OEM Systems, LLC (OEM) is recalling certain 2024 Chevrolet Silverado vehicles. The rear bumper mounting bracket may not be sufficient for towing, which can allow the towed trailer to detach from the vehicle.
Campaign #24V62600021/08/2024
ENGINE AND ENGINE COOLING:ENGINE:HARD PARTS INTERNAL/MECHANICAL
General Motors LLC (GM) is recalling certain 2021-2024 Cadillac Escalade and Escalade ESV, Chevrolet Silverado 1500, Suburban, and Tahoe, GMC Sierra 1500, Yukon, and Yukon XL vehicles equipped with a 6.2L V8 gas engine. The connecting rod and/or crankshaft engine components may have manufacturing defects that can lead to engine damage and engine failure.
Campaign #25V27400024/04/2025
SERVICE BRAKES, HYDRAULIC:BRAKE FLUID LOW WARNING: LAMP
General Motors, LLC (GM) is recalling certain 2023 Chevrolet Silverado 1500, GMC Sierra 1500, 2023-2024 Chevrolet Tahoe, Suburban, GMC Yukon, Yukon XL, Cadillac Escalade, and Escalade ESV vehicles. The electronic brake control module software may fail to display a warning light when a loss of brake fluid occurs. As such, these vehicles fail to comply with the requirements of Federal Vehicle Safety Standard number 135, "Light Vehicle Brake Systems."
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What are the most common Chevrolet Silverado 1500 problems?
According to Au7o's analysis of 9,364+ owner reports, the 2019 Chevrolet Silverado 1500 has 29 documented issues. The most frequently reported are: Active Fuel Management Lifter Failure, Brake Booster/Assist Malfunction (T1), Fuel Pump Module Failure. Of these, 10 are rated critical and should be addressed promptly.
Is the Chevrolet Silverado 1500 reliable?
The 2019 Chevrolet Silverado 1500 has 29 known issues documented across 9,364+ owner reports. 10 issues are rated critical: Active Fuel Management Lifter Failure and Brake Booster/Assist Malfunction (T1) and Fuel Pump Module 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 2.7L TurboMax (L3B) lifter failure, intake-valve carbon buildup, and high oil consumption 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 Over-Cured Continental Tires on 2019-2020 Silverado 1500 (Recall 21V115000). 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 2019-2025 Chevrolet Silverado 1500 2.7L Turbo I4 (L3B / TurboMax), the turbocharged 2.7L inline-4 (RPO L3B, marketed as TurboMax) used in fourth-gen Silverado 1500 work-grade and mid-trim trucks has generated a growing body of owner complaints distinct from the better-known 5.3L/6.2L V8 problems. Reported failures include collapsed/failed valve lifters (some at very low mileage — one documented 2022 Silverado Custom failed at ~22k miles), heavy carbon accumulation on the direct-injection intake valves causing rough idle, hesitation and 'chugging' under load, sticking PCV valves, and elevated oil consumption (owners report roughly a quart every 1,000-1,500 miles). Because the 2.7L is heavier-loaded in the full-size Silverado than in the Colorado/Canyon, it spends more time under boost and heat, which owners and shops link to accelerated valvetrain and turbo wear. GM issued repair campaigns in 2024 touching L3B/L2R engines.
Excessive oil consumption (1 qt per 1,000-1,500 miles)
Carbon-related drivability complaints
How to Fix
Diagnose lifter/misfire with a scan tool; a collapsed lifter typically requires lifter and often camshaft replacement. Carbon buildup on intake valves is cleaned via walnut-blasting (direct injection means no fuel washes the valves). Monitor oil level between changes and document consumption for warranty; sticking PCV valves are replaced. Check for applicable GM service bulletins/campaigns by VIN. Catch-can installation is a common owner mitigation for carbon/oil-vapor.
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 2014-2019 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.
As an Amazon Associate, we earn from qualifying purchases. Prices are approximate and may vary.
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 2019-2024 Chevrolet Silverado 1500 2.7L Turbo L3B, the turbocharged 2.7L Turbomax four-cylinder develops a metallic rattle/knock on cold start-up, most pronounced in the first few seconds before oil pressure builds. The root cause is premature wear in the turbocharger wastegate linkage/actuator, which can also throw a turbo-underboost code. Owners also report VVT camshaft-actuator (CPAS) solenoid faults and engine-harness chafing on this engine. Because the L3B is direct-injection only (no port injection), intake-valve carbon buildup compounds the rough-idle/misfire complaints as miles accumulate.
GM TSB 23-NA-058 addresses the cold-start rattle with a worn wastegate linkage — the fix is replacement of the wastegate actuator or, when the linkage is worn through, the complete turbocharger assembly. For the P0011/P0014 camshaft-timing codes, replace the failed camshaft position actuator magnet (solenoid) per PIP5855 and re-torque the loose intake-cam actuator cover-plate screws per PIP5921B. Walnut-blast the intake valves to clear carbon on higher-mileage engines.
What you need to fix it
Only diagnosis- and fitment-reviewed repair parts are linked here.
Camshaft position actuator magnet (VVT solenoid) - intake or exhaust
OEM12731702$24–$44
One part number serves both the intake and exhaust position on this engine (12731702 replaces 12688097, 12696750, 12697392, 12698385, 12702894).
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 2019-2023 Chevrolet Silverado 1500, the T1 generation Silverado can experience brake assist malfunctions, causing a hard brake pedal, longer stopping distances, and warning lights. The electric brake booster or its sensors may be the cause.
Have dealer diagnose specific brake booster component failure. Brake booster assembly replacement typically required. Check for GM service campaigns or extended warranty coverage. Do not drive with reduced brake assist.
High Confidence1,100 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
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.
Common Symptoms
'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 2019-2022 Chevrolet Silverado 1500, the fuel pump module can fail, causing hard starting, stalling, or no-start conditions. GM issued a recall for certain vehicles due to fuel pump issues. The fuel tank assembly design may contribute to pump failures.
Check if vehicle is covered by GM recall. Replace fuel pump module. Some owners install upgraded pump assembly. Monitor for fuel pressure issues with scan tool.
High Confidence520 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
On the 2019-2020 Chevrolet Silverado 1500, certain 2019 and 2020 Chevrolet Silverado 1500 pickups were built with Continental tires that were over-cured during production. GM describes the risk as a break forming in the tire sidewall — producing sudden air loss — or a belt edge separation that ends in the tread and belt leaving the tire. On a pickup that may be loaded or towing, either failure can take control of the truck away from the driver and increase the risk of a crash. Recall 21V115000 also covered Continental tires sold into the aftermarket for various 2018-2021 vehicles, so a set bought separately for a Silverado in those years can be involved even if the truck's original tires were not.
Common Symptoms
Tire loses air suddenly
Visible break in the sidewall
Tread/belt separation from the tire
Loss of vehicle control
How to Fix
This is a free dealer repair. A Chevrolet dealer inspects the tires on the truck and replaces any affected ones at no cost to the owner. The recall began March 22, 2021. Enter your VIN at nhtsa.gov/recalls to see whether the remedy was ever performed on your Silverado; Chevrolet customer service is 1-800-222-1020 and GM's recall number is N212329050.
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 2019-2023 Chevrolet Silverado 1500, the infotainment system can freeze, display a black screen, or reboot randomly. This affects navigation, audio, backup camera, and vehicle settings. Software bugs and hardware failures are both possible causes.
Common Symptoms
Screen goes black
System freezes
Random reboots
Backup camera not displaying
Bluetooth issues
Touch not responding
How to Fix
Update infotainment software to latest version. Perform system reset. If problems persist, the infotainment module may need replacement. Check for GM service bulletins or recalls.
High Confidence680 owner reportsLast reported by owners Feb 2024Reviewed Feb 2026
On the 2019-2023 Chevrolet Silverado 1500, the auto stop/start feature stops engaging and the DIC shows 'Auto Stop Unavailable' or the feature simply never activates. GM traces most cases to the Body Control Module reading the battery as perpetually below ~75% state-of-charge, which disables stop/start to protect restart capability. Contributing factors are a weak/aged AGM battery, loose battery terminal, or a corroded/disconnected ground. Some owners also see premature original-battery failure that leaves the truck slow to crank.
message appears after a jump-start or dead battery
How to Fix
Load-test the battery and clean/tighten the terminals and negative ground. Replace a weak battery with a correct Group 94R AGM (ACDelco 94RAGM / GM 88864542) — a flooded battery or wrong size will keep the feature disabled — then have the BCM battery sensor recalibrated/relearned. If the battery is good, check for parasitic draw and verify BCM state-of-charge data with a scan tool.
What you need to diagnose it
The fix here starts with a test, not a part — which repair you need depends on what the test finds.
UNI-T UT210E Low-Current DC Clamp Meter
1 mA resolution on the 2 A range — a 0.1 A meter reads a 50 mA drain as zero
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Testing and isolating the fault is DIY work. Replacing or reprogramming a control module is not — most 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.
Group 94R AGM is correct for ALL three engines in this issue (2.7L L3B, 5.3L L84, 6.2L L87) and for all years 2019-2023 — the T1-platform Silverado 1500 uses one battery group size across the range, so there is no year/engine split here.
On the 2019-2023 Chevrolet Silverado 1500, silverados with the Bose audio system develop crackling, popping, and static, distortion at higher volume, or entire sections of speakers (e.g., all driver-side, or the center dash speaker) going silent. Causes range from a software/firmware bug in the IOK/Google-built-in radio, to internal Bose amplifier channel failures, to a physically failed center-dash speaker. GM acknowledged the software-related crackling in a TSB but a full fix has lagged, frustrating owners of the 2022 refreshed models.
First apply the latest radio/amplifier software update (dealer TSB) which resolves many crackle/static complaints on IOK-radio trucks. If a channel is dead or a single speaker distorts, replace the Bose amplifier or the affected speaker (commonly the center-dash speaker). Check for loose door-panel mounting bolts, which cause rattle mistaken for speaker failure.
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 2019-2022 Chevrolet Silverado 1500, on the T1-platform (2019+) Silverado 1500, the plastic frame surrounding the rear window (especially the power/electric sliding window) cracks and the window works loose in its channel. GM technicians attribute it to excessive cab/body flex over uneven roads and towing loads. Water then wicks through the gaps and runs down the inside of the rear glass into the cab, soaking the rear seat and carpet, and wind noise develops. It is widespread enough that dealers issued a sealant TSB and GM has extended goodwill on many out-of-warranty trucks; owners frequently give up on the reseal and swap the slider for a solid fixed pane.
Dealer TSB reseal of the rear window frame is the first step but is widely reported as a temporary fix. The durable repair is replacing the failed power sliding window with a new slider or, most commonly, a fixed solid-glass rear window (glass-shop install). Inspect and dry the cab, and check for corrosion on any modules mounted under the rear seat. Pursue GM goodwill/customer-assistance coverage even past 3yr/36k since this is a known 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.
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 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 2007-2024 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 2014-2019 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.
EXTERIOR LIGHTING:LIGHTING CONTROL MODULE:SOFTWARE
General Motors, LLC (GM) is recalling certain 2020-2023 Cadillac CT4 and CT5; 2021-2023 Buick Envision; and 2022-2023 Cadillac Escalade and Escalade ESV, Chevrolet Silverado 1500, Suburban, Tahoe, GMC Sierra 1500, Yukon, and Yukon XL vehicles. The daytime running lights (DRLs) may not deactivate when the headlights are on. As such, these vehicles fail to comply with the requirements of Federal Motor Vehicle Safety Standard number 108, "Lamps, Reflective Devices, and Associated Equipment."
Campaign #22V90300008/12/2022
SEAT BELTS
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.
What is the 2019-2023 Chevrolet Silverado 1500 Brake Booster/Assist Malfunction (T1)?
The T1 generation Silverado can experience brake assist malfunctions, causing a hard brake pedal, longer stopping distances, and warning lights. The electric brake booster or its sensors may be the cause. Repairs typically run $500-$1,800. Severity: high.
What is the 2019-2022 Chevrolet Silverado 1500 Fuel Pump Module Failure?
The fuel pump module can fail, causing hard starting, stalling, or no-start conditions. GM issued a recall for certain vehicles due to fuel pump issues. The fuel tank assembly design may contribute to pump failures. Repairs typically run $400-$1,000. Severity: high.
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 2019-2025 Chevrolet Silverado 1500 2.7L TurboMax (L3B) lifter failure, intake-valve carbon buildup, and high oil consumption?
The turbocharged 2.7L inline-4 (RPO L3B, marketed as TurboMax) used in fourth-gen Silverado 1500 work-grade and mid-trim trucks has generated a growing body of owner complaints distinct from the better-known 5.3L/6.2L V8 problems. Reported failures include collapsed/failed valve… Repairs typically run $1,500-$6,000. 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 2019-2020 Chevrolet Silverado 1500 Over-Cured Continental Tires on 2019-2020 Silverado 1500 (Recall 21V115000)?
Certain 2019 and 2020 Chevrolet Silverado 1500 pickups were built with Continental tires that were over-cured during production. GM describes the risk as a break forming in the tire sidewall — producing sudden air loss — or a belt edge separation that ends in the tread and belt l… 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 2014-2022 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 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 2019-2022 Chevrolet Silverado 1500 Power Sliding / Rear Window Frame Cracking and Leaking From Body Flex?
On the T1-platform (2019+) Silverado 1500, the plastic frame surrounding the rear window (especially the power/electric sliding window) cracks and the window works loose in its channel. GM technicians attribute it to excessive cab/body flex over uneven roads and towing loads. Wat… Repairs typically run $350-$1,200. 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.
