Chevy Silverado T1XX (2019-Present) Owner's Hub

The T1XX is the fourth-generation Chevrolet Silverado 1500, on sale since the 2019 model year and built through 2026. It is the most varied Silverado yet under the hood: a 2.7L turbocharged four, a 4.3L V6 in the early years, 5.3L and 6.2L V8s running Dynamic Fuel Management, and a 3.0L Duramax inline-six diesel. That spread makes it a flexible truck to shop, but it also means the maintenance parts genuinely differ by engine, so the first thing to know about any T1XX is which engine it has.

The engines and the three-way oil split

Dynamic Fuel Management replaced the older Active Fuel Management on the V8s, shutting down cylinders in seventeen patterns instead of a simple half. The 5.3L L84 makes 355 horsepower and the 6.2L L87 makes 420. The 2.7L TurboMax four is the volume base engine in later years, and the 3.0L Duramax diesel is the mileage-and-torque choice at up to 305 horsepower and 495 lb-ft. The oil splits three ways and it matters: the V8s and the 4.3L take Dexos1 0W-20, the 2.7L turbo takes a heavier Dexos1 5W-30, and the diesel takes a diesel-rated Dexos-D 0W-20 that is a different specification from the gas 0W-20 despite the same viscosity number. The oil filter splits too, with the gas V8s on the ACDelco PF63 and the turbo and diesel on the larger PF66.

The DFM lifter risk and the 6.2L recall

The defining engine concern is the DFM lifter. On the 5.3L and 6.2L, a deactivating lifter can collapse, tick, then misfire and bend a pushrod or score the camshaft, and engines built around late 2020 into early 2021 are the worst cluster. Caught early it is a lifter job; ignored it becomes a rebuild, and many owners disable DFM with a tune as insurance. Separately, the 6.2L L87 is covered by a 2025 recall for a connecting-rod and crankshaft defect that can seize the engine, so confirm that recall is closed before buying one of those trucks. When you shop any V8, listen for a cold-start tick and ask for oil records.

The transmission and the rest

The 10-speed 10L80 is the common automatic behind the V8s, and like the K2XX it can shudder at the torque-converter clutch as the fluid ages. It uses DEXRON-ULV, which is not interchangeable with the older DEXRON-VI, so the fluid choice is engine-and-trans specific here. The early 7-inch infotainment system in 2019 and 2020 trucks is a known weak point that the 2022 refresh largely fixed, and that same refresh finally addressed the widely criticized launch interior, though only on LT trims and above.

What it takes

Beyond the per-engine oil and filter, the fundamentals are straightforward: DOT 3 brake fluid, DEX-COOL orange coolant on a long interval, a 22-inch wiper pair with no rear blade, and an H11 low-beam with a 9005 high-beam on the halogen base trims. The battery is a Group 94R (H7) AGM on the 2.7L turbo and the V8s, a smaller Group 48 (H6) on the short-lived 4.3L V6, and a larger Group 49 (H8) on the 3.0L Duramax diesel.

The verdict

A 2022-or-newer truck gets the redone interior and the better infotainment, and a clean-history 5.3L or 6.2L is the volume sweet spot. The 3.0L diesel is the pick if you want the mileage and the torque and do not mind sourcing its own oil and filter. Walk away from a high-mileage V8 with a lifter tick and no records, or a 2021-2024 6.2L with an open recall. It is a capable, modern truck. The homework is just knowing your engine before you buy the parts.