Used GMC Sierra 1500 5th Gen (2019-2025): Buyer's Guide

The 5.3L V8 in this truck can fail its roller lifters before 50,000 miles. The 6.2L V8 has a separate recall covering 153,000+ Sierra 1500s for connecting rod and crankshaft defects. Those are two different engine failure modes, on two different engines, in the same generation. And GM's only answer for the DFM lifter problem is still a service bulletin, not a recall.

That does not make the 5th gen Sierra a bad truck. It makes it a truck you need to approach with specific knowledge. The ones in the sweet spot, the right year, right engine, right prep, are excellent. The ones with a ticking V8 and no DFM disabler can run you $11,000 in repairs with no warning.

Here is what the forums, the NHTSA database, and thousands of real owners say before you spend $35,000 on one.

This Generation at a Glance

The 5th gen Sierra launched for 2019 on GM's T1XX body-on-frame platform, shared with the Chevrolet Silverado 1500. It was a ground-up redesign. The CarbonPro composite bed option, MultiPro tailgate (six configurations), and a 3.0L inline-six diesel added to the lineup were the headline features.

A mid-cycle refresh arrived for 2022. GM reshaped the front fascia, added the extreme off-road AT4X trim, brought Super Cruise hands-free highway driving to Denali models, and introduced the Denali Ultimate as the top-of-range variant. The 2025 closes out the generation before a planned 2027 redesign.

For year-specific pricing and inventory: /market/gmc/sierra-1500/2019, 2020, 2021, 2022, 2023, 2024, 2025.

Powertrain and Trim Breakdown

5.3L EcoTec3 V8 (L84) — The Most Common Engine, and the Biggest Decision

The 5.3L V8 is in the majority of 5th gen Sierras on the used market. It is a strong, proven engine with one well-documented flaw: the Dynamic Fuel Management (DFM) system that deactivates cylinders for fuel economy can starve the roller lifters of oil. When a lifter collapses, it grinds the corresponding camshaft lobe. The engine tick that follows does not go away on its own.

The DFM lifter failure. GM's Small Block V8 with cylinder deactivation has generated lifter complaints across multiple generations, but the 5th gen failures are occurring earlier than predecessors. Forum technicians on SilveradoSierra.com report failures in the 4-digit mileage range on some trucks. When a roller lifter seizes, the cam lobe wears flat. Repair cost: $3,000 to $5,000 for lifter-only replacement. If the cam is damaged, add another $3,000 to $5,000 on top. Full engine replacement runs $8,000 to $16,000 depending on reman vs. new. GM issued TSB PIC6460B acknowledging the issue but has not issued a recall.

The aftermarket response is a disabler. A DFM disabler module ($150 to $300) plugs into the OBD-II port and prevents the system from deactivating cylinders. It carries a 1 to 2 mpg fuel economy penalty. Most informed buyers install one immediately. A full hardware delete, replacing the DFM cam and lifters with non-DFM parts, costs $800 to $1,500 in parts alone plus labor.

Before buying any 5.3L Sierra: Start the engine cold and let it idle. A tick that follows RPM, intensifies under light throttle, and does not fade as the engine reaches operating temperature is a lifter failure in progress. Walk away. If the truck has an existing DFM disabler or tuner installed, that is a good sign the owner understood the issue and addressed it preventively.

What owners like about the 5.3L. It pulls hard from low RPM, sounds great under load, and pairs well with the 8 or 10-speed automatic. Owners on GM-Trucks.com and SilveradoSierra.com consistently describe the driving experience as confident. The engine reaches 200,000+ miles regularly on trucks where DFM was deleted early. The failure profile is not random. It is largely preventable with the right prep.

8-speed automatic (L84 base pairing). The 8L90/8L45 units paired with the 5.3L have a documented torque converter shudder felt as a vibration or rough-road sensation between 30 and 50 mph. GM issued TSB 18-NA-355 calling for a complete fluid exchange with Mobil 1 LV ATF HP (the blue label). A drain-and-fill does not fix it — the TSB specifies a full 20 to 24-quart flush to eliminate old fluid from the converter. Cost at a dealer: $250 to $350. If the shudder returns after the flush, torque converter failure is the likely cause. Replacement: $1,800 to $2,500.

6.2L EcoTec3 V8 (L87) — More Power, More Risk

The 6.2L V8 produces 420 hp and pairs only with the 10-speed automatic. It is exclusive to higher trims: SLT, AT4, AT4X, Denali, and Denali Ultimate. On paper it is the best engine in the Sierra lineup. In practice, it carries two separate documented failure modes.

DFM lifter failure. The same Dynamic Fuel Management system on the 6.2L carries the same lifter risk as the 5.3L. Both engines use DFM. The symptoms, repair process, and prevention strategies are identical. Install a disabler. Budget for the hardware delete if you plan to keep the truck long-term.

NHTSA Recall 25V274 (L87 crankshaft and connecting rods). In April 2025, GM issued a recall covering 153,630 GMC Sierra 1500 trucks with the 6.2L L87 engine, built between March 2021 and May 2024. The cause: manufacturing defects in connecting rod and crankshaft components. Sediment on connecting rods and out-of-specification crankshaft dimensions caused accelerated bearing wear and engine failure. If the engine fails while driving, the truck loses propulsion and the crash risk rises. The recall covers approximately 600,000 total GM vehicles including Escalade, Tahoe, and Suburban. For affected Sierra 1500s, GM's remedy requires a permanent oil specification change to 0W-40 synthetic (previously 0W-20) and engine inspection. Trucks that failed inspection get engine replacement.

As of May 2026, NHTSA is conducting a separate investigation into L87 failures occurring outside the recall's production build window. That probe is ongoing.

Before buying any 2021-2024 Sierra with the 6.2L: check the VIN against NHTSA recall 25V274 at nhtsa.gov/recalls. If the recall shows as incomplete, that engine has not been inspected. Negotiate accordingly, or walk until it is done.

10-speed automatic (6.2L pairing). The 10L90 transmission in 6.2L trucks carries its own shudder history. NHTSA recall 25V148 covers certain gas-powered 1500 Sierras built 2019 to 2022 for downshift timing calibration issues. Check VIN for this recall as well.

3.0L Duramax I-6 Diesel (LM2) — Best MPG, Specific Problems

The 3.0L Duramax arrived mid-cycle in 2020. It produces 277 hp and 460 lb-ft of torque and is the best-MPG option in the Sierra lineup at around 23 mpg city and 29 to 30 mpg highway. For owners who drive high annual miles, the diesel often makes financial sense despite a higher used-market premium.

The LM2 has a documented set of problems that do not affect the gas engines.

Extended crank and no-start. The most frequently reported diesel problem in owner forums is long crank time or outright no-start, especially in cold weather. The most common culprit is the camshaft trigger wheel working with the camshaft position sensor. A 2020 Sierra owner on DuramaxForum.com documented a $7,800 out-of-warranty repair for a P0016 code (cam and crankshaft timing correlation failure) at 108,000 miles with no assistance from GM.

DEF system and emissions failures. The Diesel Exhaust Fluid system generates complaints across the 2020 to 2023 model years. TSB 21-NA-07 addresses DEF injector clogging. The "Service Emission System" warning is the tell. Left unchecked, DEF failures can trigger reduced-power mode and eventually prevent the truck from starting after a set number of start cycles. DEF injector replacement: $600 to $1,200.

High-pressure fuel pump. HPFP failures generate hard starts, rough running, and low power. Replacement cost: $1,200 to $2,000.

Rear main seal. Oil seepage from the rear of the engine is documented across multiple model years. Check the underside of the LM2 engine where it meets the bellhousing. Oil weeping there is a rear main seal failure beginning. Replacement requires transmission removal: $800 to $1,400 in labor alone.

Transmission recall (24V797). NHTSA recall 24V797 covers certain 2020 to 2022 Sierra 1500 trucks with the 3.0L diesel for a transmission control valve failure that can lock up the rear wheels. Dealers install updated transmission control module software at no charge. Verify VIN completion before purchase.

2.7L Turbo-4 (L3B) — Underrated Workhorse

The 2.7L turbocharged four-cylinder is the base engine on Pro, SLE, and SLT trims. It was greeted with skepticism when it launched in 2019. The skepticism was mostly unfounded. The L3B has turned out to be more reliable than the V8s across the same generation, with no cylinder deactivation lifter risk and no crankshaft recall. It also avoids the premium fuel requirement of the 6.2L.

The known issues are modest. Carbon buildup from direct injection can affect throttle response and fuel economy after 60,000 to 80,000 miles. A walnut blasting service (intake valve cleaning) runs $300 to $500 and is standard maintenance on any direct-injection turbocharged engine. High-pressure fuel pump failures generate hard starts and rough running at under 50,000 miles on some early trucks. Hesitation or surging at low speeds, particularly when transitioning between throttle inputs, shows up in 2019 to 2021 trucks and was partially addressed via software updates.

What you lose versus the V8. Max tow rating drops from 11,100 lbs (5.3L) to 7,900 lbs. If you tow anything heavy, this is not your engine. For daily driving, hauling, and light towing, the L3B is the low-drama choice in this generation.

4.3L EcoTec3 V6 (LV3) — Skip It

The 4.3L V6 appears on base Pro trim trucks and occasional SLE examples. It produces 285 hp and 305 lb-ft of torque. It does not offer DFM, which removes the lifter failure risk. But it also produces less torque than the 2.7L four-cylinder, rates worse on fuel economy than the diesel, and carries a lower tow rating than the 5.3L.

Unless you find a rare fleet/work truck Pro example at a steep discount, there is no compelling reason to choose the 4.3L over any other engine in this generation. The V6 is the powertrain to actively avoid on the used market.

Trim-Specific Notes

Pro and SLE. Fleet and base-spec trucks. The 2.7L four-cylinder is standard on both. SLE adds keyless entry, a larger touchscreen, and more connectivity options. Fine for buyers who want a work truck, less interesting for most used buyers.

SLT. The volume trim and the sweet spot for most used buyers. The 5.3L V8 is standard. Heated front seats and an 8-inch or 13.4-inch infotainment screen come standard depending on year. The SLT is available in good volume on the used market and represents the best balance of features and price in the generation.

AT4. The off-road-focused trim. Standard equipment includes skid plates, a 2-inch lift, Rancho monotube shocks, all-terrain tires, and a locking rear differential. The 3.0L Duramax diesel was standard on early AT4 production; later examples offer the 5.3L or 6.2L. If you want a Sierra that can handle dirt roads and trails without adding aftermarket parts, the AT4 justifies its used-market premium.

AT4X (2022+). The extreme off-road variant added in the 2022 refresh. It adds an Eaton e-Locker front differential, Multimatic spool-valve dampers, and skid plating beyond the AT4. The 6.2L V8 is standard, which means every AT4X on the used market carries the 25V274 recall exposure. Verify VIN before purchase.

Denali and Denali Ultimate (2022+). The Denali is the luxury flagship. Super Cruise hands-free driving, magnetic ride control suspension, and a 13.4-inch infotainment screen arrive with the 2022 refresh. The Denali Ultimate, also 2022+, is the absolute top trim. The 6.2L L87 is standard on the Ultimate, which means every Denali Ultimate on the used market has recall 25V274 exposure. The air ride suspension on upper Denali trims rides beautifully but fails predictably at 80,000 to 120,000 miles. Air compressor replacement: $800 to $1,200. Full air ride conversion back to coil: $1,500 to $2,500 if you want to eliminate the long-term risk.

Which Model Year to Target

The 2021 to 2023 window is where most buyers should focus. These trucks resolved the first-year launch bugs, still sit below the price of 2024 and 2025 examples, and have enough owner data to evaluate. The 2022 is particularly strong: the mid-cycle refresh added meaningful tech upgrades without the depreciation hit of a full redesign year.

Avoid 2019. Ten recalls, documented transmission shudder on most examples, and below-average Consumer Reports reliability scores make the first-year Sierra a high-risk buy for buyers who want a daily driver. The extra savings versus a 2021 rarely make sense when you account for the repair exposure.

If you are buying a 6.2L Sierra (any year, 2021 to 2024): Make checking recall 25V274 a non-negotiable step before you commit to any price. An unresolved recall on a 6.2L Sierra is not a minor issue. It is a truck that may fail its engine inspection when it goes to the dealer.

Pre-Purchase Inspection Checklist

For All 5.3L and 6.2L V8 Trucks

• Start the engine cold. Let it idle without revving for two minutes. Listen for a rhythmic metallic tick originating from the top of the engine that follows RPM changes. A tick that persists past warm-up and does not fade is DFM lifter failure. Walk away.
• Ask if a DFM or AFM disabler is installed. Look for a small OBD-II module or tuner device plugged under the dash. If the owner says they "had a tune done," ask if that tune includes DFM disable. This is the single most important thing to verify on any V8 Sierra in this generation.
• Request maintenance records. Oil changes longer than 7,500-mile intervals on a DFM-equipped V8 increase lifter failure risk. An owner who stretched oil changes to 10,000+ miles on this engine has accelerated the wear clock.

For 6.2L V8 Trucks Specifically

• Look up the VIN at nhtsa.gov/recalls before you negotiate. Confirm recall 25V274 shows as completed, not pending. If it shows open, the engine has not been inspected.
• Check what oil is in the truck. Post-recall, 0W-40 synthetic is the required specification for all L87 engines. If the truck has 0W-20 in it, the owner has not maintained the post-recall requirement.
• Also check VIN for recall 25V148 (10-speed downshift timing) if the truck has the 10-speed.

For 3.0L Duramax Diesel Trucks

• On a cold start, time how long it takes to fire. A healthy LM2 starts within one to two seconds. Extended cranking of three or more seconds on a cold engine is an early sign of camshaft position sensor or trigger wheel problems.
• Look under the truck at the rear of the engine, directly where it meets the bellhousing. Fresh oil seepage there is a rear main seal failure starting. This job requires transmission removal.
• Check DEF fluid level and the service history for any "Service Emission System" warnings. Ask the seller if TSB 21-NA-07 (DEF injector) was performed.
• Check VIN for recall 24V797 (transmission control valve) if the truck is a 2020 to 2022 diesel.

For All Trims

• Test the MultiPro tailgate through all six positions. Check for ghost opening (the inner gate dropping on its own). Check VIN for recall 24V-060 (water intrusion in electronic release switch, ~452,000 total vehicles).
• On the infotainment, toggle between Apple CarPlay, Bluetooth audio, and HVAC controls. Screen freezes and reboots on 2020 to 2024 Denali and AT4 trucks are common. Test the wireless phone connection.
• Let the truck sit with everything off for 5 minutes, then try to start it. Battery drain from body-control-module parasitic draw can prevent starting after the truck sits overnight.
• Check VIN at /tools/recall-lookup for any additional open recalls.

Running Costs

The 5.3L V8 averages $727/year in repair costs per RepairPal data across the generation. That number climbs sharply if DFM lifter failure occurs without prior disabling. The 3.0L diesel saves meaningful fuel money over the V8s on high-mileage trucks but carries specific repair costs that can spike unpredictably. The 6.2L requires 0W-40 synthetic after recall completion, which costs more per oil change than 0W-20.

Oil changes on any of the V8 engines run 8 quarts, more than a typical passenger car. Budget accordingly.

FAQ

Is the 5th gen GMC Sierra 1500 5.3L V8 reliable? The 5.3L EcoTec3 is reliable if DFM is disabled early. Without a disabler or hardware delete, Dynamic Fuel Management starves the roller lifters at low RPM and causes camshaft lobe wear. Failures are documented well under 50,000 miles. Install a disabler ($150-$300) immediately after purchase. With that done, the engine has a strong track record past 200,000 miles.

What year GMC Sierra 1500 5th gen should I avoid? Avoid the 2019 and exercise caution with the 2020. The 2019 generated 10 NHTSA recalls and below-average Consumer Reports reliability scores driven by transmission shudder, 4WD system complaints, and electrical glitches. The 2021 and newer are substantially better. The best value in the generation is the 2021 to 2023 window.

Does the 5th gen GMC Sierra have a recall for the engine? Two separate engine recall situations exist. The 6.2L V8 (engine code L87) is covered by NHTSA recall 25V274 for crankshaft and connecting rod manufacturing defects in 2021-2024 production. The 5.3L V8 DFM lifter failure is addressed only by TSB PIC6460B, not a full recall. Run the VIN before buying any V8 Sierra.

Is the 3.0L Duramax diesel worth it in the Sierra 1500? The 3.0L Duramax makes financial sense for buyers who drive 18,000 or more miles per year and want a truck that returns 26 mpg combined. The diesel trades the DFM lifter risk for its own specific issues: extended crank problems, DEF system failures, HPFP wear, and rear main seal leaks. Diesel repair costs are higher per incident. Run the VIN for recall 24V797 before buying any 2020-2022 diesel Sierra.

How long does the 5th gen GMC Sierra 1500 last? The 5th gen Sierra reaches 200,000 to 250,000 miles regularly on well-maintained examples. The variable is the DFM system on V8 trucks. Trucks where DFM was deleted early and oil changes were kept to 5,000 to 7,500-mile intervals consistently reach high mileage without major engine work. Trucks that ran DFM through neglected oil intervals often see lifter failure before 80,000 miles.

Bottom Line

The 2021 to 2023 Sierra 1500 SLT or AT4 with the 5.3L V8 is the sweet spot of this generation. Buy one that already has a DFM disabler installed, or budget $150 to $300 to add one the day you get home. Run every VIN through a recall check. If you are buying a 6.2L, confirm recall 25V274 is completed before you discuss price.

CarScout members can track price drops on specific trims and years at usecarscout.com.

Data sourced from NHTSA recalls database, EPA fuel economy data, and real owner experiences from GM-Trucks.com (T1XX forum), SilveradoSierra.com, DuramaxForum.com, GM1500Diesel.com, and owner reports on CarComplaints.com and Consumer Reports. See the full GMC Sierra 1500 market data for pricing and inventory.