Software Engineering Manager - Customer Care and Aftersales
About the job
- A bachelor's degree in Computer Science, Computer Engineering, Software Engineering, Information Systems, Information Security, Cybersecurity, or a related technical field, or equivalent practical experience.
- Experience leading software engineering teams in an enterprise environment while remaining technically hands-on.
- Experience contributing directly to codebases through code reviews, debugging, design collaboration, and implementation support.
- Experience delivering and supporting business-critical applications.
- Strong understanding of modern software engineering practices, including continuous integration and continuous delivery, testing strategy, observability, secure development, and production support.
- Experience managing cross-functional delivery across product, architecture, operations, and business stakeholders.
- Strong communication, organizational, and people leadership skills.
- Ability to lead through ambiguity, prioritize effectively, and drive measurable outcomes.
- Lead a team of software engineers responsible for Customer Care and Aftersales Order Entry and Retail Inventory applications, including Retail Inventory Management, Parts Workbench Plus, and related order visibility capabilities.
- Contribute directly within code repositories through pull request reviews, code-level guidance, debugging, and selective hands-on development.
- Own engineering execution across application delivery, production stability, modernization planning, support readiness, and continuous improvement.
- Partner with product, business, architecture, platform, cybersecurity, operations, and peer engineering teams to deliver reliable, scalable software solutions.
- Drive technical strategy for cloud migration, platform simplification, resiliency improvements, and artificial intelligence-enabled capabilities.
- Build engineering practices across agile delivery, DevSecOps, observability, incident response, release management, and quality engineering.
- Coach and develop engineers through clear expectations, regular feedback, performance management, and growth opportunities.
- Establish accountability for delivery commitments, technical health, operational metrics, and customer impact.
- Translate complex business processes into clear engineering priorities and execution plans.
- Improve system reliability and incident readiness for business-critical platforms using production insights, metrics, and root-cause analysis.
- Work directly with Customer Care and Aftersales business and information technology stakeholders to align engineering work with operational and commercial priorities.
- Communicate with leaders on delivery status, risks, staffing, and technical strategy.
- Experience with supply chain, order management, retail inventory, dealer systems, or aftersales domains.
- Experience leading modernization of legacy or hybrid application portfolios.
- Experience with cloud migration and cloud-native engineering practices.
- Experience with high-availability systems and incident management for revenue-impacting platforms.
- Familiarity with data-driven decision-making, platform metrics, and artificial intelligence-enabled product opportunities.
About the company
General Motors designs, builds and sells cars, trucks and SUVs for individual drivers and commercial fleets, with gasoline and electric models across mainstream and luxury markets. Its Chevrolet and GMC brands cover pickups and utility vehicles, while Cadillac focuses on luxury and Buick sells passenger vehicles. The group sells vehicles and replacement parts mainly through independent dealers, which handle customer sales, maintenance and repairs. Its captive finance subsidiary, GM Financial, earns revenue from vehicle loans and leases and also finances dealer inventories. General Motors traces its roots to 1908 and is headquartered in Detroit, Michigan.
Company Size
10,001+
Company Stage
IPO
Headquarters
Detroit, Michigan
Founded
1908
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Simplify's Take
What believers are saying
- Subscriptions extend GM revenue beyond car sales: OnStar One bills monthly or yearly for safety and connectivity.
- Systems engineers get architecture ownership: GM's Core OS staff role shapes foundations across Linux, Android and QNX.
- Affordable SUVs find buyers: GM reported record quarterly small-SUV sales in October 2026, led by Trax and Envista.
What critics are saying
- China profits depend on partners: GM shares its vehicle ventures with SAIC amid excess capacity and domestic competition.
- Demand is uneven: GM reported U.S. sales down 6% in October 2026, citing EV weakness and discontinued vehicles.
- IT jobs face restructuring: GM confirmed global role cuts in May 2026, with reports estimating 500 to 600 employees.
What makes General Motors unique
- GM shares battery production with LG: their Ultium Cells venture operates plants in Ohio and Tennessee.
- GM controls Super Cruise map delivery: its own vehicle software and servers send location-specific road tiles.
- GM sells backup power alongside cars: GM Energy connects compatible EV batteries to properly equipped homes.
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Benefits
Paid Vacation
Paid Sick Leave
Paid Holidays
Parental Leave
Health Insurance
Dental Insurance
Vision Insurance
Life Insurance
401(k) Company Match
401(k) Retirement Plan
Tuition Reimbursement
Student Loan Assistance
Flexible Work Hours
Discount on GM vehicles
Company News
General Motors reported a 5.5% decline in US new vehicle sales for the third quarter of 2026. The drop stems from discontinued models and reduced electric vehicle sales, alongside high petrol prices dampening overall demand. North America generated $3.4 billion of GM's $3.9 billion adjusted operating profit in the second quarter. The company had raised its 2026 profit forecast to $14 billion–$16 billion in July, before the latest sales figures emerged. Revenue over the past twelve months reached $185.5 billion, down 1.1% year-over-year. Management expects a weaker fourth quarter due to new full-size truck launches, which will cost approximately 35,000 units of volume. GM stock returned 40% over the past twelve months, now trading at 37.2 times earnings. The company maintains over 42% of the US full-size pickup market.
Trump threatens 50% Canada auto tariffs Jan. 1 - LTU expert warns Michigan could pay the price. DETROIT - President Donald Trump has threatened to double U.S. tariffs on Canadian cars, trucks and automotive parts to 50% on Jan. 1, 2027 - a move a longtime General Motors executive warns could hammer Michigan automakers and suppliers, threaten jobs and ultimately make vehicles more expensive. Warren Browne, a former global General Motors executive who spent roughly four decades in the auto industry and now serves as an adjunct professor at Lawrence Technological University, says Michigan is especially vulnerable because its automotive economy is deeply intertwined with Canada's. In a new MITechNews video interview, Browne explains why he believes a 50% tariff could do far more than hurt Canadian manufacturers. It could come back across the border and hit Michigan. "If 50 percent tariffs are imposed on Canadian auto exports, and Canada retaliates by imposing 50 percent tariffs on the U.S., it will destroy both auto industries," Browne said. In the accompanying MITechNews video interview, Warren Browne explains what a 50% Canadian automotive tariff could mean for Michigan automakers, suppliers, workers and car buyers - and why he believes a U.S.-Canada tariff war could damage the auto industry on both sides of the Detroit River. Jan. 1 is the date to watch. Trump announced Aug. 24 that he would raise tariffs on Canadian cars, trucks and automotive parts from 25% to 50% beginning Jan. 1, 2027, after U.S.-Canada trade negotiations broke down. Reuters The president's argument is that tariffs will encourage manufacturers to move more production into the United States. "Build in the U.S. and there are ZERO TARIFFS," Trump said when announcing the threatened increase. Reuters But the 50% tariff has not yet taken effect, and industry officials remain hopeful Washington and Ottawa can reach an agreement before January. Reuters reported that some auto executives also remain skeptical that the threatened tariff will ultimately be implemented because previous tariff threats have been delayed or changed. Reuters Browne's concern is what happens if this one isn't. Why Michigan could get hit. A modern automobile isn't necessarily built in one city - or even one country. The North American auto industry has spent decades creating an integrated manufacturing network in which vehicles and components move between the United States, Canada and Mexico. Michigan and Ontario are at the heart of that system. Engines, transmissions, electronics and other components can cross the U.S.-Canada border during different stages of manufacturing before a finished vehicle reaches a dealership. That's why Browne argues that a tariff intended to punish Canadian manufacturing can also increase costs for Michigan manufacturers. Flavio Volpe, president of Canada's Automotive Parts Manufacturers' Association, made a similar point following Trump's announcement, saying U.S. assembly plants depend on Canadian components and could be forced to halt without them. Reuters Browne: tariff costs already add up. Browne has been tracking the financial impact of tariffs on automakers. In 2025, he calculated that existing tariffs were running at approximately $2,200 per vehicle on an annualized basis. That's important because automakers have several choices when their costs rise: absorb the expense, pressure suppliers to cut prices, change where they manufacture vehicles and components - or eventually pass some of the cost to consumers. Doubling the Canadian automotive tariff to 50% could increase that pressure. Reuters reported that Canadian-made vehicles accounted for about 6% of U.S. vehicle sales in 2025. But the impact extends beyond finished vehicles because the proposed 50% levy also covers Canadian automotive parts used by U.S. factories. Reuters That directly raises the stakes for Michigan. Michigan suppliers could feel it quickly. The impact wouldn't stop with Ford, General Motors and Stellantis. Michigan's automotive economy includes thousands of companies making tooling, electronics, plastics, seats, precision components and other products. A Michigan supplier doesn't necessarily have to be directly tariffed to get hurt. If a Canadian assembly plant cuts production because vehicles become too expensive to export to the United States, that factory needs fewer Michigan-made components. Conversely, if a Michigan assembly plant depends on Canadian components whose cost rises because of tariffs, producing vehicles in Michigan becomes more expensive. Browne says that's why treating the U.S. and Canadian auto industries as completely separate economies doesn't reflect how vehicles are actually manufactured. Could plants shut down within days? There's another risk: inventory. The automotive industry relies heavily on just-in-time manufacturing. Instead of stockpiling months of components, factories receive parts according to carefully coordinated production schedules. Browne believes a severe disruption of cross-border automotive trade could begin shutting down assembly operations within seven to 10 days. That's Browne's forecast rather than an industrywide projection, but history demonstrates how quickly a border disruption can affect auto production. The 2022 Ambassador Bridge blockade disrupted manufacturing on both sides of the Detroit River as automakers struggled to obtain needed components. With a 50% tariff, the disruption would be financial rather than a physically blocked bridge, but Browne argues that the underlying vulnerability is similar: Michigan plants need Canadian parts, and Canadian plants need American parts. The jobs question. Canada has substantial exposure because its auto industry depends heavily on access to the U.S. market. But American workers aren't insulated from what happens in Ontario. A Canadian plant that reduces production buys fewer American-made parts. A Michigan factory that can't obtain affordable Canadian components may also have to reduce production. Previous research illustrates how broadly automotive tariffs can spread through the economy. In 2018, the Ann Arbor-based Center for Automotive Research modeled a different scenario involving a 25% tariff on all imported vehicles and automotive parts. Its most severe scenario estimated that nearly 715,000 U.S. jobs could be lost. That number is not a forecast of Trump's current Canadian tariff proposal, but it demonstrates why economists and auto-industry officials have long warned that tariffs can affect workers far beyond assembly plants. Investment could be another Michigan casualty. Browne says uncertainty itself can hurt Michigan. Automakers and suppliers make investment decisions years in advance. New assembly lines, tooling, automation systems and factories can require investments reaching hundreds of millions or billions of dollars. Executives deciding where to make those investments need to know what their future costs are likely to be. If companies don't know whether moving a component across the Detroit River will carry a 15%, 25% or 50% tariff, they may postpone investment until trade policy becomes clearer. For Michigan, that could mean delayed factory upgrades, postponed equipment purchases and potentially fewer new jobs. A 50/50 trade war. Browne's greatest concern isn't simply Trump's threatened 50% tariff. It's what Canada might do in response. Canada has already demonstrated its willingness to retaliate against U.S. tariffs. Following the latest escalation, Canadian officials announced retaliatory measures against U.S. products. Reuters Browne's worst-case scenario is a 50% U.S. automotive tariff followed by a comparable Canadian response. That would put Michigan and Ontario - two of North America's most interconnected manufacturing regions - squarely in the middle. The Trump administration argues that tariffs can encourage companies to manufacture more products in the United States. Browne sees a different risk: after decades of integration, imposing extremely high tariffs on Canadian vehicles and components could raise costs for the American manufacturers, suppliers and consumers the tariffs are intended to protect. Whether Trump's threatened 50% automotive tariff actually takes effect remains uncertain. But Jan. 1 is now less than three months away.
Unearthed social media posts contradict El-Sayed's 'capitalist' narrative. The Democratic Socialists of America's Detroit chapter has called El-Sayed a 'comrade' and praised his climate advocacy. Michigan Democratic Senate nominee Abdul El-Sayed details his Medicare for All plan while advocating for politicians to not take money from big corporations on 'The Story. Abdul El-Sayed, the Democratic nominee for the U.S. Senate in Michigan, recently embraced the "capitalist" label and pushed back against being called socialist, but unearthed social media posts contradict that narrative. Recently unearthed social media posts show the Detroit Democratic Socialists of America (DSA) chapter applauding his views on climate advocacy, going so far as to call him a "comrade" in its efforts. "Welcome to the team comrade," the group's Detroit chapter wrote in a post in 2019 alongside a picture of El-Sayed, then a recent candidate for Michigan governor. Shortly after El-Sayed endorsed Sen. Bernie Sanders, I-Vt., in his presidential bid, the account again praised his support. U.S. Democratic Senate candidate from Michigan Abdul El-Sayed poses for a photo at the Labor Day parade in Detroit, Mich. on Sept. 7, 2026. (JEFF KOWALSKY / AFP via Getty Images) "Thank you to our friend and ally Abdul El-Sayed for endorsing Bernie Sanders. Our movement is unstoppable," the group wrote. Although the DSA has not officially endorsed El-Sayed in his Senate bid or affirmed his platform, the DSA's local support for him may raise questions of increased overlap between his platform and the DSA's official stances. In an interview with The New York Times, El-Sayed described his views on capitalism. "Capitalism is about leveraging the laws of supply and demand to efficiently allocate capital expenditure to maximize value. When capitalism works, it's because you have free entry and exit into markets," El-Sayed said. "So if you believe in capitalism, you have to believe in government regulation to protect markets. In fact, right now, we have exactly the opposite. You don't have to be a socialist to believe that you should be taxing billionaires their wealth," he continued. "In fact, if you are a capitalist, you should believe in that. So, I'm a capitalist who just knows about capitalism. I have a bad habit of reading; I'm so sorry." Among other stances, El-Sayed has championed policies like Medicare for All, increasing taxes on the country's top earners and implementing more stringent penalties on businesses that, in his view, abuse natural resources like water supply and air quality. In his 2018 campaign for governor, El-Sayed espoused many of the same views, garnering support from the DSA - especially for his platform on climate. At one point, El-Sayed joined in calls to seize plants owned by General Motors after the company announced it would cut about 14,000 jobs from sites across the country. Democratic Senate candidate Abdul El-Sayed speaks to members of the media ahead of the Michigan Democratic Party's 2026 nominating convention in Lansing, Mich., on Saturday, Aug. 29, 2026. (Sarah Rice/Bloomberg via Getty Images) "Today, Abdul El-Sayed signed onto our bold demand to seize abandoned [General Motors] plants and convert them into green, public use. This is the courage and vision we need from our leaders to make the Green New Deal a reality. Thank you, Dr. El-Sayed! Onward!" The group wrote. El-Sayed was among 140 co-signers for the plan, including figures like Rep. Rashida Tlaib, D-Mich., and Natasha Fernández-Silber, the co-chair of the Detroit DSA. "These facilities are not just the 'property' of a corporation. They belong to the workers who have contributed their labor, and the taxpayers who have provided enormous tax breaks, public subsidies and bailouts to GM," the resolution read. Between 2017 and 2020, the Michigan Democrat spoke at six events held by Democratic Socialists of America chapters, including a 2019 fundraiser where he served as the keynote speaker. Additionally, DSA officials told Politico in July that they were mobilizing resources to help El-Sayed win his Democratic primary election. "I'm not technically or practically DSA," El-Sayed told the Wall Street Journal in July. Socialist organizers, however, have called him "a longtime friend of Detroit DSA." "Our annual fundraiser is going to be [fire] this year. Chaired by the one and only Rashida Tlaib, with guest speaker Abdul El-Sayed," another post reads. "Our annual Douglas-Debs Dinner is THIS SATURDAY! The one and only Rashida Tlaib will give the keynote, with special guest speaker Abdul El-Sayed. Don't miss out. Get your tickets today!" another stated. For its own part, the national platform for the DSA goes well beyond the proposals that El-Sayed has made a part of his Senate bid. Dr. Abdul El-Sayed, the Democratic nominee for U.S. Senate, speaks at the Michigan Democratic Nominating Convention in Lansing, Mich., on Aug. 29, 2026. (Anadolu via Getty Images) Among other positions, the group has championed abolishing the U.S. Senate, establishing public ownership of the country's largest corporations and defunding the Department of Defense - stances that El-Sayed has not voiced support for. El-Sayed's campaign did not immediately respond to requests for comment on whether El-Sayed believes the past support from the Detroit DSA undermines his claims about what he believes about capitalism. Having cleared the Democratic primary, El-Sayed will face off against Republican Senate nominee Mike Rogers on Nov. 3. Fox News' Robert Schmad contributed to this report Leo Briceno is a politics reporter for the congressional team at Fox News Digital. He was previously a reporter with World Magazine.
Former CCOs to headline 2026 PRovoke Global Summit. Jon Harris and Torod Neptune will join Paul Holmes for a discussion on how CCOs can institutionalize the function; Craig Buchholz will lead a Burson session on transformation. CHICAGO - Jon Harris, who recently stepped down as chief communications & networking officer at Conagra Brands, and Torod Neptune, most recently SVP corporate marketing and chief communications officer at Medtronic, are among the notable speakers at this year's PRovoke Global Summit in Chicago, which takes place on October 26 and 27 and will focus on the twin pillars of "Storytelling and Sense-Making." Harris (center) and Neptune (right) will join PRovoke Media founder and editor Paul Holmes for a discussion entitled "Leaving an Empty Seat: When Powerful CCOs Depart, the Function Goes With Them." The two former CCOs saw their previous roles were divided, downgraded or absorbed after they walked out the door, and will explain why the function's standing so often belongs to the person rather than the chair, and what sitting CCOs should be doing to make their roles outlast them. In addition, Craig Buchholz (left) - former CCO at General Motors and Procter & Gamble - will lead a session sponsored by Burson focused on "Leading Change: Why Communications is the Engine of Enterprise Transformation." The session will explore using communications to change how organizations operate, engage stakeholders, and create value. Neptune has spent over 25 years at the highest levels of corporate America, most recently as CCO at Medtronic, and previously as CCO at both Lenovo and Verizon Wireless. He now serves as an assistant professor of strategic communications and reputation management at UNC Chapel Hill and is also founder and managing partner of Neptune & Company, a senior advisory firm. Harris has spent more than three decades at the highest levels of corporate America, most recently as executive vice president, chief communications & networking officer at Conagra Brands and president of the Conagra Brands Foundation. He previously held senior leadership roles at Hillshire Brands, Sara Lee Corporation and PepsiCo. He now leads Jon Harris Associates. Buchholz currently serves as Burson's US CEO, having previously held the same position at Hill & Knowlton. Earlier, Buchholz spent three years as senior vice president of global communications for General Motors, where he was responsible for the company's overall global communications strategy. He was previously chief communications officer for Procter & Gamble The 2026 PRovoke Global Summit is produced in partnership with some of the world's largest public relations agencies, including Burson, Edelman and Penta Group; Finn Partners, FleishmanHillard, GolinKetchum, MSL, SEC Newgate, The Sway Effect, and Weber Shandwick; We Communications; GCI Health, Zeno; Adfactors PR, M Booth, Mike Worldwide, Real Chemistry, The Romans, Ruder Finn, and SPRG; and law firm Davis+Gilbert. Details on the program are here as they become available. Tickets for the Summit are available here. Article tags News direct to your inbox The agency playbook. The PR industry's most comprehensive listing of firms from every region and specialty.
GM recalls 29,347 Cadillac OPTIQ EVs as front windows may not reverse on an obstruction. General Motors is recalling nearly 30,000 Cadillac OPTIQ electric SUVs in the United States over a software issue that could prevent the front windows from detecting an obstruction when being closed remotely. The recall campaign was filed on September 24, 2026, and covers 29,347 OPTIQs from the 2025, 2026 and 2027 model years. What the defect does. The issue is limited to a specific situation involving the key fob's express-up function. When the front windows are remotely closed, they may fail to stop and reverse if an obstruction is encountered during the final 13 mm of travel. When the front windows are closed using the key fob's express-up function, they may fail to detect an obstruction and reverse direction, meaning the vehicles fail to conform to Federal Motor Vehicle Safety Standard (FMVSS) No. 118, "Power-Operated Window Systems." That standard requires windows that close automatically to stop and reverse before exerting a squeezing force of 100 newtons or more on a test rod placed in their path. GM filed the recall as a failure to comply with FMVSS No. 118 rather than as a safety defect, and said it was not aware of any field complaints linked to the condition. How the fault was found. On June 26, 2026, GM detected the issue through a dealer who noticed that the power windows on the Cadillac OPTIQ would not properly stop when they encountered an object while the express-up feature was activated using the vehicle's key fob. A quality manager analyzed the report and escalated the issue through GM's Speak Up For Safety program on June 26, 2026. The closure hardware team subsequently tested five vehicles using the FMVSS 118 procedure, varying the angle of the cylindrical test rod. Four of those five OPTIQ crossovers failed to consistently meet the federal requirements. GM blamed a calibration set by its supplier, Kwangjin America, of Warren, Michigan. The upper travel range for the anti-pinch system had been set too low, preventing the system from consistently meeting the required stop-and-reverse performance. Scope of the recall. The recall covers the 2025, 2026 and 2027 model years, and covers vehicles built between July 24, 2024, and September 22, 2026. The recall includes 12,558 vehicles from the 2025 model year, 10,201 from the 2026 model year, and 6,588 from the 2027 model year. GM's filing states that 100 percent of all units in that production window carry the fault. The OPTIQ is GM's entry-level Cadillac electric SUV. A separate recall campaign this week covered 1,559 Chevrolet Silverado and GMC Sierra trucks from the 2016 and 2017 model years because the roof-rail airbag inflators may have a manufacturing defect that can cause the inflator end cap to separate or the inflator sidewall to rupture. The OPTIQ recall is the larger action, and it arrives at a time when federal regulators are tracking a wave of software-related safety non-compliance filings across the industry. The fix and what owners should do. The recall will not require any new hardware. GM will revise the front door window software calibrations in the body control module free of charge. All affected owners can have the updated software installed at a GM dealership, with an over-the-air update also offered for vehicles that support wireless software installation. GM has already identified the issue on its production line and made the necessary calibrations at the OPTIQ assembly plant on September 22, 2026. Owner notification letters are expected to be mailed by November 9, 2026. Owners may contact Cadillac customer service at 1-800-458-8006 and reference GM recall N262567230. Vehicle Identification Numbers involved in this recall became searchable on NHTSA.gov on September 24, 2026. Owners can also look up their VIN directly at NHTSA's recall portal under campaign number 26V612000. Eligible owners who receive a wireless software prompt should accept the update immediately. The OPTIQ case underscores how supplier-set calibrations in complex vehicle software chains can escape notice until field testing reveals a compliance gap, a pattern that has prompted NHTSA to expand its scrutiny of electronic and software-driven defects across passenger vehicles in recent months. Hugo Rojas is the editor of GCN. With a Master of Science in Engineering, he specializes in technology, data, and science, and brings a human-centered perspective informed by psychology.