Automakers promise that certified pre-owned (CPO) programs are a safe bet for used buyers. But one Florida truck owner claims that his CPO Chevy truck delivered nothing but headaches, and his TikTok rant about warranty loopholes and dealership runarounds raises questions about the whole program.
Lee Dammon (@sowraps) told Motor1 that two weeks after purchasing a certified pre-owned Chevy, his truck broke down in Jacksonville, Florida. Since then, he’s been locked in a battle with a dealership that seems determined to dodge responsibility. His TikTok rant about failed transmissions, dead batteries, and being charged $500 for parts he insists weren’t his fault gained lots of attention, with more than 22,000 views. But behind the viral post lies a more familiar story about warranty gaps, service delays, and consumer frustration.
A Quick Breakdown
Dammon said he purchased the truck from Master’s Chevrolet in Aiken, South Carolina, and was driving it from Augusta, Florida, toward West Palm, Florida, when it suddenly quit near Jacksonville. Stranded, he had no choice but to drop it off at Ron Anderson Chevrolet in Yulee, Florida.
“In the two weeks they’ve had it, they literally only called me one time,” Dammon says. “Every other time, I had to call them.” He says the dealership first diagnosed the issue as a bad valve body and ordered parts, then texted him that the parts had arrived. But when he followed up days later, they told him the parts “just got here today.” He says he had to nag them for any form of real update.
The breakdown of communication was bad enough. What pushed Dammon over the edge was a surprise demand: Both batteries allegedly had dead cells, and he would be charged $230 each plus installation. Dammon rejects this, arguing it’s implausible for two batteries to fail simultaneously. He told the shop to retain his original batteries and deliver them to him when the truck was ready.
Meanwhile, Dammon’s selling dealership (Master’s Chevrolet) stepped in. The general manager there told Dammon to pay for the batteries at the Florida dealership, submit the receipt, and that he would reimburse him. That gesture, however, doesn’t erase the bigger issue: a customer who felt cornered by unwritten warranty gray areas.
Are ‘Certified’ Programs Worthwhile?
Dammon’s experience might sound extreme, but it’s not unusual. Across the industry, consumers are increasingly vocal about service frustrations. J.D. Power’s 2024 U.S. Customer Service Index (CSI) showed a modest rebound in satisfaction—up five points to 851 on a 1,000-point scale—after a dip the year before. Yet, despite that uptick, longer wait times and parts bottlenecks remain stubborn problems. Customers of mass-market vehicles now wait an average of 5.2 days for a service appointment, and the average cost per dealer visit has climbed sharply over the past two years.
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A key pressure point is the parts and repair supply chain. The legacy of pandemic disruption lingers: Many dealerships and independent shops struggle with parts availability, shipping delays, and inflated costs. Also, technician shortages persist. In a 2025 survey, 31% of auto repair shops cited staffing shortages as their top operational challenge. With fewer technicians and stretched parts stock, communication often breaks down, leaving customers caught in the middle.
Another friction point is the fine print of CPO warranties. Chevrolet’s CPO program includes a 12-month/12,000-mile bumper-to-bumper limited warranty, which is an extension of the original new-car coverage, and a six-year/100,000-mile powertrain limited warranty, both with no deductible. However, the warranty documents clearly specify that “maintenance and wear” items, such as batteries, brake pads, tires, rotors, and similar components, are typically excluded. In other words, while the CPO coverage is generous in many respects, it does not guarantee full protection from every mechanical or electrical failure.
That exclusion is where many customer conflicts begin. Dammon argues that because his dash cam remained plugged in, contrary to his instructions, the dealership drained his batteries, and that the shop should be responsible. The dealership countered that batteries are wear items and not covered. Even though Dammon got a reimbursement promise from the selling dealer, the underlying tension remains: How much protection should a CPO buyer reasonably expect, and what happens when dealers disagree on interpretation?
For consumers, Dammon’s ordeal offers a cautionary tale. First, understanding exactly what your CPO warranty excludes is crucial. Just because a vehicle is “certified” doesn’t mean it’s immune to out-of-pocket costs. Second, insist on written communication and documentation for all interactions, including when parts arrive, when a diagnosis changes, or when you’re asked to pay for something. Dammon’s decision to demand his old batteries be returned is precisely the kind of consumer safeguard recommended by repair-industry best practices.
The AAA repair guide, for example, advises customers to request the return of old parts to verify that replacements were necessary. Third, if you find yourself in disagreement, escalate the issue to the selling dealer, manufacturer, or consider third-party mediation. In Dammon’s case, it was the general manager at his original Chevy dealership who offered reimbursement, which could very well have prevented further escalation.
Dammon’s TikTok video may have drawn viral attention, but it’s more than a social media spectacle. It’s a spotlight on the often-ambiguous space between warranty promises and real-world service execution. If dealerships don’t adapt to tighter supply chains, staffing pressures, and customers empowered by social platforms, more stories like Dammon’s will emerge. And in an era where one complaint can go viral overnight, reputational risk may outweigh the cost of goodwill.
Motor1 reached out to Ron Anderson Chevrolet via email. We’ll be sure to update this if it responds.
