2014 Chevrolet Silverado 1500 Problems & Issues

On the 2014-2019 Chevrolet Silverado 1500, gM's Active Fuel Management (AFM) system deactivates cylinders to improve fuel economy, but can cause premature lifter wear and failure. Symptoms include rough idle, misfires, and valve train noise. GM released updated lifters.

On the 2014-2019 Chevrolet Silverado 1500, the EcoTec3 5.3L V8 (L83, and later L84 with Dynamic Fuel Management) uses Active Fuel Management to deactivate cylinders 1, 4, 6, and 7 under light load. The AFM lifters that collapse to deactivate those cylinders are prone to sticking or mechanical failure, often during a mistimed cylinder-mode switch event. A failed lifter stops actuating its valve, producing a loud ticking/tapping noise, rough idle, a flashing check-engine light, and a single-cylinder misfire (cylinder 7 is the most commonly reported). If a lifter disintegrates it can wipe the camshaft lobe, turning a lifter job into a cam-and-lifter job. Owners on CarComplaints report this surfacing anywhere from 80,000-120,000 miles, and it is the subject of multiple GM lifter/AFM lemon-law and class-action discussions.

On the 2014-2019 Chevrolet Silverado 1500, on the Gen V 5.3L L83 (and 6.2L L86) in the Silverado 1500, the timing chain can stretch and the VVT cam phasers/actuators can wear, causing the camshaft to drift out of correlation with the crankshaft beyond what the variable-valve-timing system can correct. This sets crank/cam correlation and VVT codes, a startup rattle (slack chain before oil pressure builds), rough idle, reduced power, and on higher-mileage trucks a risk of the chain jumping. AFM operation and extended oil-change intervals accelerate the wear. It is a more involved repair than a sensor because it requires removing the front timing cover.

On the 2010-2014 Chevrolet Silverado 1500, generation IV 5.3L Vortec engines burn an abnormal amount of oil — many owners report a quart or more every 1,000-2,000 miles. The defect is a combination of low-tension piston rings that fail to control oil, oil spray from the Active Fuel Management (AFM) system during cylinder deactivation, and a PCV path that draws oil mist into the intake. The oil fouls and prematurely wears spark plugs, causing rough idle, misfires, and a check-engine light. This was the subject of the Siqueiros v. GM class action (N.D. Cal., No. 3:16-cv-07244), which reached a final settlement in October 2025.

On the 2014-2016 Chevrolet Silverado 1500 5.3L V8 L83, oil consumption on an L83 truck requires a documented assessment. GM 19-NA-036 provides a conditional diagnostic path with a July 1, 2015 L83 build breakpoint.

On the 2014-2018 Chevrolet Silverado 1500, the engine-driven brake vacuum pump on 2014-2018 Silverado 1500 trucks (5.3L and 6.2L V8) can lose vacuum output over time as oil sludge and debris are trapped by the pump's oil inlet filter screen. As vacuum drops, power brake assist decreases, producing a hard brake pedal, increased pedal effort, and longer stopping distances, most noticeably at low speed (parking lots, slowing for crosswalks). GM recalled roughly 3.4 million trucks and SUVs for this condition under NHTSA campaign 19V645000 (GM recall N192268490), and NHTSA's underlying investigation was closed after the recall.

On the 2007-2014 Chevrolet Silverado 1500, the original galvanized-steel brake (and fuel) lines on these trucks lack the modern nylon/PVF anti-corrosion coating, so in cold-weather/road-salt states the lines rust from the outside in and rupture. A brake-line burst causes sudden, often warning-light-free loss of brake pressure and a long/soft pedal. NHTSA's brake-line corrosion investigation (EA11-001) covered the earlier 1999-2003 GM trucks and was closed in 2015 without a recall, with NHTSA urging salt-belt owners to wash the underbody and inspect lines; no recall covers these later trucks either.

On the 2014-2015 Chevrolet Silverado 1500, some trucks may lose electric power steering assist and then have it suddenly return, particularly during low-speed turns. GM traced it to temporary low system voltage (below 8.8 volts for more than one second) during high-current events, which can make the truck hard to steer and increases the risk of a crash. Applies to: 2014 Chevrolet Silverado LD (1500) under recall 17V-414 and 2015 Chevrolet Silverado LD (1500) under recall 18V-586, plus the GM models listed in each report.

On the 2007-2019 Chevrolet Silverado 1500, p0700 is not a specific fault by itself — it is an umbrella/MIL-request code the ECM stores whenever the transmission control module (TCM) detects an internal transmission problem and asks the ECM to turn on the check-engine light. On the Silverado 1500 it almost always appears alongside more specific companion codes, and the underlying failure follows two dominant, well-documented patterns depending on the transmission. On trucks with the 6L80 six-speed automatic (many 5.3L and 6.2L V8 trucks, plus 2014-onward 4.3L V6 trucks; 2015-onward 6.2L trucks use the 8L90 eight-speed instead), the internal TEHCM (Transmission Electro-Hydraulic Control Module — GM's combined valve body, solenoids, pressure switches, and TCM in a single pan-mounted unit) develops internal circuit-board/solenoid faults from heat and fluid degradation, throwing P0700 together with codes like P0796, P0777, P0842, or P0973 and dropping the truck into limp mode. On older/base trucks with the 4L60E four-speed (2007-2013 4.3L/4.8L), the same P0700 is typically triggered by a failed shift solenoid (P0753/P0758) or a faulty internal mode switch. Because P0700 is a stored 'passenger' code, a scan tool that can talk to the TCM (not just a basic reader) is required to pull the specific sub-code that identifies the actual failed component.

On the 2014-2020 Chevrolet Silverado 1500, the A/C compressor can fail prematurely, especially on trucks in hot climates or with heavy A/C use. Internal compressor failure can contaminate the entire A/C system with debris, requiring extensive repairs.

On the 2014-2019 Chevrolet Silverado 1500, trucks with the column shifter throw a persistent 'Shift to Park' message on the driver information center even though the lever is fully in Park. The cause is a small microswitch/park-confirmation contact behind the lower steering-column trim (to the right of the column) that fails or falls out of adjustment, so the BCM never confirms Park. This blocks the key/ignition from fully powering down, prevents the doors from locking, and can drain the battery overnight. A broken internal plastic detent in the shift lever can produce the same fault.

On the 2014-2022 Chevrolet Silverado 1500, a widely reported Silverado 1500 complaint is a sudden cascade of dash messages — 'StabiliTrak disabled,' then 'Service StabiliTrak,' 'Service Traction Control,' and finally 'Engine Power Reduced' — sometimes with a stumble or stall and limited throttle response. The most common root causes are a faulty accelerator pedal position (APP) sensor or throttle body (electronic throttle), but GM bulletin 18-NA-161 also traces 'Service StabiliTrak' with engine stalling to high-resistance or loose battery cables, a poor BCM ground at G218 (behind the driver-side dash), a starter B+ cable shorting against the starter shield, or a weak battery. Because it can drop the truck into reduced-power limp mode at speed, owners treat it as urgent.

On the 2014-2022 Chevrolet Silverado 1500, the integrated door-lock actuators in K2XX/T1 Silverado 1500 trucks are a high-frequency failure. The small motor and plastic gears inside the actuator wear out, so the power lock buzzes, grinds, or clicks, operates intermittently or cycles rapidly, or stops working entirely on one or more doors. Owners frequently report a domino effect — replacing one actuator, then having another door fail within weeks — and some failures are temperature-dependent (works in heat, dead in cold). On Silverados the lock actuator is integrated into the door latch assembly, so the whole latch is often replaced.

On the 2007-2018 Chevrolet Silverado 1500, the cable-type power window regulators are a recurring weak point. The plastic cable guides/spools crack or the cable frays and jumps its track, so the window drops into the door, closes crooked, or the motor spins/clicks without moving the glass. Many owners report replacing regulators multiple times per door. Worn window motors and broken wires in the door-jamb harness produce similar no-move symptoms.

On the 2014-2018 Chevrolet Silverado 1500, front heated seats on K2XX Silverado 1500 trucks (GM's diagnostic document covers trucks with heated and cooled seats, RPO KB6) commonly stop working, often both seats around the same time and at relatively low mileage. GM's Preliminary Information PIT5434D gives diagnostic tips for the front heated seats and says the main concern is most often the heating element itself; owners and technicians also report browned or burnt connector pins at the seat-heater connector. Because the cushion and back heater elements and the connector can all be implicated, repair quotes are sometimes high if the whole element pad is replaced. It is a comfort/convenience failure rather than a safety defect.

On the 2007-2019 Chevrolet Silverado 1500, the center high-mount stop lamp (third brake light / cargo lamp) gasket dries out, cracks, and lets rainwater and car-wash water into the cab. Because the water runs down behind the interior trim and the carpet has a rubber backing, owners often don't see it until the rear floor is soaked, a musty smell develops, or electronic modules mounted under the rear seat corrode. It is one of the most common water-intrusion sources on these trucks and is frequently misdiagnosed as a window or door leak.

On the 2007-2022 Chevrolet Silverado 1500, on sunroof-equipped Silverados the four corner sunroof drain tubes clog with debris, so rainwater that normally drains overflows the sunroof tray and leaks onto the headliner, A-pillars, seats, and floor. Owners report wet carpet, dripping headliner, and water sloshing sounds. A cracked sunroof frame rail is a separate, more expensive cause of the same leak. It is a classic misdiagnosed 'unknown water leak.'

On the 2014-2018 Chevrolet Silverado 1500, the factory air-conditioning condenser on 2014-2018 Silverado 1500 trucks is prone to cracking and refrigerant leakage, frequently at the spot welds on the sides of the condenser where vibration concentrates stress (revised replacement units add welds to spread the load). The result is a slow R134a leak and the A/C gradually blowing warm/hot air, often with under 50,000-70,000 miles. The problem is heavily documented on CarComplaints (13 condenser-cracked complaints on the 2016, 26 A/C-blowing-hot complaints on the 2015) and led to a GM A/C class-action that survived dismissal. Owners report parts backorders and limited 3-year/36k warranty coverage adding to frustration.

On the 2014-2015 Chevrolet Silverado 1500, early K2XX Silverado 1500 trucks have a documented A/C failure separate from the well-known condenser leak: the high-side discharge hose/tube running from the compressor to the condenser cracks at the inside radius of the first bend near the compressor, dumping the entire refrigerant charge so the A/C blows warm. GM acknowledged the condition in a preliminary information bulletin (PIT5331) covering 2014 and early-built 2015 trucks whose line has a muffler, and instructs technicians to replace the line with the updated part (23438932) and add a support bracket (23264893) to limit flex. Out-of-warranty owners pay for the repair, and an unsupported replacement can re-crack.

On the 2014-2020 Chevrolet Silverado 1500, the rear axle develops a speed-dependent whine or howl that rises and falls with vehicle speed — the hallmark of a worn pinion (or carrier) bearing and/or a wearing ring-and-pinion. As the pinion bearing degrades it often damages the pinion seal, leaking gear oil from the front of the differential, which accelerates the wear. Owners commonly report the noise appearing after higher-mileage use or towing.

On the 2014-2021 Chevrolet Silverado 1500, the aluminum driveshaft on Silverados can develop vibration from worn U-joints or an out-of-balance condition. Additionally, the slip yoke can cause a clunk during shifts or when going from acceleration to deceleration due to worn splines or dry conditions.

On the 2014-2019 Chevrolet Silverado 1500, k2XX-generation Silverado 1500 owners report the factory clear coat and paint peeling and flaking off in sheets, most often on the roof, hood, A-pillars, the corners of rear-door windows, and lower door edges. White colors (Summit White, Pearl White, and the tri-coat whites) are reported as the worst affected. The accepted cause is poor adhesion between the e-coat/primer and the color/clear layers, so the paint delaminates with no impact or environmental trigger. A class-action lawsuit was filed covering 2015-2019 Chevrolet/GMC full-size trucks and SUVs. GM provides no separate paint warranty beyond the standard corrosion terms, so most owners face out-of-warranty refinishing, with GM sometimes offering only partial goodwill assistance.

On the 2014-2018 Chevrolet Silverado 1500, the adhesive bead sealing the clear lens to the headlamp housing deteriorates (and factory vent tubes can clog), letting moisture accumulate inside the headlight. Owners see fogging, water droplets, or standing water in the housing; once heavily contaminated the lens never fully clears, and trapped moisture can shorten LED/DRL and bulb life. It is a widely reported cosmetic-and-reliability annoyance across multiple model years.

On the 2014-2018 Chevrolet Silverado 1500, a steering wheel shake or vibration at highway speeds (60-80 mph) is common on K2 generation Silverados. This is often caused by tire balance issues, but can also be related to worn suspension components or warped brake rotors.

On the 2007-2014 Chevrolet Silverado 1500, gMT900-generation Silverado 1500 trucks (and platform-mates Tahoe/Suburban/Avalanche/Sierra/Yukon/Escalade) are widely reported to develop long cracks and splits across the top of the dashboard pad, typically radiating from the passenger airbag seam, defroster vents, and the corners near the windshield. GM moved to a large one-piece molded dash for these years with no relief joints, and the plastic dries out and loses plasticizer under windshield heat and UV exposure, causing the surface to fracture. Owners commonly see it appear between 4 and 8 years of age, worse in hot/sunny climates. A class-action suit was filed and dismissed in 2019, and GM treats it as a cosmetic, non-warranty item, so owners pay out of pocket. Beyond appearance, owners raise concern about cracked plastic over the passenger airbag becoming projectiles or affecting deployment, though that has not been the subject of a recall.