Used Chevy Silverado 1500 T1XX (2019-2025): Buyer's Guide

Forum threads on SilveradoSierra.com describe dealers unloading brand-new 2020 Silverados off the transport truck with stuck lifters at three miles. Other owners report lifter collapses at 6,500 miles and again at 27,500 miles on the same engine. And in April 2025, GM issued NHTSA recall 25V274 covering roughly 600,000 trucks equipped with the 6.2L V8 for connecting rod and crankshaft defects.

This is the T1XX generation of the Chevrolet Silverado 1500. America's best-selling vehicle. Four distinctly different powertrains. Each one with its own documented failure mode.

The 2022 interior refresh turned this into a genuinely great truck. The ownership risk depends entirely on which engine is under the hood and when it was built.

This Generation at a Glance

The T1XX platform debuted for the 2019 model year, replacing the K2XX (2014-2018). It brought a lighter mixed-material body structure, a modern electrical architecture, and an expanded engine menu that eventually offered six powertrain choices.

The 2022 model year delivered a meaningful mid-cycle refresh: a fully redesigned interior with a 13.4-inch infotainment screen on LT and above (replacing the cramped old dashboard), wireless Apple CarPlay and Android Auto, the new ZR2 off-road trim with Multimatic DSSV shocks, and a torque boost on the 2.7L four-cylinder. The base 4.3L V6 was dropped after 2021.

Browse 2019 Silverado listings, 2021 listings, 2022 listings, and 2023 listings.

Powertrain and Trim Breakdown

4.3L LV3 V6 (2019-2021 only)

The 4.3L was the base engine on the Work Truck and Custom trims. It has no cylinder deactivation system, which makes it the most mechanically straightforward powertrain in this generation. No DFM. No collapsible lifters. No active fuel management solenoids.

Owners report no generation-defining failure modes specific to this engine. Repair costs on V6 work trucks are generally predictable: throttle body cleaning around 50k, spark plugs at 100k, routine maintenance.

The downside is capability. At 285 horsepower and 305 lb-ft of torque, it can't tow more than 7,900 pounds and struggles under heavy load. With the 6-speed automatic instead of the 8 or 10-speed found in the V8 trims, it's not the most refined highway experience either.

Bottom line on the V6: If you find a clean 2019-2021 Work Truck with the 4.3L at a realistic price, it's the least financially risky engine in this generation. It's also the least truck.

2.7L L3B eTurbo / TurboMax (2019+)

The 2.7L turbocharged four-cylinder is the standard engine on LT trims and above. For the 2022 model year, GM updated it with a new "TurboMax" designation and a torque bump from 348 lb-ft to 420 lb-ft at 1,500 rpm. That's more torque than the 5.3L V8.

But the 2.7L has accumulated a serious failure record across the T1XX run.

The 2019-2021 L3B developed a reputation for fuel injector flow issues. GM issued Customer Satisfaction Program N242213500 in early 2024 to address fuel injector problems on 2019-2022 models. Owners in that window should confirm the CSP was completed.

The 2022 L3B brought higher torque but also brought head gasket failure reports. Multiple owners documented failures between 20,000 and 40,000 miles. The likely cause: the 2022 tune pushed the engine harder, and the head gasket wasn't built for the sustained boost.

The 2023 2.7L TurboMax added a more serious problem. GM discovered a casting defect in the engine block that created cracks in the main oil gallery. In February 2024, GM launched Customer Satisfaction Program N232415060 and began replacing the engine blocks outright on affected 2023 units. Confirm with the dealer any 2023 2.7L truck has been through this program.

Additional documented issues across model years: carbon buildup on intake valves (direct injection, no port wash), PCV valve sticking, higher-than-expected oil consumption, and turbo lag under heavy load that some owners find frustrating.

The 2.7L is under more stress in the Silverado 1500 than in lighter-duty applications. The truck is heavy. The engine spends more time under sustained boost to move it.

What owners love: The torque curve below 2,000 RPM is genuinely strong in daily driving. Better MPG than any V8. Surprising towing numbers for a four-cylinder.

What to watch: Any 2023 2.7L without confirmed CSP completion. Any 2022 example between 20k-50k miles where head gasket hasn't been verified. Pre-2022 trucks: confirm injector CSP completed.

5.3L EcoTec3 V8 with DFM (2019+)

This is the engine that defines the T1XX ownership conversation. The 5.3L L84 is the most common powertrain in the generation by a wide margin. It is also where the DFM (Dynamic Fuel Management) lifter failure problem lives.

GM introduced AFM (Active Fuel Management) on V8 trucks in 2007, deactivating 4 of 8 cylinders at light throttle. For the T1XX, they upgraded to DFM, which deactivates in multiple cylinder patterns: 8 cylinders down to 6, 4, or 2 depending on load. This aggressive deactivation cycle uses collapsible lifters that collapse when a cylinder is shut off.

The collapsible lifters are the problem. They receive reduced oil pressure when deactivated. Over time, the roller on the lifter starves, seizes, and grinds the associated camshaft lobe. The result is a tick that starts during warmup and never goes away. Then a misfire. Then metal in the oil.

Repair cost when caught early (lifters only): $2,500 to $4,000. Repair cost when the cam is also damaged: $4,000 to $6,000. If the failure is catastrophic and debris circulates through the engine: complete replacement at $8,000 to $15,000.

The worst build-date window is September 2020 through March 2021. GM's own service bulletins flagged this batch for defective lifters. Dealers reported seeing trucks off the transport with stuck lifters at three miles. Ask the seller for the build date, available on the door jamb sticker. If it falls in that window, budget for a DFM delete or walk away.

This is not purely a first-year problem. SilveradoSierra.com threads documenting 2019, 2020, and 2021 failures stretch across hundreds of pages. The fundamental design of the DFM lifters is the issue, not just a single bad batch.

The reliable long-term fix among owners is a DFM delete: new non-DFM cam, non-DFM lifters, non-DFM valley cover, and an ECM retune. Cost: $2,000 to $4,000. A used truck with this already completed is worth paying extra for. You're buying certainty.

The 5.3L also drives the 10L80 10-speed automatic on higher trims, which has documented torque converter shudder. The shudder typically appears between 3rd and 5th gear on the highway, particularly when the torque converter clutch is partially engaged during DFM cycling. First step is a Dexron HP fluid swap. If that doesn't resolve it, the torque converter needs replacement. One owner documented replacement at 49,000 miles, then shudder returning at 70,000 miles.

What owners love: 355 horsepower, 383 lb-ft of torque, sounds like a V8. The truck can genuinely work.

Model-year-specific notes: The 5.3L didn't receive the crankshaft recall (that's the 6.2L only). But the Sept 2020-March 2021 batch is objectively the worst window. A 2022-2023 5.3L with confirmed DFM delete is the best version of this engine you can buy used.

6.2L EcoTec3 V8 with DFM (2019+)

The 6.2L L87 is the performance V8. Standard on ZR2. Available on Trail Boss, LTZ, RST, and High Country. Paired exclusively with the 10L80 10-speed automatic.

It shares the DFM lifter problem with the 5.3L. Owners of pre-2021 6.2L trucks have the same inspection concerns as anyone buying a 5.3L from that era.

In April 2025, GM issued a separate and more serious recall for the 6.2L. NHTSA recall 25V274 covers roughly 600,000 trucks, SUVs, and full-size utilities equipped with the L87 engine built between March 1, 2021 and May 31, 2024. The defect: manufacturing issues at the supplier level left sediment on connecting rods and crankshaft oil galleries, with some crankshafts also out-of-spec on dimensions and surface finish. The result is accelerated engine bearing wear and engine failure.

The remedy under recall is a dealer inspection. Trucks that pass get a higher-viscosity oil, new oil fill cap, and filter replacement. Trucks that fail get engine replacement.

Any 2021 through 2024 Silverado or Sierra with the 6.2L must have this recall documented as completed before you hand over money. Run the VIN at /tools/recall-lookup.

The NHTSA investigation into whether the remedy is actually working is ongoing as of late 2025. Some owners who received the higher-viscosity oil fix have reported continued engine noise.

The 10L80 torque converter shudder issue applies here as well. The ZR2's Multimatic DSSV spool-valve shocks are worth every dollar for off-road use, but they don't protect you from engine or transmission problems.

What owners love: 420 horsepower. 13,200-lb tow rating. In the ZR2, genuine capability that rivals purpose-built off-roaders.

What to watch: Verify recall 25V274 complete on any 2021-2024 example. Pre-2021 6.2L: check DFM lifter history the same as a 5.3L.

3.0L LM2/LZO Duramax diesel (2020+)

The diesel came to the Silverado 1500 lineup for 2020. It's available on LT, RST, LTZ, and High Country. Not the Trail Boss or ZR2.

It offers the best fuel economy in the generation by a meaningful margin: 24 city / 29 highway (2WD) or 23/28 (4WD). And with 495 lb-ft of torque, it matches the 6.2L V8 on tow rating (13,300 lbs maximum with the trailering package).

But the diesel has documented issues, most concentrated in the 2020-2022 production window.

DEF (Diesel Exhaust Fluid) sensor failures were common enough that GM issued TSB 21-NA-07, covering false "Service Emissions System" warnings on 2021 models. The DEF sensor error triggers limp mode. Many owners describe extended dealer visits trying to clear the code.

The high-pressure fuel pump (HPFP) has a failure record across the LM2 and updated LZO versions. Symptoms include engine knock, rough cold starts, and in some cases, metal contamination of the fuel system. HPFP replacement is expensive and the repair window tends to be long due to parts availability.

The rear main oil seal on 2020-2021 models is known to leak, setting DTC P06DD. A shifted or poorly seated seal causes oil loss and can go unnoticed without a visual inspection underneath.

The 10-speed automatic's transmission valve body on 2020-2022 diesel trucks had documented harsh shift behavior. Updated valve bodies were supplied through dealer service.

The 2023 diesel (LZO designation update) improved on the worst of these issues, but DEF sensor sensitivity remains a frequent complaint even on later models.

What owners love: Highway MPG that regularly tops 28 mpg. The torque at low RPM is better suited to towing than the V8s.

What to watch: Any diesel without documented HPFP and DEF service history. On 2020-2021, confirm the rear main seal is dry.

Trim-Specific Notes

Work Truck / Custom (2019-2021): Basic work trucks. The 4.3L V6 base spec is fine for fleet use. The Custom with the 5.3L is the same engine risk as any other 5.3L truck. Not worth paying over Custom pricing; the interior is austere and the screens are tiny.

LT: The sweet spot for most buyers. Gets the 2.7L as standard, with the 5.3L optional. The 2022+ LT gets the overhauled interior with the 13.4-inch screen. Heated seats available. It's the trim that transforms this from a work truck into something genuinely comfortable.

RST: Style-focused trim on the same mechanicals as LT. The blacked-out appearance package is cosmetic. The RST does allow the 6.2L and diesel options, making it a legitimate higher-capability truck in those configurations. Not worth a premium over an equivalent LT with the same powertrain.

LT Trail Boss: Two-inch factory lift, Rancho shocks, skid plates, locking rear differential, 275/65R18 Goodyear Wrangler DuraTrac tires. Gets the 5.3L as standard with the 6.2L as an option. The factory lift reduces payload slightly. For buyers who need basic off-road capability without paying ZR2 money, this trim makes sense. Skip the Trail Boss diesel option if you want that drivetrain.

LTZ: The full-feature truck. Leather, 8-inch MyLink (pre-2022) or 13.4-inch (2022+), ProGrade Trailering camera system, heated and ventilated front seats. Gets all powertrain options. The LTZ is where the interior starts to feel like a proper vehicle rather than an appliance.

High Country: Top trim, with a driver HUD display, premium leather, real wood trim, and chrome accents. Exclusive exterior styling. The Technology Package available on LTZ and High Country adds a 360-degree surround camera. If you're buying a High Country, make sure the Technology Package is included. Without it, you're paying for luxury trim without the safety tech.

ZR2 (2022+): The off-road flagship. Multimatic 40mm DSSV spool-valve shocks, front and rear locking differentials, model-specific skid plates, 33-inch off-road tires. Only available with the 6.2L V8 and 10-speed. The 6.2L recall (25V274) applies. The ZR2 is the best factory off-road production half-ton on the market in its generation. Confirm the recall is resolved before buying any ZR2 built between March 2021 and May 2024.

Which Model Years to Target Within This Gen

The sweet spot: A 2022-2023 LTZ with the 5.3L V8, confirmed DFM delete already performed, and a build date outside the Sept 2020-March 2021 window. The 2022 refresh gives you the interior that should have been there at launch. A verified DFM delete converts the biggest reliability liability into a non-issue. You get 11,300 lbs of tow capacity and genuine daily comfort.

For diesel buyers, a 2022-2023 LTZ diesel after HPFP and DEF issues have been addressed is the efficiency choice.

For the 6.2L, the 2019-2020 window (before the crankshaft defect build period) is the cleaner option. For 2021-2024 6.2L trucks, a completed NHTSA recall 25V274 is non-negotiable.

Pre-Purchase Inspection Checklist

All V8 engines (5.3L and 6.2L)

• Start the truck cold. Listen for a rhythmic tick that speeds up with RPM. A tick that appears within the first two minutes of a cold start and fades once the engine is warm could be oil pressure normalizing. A tick that persists or returns at idle after the engine reaches temperature is a DFM lifter. Walk away.
• Ask for the build date. It's on the door jamb sticker (month/year of manufacture). September 2020 through March 2021 is the documented worst production window. Not a dealbreaker, but warrants a pre-purchase inspection from a mechanic who can scope the cylinder bores and pull valve cover for oil residue.
• Ask if a DFM delete has been performed. Any reputable seller of a high-mileage V8 T1XX should know. Request documentation.
• Check for recent oil changes. Lifter failures produce metal debris. If the oil is overdue or very dark on a low-mileage truck, be suspicious.
• On the 6.2L (2021-2024 build dates): Run the VIN at /tools/recall-lookup. Confirm recall 25V274 is documented as complete at a Chevy dealer. Do not accept "we'll take care of it at delivery" as a substitute for completed paperwork.

2.7L eTurbo / TurboMax

• On 2022-2023 models: Ask for any service history related to the head gasket or engine block. A 2022 with 40,000+ miles and no engine service is worth a compression test.
• On 2023 models: Confirm Customer Satisfaction Program N232415060 (cracked engine block) has been completed. The dealer can check with a VIN lookup.
• On 2019-2022 models: Confirm fuel injector CSP N242213500 completion.
• Listen for boost leaks: A hissing sound under acceleration suggests an intercooler pipe or charge air coupler has separated.

3.0L Duramax diesel

• Check DEF fluid level and quality. Contaminated DEF or an empty tank can corrupt the DEF injection system and generate expensive repairs.
• Check underneath for oil seepage at the rear main seal area. The seal-shift issue on 2020-2021 models is easy to miss until it becomes a real leak.
• Ask about fuel pump service history. A diesel that has had HPFP replacement in the last 50k miles is a green flag (issue addressed). One that has never had any diesel system service on a 60k-mile truck is worth scrutiny.
• Verify no pending "Service Emissions System" warning codes. Scan with an OBD-II reader before buying.

All trims

• Run the VIN at /tools/recall-lookup for the complete recall history. Multiple safety recalls have affected different model years on different components.
• Check the infotainment screen for dead zones (especially on 2019-2021 with the smaller screen, which can develop touch-response failures).
• Check trailer brake controller if the truck was used for towing. Corrosion on the trailer connector is a reliable indicator of towing life.

Running Costs

The 5.3L with an active DFM system carries the highest long-term repair risk of any powertrain in this generation. Budget $2,000 to $4,000 to delete it if you're buying a truck where it hasn't been done.

The diesel has the highest fuel cost predictability (diesel is more consistent than premium gas price swings) but the longest and most expensive failure repairs if the HPFP or DEF system fails.

FAQ

Is the 2019-2025 Silverado 1500 5.3L V8 reliable? The 5.3L EcoTec3 V8 is a capable engine in T1XX Silverados, but the DFM cylinder deactivation system has a documented lifter failure problem that can strike under 10,000 miles. Trucks where the DFM system has been deleted via aftermarket tune and hardware are substantially more reliable. Without a delete, treat any V8 as carrying this risk.

What year Silverado 1500 T1XX should I avoid? The riskiest build window is September 2020 through March 2021, when GM's own service bulletins flagged defective lifters. For the 6.2L specifically, the 2021-2024 crankshaft/connecting rod recall (25V274) must be verified complete on any truck from that period. The 2023 2.7L had a cracked block defect requiring engine replacement.

How many miles does a T1XX Silverado 1500 last? A T1XX Silverado with the DFM issue resolved can realistically reach 200,000-250,000 miles with proper maintenance. Without resolving it, the engine can fail catastrophically at any mileage. Diesel models with healthy HPFP and emissions systems are the longest-life option in the generation.

Is the Silverado 1500 3.0L diesel worth it? The 3.0L Duramax delivers the best towing efficiency and fuel economy in the generation: 26-27 combined MPG and 13,300 lbs tow capacity. The tradeoff is higher initial cost, more expensive DEF-related maintenance, and HPFP failure risk on earlier models. For buyers who tow regularly and prioritize long-distance efficiency, it's the right engine. For light-duty daily use, the 5.3L with a DFM delete makes more financial sense.

Is the T1XX Silverado good for off-road? The Trail Boss trim gives you a 2-inch factory lift, locking rear differential, and all-terrain tires for moderate off-road use. The ZR2, introduced for 2022, is a serious off-road truck with Multimatic spool-valve shocks and front/rear locking differentials. Both are only as reliable as their engine health. The ZR2 uses the 6.2L exclusively, so the recall (25V274) applies to any ZR2 built March 2021 onward.

Bottom Line

The T1XX Silverado is a capable truck with a serious powertrain caveat. Verify every VIN at /tools/recall-lookup.

The target to buy: a 2022 or 2023 LTZ with the 5.3L V8, confirmed DFM delete already completed, and a build date outside the September 2020-March 2021 window. That combination gives you the refreshed interior, the proven tow capacity, and the engine risk neutralized.

For diesel buyers, a 2022+ LTZ or High Country diesel with documented HPFP history and clean DEF system is the efficiency pick.

Avoid any 2021-2024 6.2L truck without documented completion of NHTSA recall 25V274. CarScout members can track price drops on specific Silverado trim and powertrain combinations at usecarscout.com.

Data sourced from NHTSA recalls database, EPA fuel economy data, and real owner experiences from SilveradoSierra.com, GM-Trucks.com, DuraMaxForum.com, and TorqueNews.com owner accounts. See the full Chevrolet Silverado market data for pricing and inventory.