Why can't I keep factory exhaust replaced with warranty??

[Number 3]

In the first year of production I believe the dealer has to return 100% of warranty parts simply to diagnose any and all issues to help prevent customer concerns.

In the end, I believ the dealer must be at least able to produce the failed part simply to get paid for the warranty work. Not saying any dealer would ever do an un needed repair, but this can be the proof GM demands to prove a failed part was actually replaced.

[oldfriend]

Originally Posted by SlingShot

GM out sources it's parts, if there is a problem they can send them back to the builder for a credit.

That's what it is !

[FINALLYSATISFIED]

Originally Posted by gmen09

Hey FINALLYSATISFIED no offense but if you had continued to read, you would have seen that literally six posts later I said I understand. And I said that after reading the responses I understand why. Seriously don't take this the wrong way, but I'm just letting you know that I have accepted it, and I just wanted clarification.

None taken! If the post was cold hearted I apologize, been a long day.

[ravensjeff]

The stock exhaust is the ugliest piece of junk on the car. Why would you want to hang that on the wall and look at it all day?

[5thGenOwner]

Originally Posted by gmen09

I am at the dealer right now for an exhaust replacement and I asked if I could keep the original exhaust, to hang on the wall, I don't know it's the original so it seems like its nice to have, but the guy said I couldn't unless I wanted to buy it for 1000 dollars, I said really 1000 bucks for a broken exhaust, and he said gm said they had to keep them? My question is what do they do with the exhaust, and why can't I keep it? And no I'm not planning on putting it back on and trying to scam them out of another exhaust, I just want it because its the original.

When I read this, I first came to your conclusion. But then I reread it and realized that you are having 'warranty' work done, you are not having the dealer install aftermarket exhaust. I had my dealer install my aftermarkets and he asked if I wanted to keep the originals (no thanks, I own too many trash cans already).

It just makes sense... that any warranty replaced item should be kept for inspection, even if that only comes when issues arise in mass.

Here's more basic reasoning... "we must learn from our failures". If that failure is hanging on your garage wall, how are the engineers going to learn anything?

[PQ]

Not only that but they could possibly repair it. (just food for thought, not that they would)

OR, they don't want sub-par parts floating around.

OR, they make a bit from scrap metal weight.

OR, it's just not good business to give parts away.

OR, they just don't like you.

[RubyCamaro]

Maybe it has something to do with this: (from an e-mail from Scott Settlemire - fbodfather)


Now - for some GOOD NEWS!

From FORBES Magazine:



How GM Makes $1 Billion A Year By Recycling Waste
By Jo Ann Muller


Feb. 21, 2013



If one man's trash is another man's treasure, General Motors has the revenue to prove it.

The automaker generates an eye-popping $1 billion a year reusing or recycling materials that would otherwise be thrown away - everything from scrap steel and paint sludge to cardboard boxes and worn-out tires. It's an unexpected but welcome revenue stream that comes from rethinking its approach to waste reduction.

Manufacturing is a dirty business. Industrial facilities in the United States generate 7.6 billion tons of nonhazardous waste annually, according the Environmental Protection Agency. Most of it ends up in landfills.

At GM, however, waste is viewed not as something to be thrown away, but as a resource out of place. By finding new uses for that waste - or selling it to someone who can - GM diverted 2.5 million metric tons of waste from landfills in 2011 (the equivalent of 38 million garbage bags).

When an automaker's stamping press cuts the shape of a car door out of a flat sheet of steel, for example, there's a large hole reserved for the window. In most auto factories, the leftover steel cutouts are stacked up, then sold to a foundry, where they are melted with other bits of steel and converted into scrap metal. That's one way to recycle, but the melting and reprocessing of steel costs money and consumes a lot of energy.

General Motors sees those leftover steel cutouts, roughly four feet square, as a marketable commodity. It sells them directly to a local steel fabricator, Blue Star Steel, which uses them to stamp out small brackets for heating and air conditioning equipment for other industries, skipping the foundry altogether. Everyone benefits: GM maximizes the value of that leftover material; Blue Star Steel saves money buying scrap steel, and the environment is spared additional greenhouse gas emissions from a foundry.

Worldwide, 90 percent of GM's manufacturing waste is reused or recycled this way - more than any other automaker, according to Two Tomorrows, a sustainability consultant in San Francisco. GM has a total of 104 landfill-free facilities worldwide, including 84 manufacturing sites that reuse or recycle 97 percent of their waste, and convert the remainder to energy. Its goal is 125 landfill-free facilities globally by 2020.

Aside from the environmental benefits, GM argues there's a strong business case for zero-waste manufacturing, which is why it's spreading the gospel of recycling and re-use to other companies and other industries. It even published a downloadable blueprint that explains its process for landfill-free manufacturing.

"Sustainability is a word that's used often," said John Bradburn, GM's manager of waste-reduction efforts. "But what's really important, if a company's going to do it, is that they need to not just take care of the environmental aspects by reducing their footprint, but the financial aspects as well, by making sure that work contributes to the bottom line," he said.

A project that doesn't seem cost-effective might become so if the company rethinks it using recycled materials or by finding a partner like Blue Star Steel willing to pay for excess materials. "Our output can become someone else's input," said Bradburn, a self-described "modern tree hugger" and 35-year GM veteran. "It really opened people's eyes - even within our company."

Of course, there is some cost involved in improving waste management. "A landfill-free program requires investment," said Mike Robinson, GM vice president of sustainability and global regulatory affairs. GM, for example, had to hire resource management employees in each facility to track and report waste generation for their site. "It's important to be patient as those upfront costs decrease in time, and recycling revenues will help offset them," Robinson said.

When GM started its commitment to landfill free manufacturing in 2005, it invested about $10 for every 1 ton of waste reduced. Over time, it reduced program costs by 92 percent and total waste by 62 percent.

GM officials say the key to recovering the highest value from manufacturing waste is managing all byproducts in one electronic tracking system. All GM plants monitor, measure and centrally report their performance on a monthly basis where it is evaluated against company-wide waste-reduction goals. By engaging employees in the recycling effort, the data also helps motivate factories to keep looking for creative solutions. If one plant finds a valuable use for a byproduct, it is quickly shared with other factories around the world.

GM also built a strong network of suppliers committed to working on "closed-loop" systems that recycle factory waste into new vehicle parts or plant supplies. For example:

Cardboard shipping materials from various GM plants are recycled into sound-dampening material in the headliners of the Buick Lacrosse and Verano to help keep the cabin quiet.

Plastic caps and shipping aids from GM's plant in Fort Wayne, Ind., are mixed with other materials to make radiator shrouds for the Chevrolet Silverado and GMC Sierra pickups built there.

Test tires from GM's Milford, Mich., proving ground are shredded and used in the manufacturing of air and water baffles for a variety of GM vehicles.

Wooden pallets that can no longer be used in the factory are instead used for housing construction.

Scrap aluminum shavings from machining transmission casings are melted down and used to create more casings.

Paint sludge from GM's Lansing Grand River plant has been turned into plastic material and used for shipping containers durable enough to hold Chevrolet Volt and Cruze engine components.

Solvents used between paint color changes have been reformulated into a paint, cured and hardened with ultraviolet light, and applied to plant floors.

Of course, not every industrial byproduct ends up generating revenue, but it still can be useful. For example:

250 shipping crates from one Michigan plant were turned into raised garden beds for an urban garden in Southwest Detroit, providing nearby residents with locally grown food.

GM donated scrap vehicle sound absorption material to help insulate coats that transform into sleeping bags for the homeless, an initiative led by a Detroit humanitarian.

Scrapped battery covers for the Chevrolet Volt were converted into nesting boxes for wood ducks, screech owls and bats.

In a good bit of PR a few years ago, GM converted 227 miles of oil-soaked booms off the Alabama and Louisiana coasts from the British Petroleum oil spill into a production year's worth of air deflectors in the electric Chevrolet Volt.

Through these and other recycling activities, GM generated a total of $2.5 billion in revenue between 2007 and 2010. While about half of GM's plants are now landfill-free, the company says its progress is hampered in some parts of the world - and even in some parts of the U.S. - where the infrastructure to support recycling is lacking.

That's why GM met this week with a group of automakers, suppliers, waste management companies and government officials in Tennessee to promote more recycling.

"Compared to other regions where GM has plants, the Southeast has opportunity to build up its recycling economy," said Bradburn. "By connecting local recyclers - and those with potential - with area companies, we can start to address the gaps and build a more robust infrastructure that will help the auto industry and beyond to leave a smaller footprint.

[PQ]

Damn. Now THAT was a perfect post.

One of mine was partially right.

[moserbe]

I've got an OEM SS LS3 exhaust system taking up room in my shed with no plans on hanging it on the wall.

[RubyCamaro]

Me too! Along with a variety of other stock parts.