2019 Chevrolet Silverado 1500 Problems & Issues

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

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

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

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

On the 2015-2019 Chevrolet Silverado 1500, silverados equipped with the GM 8L90 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 TSB 18-NA-355 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.

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.

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.

On the 2019-2023 Chevrolet Silverado 1500, the 2019-and-later Silverado can experience brake assist malfunctions, causing a hard brake pedal, longer stopping distances, and warning lights. GM documents a Brake System Control Module (EBCM) software calibration fault on 2019 trucks (PIT5638B, and recall 20V-055 for faulty pre-launch EBCM software) that can disable brake assist and set a Service Brake Assist message.

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. GM bulletin 24-NA-139 attributes crank/no-start, stalling and loss of power with DTC P023F/P129F to an internal short in the fuel pump driver control module.

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.

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

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

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

On the 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.

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.

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.

On the 2014-2020 Chevrolet Silverado 1500, the integrated door-lock actuators in K2XX/T1 Silverado 1500 trucks are a high-frequency failure. The small motor and plastic gears inside the actuator wear out, so the power lock buzzes, grinds, or clicks, operates intermittently or cycles rapidly, or stops working entirely on one or more doors. Owners frequently report a domino effect — replacing one actuator, then having another door fail within weeks — and some failures are temperature-dependent (works in heat, dead in cold). On Silverados the lock actuator is integrated into the door latch assembly, so the whole latch is often replaced.

On the 2007, 2010, 2014-2019 Chevrolet Silverado 1500, the center high-mount stop lamp (third brake light / cargo lamp) gasket dries out, cracks, and lets rainwater and car-wash water into the cab. Because the water runs down behind the interior trim and the carpet has a rubber backing, owners often don't see it until the rear floor is soaked, a musty smell develops, or electronic modules mounted under the rear seat corrode. It is one of the most common water-intrusion sources on these trucks and is frequently misdiagnosed as a window or door leak.

On the 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's service bulletin 18-NA-383 traces the leak to small cracks in the sliding window's plastic upper rail glass guide (hidden under the roof rear spoiler); owners often blame 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.

On the 2007, 2010, 2014, 2016, 2019, 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. It is often misdiagnosed as an unknown water leak.

On the 2014-2019 Chevrolet Silverado 1500, many 2014-2019 Silverado 1500 owners report a vibration at highway speed that they feel through the seat or the steering wheel. GM acknowledged it in Preliminary Information bulletin PI1354. The bulletin lists two speed bands, 35-45 mph and 60-70 mph, and covers the 2014-2018 Silverado 1500 and the 2019 Silverado LD (Oshawa-built, 11th VIN character "1"). It excludes HD trucks. The bulletin gives the procedure for diagnosing and repairing vibration from three sources: tire and wheel assemblies, axle components, or the propeller shaft (driveshaft). On the driveshaft side, GM's checks are runout (the shaft not spinning true), balance, and U-joint working angles. The bulletin says the cause is normally the tire and wheel assembly, so dealers check those first. SlashGear's summary of GM's guidance names runout in the aluminum driveshaft as a possible cause, but notes that GM tells dealers not to assume the driveshaft itself is defective. Depending on the cause, trucks are fixed with a road-force balance, revised steering bushings or cab mounts, or a new driveshaft. GM treats this as a service issue, not a recall. The only driveshaft recall, 20V650, covered 42 2019-2020 trucks with a supplier weld defect.

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.