2020 Chevrolet Silverado 1500

The Office of Defects Investigation (ODI) has received 1,157 reports of engine bearing failure failures in the L87 6.2L engine produced by General Motors (GM). Of the 1,157 reports received, 173 are outside of the scope of recall 25V-274. These engines are installed in Model Years (MY) 2019–2024 Chevrolet Silverado 1500 and GMC Sierra 1500, and 2021-2024MY Chevrolet Suburban and Tahoe, GMC Yukon/Yukon XL, and Cadillac Escalade/Escalade ESV vehicles. The subject engine failures were investigated as part of a Preliminary Evaluation (PE25001).  GM determined that these engine failures were due to multiple supplier manufacturing and quality issues. GM issued recall 25V-274 to address the supplier manufacturing and quality issues produced between March 1, 2021, and May 31, 2024. Based on the issuance of recall 25V-274, NHTSA has closed PE25001. ODI continues to receive a significant number of reports of engine failure in vehicles outside the scope of 25V-274.  This presents a potential safety risk that warrants further investigation.  ODI is opening this Engineering Analysis (EA) to further evaluate the scope and severity of the potential problem and to fully assess the potential safety-related issues of vehicles built outside the recall scope. To review the ODI reports cited in the Opening Resume ODI Report Identification Number document, go to NHTSA.gov.

On January 16, 2025, the Office of Defects Investigation (ODI) opened Preliminary Evaluation PE25001 after receiving complaints and field reports concerning engine failures in MY2019-2024 GM’s full-size truck and SUV T1XX platform equipped with the L87 6.2L V8 engine. These complainants alleged engine bearing failures resulting in knocking and growling noises from the engine’s bottom end and in some cases more severe consequences such as broken connecting rods leading to engine damage, or engine failure. If the engine fails during vehicle operation, the vehicle will lose propulsion, increasing the risk of a crash. On April 24, 2025, GM issued recall 25V-274 to address the concern with L87 engines produced between March 1, 2021, and May 31, 2024.  GM cited the root cause as a supplier manufacturing and quality issues. GM’s  recall remedy will be either an oil change to an oil with a different viscosity or engine replacement depending on the results of the remedy inspection procedure. To date, ODI has received 1,157 allegations of engine bearing failure. GM submitted 55,464 reports in total, with 29,752 unique VINs. ODI continues to receive allegations of L87 engine failures which fall outside of the scope of recall 25V-274. Based on GM’s recall, ODI will close this PE. NHTSA will continue to investigate complaints of engine failure outside the scope of recall 25V-274 as part ofEngineering Analysis (EA25007). To review the ODI reports cited in the Closing Resume ODI Report Identification Number document, go to NHTSA.gov.

On April 9, 2021, the Office of Defects Investigations (ODI) opened PE21-010 to investigate instances of air bag malfunction indicator light (MIL) illumination and potential for frontal air bag non-deployment in several vehicles manufactured by General Motors (GM). The vehicles included model year (MY) 2020 through 2021 CT4 and CT5 passenger cars, Sierra and Silverado trucks (1500/2500/3500 models), XT4 and MY 2021 Escalade, Suburban, Tahoe, Yukon SUVs.Technical Service Bulletin (TSB) 21-NA-005, issued in March 2021, addresses air bag MIL illumination with diagnostic trouble codes (DTCs) B0001-1B or B0012-0D. It cites rust particles in the connection terminal interface of the driver air bag inflator housing as the cause of the air bag MIL illumination. Illumination of the air bag MIL under these circumstances may result in a non-deployment of the frontal driver air bag during a frontal collision and increased risk of injury to the driver.GM stated a correlation exists between production delays due to the pandemic shutdown and premature corrosion initiation on the surface of the air bag inflator housing, which, in some cases, caused rust development during a seven (7) month period of vehicle production. In the rare instance when a rust particle dislodges from the driver air bag inflator housing and enters the air bag connector prior to assembly, an intermittent resistance spike at the air bag connector may result. The condition generates excessive resistance in the air bag electrical system when the steering wheel horn cover is manipulated or the steering wheel is turned. This excessive resistance is momentary. A crash commanding air bag deployment would need to occur exactly when the momentary excessive resistance occurs. Thus, there is a very low likelihood the hazard will present a risk during a crash of sufficient severity to warrant a commanded deployment. This failure mechanism occurs early in life and results in an air bag MIL illumination that corresponds to a DTC warning the driver that the vehicle requires service. The vehicle's air bag remains functional while the MIL is illuminated, and the DTC is present.Once the connection of the driver air bag module to the clockspring is made at the plant, or at the dealership for service, there is no longer an opportunity for rust migration into the connection point. The connector is sealed and has gold terminals, eliminating the expectation of fretting corrosion. All subject vehicles passed standard corrosion validation testing for extensive corrosion with no issue of air bag non-deployment.There is a low rate of occurrence: 1.41 incidents per thousand vehicles (IPTV) for all related occurrences, and 0.04 IPTV for occurrences with a mention of visible rust and/or corrosion on the air bag inflator housing. The average occurrence mileage for the subject vehicles is approximately 2,100. Every occurrence related to the alleged defect experienced an air bag MIL illumination and there are no verified allegations of air bag non-deployment within all data sources.To date, there have been no reported fires, crashes, injuries, or fatalities related to this issue. In view of the low rate, and the nature of early-life failure, the high detectability of failures, and low potential hazard to drivers, this Preliminary Evaluation (PE) is closed. The closing of this investigation does not constitute a finding by NHTSA that a safety-related defect does not exist. The agency reserves the right to take additional action if warranted by new circumstances.Review the ODI reports cited above at nhtsa.gov under the following identification numbers: 11537927, 11528888, 11525020, 11521401, 11506057, 11493107, 11486767, 11441525, 11433146, 11425658, 11423440, 11385267, 11376429, 11373466, 11366995.

Q1: While driving my vehicle it started shifting very violently kind-of out of nowhere, without notice and did not resolve. This and many other factors, such as the diagnostic data retrieved from a nearby auto-parts store, lead me to believe this is likely due to an unresolved re-call on the vehicle that I just started receiving in the mail, the TCM Valve/Sensor. The vehicle is available for inspection upon request, at George Nahas Chevrolet, located in Wildwood, FL. Q2: My safety and that of others was severely impacted as it was indeterminate when the vehicle would violently over-rev and up or down-shift, while also leaving the possibility for the vehicle to just stall completely or to potentially have a total "rear wheel brake lock-up" scenario, as mentioned in the NHTSA Re-Call. (N242454440 | RIONL-24V797-0912) This issue left me stranded and the vehicle was towed to a nearby GM Dealership, noted above. Q3: This issue was noted in third-party/independent diagnostic data (available upon request), prior to delivery of the vehicle to the dealership. Additionally, the issue was noted at the GM Dealership after four (4) months of repair attempts. The issue was re-encountered during a test drive when the dealership tried to return the vehicle to me un-repaired, demanding payment w/o invoice. The GM Certified Diesel Technician and I test drove the vehicle and found the issue to be the same or even worse. During this test drive, the GM Diesel Tech noted that the TCM could likely be one of the primary issues causing or contributing to the harsh shifting. Q4: The component was supposedly inspected and replaced by the dealership. However, the NHTSA Re-Call is still showing as INCOMPLETE and the dealership will not provide me with an invoice or any data regarding this matter. The manufacturer was notified months ago and asked to provide data in relation to this matter, but still no resolution. Please let me know if you can inspect and/or assist in any way. Q5: No

NHTSA ID

11776093

Incident

Jun 12, 2026

The truck has a serious transmission issue where it either will not shift into gear or gets stuck in a gear. I’ve had several instances on the freeway in traffic where this happens and I’m unable to keep up with the flow of traffic and feared another vehicle would not be able to avoid a collision. I need to exit the freeway and turn the car off for it to reset. But it will often just do this failure again. It creates a very dangerous situation. GM is aware of this, and offered a special warranty repair, but for some reason they refuse to honor the warranty for my truck

NHTSA ID

11775905

Incident

Nov 2, 2026

ruck hesitated when shifting at lower speeds and created a hazard while driving. Transmission isssues are known to Chevrolet and nothing is being done about it. My son’s Chevy Colorado did the same thing in 08/26 (got fixed at a Chevy dealer and was reported to NHTSA). This needs to stop and needs to be further looked into with Chevy! I have receipts and proof if needed (keeps giving me an error when I try to upload it)

NHTSA ID

11775795

Incident

Sep 11, 2026

Was driving for about an hour pulling our 7,000 lb camper when all of sudden my daah lit up with all kind of lights and warnings. The messages were Service Trailer Btake System, Service ESC, Service Parking Brake, Brake System Failure 62mph top speed, check engine light, Traction Control Off, ABS Off. Pretty much had no brakes and had to use the manual gear selection to slow down from 65 mph. Not a good feeling wh no brakes pulling a camper. The brake pedal was hard and used everything I had to get it to go in to try to stop. Now my rear brakes on the truck currently making all kind of noise and the truck went to the mechanic today.

NHTSA ID

11775290

Incident

Nov 1, 2026

Truck has less than 30K miles with normal usage and rear axle was leaking onto the brake disk and brake pads. This could potentially have caused braking problems. The dealer noticed this problem during a routine oil change. Dirt had crusted on the leakage area and none of the fluid had leaked upon the ground and was therefore not noticed while in the garage. There was no obvious external warning that this issue existed. Have currently scheduled a repair with the dealer, which includes new brake pads and disk resurfacing.

NHTSA ID

11774767

Incident

Oct 20, 2026

Incident: Twice our Chevrolet Silverado 2020 Duramax has experienced while operating, sudden with no warning "reduced engine power" and "check engine light" the engine sounds very different and does not operate as it should and presents a safety issue when you are driving and traveling at a high rate of speed. These incidences occurred on 10-4-2026 and 10-23-2026. The vehicle experienced a sudden failure of the engine coolant control valve, triggering Diagnostic Trouble Code P1006. This component failure restricts proper engine thermal management and poses a risk of sudden engine overheating while driving. General Motors has formally acknowledged this identical part failure as a chronic manufacturing and safety defect via Special Coverage Bulletins N252508341 and N252508340, which extend warranty coverage to 15 years/150,000 miles. However, GM has arbitrarily excluded the 2020 model year from this coverage, despite the vehicle utilizing the exact same defective part assembly number as the covered 2021-2023 models. This identical component failure across model years constitutes an unaddressed defect pool that requires immediate regulatory expansion to protect consumers from unsafe engine component failure. please fix this situation TY

NHTSA ID

11773849

Incident

Oct 23, 2026

Truck would not start - it left me stranded. The main body to engine ground strap had rotted off. I found there is a Chevrolet Customer Satisfaction Program (N252515590) for ground straps rotting for the same make/model/year as my vehicle, but for some reason mine isn’t listed by VIN number in the program.

NHTSA ID

11773760

Incident

Oct 23, 2026

It said on the dash, "Brake System Failure 43MPH Top Speed," "Service ESC," and lights on were the ABS light, BRAKE light, Engine Light, and Wheel Traction light. My wife and my [XXX] son's safety were at risk while driving on a busy 75mph highway and trying to turn around and make it home as the brakes did not work and having to cross busy streets. It was not able to reproduce but my local mechanic found the bulletin from way back that had not been addressed by GM after numerous times to a dealer for other repairs. I then took it to a local GM dealer that confirmed software update was not applied and they did the repair and I was charged to pay even though this was a known GM issue that never contacted me about this potential fatal random occurrence that could happen after I have taken great care of this truck. There not any warnings before randomly losing power on the highway once she hit 60mph on the on ramp and just started failing slowly. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

NHTSA ID

11773208

Incident

Oct 17, 2026

This Preliminary Information communication provides information to the technician about vehicles that have an intermittent no crank, no start, or start stall concern with the security light coming on. Technician may find Diagnostic Trouble Codes B3055, B3

This document assists GM dealer technicians with diagnosing torque converter concerns to ensure torque converter replacement is necessary. The torque converter part number will be placed on order restriction, and the technician will be asked to follow 25-NA-148 before requesting a part through PQC.

This Preliminary information communicates that it is normal for the tailgate to drop faster than it used to after the GM Accessory Kicker Audio System is installed.

This PI communicates information that Engineering has released an updated Trailer Lighting Control Module to correct false Service Trailer Turn Signal Message when operating the power tailgate with no trailer connected.

• Improvements to OnStar functionality.

This document assists GM dealer technicians with diagnosing torque converter concerns to ensure torque converter replacement is necessary. The torque converter part number will be placed on order restriction, and the technician will be asked to follow 25-NA-148 before requesting a part through PQC.