GM is remaking its software org at the same time it rewires how its vehicles are built. Chief technology officer Sterling Anderson is taking charge of a newly combined group that pulls vehicle software engineering together with Global Product, following the departure of Dave Richardson, the former Apple executive who had been leading software and services engineering. GM framed the move as a structural change to speed up development and delivery of tech features for customers.

The timing is not accidental. GM used its recent Forward event to outline a next generation centralized computing platform and zonal electrical architecture slated to arrive in 2028, debuting on the Cadillac Escalade IQ and then spreading across both EVs and gas models. The shift replaces dozens of distributed control modules with a small set of powerful computers connected by high speed networking, unlocking faster updates and tighter coordination between propulsion, safety, infotainment, and driver assist systems.

GM says the upside will be measurable. Public materials and briefings around the event pointed to up to 1,000 times more in vehicle bandwidth and a big expansion in over the air update capability, which together lay the groundwork for richer connectivity, more sophisticated autonomy features, and quicker bug fixes. In plain English, the car becomes easier to upgrade and less dependent on service bays for software fixes.

Anderson’s expanded remit hints at how GM wants to execute. He has been a visible voice inside the company’s push to merge hardware and software roadmaps, and the reorg folds responsibility into one team that can align compute platforms, feature sets, and vehicle programs under a single playbook. With Richardson stepping away, consolidating ownership should reduce handoffs and help GM hit its 2028 milestones.

All of this intersects with GM’s controversial infotainment strategy. After removing Apple CarPlay and Android Auto from most new EVs, CEO Mary Barra has confirmed the phaseout will extend to future gas vehicles as the new architecture rolls in. GM argues a native platform will be safer, more consistent, and better integrated with advanced driver assistance and energy management, even as many shoppers say phone mirroring remains a must have. Existing vehicles keep their current capability.

Why it matters for shoppers and owners comes down to speed, features, and long term value. A centralized, zonal design should enable faster response times for driver assist, more seamless OTA updates, and improved connectivity that can support richer entertainment and future AI workloads without constant hardware churn. It also gives GM a clearer path to monetizing software through new services and feature unlocks, for better or worse depending on how those subscriptions are packaged.

Bottom line for Automotive Addicts readers. GM is not just swapping leaders, it is putting the person who owns the future compute stack in charge of how that software shows up in real vehicles. If the company sticks the landing in 2028, customers should feel cars that boot quicker, update more often, and integrate safety, performance, and entertainment in a way that finally feels cohesive. The leadership shuffle suggests GM knows it needs one play caller to get there.