Think Gas-Powered Performance Is Dying? SEMA’s 2026 Data Says Otherwise
Electric cars and hybrids get a huge share of the headlines, but the numbers behind the automotive aftermarket tell a much more balanced story. SEMA’s newly released 2026 Market Report says electric and hybrid vehicles now account for more than 15% of new-vehicle sales, while internal-combustion vehicles are still expected to remain the dominant powertrain for new vehicles sold in the United States through the next decade. For enthusiasts, that means gas-powered performance is not disappearing. It is evolving alongside electrification.
SEMA’s 2026 numbers put the ICE conversation in perspective
The U.S. specialty-equipment market generated $52.92 billion in accessory and performance-parts sales in 2025, according to SEMA. Roughly one in four vehicle owners bought products to personalize or improve a vehicle last year, and more than half of accessory and performance-parts buyers are under 40. SEMA also notes that coupes, sedans and convertibles still represent more than one-third of vehicles currently on the road.
That last point matters. New-car headlines can make it feel like an entire category disappears the instant an automaker changes direction. The aftermarket works differently. Performance cars, trucks and SUVs remain in service for years or decades, and owners continue modifying them long after the OEM production cycle ends.
Read SEMA’s 2026 Market Report overview.
“ICE remains dominant” does not mean the industry is standing still
SEMA’s outlook is not an argument that EVs or hybrids are going away. In fact, the organization specifically calls out growing alternative-powertrain demand. The more useful takeaway for performance enthusiasts is that the market is becoming broader rather than simply replacing one propulsion system with another overnight.
For SMG customers, that means the familiar fundamentals still matter: airflow, fuel delivery, exhaust flow, charge-air temperature, drivetrain capacity, calibration and traction. The hardware keeps getting more sophisticated, but the engineering problem remains the same: build a combination in which every part supports the intended power level.
Forced induction is still one of the clearest paths to serious power
Modern engines have given the aftermarket an excellent foundation for boost. Direct injection, strong factory blocks, sophisticated knock control and better cylinder-head airflow have raised the ceiling on what a street car can do without becoming miserable to drive.
A good example is the ProCharger Stage II system for the 2020–2026 C8 Corvette Stingray. Centrifugal supercharging adds airflow as engine speed rises, making it possible to create a broad powerband without giving up the character that makes an LT-powered Corvette fun in the first place.
For traditional front-engine GM combinations, positive-displacement systems remain hugely popular as well. SMG also carries the Whipple 3.0L supercharger system for the 2016+ Camaro LT1, a platform where instant torque and strong midrange power are usually every bit as important as the peak dyno number.
If you are comparing supercharger options, remember that the compressor itself is only part of the system. Our recent guide on diagnosing supercharger cooling and IAT2 recovery explains why intercooler pumps, heat exchangers, coolant flow and recovery time can become the limiting factor even when the blower has more power left in it.
More airflow means the fuel system has to keep up
Every meaningful increase in airflow creates a matching increase in fuel demand. That sounds obvious, but fuel-system headroom is one of the most common places a build gets boxed in later.
On port-injected LS combinations, injectors such as the FIC 80-lb / 850cc LS injector can be part of a properly sized package. The correct injector is not selected by a single advertised flow number, though. Base pressure, differential pressure, fuel type, injector characterization and commanded lambda all change how much usable fuel mass reaches the cylinder.
That is why we recommend treating fuel capacity as a system instead of buying parts from a horsepower chart. If you want the deeper technical side, see our guide to lambda, E85 content and wideband accuracy.
The transmission and converter are part of the power package
Making more engine power is only useful if the drivetrain can apply it consistently. Modern automatics are incredibly capable, but added torque, vehicle weight, tire grip and heat can expose weak links quickly.
For GM 8L90 applications, for example, the Circle D 258mm HP Series 8L90 torque converter gives builders a purpose-built replacement path with stall options for combinations ranging from near-stock engines to more aggressive cam and power-adder setups.
The important point is not that every modified car needs a converter. It is that the engine, transmission, converter, gearing and tire need to be planned together. A combination that looks impressive on a parts list can still be slower, hotter or less enjoyable if those pieces are mismatched.
Calibration access is becoming part of the hardware decision
One major difference between older builds and current platforms is that tuning access can no longer be assumed. OEM security strategies, locked control modules and additional unlock procedures have made calibration planning a genuine part of the build budget.
Before buying major power parts for a late-model platform, it is worth confirming what can actually be tuned, what module services are required and what credits or licensing will be needed. We covered that in detail in our guide to locked ECUs, unlock services and the real cost of tuning access.
Dyno numbers still need context
SEMA’s market data says enthusiasts are still spending money on performance. The smart way to protect that investment is to validate the finished combination rather than treating installation as the end of the job.
A dyno session can reveal fuel-pressure drop, excessive intake-air temperature, knock activity, torque-management behavior, boost-control issues and other problems that may not be obvious during casual street driving. More importantly, it gives the tuner repeatable data to determine whether the combination is actually doing what the parts were purchased to do.
That is also why a single peak horsepower figure is not the entire story. Correction factor, atmospheric conditions, gear choice and test method all affect the number. See how performance-parts horsepower claims are really tested before comparing one graph to another.
What this means for enthusiasts right now
The performance aftermarket is not facing an ICE-versus-EV finish line. It is entering a period where multiple powertrain types will coexist, while a massive installed base of gas-powered vehicles remains on the road and continues to be modified.
For the owner of a Corvette, Camaro, Mustang, Challenger, CTS-V, Silverado, Sierra or another popular performance platform, that is good news. Manufacturers still have an enormous reason to develop intakes, exhaust systems, fuel systems, superchargers, suspension, brakes, wheels, tires, tuning hardware and drivetrain upgrades for the vehicles enthusiasts already own.
The best build is still the one planned as a complete system. If you are putting together a street, drag, road-course or high-power daily-driver combination, SMG Speed Shop can help source the parts, and North Texas High Performance can handle installation, calibration and dyno validation for supported platforms in North Texas.
Start with the power goal, fuel, intended use and current modifications. Then build the combination around those facts instead of chasing the biggest number printed on a box.
Sources: SEMA 2026 Market Report and 2026 SEMA Future Trends and Industry Update. Industry news review also included current Performance Racing Industry reporting.