SEMA News—March 2014

BUSINESS TECHNOLOGY
By Jon Wyly

Spring Sales Ramp-Up: Are You Ready for the Season?

With the spring selling season gaining momentum, now is the time to be thinking about how to get your share of sales in the months ahead. Economic forecasts look promising in many areas, meaning we could be looking at some strong signs of normalcy coming to the marketplace after a seven-year drought! With that positive swing, however, will come more aggressive competition than ever. Businesses that have struggled to keep inventory available will be filling the shelves, and competitors will regain market position and confidence as their business kicks in.

So how do you stake your claim early and keep that competitive edge? It’s back to the basics, with strong inventory availability, great customer service, multifaceted marketing and a competitive position on price.

Let’s focus on the first one, inventory. Today, inventory availability means much more than what is (or isn’t) sitting on your shelves. For brick-and-mortar retailers, carefully managed physical inventory that creates visual appeal and meets customer’s expectations has never been more important. But to compete in today’s “information overload” world, it’s what is deeper that often makes the difference between making the sale and losing it to someone else. Now when I say deeper, I’m talking about depth of parts availability through the powerful combination of great product information backed up by great fulfillment partners. So what does your “virtual” inventory look like? The point is, if you don’t have it on the shelf, you darn sure better have it in your catalog!

Internet resellers bought into that idea from the very start—in some cases to their detriment. “Throw it all out there and see what sticks,” they said. But the ugly reality behind the scenes was that only 10% to 20% of the parts being offered were really “in the catalog” in many cases, meaning they actually had good enough product data and images to capably represent the product. The other umpteen-thousand parts were just taking up space and disappointing customers with such a lack of detail that they couldn’t comfortably make buying decisions at all. Then there’s the question of whether product pages with poor content actually hurt the image and reputation of a website. Make no mistake, they are figuring it out and, in fact, are some of the most powerful drivers in promoting the development of good product data, but there is a long way yet to go.

This is where the never-ending challenge of having a level playing field between brick-and-mortar and web resellers comes together with respect to product availability. Data. Yep, you knew I was going to bring it up again, and here it is. Think about it: If every manufacturer out there had a good, complete data set available, doesn’t that make everyone equally capable of fulfilling a customer’s need for information? Doesn’t it stand to reason that the guys with the information have a better chance of making the sale? Why do you think more than 50% of performance and accessory parts buyers do their research on the Internet? Information! Sure, there’s always the price factor, but chances are the brick-and-mortar guy and the web guy are getting the part from the same place!

There’s a key point here for you manufacturers (suppliers) as well: Great data sells more parts!

It sells more parts on the web, and it sells more parts in the store. Don’t waste another minute thinking about getting your data in order—just do it! Your quality data set spreads accurate product information across the marketplace, giving your brand a leg up over the competition, creating brand awareness and helping all of your resellers—both brick-and-mortar and web—to succeed.

To learn more about how you can take control of your product data and manage it at the lowest possible cost, contact SEMA Data Co-op Director of Membership Jim Graven via e-mail at jimg@semadatacoop.org or by phone at 888-958-6698 x4.

SEMA News—March 2014

BUSINESS TECHNOLOGY
By Jon Wyly

Spring Sales Ramp-Up: Are You Ready for the Season?

With the spring selling season gaining momentum, now is the time to be thinking about how to get your share of sales in the months ahead. Economic forecasts look promising in many areas, meaning we could be looking at some strong signs of normalcy coming to the marketplace after a seven-year drought! With that positive swing, however, will come more aggressive competition than ever. Businesses that have struggled to keep inventory available will be filling the shelves, and competitors will regain market position and confidence as their business kicks in.

So how do you stake your claim early and keep that competitive edge? It’s back to the basics, with strong inventory availability, great customer service, multifaceted marketing and a competitive position on price.

Let’s focus on the first one, inventory. Today, inventory availability means much more than what is (or isn’t) sitting on your shelves. For brick-and-mortar retailers, carefully managed physical inventory that creates visual appeal and meets customer’s expectations has never been more important. But to compete in today’s “information overload” world, it’s what is deeper that often makes the difference between making the sale and losing it to someone else. Now when I say deeper, I’m talking about depth of parts availability through the powerful combination of great product information backed up by great fulfillment partners. So what does your “virtual” inventory look like? The point is, if you don’t have it on the shelf, you darn sure better have it in your catalog!

Internet resellers bought into that idea from the very start—in some cases to their detriment. “Throw it all out there and see what sticks,” they said. But the ugly reality behind the scenes was that only 10% to 20% of the parts being offered were really “in the catalog” in many cases, meaning they actually had good enough product data and images to capably represent the product. The other umpteen-thousand parts were just taking up space and disappointing customers with such a lack of detail that they couldn’t comfortably make buying decisions at all. Then there’s the question of whether product pages with poor content actually hurt the image and reputation of a website. Make no mistake, they are figuring it out and, in fact, are some of the most powerful drivers in promoting the development of good product data, but there is a long way yet to go.

This is where the never-ending challenge of having a level playing field between brick-and-mortar and web resellers comes together with respect to product availability. Data. Yep, you knew I was going to bring it up again, and here it is. Think about it: If every manufacturer out there had a good, complete data set available, doesn’t that make everyone equally capable of fulfilling a customer’s need for information? Doesn’t it stand to reason that the guys with the information have a better chance of making the sale? Why do you think more than 50% of performance and accessory parts buyers do their research on the Internet? Information! Sure, there’s always the price factor, but chances are the brick-and-mortar guy and the web guy are getting the part from the same place!

There’s a key point here for you manufacturers (suppliers) as well: Great data sells more parts!

It sells more parts on the web, and it sells more parts in the store. Don’t waste another minute thinking about getting your data in order—just do it! Your quality data set spreads accurate product information across the marketplace, giving your brand a leg up over the competition, creating brand awareness and helping all of your resellers—both brick-and-mortar and web—to succeed.

To learn more about how you can take control of your product data and manage it at the lowest possible cost, contact SEMA Data Co-op Director of Membership Jim Graven via e-mail at jimg@semadatacoop.org or by phone at 888-958-6698 x4.

SEMA News—March 2014

HERITAGE
By Drew Hardin
Photo Courtesy Petersen Archives

Dawn of an Era

Actually, the photo you see here represents the dawn of several eras. The picture was taken at the very first SEMA Show, which was known in 1967 as the High Performance & Custom Trade Show and was held in January of that year at Dodger Stadium in Los Angeles. The car in the booth is a Camaro, Chevrolet’s answer to Ford’s wildly popular Mustang.

After letting Ford own the personal sporty-car market for more than two years, Chevrolet finally introduced its entry into the pony-car segment just a few months prior to the trade show. For musclecar enthusiasts, the booth represents a watershed moment—the very first Chevrolet dealer, Nickey Chicago, to offer a big-block conversion for the Camaro, developed by Nickey and race car builder Bill Thomas.

Not only did the Mustang have a two-year-plus head start on the Camaro by the ’67 model year, but it was also available with engine choices that could be tailored to just about any buyer, from frugal six-cylinders to a torquey 390-in. big-block V8. Step up to one of Carroll Shelby’s Mustangs, the GT 500, and you could have a 428-in. V8 with an eye-popping 355 hp and 420 lb.-ft. of torque. Camaro, too, had an assortment of choices, but the most powerful engine available was a 396-in. V8 that made fewer ponies than Ford’s top motor—and it wasn’t available until several months after the Camaro’s introduction.

Those dealers who specialized in high-performance Chevrolet models knew as soon as the first Camaros rolled into their showrooms that the car would suffer horsepower-wise in comparison to the Mustang. But only a handful had the imagination and resources to do anything about it. One of those was Nickey, which had been involved with road and drag racing since the late ’50s.

When the first shipment of Camaros arrived at Nickey, the service techs began measuring the engine bay, wondering if the Corvette’s 425hp 427 V8 would fit. With technical help from Bill Thomas and drag racer Dick Harrell, Nickey performed its first 427 conversion in late 1966, providing its performance-oriented clientele with a real rival to the most powerful Mustangs. Midwest and Eastern customers could order their 427 Camaros from Nickey, while Thomas—headquartered in Anaheim—would convert cars and handle sales for the Western states.

Other dealers would soon follow suit: Dana Chevrolet in South Gate, California, was an early big-block converter; and probably the most famous of the Camaro conversions came from Don Yenko’s dealership in Canonsburg, Pennsylvania. The earliest of the supercar Camaros, like the car in this booth, are now highly sought by collectors. Few were made in that first Camaro model year, and even fewer survived the stress and repeated upgrades that came with life lived on the dragstrip.

SEMA News—March 2014

HERITAGE
By Drew Hardin
Photo Courtesy Petersen Archives

Dawn of an Era

Actually, the photo you see here represents the dawn of several eras. The picture was taken at the very first SEMA Show, which was known in 1967 as the High Performance & Custom Trade Show and was held in January of that year at Dodger Stadium in Los Angeles. The car in the booth is a Camaro, Chevrolet’s answer to Ford’s wildly popular Mustang.

After letting Ford own the personal sporty-car market for more than two years, Chevrolet finally introduced its entry into the pony-car segment just a few months prior to the trade show. For musclecar enthusiasts, the booth represents a watershed moment—the very first Chevrolet dealer, Nickey Chicago, to offer a big-block conversion for the Camaro, developed by Nickey and race car builder Bill Thomas.

Not only did the Mustang have a two-year-plus head start on the Camaro by the ’67 model year, but it was also available with engine choices that could be tailored to just about any buyer, from frugal six-cylinders to a torquey 390-in. big-block V8. Step up to one of Carroll Shelby’s Mustangs, the GT 500, and you could have a 428-in. V8 with an eye-popping 355 hp and 420 lb.-ft. of torque. Camaro, too, had an assortment of choices, but the most powerful engine available was a 396-in. V8 that made fewer ponies than Ford’s top motor—and it wasn’t available until several months after the Camaro’s introduction.

Those dealers who specialized in high-performance Chevrolet models knew as soon as the first Camaros rolled into their showrooms that the car would suffer horsepower-wise in comparison to the Mustang. But only a handful had the imagination and resources to do anything about it. One of those was Nickey, which had been involved with road and drag racing since the late ’50s.

When the first shipment of Camaros arrived at Nickey, the service techs began measuring the engine bay, wondering if the Corvette’s 425hp 427 V8 would fit. With technical help from Bill Thomas and drag racer Dick Harrell, Nickey performed its first 427 conversion in late 1966, providing its performance-oriented clientele with a real rival to the most powerful Mustangs. Midwest and Eastern customers could order their 427 Camaros from Nickey, while Thomas—headquartered in Anaheim—would convert cars and handle sales for the Western states.

Other dealers would soon follow suit: Dana Chevrolet in South Gate, California, was an early big-block converter; and probably the most famous of the Camaro conversions came from Don Yenko’s dealership in Canonsburg, Pennsylvania. The earliest of the supercar Camaros, like the car in this booth, are now highly sought by collectors. Few were made in that first Camaro model year, and even fewer survived the stress and repeated upgrades that came with life lived on the dragstrip.

SEMA News—March 2014

HERITAGE
By Drew Hardin
Photo Courtesy Petersen Archives

Dawn of an Era

Actually, the photo you see here represents the dawn of several eras. The picture was taken at the very first SEMA Show, which was known in 1967 as the High Performance & Custom Trade Show and was held in January of that year at Dodger Stadium in Los Angeles. The car in the booth is a Camaro, Chevrolet’s answer to Ford’s wildly popular Mustang.

After letting Ford own the personal sporty-car market for more than two years, Chevrolet finally introduced its entry into the pony-car segment just a few months prior to the trade show. For musclecar enthusiasts, the booth represents a watershed moment—the very first Chevrolet dealer, Nickey Chicago, to offer a big-block conversion for the Camaro, developed by Nickey and race car builder Bill Thomas.

Not only did the Mustang have a two-year-plus head start on the Camaro by the ’67 model year, but it was also available with engine choices that could be tailored to just about any buyer, from frugal six-cylinders to a torquey 390-in. big-block V8. Step up to one of Carroll Shelby’s Mustangs, the GT 500, and you could have a 428-in. V8 with an eye-popping 355 hp and 420 lb.-ft. of torque. Camaro, too, had an assortment of choices, but the most powerful engine available was a 396-in. V8 that made fewer ponies than Ford’s top motor—and it wasn’t available until several months after the Camaro’s introduction.

Those dealers who specialized in high-performance Chevrolet models knew as soon as the first Camaros rolled into their showrooms that the car would suffer horsepower-wise in comparison to the Mustang. But only a handful had the imagination and resources to do anything about it. One of those was Nickey, which had been involved with road and drag racing since the late ’50s.

When the first shipment of Camaros arrived at Nickey, the service techs began measuring the engine bay, wondering if the Corvette’s 425hp 427 V8 would fit. With technical help from Bill Thomas and drag racer Dick Harrell, Nickey performed its first 427 conversion in late 1966, providing its performance-oriented clientele with a real rival to the most powerful Mustangs. Midwest and Eastern customers could order their 427 Camaros from Nickey, while Thomas—headquartered in Anaheim—would convert cars and handle sales for the Western states.

Other dealers would soon follow suit: Dana Chevrolet in South Gate, California, was an early big-block converter; and probably the most famous of the Camaro conversions came from Don Yenko’s dealership in Canonsburg, Pennsylvania. The earliest of the supercar Camaros, like the car in this booth, are now highly sought by collectors. Few were made in that first Camaro model year, and even fewer survived the stress and repeated upgrades that came with life lived on the dragstrip.

SEMA News—March 2014

HERITAGE
By Drew Hardin
Photo Courtesy Petersen Archives

Dawn of an Era

Actually, the photo you see here represents the dawn of several eras. The picture was taken at the very first SEMA Show, which was known in 1967 as the High Performance & Custom Trade Show and was held in January of that year at Dodger Stadium in Los Angeles. The car in the booth is a Camaro, Chevrolet’s answer to Ford’s wildly popular Mustang.

After letting Ford own the personal sporty-car market for more than two years, Chevrolet finally introduced its entry into the pony-car segment just a few months prior to the trade show. For musclecar enthusiasts, the booth represents a watershed moment—the very first Chevrolet dealer, Nickey Chicago, to offer a big-block conversion for the Camaro, developed by Nickey and race car builder Bill Thomas.

Not only did the Mustang have a two-year-plus head start on the Camaro by the ’67 model year, but it was also available with engine choices that could be tailored to just about any buyer, from frugal six-cylinders to a torquey 390-in. big-block V8. Step up to one of Carroll Shelby’s Mustangs, the GT 500, and you could have a 428-in. V8 with an eye-popping 355 hp and 420 lb.-ft. of torque. Camaro, too, had an assortment of choices, but the most powerful engine available was a 396-in. V8 that made fewer ponies than Ford’s top motor—and it wasn’t available until several months after the Camaro’s introduction.

Those dealers who specialized in high-performance Chevrolet models knew as soon as the first Camaros rolled into their showrooms that the car would suffer horsepower-wise in comparison to the Mustang. But only a handful had the imagination and resources to do anything about it. One of those was Nickey, which had been involved with road and drag racing since the late ’50s.

When the first shipment of Camaros arrived at Nickey, the service techs began measuring the engine bay, wondering if the Corvette’s 425hp 427 V8 would fit. With technical help from Bill Thomas and drag racer Dick Harrell, Nickey performed its first 427 conversion in late 1966, providing its performance-oriented clientele with a real rival to the most powerful Mustangs. Midwest and Eastern customers could order their 427 Camaros from Nickey, while Thomas—headquartered in Anaheim—would convert cars and handle sales for the Western states.

Other dealers would soon follow suit: Dana Chevrolet in South Gate, California, was an early big-block converter; and probably the most famous of the Camaro conversions came from Don Yenko’s dealership in Canonsburg, Pennsylvania. The earliest of the supercar Camaros, like the car in this booth, are now highly sought by collectors. Few were made in that first Camaro model year, and even fewer survived the stress and repeated upgrades that came with life lived on the dragstrip.

SEMA News—March 2014

HERITAGE
By Drew Hardin
Photo Courtesy Petersen Archives

Dawn of an Era

Actually, the photo you see here represents the dawn of several eras. The picture was taken at the very first SEMA Show, which was known in 1967 as the High Performance & Custom Trade Show and was held in January of that year at Dodger Stadium in Los Angeles. The car in the booth is a Camaro, Chevrolet’s answer to Ford’s wildly popular Mustang.

After letting Ford own the personal sporty-car market for more than two years, Chevrolet finally introduced its entry into the pony-car segment just a few months prior to the trade show. For musclecar enthusiasts, the booth represents a watershed moment—the very first Chevrolet dealer, Nickey Chicago, to offer a big-block conversion for the Camaro, developed by Nickey and race car builder Bill Thomas.

Not only did the Mustang have a two-year-plus head start on the Camaro by the ’67 model year, but it was also available with engine choices that could be tailored to just about any buyer, from frugal six-cylinders to a torquey 390-in. big-block V8. Step up to one of Carroll Shelby’s Mustangs, the GT 500, and you could have a 428-in. V8 with an eye-popping 355 hp and 420 lb.-ft. of torque. Camaro, too, had an assortment of choices, but the most powerful engine available was a 396-in. V8 that made fewer ponies than Ford’s top motor—and it wasn’t available until several months after the Camaro’s introduction.

Those dealers who specialized in high-performance Chevrolet models knew as soon as the first Camaros rolled into their showrooms that the car would suffer horsepower-wise in comparison to the Mustang. But only a handful had the imagination and resources to do anything about it. One of those was Nickey, which had been involved with road and drag racing since the late ’50s.

When the first shipment of Camaros arrived at Nickey, the service techs began measuring the engine bay, wondering if the Corvette’s 425hp 427 V8 would fit. With technical help from Bill Thomas and drag racer Dick Harrell, Nickey performed its first 427 conversion in late 1966, providing its performance-oriented clientele with a real rival to the most powerful Mustangs. Midwest and Eastern customers could order their 427 Camaros from Nickey, while Thomas—headquartered in Anaheim—would convert cars and handle sales for the Western states.

Other dealers would soon follow suit: Dana Chevrolet in South Gate, California, was an early big-block converter; and probably the most famous of the Camaro conversions came from Don Yenko’s dealership in Canonsburg, Pennsylvania. The earliest of the supercar Camaros, like the car in this booth, are now highly sought by collectors. Few were made in that first Camaro model year, and even fewer survived the stress and repeated upgrades that came with life lived on the dragstrip.

SEMA News—March 2014

HERITAGE
By Drew Hardin
Photo Courtesy Petersen Archives

Dawn of an Era

Actually, the photo you see here represents the dawn of several eras. The picture was taken at the very first SEMA Show, which was known in 1967 as the High Performance & Custom Trade Show and was held in January of that year at Dodger Stadium in Los Angeles. The car in the booth is a Camaro, Chevrolet’s answer to Ford’s wildly popular Mustang.

After letting Ford own the personal sporty-car market for more than two years, Chevrolet finally introduced its entry into the pony-car segment just a few months prior to the trade show. For musclecar enthusiasts, the booth represents a watershed moment—the very first Chevrolet dealer, Nickey Chicago, to offer a big-block conversion for the Camaro, developed by Nickey and race car builder Bill Thomas.

Not only did the Mustang have a two-year-plus head start on the Camaro by the ’67 model year, but it was also available with engine choices that could be tailored to just about any buyer, from frugal six-cylinders to a torquey 390-in. big-block V8. Step up to one of Carroll Shelby’s Mustangs, the GT 500, and you could have a 428-in. V8 with an eye-popping 355 hp and 420 lb.-ft. of torque. Camaro, too, had an assortment of choices, but the most powerful engine available was a 396-in. V8 that made fewer ponies than Ford’s top motor—and it wasn’t available until several months after the Camaro’s introduction.

Those dealers who specialized in high-performance Chevrolet models knew as soon as the first Camaros rolled into their showrooms that the car would suffer horsepower-wise in comparison to the Mustang. But only a handful had the imagination and resources to do anything about it. One of those was Nickey, which had been involved with road and drag racing since the late ’50s.

When the first shipment of Camaros arrived at Nickey, the service techs began measuring the engine bay, wondering if the Corvette’s 425hp 427 V8 would fit. With technical help from Bill Thomas and drag racer Dick Harrell, Nickey performed its first 427 conversion in late 1966, providing its performance-oriented clientele with a real rival to the most powerful Mustangs. Midwest and Eastern customers could order their 427 Camaros from Nickey, while Thomas—headquartered in Anaheim—would convert cars and handle sales for the Western states.

Other dealers would soon follow suit: Dana Chevrolet in South Gate, California, was an early big-block converter; and probably the most famous of the Camaro conversions came from Don Yenko’s dealership in Canonsburg, Pennsylvania. The earliest of the supercar Camaros, like the car in this booth, are now highly sought by collectors. Few were made in that first Camaro model year, and even fewer survived the stress and repeated upgrades that came with life lived on the dragstrip.

SEMA News—March 2014

HERITAGE
By Drew Hardin
Photo Courtesy Petersen Archives

Dawn of an Era

Actually, the photo you see here represents the dawn of several eras. The picture was taken at the very first SEMA Show, which was known in 1967 as the High Performance & Custom Trade Show and was held in January of that year at Dodger Stadium in Los Angeles. The car in the booth is a Camaro, Chevrolet’s answer to Ford’s wildly popular Mustang.

After letting Ford own the personal sporty-car market for more than two years, Chevrolet finally introduced its entry into the pony-car segment just a few months prior to the trade show. For musclecar enthusiasts, the booth represents a watershed moment—the very first Chevrolet dealer, Nickey Chicago, to offer a big-block conversion for the Camaro, developed by Nickey and race car builder Bill Thomas.

Not only did the Mustang have a two-year-plus head start on the Camaro by the ’67 model year, but it was also available with engine choices that could be tailored to just about any buyer, from frugal six-cylinders to a torquey 390-in. big-block V8. Step up to one of Carroll Shelby’s Mustangs, the GT 500, and you could have a 428-in. V8 with an eye-popping 355 hp and 420 lb.-ft. of torque. Camaro, too, had an assortment of choices, but the most powerful engine available was a 396-in. V8 that made fewer ponies than Ford’s top motor—and it wasn’t available until several months after the Camaro’s introduction.

Those dealers who specialized in high-performance Chevrolet models knew as soon as the first Camaros rolled into their showrooms that the car would suffer horsepower-wise in comparison to the Mustang. But only a handful had the imagination and resources to do anything about it. One of those was Nickey, which had been involved with road and drag racing since the late ’50s.

When the first shipment of Camaros arrived at Nickey, the service techs began measuring the engine bay, wondering if the Corvette’s 425hp 427 V8 would fit. With technical help from Bill Thomas and drag racer Dick Harrell, Nickey performed its first 427 conversion in late 1966, providing its performance-oriented clientele with a real rival to the most powerful Mustangs. Midwest and Eastern customers could order their 427 Camaros from Nickey, while Thomas—headquartered in Anaheim—would convert cars and handle sales for the Western states.

Other dealers would soon follow suit: Dana Chevrolet in South Gate, California, was an early big-block converter; and probably the most famous of the Camaro conversions came from Don Yenko’s dealership in Canonsburg, Pennsylvania. The earliest of the supercar Camaros, like the car in this booth, are now highly sought by collectors. Few were made in that first Camaro model year, and even fewer survived the stress and repeated upgrades that came with life lived on the dragstrip.

SEMA News—March 2014

INDUSTRY NEWS

SPY PHOTOS

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

’15 SRT Challenger		Mercedes AMG GT
The pros at KGP Photography snapped these shots of the ’15 SRT Challenger, revealing an interior overhaul that includes a new dash, switchgear, instrumentation and a quality level. Additional changes on this prototype include a larger 8.4-in. Uconnect LCD screen—now framed with new vertical air vents—an all-new center stack located aft of the manual transmission, and a gauge cluster with new instrumentation that appears to be an improvement over the simpler design found in the current model. Earlier prototypes had minor camouflage covering the front clip, with the existing grille and headlight setup visible behind the disguise. The new camouflage is much more extensive, with visible changes to the front fascia. LED accents can be seen ringing the Challenger’s new headlights, and the outer LED ring also includes amber turn signals, which were spotted but could not be photographed.		KGP Photography caught this thinly covered prototype of the upcoming Mercedes AMG GT on film in the snow. The AMG GT is set to compete with the Porsche 911, according to the photographers, and their latest look offers a vision of the compelling design lurking beneath the swirled camouflage. KGP has heard rumors that there are likely three variations for the AMG GT: a base model sporting a 4.0L V8 engine good for 485 hp; an uprated offering with 505 hp; and a Black Series variant that is expected to approach 600 hp. Unlike previous AMG GT prototypes photographed by KGP Photography, this latest version has ditched the heavier plastic and vinyl covering and opted for a more revealing, body-hugging graphic wrap. The first two models will be distinguished by different exhaust setups—a dual-exhaust configuration and a quad-exhaust design, both of which are smoothly integrated into the rear bumper. The Black Series may get more extreme styling differences, similar to what is seen on the Mercedes SLS.