of the faces that make up our much-loved off-road community."
 

"Overland Expo has long served as a gathering place for the overland industry and enthusiast community, and partnering with ORBA and SEMA is a natural extension of that role," said Overland Expo Show Director Emily Boden. "ORBA's work ensures that businesses and enthusiasts alike have a voice in protecting access and opportunity, and we're excited to support their expanded advocacy efforts at Overland Expo West 2026."
 

Additionally, SEMA Senior Vice President for Public and Government Affairs Karen Bailey-Chapman will be a panelist during the popular Women Who Wander networking brunch, providing insights into efforts to advocate at the state and federal levels for motorized access to public off-road spaces.
 

BACKGROUND
 

ORBA, a membership-based organization, recently announced a robust relaunch with a broadened advocacy strategy, enhanced research capabilities and a renewed commitment to coalition-based action to protect the future of the off-road industry and enthusiast community.
 

As part of its relaunch, ORBA outlined several priority initiatives already underway:

• Protecting access to public lands
• Supporting federal legislation that preserves motorized access to outdoor spaces
• Continuing the ecologic partners collaboration
• Launching regional economic impact reports
• Expanding coalitions and partnerships
• Stewardship and education
   

With new tools, deeper partnerships and a renewed focus on collaboration, ORBA is positioning itself to be a more effective advocate for businesses, enthusiasts, and the lands that make off-road recreation possible. ORBA has also upgraded the membership benefits to include regular communications, sponsored brand content across ORBA and SEMA Action Network digital channels and access to consumer research tools and more.
 

For more information, visit offroadbusiness.org or overlandexpo.com.

 

Image courtesy of Shutterstock | marekuliasz

From the SEMA Washington, D.C., office

 

The Off-Road Business Association (ORBA), a wholly owned subsidiary of SEMA, is pleased to announce its sponsorship and participation as an exhibitor at Overland Expo West 2026, bringing its renewed advocacy focus to an expanded audience of the off-road community's most passionate, innovative, and committed enthusiasts and businesses. Additionally, ORBA is excited to announce that Overland Expo has joined the organization as a Platinum-level member.
 

Stop by ORBA's exhibitor lounge at Overland Expo West 2026, May 15-17, in Flagstaff, Arizona, where the organization's leadership will host scheduled sessions on land-use issues and the benefits of ORBA membership and preview the 2026 Overland Expo Industry Report.
 

"ORBA is thrilled to be a sponsor and participant of Overland Expo West 2026, one of our community's premier events for off-road and overland companies, as well as enthusiasts," said ORBA Interim Executive Director Sean P. Holman. "Attending Overland Expo West 2026 will be a unique opportunity to help further develop the relationships that will help to make our federal and state advocacy a success. We are equally excited to have Overland Expo join our growing membership roster, adding a significant consumer-facing organization to our ranks of advocates. At Overland Expo West 2026, our new leadership team will be meeting with our fellow enthusiasts, talking about the issues that impact our lifestyle and growing our ability to be a voice for all off-roaders. We are looking forward to getting to know many of the faces that make up our much-loved off-road community."
 

"Overland Expo has long served as a gathering place for the overland industry and enthusiast community, and partnering with ORBA and SEMA is a natural extension of that role," said Overland Expo Show Director Emily Boden. "ORBA's work ensures that businesses and enthusiasts alike have a voice in protecting access and opportunity, and we're excited to support their expanded advocacy efforts at Overland Expo West 2026."
 

Additionally, SEMA Senior Vice President for Public and Government Affairs Karen Bailey-Chapman will be a panelist during the popular Women Who Wander networking brunch, providing insights into efforts to advocate at the state and federal levels for motorized access to public off-road spaces.
 

BACKGROUND
 

ORBA, a membership-based organization, recently announced a robust relaunch with a broadened advocacy strategy, enhanced research capabilities and a renewed commitment to coalition-based action to protect the future of the off-road industry and enthusiast community.
 

As part of its relaunch, ORBA outlined several priority initiatives already underway:

• Protecting access to public lands
• Supporting federal legislation that preserves motorized access to outdoor spaces
• Continuing the ecologic partners collaboration
• Launching regional economic impact reports
• Expanding coalitions and partnerships
• Stewardship and education
   

With new tools, deeper partnerships and a renewed focus on collaboration, ORBA is positioning itself to be a more effective advocate for businesses, enthusiasts, and the lands that make off-road recreation possible. ORBA has also upgraded the membership benefits to include regular communications, sponsored brand content across ORBA and SEMA Action Network digital channels and access to consumer research tools and more.
 

For more information, visit offroadbusiness.org or overlandexpo.com.

 

Image courtesy of Shutterstock | marekuliasz

By SEMA News Editors

Westin

Power Retractable Tonneau Truck Bed Cover

 

The new Power Retractable Tonneau Truck Bed Cover from Westin combines convenience with cargo protection and significant load capacity, the company said. The power retractable cover offers a 500-lb. load capacity, as well as wireless remote operation, a dust-resistant and weather-tight seal, a compact roll-up canister to maximize usable bed space, easy install and anti-pinch technology.

westinautomotive.com

 

Superwinch

Scorpion 10SR Winch

 

The latest offering from Superwinch, the Scorpion 10SR winch, offers 10,000 lbs. of pulling power and fits easily into most factory and aftermarket winch bumpers, the company says, and at just 16.4 in. across, makes it roughly 25% more compact than other 10,000-lb. winches. Its reduced size is possible because of its advanced integrated control circuitry, a permanent magnet motor and a four-stage planetary gearbox. It is also equipped with an ergonomic free-spool clutch and intelligent overload protection.

superwinch.com