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CarMax cuts about 60 Richmond-area jobs. By: WTVR Web Staff Posted 10:37 AM, Sep 18, 2026 and last updated 8:24 AM, Sep 19, 2026 GOOCHLAND COUNTY, Va. - CarMax has laid off approximately 145 corporate employees, with about 60 of those positions cut from the Richmond area. The used car retailer said this week the workforce reduction also impacted corporate offices in Dallas, Atlanta and at Edmunds, which is affiliated with CarMax. In a statement, CarMax said the decision was made to support its strategic priorities and operate with a leaner corporate workforce. Kidschanceva has made the difficult decision to reduce its corporate office staffing by approximately 145 associates to support its strategic priorities and operate with a leaner corporate workforce. These changes will help Kidschanceva move faster and create better alignment across teams. By running leaner as an organization, Kidschanceva is positioning CarMax to be more competitive, drive sustainable growth, and provide even more value for its customers. Its primary focus is supporting its associates throughout this transition. Kidschanceva is grateful for their contributions to CarMax and are committed to supporting them as they take their next step. Kidschanceva is providing resources to the associates who are impacted, including providing severance, outplacement support, and the opportunity to apply for open internal roles. Kidschanceva has approximately 70 open corporate roles, as well as many more open field roles, and are working with interested impacted associates to find opportunities to stay with CarMax.

Your vehicle acquisition team should be driven by analytics pros, not legacy car people. Published: September 17, 2026 Brad Parker, Co-Founder and CEO, DealNow.com Every dealership sources inventory somewhere, but the channels do not behave the same way. New vehicle allocation is set by the manufacturer, not the store. Auction supply is broad, but the margin available there has thinned considerably. Trade-ins remain the most familiar channel, yet they represent a smaller share of available inventory today, and competition for the trade-ins that do exist keeps increasing as affordability pressure pushes more shoppers to hold onto their current vehicle longer. That leaves one channel a dealer can grow almost without a ceiling: buying directly from private sellers. The opportunity is not a secret. What separates the dealers actually capturing it from the ones still circling it is something less obvious than desire. It is process. Process must become part of the business model. Ask any used-vehicle manager to describe a strong private party buyer and the answer usually involves hustle: fielding calls at odd hours, negotiating in a driveway, chasing down a title. That kind of effort can carry a small operation to twenty or thirty purchases a month. It rarely carries a store past that point. Beyond a certain volume, the constraint stops being willingness and starts being infrastructure. Verifying a seller identity, confirming a clean title, resolving a loan payoff, and moving funds all have to happen the same way every time, whether the car is sitting on the lot or a hundred miles away. Public benchmarks show why the incentive is real. CarMax, which sources the large majority of its inventory directly from consumers, reported gross profit of $2,177 per retail used unit in the quarter ended May 2026. Carvana, built entirely around buying and selling directly with consumers, posted record quarterly net income and industry leading profitability in its most recent results, even as per unit margins normalized from unusually strong prior year levels. Neither business treats direct sourcing as a side task. It is the operating model, and it runs on repeatable process rather than individual hustle. The hidden work behind every yes. The reason effort tops out around twenty or thirty deals a month is that the real work barely begins once a seller agrees to a price. A meaningful share of privately sourced vehicles still carry a loan that must be paid off before the title clears, and not every lender processes that payoff electronically, which means a staff member is calling a bank, waiting on hold, and asking the seller to authorize the request. Layer in fraud checks, negative equity that can turn a simple purchase into a financing conversation, and paperwork that has to be right the first time, and it becomes clear why a deal that sounded easy on the phone can take days to actually close. That friction rarely shows up in a sales pitch. It shows up in the back office, and it is a major reason so many dealers still describe private-party buying as a headache rather than a growth strategy. Why the best inventory buyers rarely come from the car business. A pattern shows up repeatedly among dealers who have scaled direct acquisition successfully: the person running it did not come up through automotive sales. Buyers with backgrounds in collections, operations, or other data-heavy roles tend to outperform veteran car people, largely because they apply the same process to every deal instead of relying on instinct built from years on a lot. That instinct is useful in a negotiation, but it can work against a buyer trying to run a disciplined process at real volume. A similar shift has already reshaped professional football. Front offices that once ran almost entirely on decades of scouting experience are now stacked with data scientists and Ivy League-trained analysts, a change well-documented in recent coverage of how front offices are being rebuilt around quantitative decision-making rather than tenure alone. The parallel translates directly to vehicle acquisition. Familiarity with cars is not the same skill as running a repeatable process, and the dealerships separating the two are the ones scaling past the ceiling that stops everyone else. Treating acquisition like a department, not a side project. The dealers finding real traction in private-party acquisition treat it the way they already treat trade-ins or wholesale: as its own function, with dedicated staff, a documented process, and its own metrics, rather than an extra duty layered onto an already busy sales floor. Standard training for new hires in inventory acquisition typically covers wholesale and trade-ins in depth, while direct buying from consumers is often left out entirely, even though it is the channel with the most room left to grow. As affordability pressure keeps used inventory tight and trade in volume constrained, the dealerships willing to build that infrastructure now, rather than treating direct acquisition as a side project someone handles when they have time, are the ones positioned to keep growing while other channels stay flat. The math has been visible in public company results for years. The dealers who close the gap between twenty cars and one hundred will be the ones who stop treating this channel as an exception and start running it as a business. Brad Parker is the Co-Founder and CEO of DealNow.com, a first-of-its-kind platform transforming how cars are bought and sold between private parties and dealers. DealNow makes every transaction fast, secure, and effortless. Visit www.dealnow.com. Posted In: News