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.

Unknown which system failed. While driving on the freeway, truck lost power for a few seconds. Dash lights turned off and back on. Our safety and the safety of others on the freeway were at risk as we had no control of the vehicle. Have not had the truck checked for the problem. Scared to drive it. No warnings appeared.

NHTSA ID

11756271

Incident

Aug 9, 2026

Odometer Fraud. The contact owns a 2020 Chevrolet Silverado 1500. It was discovered that there was a mileage discrepancy. The contact stated that at the time of purchase, the vehicle mileage was approximately 54,753. The current mileage was approximately 56,000. As per a Carfax report, the contact discovered the vehicle was reported stolen on May 2nd, 2025, with the vehicle mileage at 102,610. The contact was concerned that the odometer was altered prior to the purchase.

NHTSA ID

11754960

Incident

Aug 5, 2026

Mileage

102,610 mi

Description of Problem: While driving, the engine intermittently revs on its own without any input from the accelerator pedal. During these episodes, the vehicle also shakes/vibrates noticeably. This has occurred [once / multiple times — specify frequency, e.g., “several times over the past X weeks”]. The engine revving is not consistent with normal acceleration and appears unrelated to throttle position. The shaking is felt throughout the cabin and is most noticeable [at idle / at speed / when the revving occurs — specify if known]. Safety Concern: This creates a risk of sudden, unintended changes in vehicle speed or loss of control, particularly if it occurs in traffic, while merging, or at highway speed.

NHTSA ID

11753094

Incident

Jan 2, 2026

The Electronic Parking Brake System on my 2020 Chevy Silverado 1500 continuously malfunctions. Chevy/ GM Customer Support has been made aware of this issue and continues to disregard it entirely. The Electronic Parking Brake, which is an automatic function that cannot be turned off or bypassed, fails to fully disengage when the vehicle is taken out of Park. The Electronic Parking Brake remains very slightly engaged, producing a slight noise while driving and causing excessively premature wear on the vehicles pads and rotors. My vehicle has about 64,000 miles on it, and I have had to replace my rear brakes twice now already, due to this issue. The majority of those 64,000 miles are from uninterrupted highway driving. Each time the rear brakes were replaced, I had the dealership inspect the braking system. The dealership was not able to definitively confirm for some reason but was able to speculate that the aforementioned is likely what is going on. I find that any malfunction of such a critical part of the vehicle and the safety of it's operators and passengers poses a major safety risk.

NHTSA ID

11751449

Incident

Jun 18, 2026

Key will not fully turn back and release, keeping the accessories running. After many start, shift, move a little and waiting for a period of time it eventually turns to normal to remove. I’ve seen articles on if it says “shift to park” on the dash lights and it does not. Bought used with 70,000 10/24 and continues to get worse.

NHTSA ID

11750750

Incident

Nov 7, 2024

While driving my transmission has a shutter. The shutter started about yr and half ago and I have just maintained with shutter stop. I know there is a recall on manufactured parts for other Chevrolet trucks in the same yr

NHTSA ID

11750487

Incident

Jan 1, 2025

While driving my 2020 Chevrolet Silverado 1500 equipped with the 5.3L V8 engine and Dynamic Fuel Management (DFM), the engine developed an internal valvetrain failure resulting in misfires, rough running, and reduced engine performance. The vehicle was diagnosed by a Chevrolet dealership as having failed lifters associated with the DFM system, requiring major engine repairs and replacement of internal engine components. The failure occurred at approximately 81,000 miles and resulted in the vehicle entering a reduced performance condition, creating a potential safety concern when merging, accelerating, or operating in traffic due to the inability to maintain normal vehicle speed and power. The vehicle was inspected and repaired by an authorized Chevrolet dealer. Research shows numerous similar reports from owners of GM 5.3L and 6.2L engines equipped with Active Fuel Management (AFM) and Dynamic Fuel Management (DFM) systems involving lifter and valvetrain failures.

NHTSA ID

11749485

Incident

Mar 12, 2026

Dear Sir or Madam, I am submitting this complaint to request that the Federal Trade Commission investigate General Motors (Chevrolet) regarding what appears to be a known engine defect affecting the 2020 Chevrolet Silverado and the company's handling of this issue. I own a 2020 Chevrolet Silverado. In September 2025, when my truck had only 45,494 miles, I experienced an engine misfire consistent with a defect that has been widely reported by other owners. Through my research, I discovered that General Motors was aware of this issue and, rather than correcting the underlying mechanical defect, reportedly issued a Technical Service Bulletin (TSB) instructing dealerships to reprogram the Engine Control Module (ECM) to reduce or mask the symptoms instead of permanently repairing the root cause. Now, less than one year later, my truck is experiencing the same engine problems again. Although my vehicle has relatively low mileage, it is no longer covered under the factory warranty because of its age rather than its mileage. When I contacted Chevrolet Customer Assistance, I was advised to work with my local dealership to determine whether I might qualify for a "goodwill" repair. I do not believe it is fair for consumers to rely on discretionary goodwill assistance when the manufacturer was allegedly aware of a design defect before or during the time these vehicles were sold. Based on my research, properly repairing the underlying cause of this engine failure can cost as much as $15,000. Consumers should not be expected to bear the financial burden of repairing a defect that the manufacturer allegedly knew existed but failed to adequately correct. I respectfully request that the FTC investigate whether General Motors engaged in unfair or deceptive business practices by: Continuing to market and sell vehicles with a known engine defect. Addressing customer complaints with software reprogramming rather than permanently correcting the underlying mechanical issue. Failing

NHTSA ID

11749482

Incident

Sep 3, 2025

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