General Motors, LLC (GM) is recalling certain 2019-2021 Chevrolet Silverado 1500 and GMC Sierra 1500, 2021 Chevrolet Suburban and Tahoe and GMC Yukon XL and 2020-2021 Chevrolet Silverado 2500 and 3500 and GMC Sierra 2500 and 3500 vehicles. The seat belt brackets may not be secured to the seat frame in the front-row center seating position.
Campaign #20V79200017/12/2020
SEAT BELTS
General Motors, LLC (GM) is recalling certain 2020 Chevrolet Bolt EV and 2021 GMC Canyon and Sierra 1500, 2500 and 3500, Yukon, Yukon XL, Cadillac Escalade and Escalade ESV and Chevrolet Blazer, Camaro, Colorado, Equinox, Silverado 1500, 2500 and 3500, Suburban and Tahoe vehicles. Incorrect bolts may have been used at one or more fastening locations to secure the seat belts to the vehicle. If an incorrect bolt was used, the seat belt may not be properly attached to the vehicle.
Campaign #20V81100023/12/2020
POWER TRAIN:AUTOMATIC TRANSMISSION:CONTROL MODULE:SOFTWARE
General Motors, LLC is recalling certain 2020 Chevrolet Silverado 2500, 3500, GMC Sierra 2500, 3500, and 2020-2022 Chevrolet Silverado 1500 and GMC Sierra 1500 vehicles that may have been repaired incorrectly under recall 24V797. The transmission control valve may fail and cause the rear wheels to lock up.
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What are the most common Chevrolet Silverado 1500 problems?
According to Au7o's analysis of 8,464+ owner reports, the 2016 Chevrolet Silverado 1500 has 27 documented issues. The most frequently reported are: Active Fuel Management Lifter Failure, Trailer Brakes Disabled by Incompatible Dexter Electric-Over-Hydraulic Actuator, 8-speed (8L90/8L45) torque converter clutch shudder and harsh shifting. Of these, 7 are rated critical and should be addressed promptly.
Is the Chevrolet Silverado 1500 reliable?
The 2016 Chevrolet Silverado 1500 has 27 known issues documented across 8,464+ owner reports. 7 issues are rated critical: Active Fuel Management Lifter Failure and Trailer Brakes Disabled by Incompatible Dexter Electric-Over-Hydraulic Actuator and 8-speed (8L90/8L45) torque converter clutch shudder and harsh shifting and 5.3L V8 (AFM/DFM) collapsed/failed lifter causing ticking and cylinder misfire and P0700 — Transmission Control System Malfunction from Failed 6L80 TEHCM (or 4L60E Shift Solenoid) and 5.3L L83 Stretched Timing Chain / Cam Phaser Wear Setting Crank-Cam Correlation Codes and Brake vacuum pump degradation reducing power brake assist (NHTSA recall 19V645). Prospective buyers should inspect for these issues and factor potential repair costs into their purchase decision. Regular maintenance following the manufacturer's schedule helps prevent many common problems.
How much does it cost to fix common Chevrolet Silverado 1500 problems?
Repair costs for known Chevrolet Silverado 1500 issues range from $0 to $7,000, depending on the specific problem and whether you choose DIY or professional repair. The most critical issue, Active Fuel Management Lifter Failure, typically costs $2,000-$4,500 to repair. Au7o provides step-by-step DIY maintenance guides that can help reduce repair costs.
What is the 2014-2019 Chevrolet Silverado 1500 Active Fuel Management Lifter Failure?
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. Repairs typically run $2,000-$4,500. Severity: high.
Content on this page was compiled with AI assistance using NHTSA complaints, TSBs, owner reports, and public automotive data. While we strive for accuracy, this information may contain errors. Always verify repair procedures and specifications with your vehicle's service manual or a qualified mechanic.
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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.
Install an AFM disabler device ($100-200) to keep all cylinders active. For failed lifters: replace with updated GM lifters and consider AFM delete kit ($300-500) which includes non-AFM lifters, valley cover, and plug. Complete repair with AFM delete runs $2,000-3,500 at a shop.
High ConfidenceVerified2,341 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
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.
Diagnose with a running-compression test on the misfiring cylinder (an AFM lifter that stays below ~25 PSI regardless of solenoid command is collapsed). Repair requires replacing the failed lifter set (typically all 16) and pushrods, and replacing the camshaft if a lobe is worn. Many owners pair the repair with an AFM/DFM delete (range device or full delete kit keeping the engine in V8 mode) to prevent recurrence. Use only the correct oil and keep oil changes on schedule, as low/dirty oil accelerates failure.
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.
Ticking or knocking that does not clear with an oil change
How to Fix
Diagnose with a scan tool — confirm correlation/VVT codes and check live cam/crank phase data; rule out a stuck VVT solenoid or low oil pressure first. The fix when the chain is stretched is replacement of the timing chain, both cam/crank sprockets (phaser), tensioner and guides, plus an oil/filter service, and addressing any AFM-related oil consumption that contributed. Keeping oil changes on a shorter interval and using the correct spec oil reduces recurrence.
What you need to diagnose it
The repair instructions explicitly call for reading stored codes. Use a scanner that can read the named code families before choosing a repair.The recommended scanner supports these code families; confirm your exact year, model and module coverage before buying.
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Reading and clearing the code is DIY work. Module replacement or reprogramming is not — most modules are VIN-programmed, so a new one does nothing until a shop codes it to your car. Check for an open recall or service bulletin before buying anything.
On the 2014-2016 Chevrolet Silverado 1500 5.3L V8 L83, silverado 1500 trucks with the AFM-equipped 5.3L V8 are known for burning excessive oil, with many owners reporting roughly 1 quart per 1,000 miles (GM's stated acceptable rate is up to 1 quart per 2,000 miles). The consumption is attributed to oil being drawn through the PCV system and to oil spray released from the AFM pressure-relief valve in the crankcase coating the cylinder walls; over time carbon buildup sticks the low-tension piston rings, worsening the problem and fouling spark plugs. The issue is the subject of a GM 5.3L oil-consumption class-action lawsuit. (Note: most acute on earlier Gen IV engines; the EcoTec3 L83 is improved but owners still report it on early K2 trucks.)
Low oil level / low oil pressure warning between changes
Fouled or oil-coated spark plugs
Blue smoke on startup or acceleration
Cylinder misfire from fouled plug
How to Fix
GM TSBs address the PCV-path consumption by installing an updated valve cover (and updated oil pan/AFM valve with shield) so oil is not pulled into the intake. For ring-related consumption, the dealer fix is replacing the pistons and rings. Disabling AFM (range device/delete) reduces consumption if rings are not yet damaged. Owners should monitor oil level between changes and clean/replace fouled plugs.
On the 2015-2019 Chevrolet Silverado 1500, silverados equipped with the GM 8L90 (and the lighter 8L45) eight-speed automatic suffer a widespread torque-converter-clutch (TCC) shudder, often described as driving over a rumble strip during light cruising, plus harsh/clunky 1-2 and 2-1 shifts and slipping. GM traced it largely to the torque converter and to the original transmission fluid degrading and creating friction, which can shed metal debris into the unit. The defect is documented in GM TSBs 18-NA-355 and 19-NA-219 and was the basis of a consolidated class-action lawsuit alleging the 8L90/8L45 are defective. Early-build 2015-2017 trucks are worst affected; later 2018-2019 units shudder less but are not immune.
Shudder or vibration during light-throttle cruising (rumble-strip feel)
Harsh or clunky 1-2 and 2-1 shifts
Jerking or slipping during acceleration
Shaking felt through the cabin around 35-50 mph
How to Fix
Per GM's bulletins, the first step is a complete transmission fluid flush-and-fill with the updated low-shudder fluid (Mobil 1 Synthetic LV ATF HP / Dexron HP), which resolves many cases. Persistent shudder or hard shifts after the flush typically require torque converter replacement, and in severe cases (metal contamination) a valve body or transmission overhaul. Some owners use aftermarket friction-modifier additives as a stopgap.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Transmission fluid — Mobil 1 Synthetic LV ATF HP (DEXRON HP), the updated low-shudder fluid called out in GM TSB 18-NA-3
OEMMobil 124715 (GM-licensed DEXRON HP; ACDelco equivalent soldCross-refMobil 1 124715 (1 qt), ACDelco 10-4101 / 19331925 DEXRON HP 32 oz, ACDelco 8L90 service kit (10 qt Mobil 1 LV ATF HP + TF922 fi$10–$16
Step 1 of the GM fix: flush-and-fill the 8L90/8L45 with DEXRON HP fluid, then drive to let the friction modifier work in (TSB 18-NA-355 / 19-NA-219). Price is per quart.
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 (2007-onward 5.3L and 6.2L V8 models), 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 (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.
Transmission stuck in limp mode / limited to one gear (often 3rd or 5th)
Harsh or delayed shifts
Transmission fails to shift or slips
Torque converter clutch not locking up / shudder
No movement or won't shift out of park in severe cases
How to Fix
Do NOT replace parts off the P0700 alone. Use a bidirectional/TCM-capable scan tool to read the companion codes stored in the transmission controller and verify transmission fluid level and condition first (low or burnt DEXRON-VI fluid alone can trigger the chain). For 6L80 trucks, a failed internal TEHCM is confirmed by multiple simultaneous solenoid/pressure codes; the fix is to drop the pan and replace the TEHCM, which MUST then be programmed to the vehicle's VIN with GM calibration files before the truck will start or shift correctly (ordering the OEM unit by the last 8 VIN digits can yield a plug-and-play unit needing no fast-adapt relearn). For 4L60E trucks, replace the specific failed shift solenoid or internal mode switch identified by the sub-code. Repair the wiring/connectors to the TCM if corrosion is found. On very new 2023-2025 Silverado 1500s, P0700 paired with P0747 is a known valve-body defect covered by Safety Recall N242454440 / Special Coverage N242454441 — check the VIN with a dealer for a free repair.
On the 2015-2023 Chevrolet Silverado 1500, both the 8-speed and 10-speed automatic transmissions can develop a shudder during light acceleration. This torque converter clutch issue is widespread across GM trucks. Multiple TSBs have been issued addressing this concern.
Perform transmission fluid flush with GM-approved fluid and friction modifier additive. GM extended warranty coverage for some affected vehicles. Multiple fluid changes may be needed. Torque converter replacement in severe cases.
High Confidence3,200 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
On the 2015-2022 Chevrolet Silverado 1500, silverado 1500 trucks with the 8L90 eight-speed (and the older 6L80 six-speed) can run dangerously hot when the factory transmission thermal bypass valve sticks closed, so fluid never reaches the cooler — common under towing or heavy load. Sustained temperatures above ~220-250°F oxidize the fluid and cook the clutches and torque converter, accelerating the separately-known shudder/wear and shortening transmission life. Compounding this, the transmission cooler lines and fittings are a frequent leak point on these trucks, dropping fluid level and worsening heat. Owners towing in hot climates are most affected.
High transmission temperature, especially while towing
Burnt-smelling or dark transmission fluid
Harsh/erratic shifts as fluid degrades
Red transmission fluid leak / low fluid level
Transmission goes into limp/reduced-power mode when hot
How to Fix
Verify transmission temperature behavior and inspect the cooler lines/fittings for leaks. Replace or delete/upgrade the failed thermal bypass valve so fluid reaches the cooler, repair leaking cooler lines/fittings, and service with fresh Dexron-VI fluid. Adding or upgrading an external transmission cooler is a common preventive measure for trucks that tow. Confirm fluid level and condition, as low/oxidized fluid both causes and results from overheating.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
On the 2014-2024 Chevrolet Silverado 1500 All engines with Integrated Trailer Brake Control (RPO JL1), silverado 1500 trucks built with the factory Integrated Trailer Brake Control system (RPO JL1) do not simply pass current to the trailer. The Trailer Brake Power Control Module (K133) continuously injects a low-level test pulse onto trailer brake output circuit 47, and the Chassis Control Module (K38/K38A) or Brake System Control Module (K160) reads how that pulse behaves to decide whether the trailer has electromagnetic drum-brake magnets or an electric-over-hydraulic (EOH) actuator, and to keep watching the circuit for opens, shorts and plausibility faults. GM's own Preliminary Information bulletins PIT5509F and PIT5509J identify a specific, repeatable incompatibility: certain Dexter electric-over-hydraulic actuators — identified by the serial-number prefixes TCV, TCB or CBH — were never designed to be compatible with GM's integrated trailer brake diagnostics. The failure is deceptive because the system appears healthy at first. The truck recognizes the trailer, the driver sees 'Trailer Connected' on the DIC, and the gain setting works normally on the first stop. Then, as soon as the brake pedal is applied, a 'Check Trailer Wiring' message appears in the Driver Information Center. After several more brake applications, the message escalates to 'Service Trailer Brakes,' the module latches DTC C1114, and the truck disables trailer brake output entirely for the remainder of that ignition cycle. The driver is then towing a loaded trailer with no trailer braking at all, relying only on the truck's own brakes — which is why owners typically discover it as a sudden loss of trailer brake feel partway into a trip, most often on a boat, car-hauler or heavy equipment trailer where EOH disc brakes are common. Cycling the key clears it temporarily, which sends many owners down a fruitless path of replacing the truck's trailer brake module, rewiring the 7-way, or blaming the truck, because nothing on the vehicle side ever tests bad. The tell-tale that separates this from ordinary trailer wiring corrosion is the pattern: the fault only ever appears with one particular trailer, it always takes several brake applications to set, and it always resets clean at the next key cycle.
'Check Trailer Wiring' message on the Driver Information Center after the first few brake applications with a trailer connected
Message escalates to 'Service Trailer Brakes' or 'Service Trailer Brake System' after repeated braking
Trailer brakes stop working entirely for the rest of the ignition cycle
Fault clears at the next key cycle and then repeats
Only happens with one specific trailer; other trailers tow with no message
Trailer brake gain adjustment appears to have no effect once the message appears
How to Fix
Do not start by replacing parts on the truck. GM's diagnostic path is to prove which side of the 7-way connector owns the fault. Build or borrow the magnet-based tester described in PIT5509F/PIT5509J — a Pollak heavy-duty 7-way RV plug (part 12-706) wired to 2, 4, 6 or 8 trailer brake magnets (Dexter K71-104-00 or equivalent) in parallel across the ground and brake-controller-output terminals with 12-gauge wire — plug it into the truck, and drive it. GM has also released a trailer simulator tool, P/N EL-52641, that serves the same purpose. If the DIC shows 'Trailer Connected,' the scan tool's 'Trailer Brake Type' parameter reads as expected, and no C1114 sets with the tester attached, the truck's ITBC system is functioning correctly and the fault is on the trailer. Next, read the serial number off the Dexter EOH actuator on the trailer. If the first three characters are TCV, TCB or CBH, this bulletin applies directly. The accepted repair is to install a compatibility adapter on the trailer, between the 7-way and the EOH actuator, that isolates the actuator from the truck's diagnostic test pulse. GM's later bulletin (PIT5509J) names Dexter's Electric-over-Hydraulic Compatibility Adapter, part number K58-036-00; the earlier revision (PIT5509F) referenced the Hydrastar Controller Adapter Module HBA CAM 381-7073, which does the same job. The adapter mounts on the trailer, wires inline with the actuator's brake-output and ground leads, and typically costs roughly $90-$160. A competent shop or an RV/trailer dealer can install it in about an hour; it is well within reach of a DIY owner comfortable with 12-gauge crimps and heat-shrink butt splices. After installation, clear DTC C1114, reconnect the trailer, and confirm through several progressively harder brake applications at road speed that no message returns and that trailer brake output still responds to the gain adjustment. Two things worth knowing before you chase this further: PIT5509F states that on 2019-2020 Silverado/Sierra (new body style) the CCM/BSCM does not distinguish between electromagnetic and electro-over-hydraulic brakes and will detect either as electromagnetic — that is normal and not a fault. And an EOH pump motor needs roughly a 20-30% duty cycle before it will spin at all, so a light pedal or a gain set too low can look like 'no trailer brakes' when nothing is broken; also note that with EOH brakes detected, applying the pedal at 0 mph produces no output to the pump motor, which is likewise normal. Verify gain is set per the owner's manual before condemning any hardware. Warranty note: GM states trailer-side issues are not covered under the vehicle warranty, so expect this to be a customer-pay repair even on a new truck.
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.
Longer stopping distances, especially at low speed
Service brake assist or ABS warning
Reduced power brake assist when maneuvering slowly
How to Fix
Under the recall, dealers reprogram the Electronic Brake Control Module (EBCM) software to better detect low vacuum and compensate via the ABS/stability system; affected owners should confirm the recall remedy has been applied via VIN at NHTSA.gov. Out-of-recall vehicles experiencing a hard pedal should have the vacuum pump tested and replaced if output is low, and the oil change interval kept current to limit sludge.
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.
Common Symptoms
A/C blows warm air
Loud noise when A/C engages
A/C clutch won't engage
Refrigerant leak at compressor
A/C works intermittently
How to Fix
Replace A/C compressor assembly. If internal failure, flush entire system, replace condenser, receiver/drier, and expansion valve. Use quality replacement parts. Verify proper oil charge in new compressor.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
High Confidence780 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
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 it is also frequently traced to poor/corroded ground connections and chafed wiring under the driver's door sill or at the underseat/main harness connector. Because it can drop the truck into reduced-power limp mode at speed, owners treat it as urgent.
'Service StabiliTrak' and 'Service Traction Control' messages
'Engine Power Reduced' / limp mode
Throttle becomes unresponsive or truck stalls
Multiple ABS/traction/stability lights at once
Symptoms come and go (intermittent)
How to Fix
Scan for stored codes (commonly P2138 and related APP/throttle codes) and read live throttle/pedal data. Start by inspecting and cleaning the body grounds under the driver's door and the main harness connector (a known fix), then test/replace the APP sensor or throttle body as indicated. Apply any GM throttle-body or PCM software updates. Confirm the actual failed component before replacing the throttle body, as wiring/ground faults mimic sensor failure.
What you need to diagnose it
The repair instructions explicitly call for reading stored codes. Use a scanner that can read the named code families before choosing a repair.This issue involves C codes, which a basic engine-code reader cannot see.The recommended scanner supports these code families; confirm your exact year, model and module coverage before buying.
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Reading and clearing the code is DIY work. Module replacement or reprogramming is not — most modules are VIN-programmed, so a new one does nothing until a shop codes it to your car. Check for an open recall or service bulletin before buying anything.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Accelerator pedal assembly with position (APP) sensor — 2014-2018 (K2XX generation)
Electronic throttle body with sensor — 4.3L V6 (LV3), 2014-2021
OEM12676296Cross-refGM 12632171 / 12671014 / 12669536 / 12648414 (all superseded, Standard Motor Products / Dorman aftermarket units sold as 2$100–$295
4.3L-only throttle body; do not use the V8 part. 2022 Silverado 1500 with 4.3L is not shown on the GMPartsGiant fitment (listed 2014-2021) — a 2022 4.3L owner should confirm by VIN.
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.
'Shift to Park' stays on the dash after shifting to Park
doors won't lock and truck won't fully power down
battery drain / dead battery overnight
message clears intermittently after wiggling the shifter
chime keeps sounding
How to Fix
Access the microswitch behind the lower steering-column shroud; clean, re-seat, or replace it. If the internal shifter detent is broken, replace the column shift-lever assembly (no steering wheel/airbag removal required). Confirm the transmission range/park signal with a scan tool before parts replacement to avoid unnecessarily swapping the whole column.
On the 2014-2018 Chevrolet Silverado 1500, front heated seats (RPO KB6) on K2XX Silverado 1500 trucks commonly stop working, often both seats around the same time and at relatively low mileage. GM addressed diagnosis in service material (PIT5434C) for the front heated seats; owners and technicians find broken heating-element grids in the cushion/back and, frequently, 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.
Burnt or discolored pins at the seat-heater connector
Heated-seat indicator turns on but no heat
Intermittent heating on one seat
How to Fix
Diagnose per GM PIT5434C: inspect the seat-heater connector for burnt/browned pins (repair the connector/terminals if found) and ohm-test the cushion and back heater element grids; replace the failed heating element pad(s) as needed. Checking and repairing the connector first can avoid an unnecessary full element replacement. Verify the heated-seat module/switch is commanding power before condemning the elements.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Front seat cushion (bottom) heater element pad
OEM23168136Cross-refDorman OE Solutions 641-902 (front driver side seat bottom; $105–$154
This is the non-ventilated heated-seat (RPO KB6) cushion element and is the pad that most often ohms out open when the bottom stops heating. It is cataloged for both the driver and passenger front cushion.
The backrest element is a separate pad from the cushion pad and fails independently, so ohm-test both before ordering - many owners only need one. Companion part to cushion element 23168136.
Front seat back heater element pad - early 2014-2015 build
OEM22878865$66–$97
Backrest element matching cushion pad 22878848; cataloged only for 2014-2015 Silverado/Sierra crew cab, double cab, 1500/2500/3500. Use this instead of 23168137 if that is what your VIN lookup returns for a 2014-2015 truck.
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.
Replace the window regulator-with-motor assembly (e.g., Dorman 741-442 front driver side for 2007-2013; OE-fix designs add reinforced cable guides). Inspect the door-jamb wiring harness for broken conductors and test the master switch before assuming the regulator. Lubricate the run channels to reduce load on the new regulator.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Window Motor and Regulator Assembly
Cross-refRPAGM-180
Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.
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.
Buzzing, grinding, or rapid clicking from inside the door when locking
Power lock works intermittently on one door
Lock works on warm days but not cold (or vice versa)
Door won't lock or unlock with the fob or switch
Multiple doors failing over a short period
How to Fix
Confirm the failed door(s) and that fuses/relays and the body control module are good, then replace the affected door lock actuator / latch assembly (the actuator is built into the latch on these trucks). It requires removing the interior door panel and water shield. Because failures cluster, many owners proactively replace adjacent actuators. Use a quality OE-equivalent latch/actuator to avoid early repeat failure.
On the 2007-2024 Chevrolet Silverado 1500, gM's small-block V8s (Gen III/IV LS and Gen V LT) in the Silverado 1500 are notorious for snapping exhaust manifold bolts. The steel bolts and the aluminum cylinder heads expand and contract at different rates through countless heat cycles, fatiguing the bolts until the heads snap off — usually the front and rear corner bolts. The resulting manifold-to-head gasket leak produces a loud 'exhaust tick' (often mistaken for a lifter) that is loudest on cold start, and the leak draws outside air past the upstream O2 sensor, frequently setting a false P0420 catalyst-efficiency code even with a good converter. Left alone it can also burn nearby wiring and worsen the leak.
Ticking/tapping exhaust noise, loudest on cold start
Tick that quiets as the engine warms up
Exhaust/sulfur smell near the engine
P0420 catalyst-efficiency code with an otherwise good converter
Soot or carbon tracks at the exhaust manifold flange
How to Fix
Inspect the manifold flanges for soot/leak tracks and the corner bolts for breakage. Repair is to extract the broken bolt shanks (often requires drilling/extractor or a slide-hammer style broken-bolt kit), replace the manifold gaskets, and reinstall with upgraded fasteners — ARP 134-1102 header bolts on Gen III/IV LS (4.8/5.3/6.0) or ARP 134-1104 on Gen V LT (5.3 L83 / 6.2 L86) — torqued in sequence with anti-seize. Re-evaluate any P0420 after the leak is sealed before condemning the catalytic converter or O2 sensors.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Exhaust Manifold Gasket Set
Cross-refMS16124
Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.
On the 2007-2024 Chevrolet Silverado 1500, the full-size Silverado 1500 is one of the most frequently targeted vehicles in the U.S. for catalytic converter theft. Its high ground clearance and underbody-mounted, easily reached converters let thieves cut them out in seconds, often in broad daylight, and lifted trucks are even easier to get under. Owners discover the theft by a sudden extremely loud, raspy exhaust on startup, a check-engine light, and reduced performance. Replacement of OEM converters plus the O2 sensors and pipe is expensive, and repeat thefts are common because nothing about the factory design deters re-targeting. This is a high-search, high-demand ownership problem rather than a manufacturing defect, but it is specific and well documented for this model.
Extremely loud, deep roaring exhaust noise on startup
Visible missing converter / cut pipe under the truck
Check engine light (catalyst efficiency) after the theft
Reduced power and rough running
Strong exhaust smell entering the cabin
How to Fix
Replace the stolen converter(s) — OEM or CARB-compliant aftermarket — along with any damaged O2 sensors and exhaust pipe sections, then add theft deterrents: a welded catalytic-converter shield/cage (e.g., CatClamp / model-specific plate), etched/engraved converter ID, and parking in lit or secured areas. A tilt/vibration alarm can also help. Insurance comprehensive coverage often applies. Note: a separate 2019 emissions recall addressed an ECM that could fail to illuminate the malfunction-indicator light on a converter fault — unrelated to theft but worth checking by VIN.
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.
gear oil leak at the front of the differential (pinion seal)
noise worse under load or towing
clunk on acceleration/deceleration in advanced cases
How to Fix
Confirm the source by checking pinion/yoke play and inspecting for a gear-oil leak at the pinion seal and axle seals. Repair requires replacing the pinion and/or carrier bearings and pinion seal and correctly setting bearing preload and gear pattern (special tools required — not a basic DIY). Severe cases need a ring-and-pinion set. Refill with correct spec gear oil and friction modifier for limited-slip axles.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Axle Differential Bearing and Seal Kit
Cross-refSDK324-E
Fitment confirmed against the ShowMeTheParts catalog for this vehicle's year and engine.
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.
Common Symptoms
Vibration at 60-75 mph
Clunk when shifting into drive/reverse
Thud during acceleration/deceleration transition
Visible rust on U-joint caps
Play in driveshaft when grabbed
How to Fix
For vibration: Check U-joints for play and replace if worn. Have driveshaft balanced ($50-100). For slip yoke clunk: Apply GM slip yoke lubricant or Lubriplate 105 to the splines. If clunk persists, the slip yoke may need replacement ($200-400). TSB 14-04-21-001 addresses this issue.
High ConfidenceVerified743 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
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.
water trickling down the inside of the rear window
musty or mildew odor
corroded under-seat modules or connectors
water stains on the rear headliner
How to Fix
Remove the CHMSL, clean the mating surface, and reseal with butyl ribbon or windshield-grade urethane/silicone (or fabricate an EPDM gasket). Inspect and dry the rear floor and any under-seat modules for corrosion. A quality aftermarket lens/gasket or OEM assembly plus proper sealing typically ends the leak; total DIY cost is under $30 in sealant.
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.'
Clear the corner drain tubes with low-pressure compressed air (~50 psi) or a soft trimmer line, and confirm water flows out the tube exits under the truck. Distinguish a clogged drain from a failed sunroof seal or a cracked frame rail — a cracked rail requires replacing the sunroof frame assembly. Dry the headliner and floor to prevent mold.
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.
Remove the assembly, dry it thoroughly (low heat / hairdryer), verify the vent tubes are open, and reseal the lens-to-housing joint with butyl-rubber caulk (preferred over silicone, which cracks with thermal cycling). Severely water-stained or electrically damaged units should be replaced with a new assembly that has a reinforced factory seal.
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.
Clear coat bubbling, lifting, or peeling off in sheets
Paint flaking on the roof, hood, or above the windshield
Peeling at A-pillars, rear-door window corners, and lower door edges
Bare primer or metal exposed under peeled areas
Most common on white-painted trucks
How to Fix
No recall exists; repair is a body-shop refinish of the affected panels (strip to substrate, re-prime, re-base, re-clear). Costs scale with how many panels are involved — a single panel respray is a few hundred dollars while a roof + hood + pillars job runs into the low thousands. Owners are advised to open a goodwill/customer-assistance case with GM (some receive partial reimbursement) and to keep documentation in case of class-action eligibility. Correcting it early on one panel prevents spread of the lifted clear coat.
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.
Common Symptoms
A/C blows warm or hot air
Gradual loss of cooling over weeks
Refrigerant low / leak detected at condenser
Oily residue or dye trace at condenser welds
A/C works intermittently then quits
How to Fix
Confirm the leak (UV dye / electronic sniffer at the condenser welds), then replace the condenser with the revised-design unit, evacuate and recharge the system with the correct R134a charge, and replace the receiver/drier and any contaminated orifice/expansion components. Out-of-warranty owners often use a quality aftermarket condenser to control cost.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
V8 (5.3L L83 / 6.2L L86) trucks ONLY - the 4.3L V6 uses a different condenser (see separate entry). GM has superseded this condenser repeatedly as the design was revised: 23141861 -> 84211191 -> 84243590 -> 84537373 -> ...
On the 2007-2024 Chevrolet Silverado 1500, the mechanical (belt-driven) water pump on the LS/LT V8 Silverado 1500 is a common wear-out item. The internal shaft seal fails and coolant seeps from the pump's weep hole, often appearing as orange/Dex-Cool residue or a puddle at the front-center of the truck; the weep-hole drip can be hard to spot until the bearing also starts to whine. Owners report leaks commonly at roughly 60,000-100,000 miles. If ignored it leads to coolant loss and overheating. Some apparent water-pump leaks turn out to be a failed gasket rather than the pump itself, so confirmation matters.
Orange/Dex-Cool coolant puddle at front-center of the truck
Coolant seeping from the water-pump weep hole
Low coolant warnings or repeated topping off
Whining or grinding from the pump bearing
Engine running hotter than normal / overheating
How to Fix
Pressure-test the cooling system and confirm the leak is from the pump weep hole / shaft seal versus a gasket or hose. Replace the water pump (and gasket), refill with the correct GM Dex-Cool spec coolant, and bleed the system. Inspect the belt and tensioner while accessing the pump. Address any low-coolant overheating before it damages head gaskets.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Water pump with gaskets (2007-2013 Gen IV LS V8: 4.8L, 5.3L, 6.0L, 6.2L)
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.
Start with tire balance and rotation. If shake persists, inspect tie rod ends, hub assemblies, and ball joints. Check brake rotors for warping. Some owners have had success with road force balancing. Alignment should be checked.
High Confidence1,400 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
Campaign #26V08300012/02/2026
AIR BAGS:FRONTAL
General Motors, LLC. (GM) is recalling certain 2021 Chevrolet Silverado 1500 vehicles. The front driver's side air bag module may be missing one or more metal tabs that secure the plastic air bag cover to the housing.
Campaign #21V49500001/07/2021
TIRES
General Motors LLC (GM) is recalling certain 2020 Buick Enclave, Cadillac XT5, GMC Acadia and Chevrolet Traverse vehicles and 2020-2021 Chevrolet Silverado 1500, GMC Sierra 1500 vehicles. The vehicles may have been manufactured with Continental tires that were overcured.
What is the 2014-2024 Chevrolet Silverado 1500 Trailer Brakes Disabled by Incompatible Dexter Electric-Over-Hydraulic Actuator?
Silverado 1500 trucks built with the factory Integrated Trailer Brake Control system (RPO JL1) do not simply pass current to the trailer. The Trailer Brake Power Control Module (K133) continuously injects a low-level test pulse onto trailer brake output circuit 47, and the Chassi… Repairs typically run $90-$400. Severity: high.
What is the 2015-2019 Chevrolet Silverado 1500 8-speed (8L90/8L45) torque converter clutch shudder and harsh shifting?
Silverados equipped with the GM 8L90 (and the lighter 8L45) eight-speed automatic suffer a widespread torque-converter-clutch (TCC) shudder, often described as driving over a rumble strip during light cruising, plus harsh/clunky 1-2 and 2-1 shifts and slipping. GM traced it large… Repairs typically run $300-$3,500. Severity: high.
What is the 2014-2019 Chevrolet Silverado 1500 5.3L V8 (AFM/DFM) collapsed/failed lifter causing ticking and cylinder misfire?
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 misti… Repairs typically run $2,500-$7,000. Severity: high.
What is the 2007-2019 Chevrolet Silverado 1500 P0700 — Transmission Control System Malfunction from Failed 6L80 TEHCM (or 4L60E Shift Solenoid)?
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 a… Repairs typically run $300-$1,600. Severity: high.
What is the 2014-2019 Chevrolet Silverado 1500 5.3L L83 Stretched Timing Chain / Cam Phaser Wear Setting Crank-Cam Correlation Codes?
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… Repairs typically run $1,200-$2,500. Severity: high.
What is the 2014-2018 Chevrolet Silverado 1500 Brake vacuum pump degradation reducing power brake assist (NHTSA recall 19V645)?
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, incr… Repairs typically run $0-$400. Severity: high.
What is the 2015-2023 Chevrolet Silverado 1500 8/10-Speed Transmission Shudder?
Both the 8-speed and 10-speed automatic transmissions can develop a shudder during light acceleration. This torque converter clutch issue is widespread across GM trucks. Multiple TSBs have been issued addressing this concern. Repairs typically run $200-$3,500. Severity: medium.
What is the 2014-2020 Chevrolet Silverado 1500 A/C Compressor Failure?
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. Repairs typically run $600-$1,800. Severity: medium.
What is the 2007-2024 Chevrolet Silverado 1500 Broken Exhaust Manifold Bolts on 5.3L/6.2L V8 Causing Exhaust Tick and False P0420?
GM's small-block V8s (Gen III/IV LS and Gen V LT) in the Silverado 1500 are notorious for snapping exhaust manifold bolts. The steel bolts and the aluminum cylinder heads expand and contract at different rates through countless heat cycles, fatiguing the bolts until the heads sna… Repairs typically run $250-$900. Severity: medium.
What is the 2014-2018 Chevrolet Silverado 1500 A/C condenser cracking/leaking causing loss of cooling (blows hot air)?
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 res… Repairs typically run $600-$1,100. Severity: medium.
What is the 2014-2022 Chevrolet Silverado 1500 Service StabiliTrak / Service Traction Control / 'Reduced Engine Power' Cascade?
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… Repairs typically run $150-$700. Severity: medium.
What is the 2014-2016 Chevrolet Silverado 1500 5.3L V8 (AFM) excessive oil consumption fouling spark plugs?
Silverado 1500 trucks with the AFM-equipped 5.3L V8 are known for burning excessive oil, with many owners reporting roughly 1 quart per 1,000 miles (GM's stated acceptable rate is up to 1 quart per 2,000 miles). The consumption is attributed to oil being drawn through the PCV sys… Repairs typically run $200-$4,000. Severity: medium.
What is the 2007-2024 Chevrolet Silverado 1500 Catalytic Converter Theft Vulnerability (High Ground Clearance, Easily Accessed Converters)?
The full-size Silverado 1500 is one of the most frequently targeted vehicles in the U.S. for catalytic converter theft. Its high ground clearance and underbody-mounted, easily reached converters let thieves cut them out in seconds, often in broad daylight, and lifted trucks are e… Repairs typically run $300-$3,000. Severity: medium.
What is the 2014-2020 Chevrolet Silverado 1500 Rear Differential Whine / Pinion Bearing Howl and Seal Leak?
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 o… Repairs typically run $300-$1,500. Severity: medium.
What is the 2014-2019 Chevrolet Silverado 1500 'Shift to Park' Message Won't Clear Due to Column-Shifter Microswitch Failure?
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 fa… Repairs typically run $120-$450. Severity: medium.
What is the 2007-2019 Chevrolet Silverado 1500 Third Brake Light (CHMSL) Seal Leak Flooding the Rear of the Cab?
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… Repairs typically run $15-$200. Severity: medium.
What is the 2015-2022 Chevrolet Silverado 1500 Transmission Overheating from Failed 8L90 Thermal Bypass Valve / Cooler-Line Leaks?
Silverado 1500 trucks with the 8L90 eight-speed (and the older 6L80 six-speed) can run dangerously hot when the factory transmission thermal bypass valve sticks closed, so fluid never reaches the cooler — common under towing or heavy load. Sustained temperatures above ~220-250°F… Repairs typically run $150-$1,200. Severity: medium.
What is the 2007-2024 Chevrolet Silverado 1500 Water Pump Failure / Weep-Hole Coolant Leak on 5.3L and 6.2L V8?
The mechanical (belt-driven) water pump on the LS/LT V8 Silverado 1500 is a common wear-out item. The internal shaft seal fails and coolant seeps from the pump's weep hole, often appearing as orange/Dex-Cool residue or a puddle at the front-center of the truck; the weep-hole drip… Repairs typically run $200-$1,450. Severity: medium.
What is the 2014-2018 Chevrolet Silverado 1500 Steering Wheel Shake at Highway Speeds?
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. Repairs typically run $50-$800. Severity: low.
