Next-Gen Chevy Silverado, GMC Sierra: Our Exclusive Details
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The current generation of GM’s half-ton pickup trucks – the Chevy Silverado 1500 and GMC Sierra 1500 – launched for the 2019 model year, with a mid-cycle refresh dropping in late for the 2022 model year. No surprise then that GM is currently hard at work developing the next generation for both light-duty pickup nameplates. Unfortunately, information on the next-generation Chevy Silverado 1500 and GMC Sierra 1500 has been non-existent, until now, as GM Authority reports the first exclusive details.
According to GM Authority sources familiar with the matter, the next-generation Chevy Silverado 1500 and GMC Sierra 1500 will ride on an updated version of the GM T1 platform that underpins the current-generation pickups. The updated architecture, known as T1-2, will be an evolution of the GM T1 platform, rather than a complete overhaul. Sources tell us that engineers see the T1 platform that underpins the current trucks as a solid foundation for the next-gen models, and the architecture is flexible enough to accommodate any desired updates and improvements, making an entirely new architecture unnecessary.
To that end, the GM T1-2 platform will follow an established pattern exhibited by other GM vehicle programs for internal combustion engine models launched during the company’s EV transition, with Cadillac‘s luxury sedans (Cadillac CT4, Cadillac CT5, and Cadillac CT6), GM’s midsize trucks (Chevy Colorado, GMC Canyon), GM’s midsize crossovers (Cadillac XT5, Buick Enclave, GMC Acadia, Chevy Traverse), and GM’s compact crossovers (Buick Envision, Chevy Equinox, GMC Terrain) all following roughly similar strategies.
With regard to the Cadillac CT4 and CT5, the platform in question is the GM Alpha 2 architecture, with the CT4 and CT5 offered as indirect successors to the ATS and the CTS, both of which rode on the first-gen GM Alpha platform. Similarly, the second-generation Cadillac CT6 rides on the Omega 1-2 platform, an evolution of the first-gen Omega platform that underpinned the first-generation Cadillac CT6. Meanwhile, GM’s 2023 and newer midsize trucks ride on the GMT31XX-2 platform, the midsize/large crossovers ride on the GM C1-2 platform, and the compact crossovers ride on the GM D2-2 platform. With the exception of the Acadia, which migrated platform sizes, the most recent generational changeover was more evolutionary than revolutionary.
Another key detail surrounding the GM’s next-gen trucks is that they will offer the sixth-generation GM Small Block gasoline engines, which will feature improvements in performance and efficiency. GM has already confirmed an expected 10 percent reduction in greenhouse gas emissions for the next-gen trucks with the gen six Small Block engines compared to the current trucks, which use the fifth-gen Small Block architecture.
GM Authority sources tell us that work on the next-gen truck programs is already underway, though the exact timing for their launch remains murky. For the time being, we’ll just say that the next-generation models are unlikely to launch before the 2027 model year.
- See more about the 2027 Chevy Silverado 1500 and 2027 GMC Sierra 1500
We’ll bring you all the latest on the next-generation Chevy Silverado and GMC Sierra as we get it, so be sure to subscribe to GM Authority for more Chevy Silverado news, GMC Sierra news, Chevy news, GMC news, GM business news, and around-the-clock GM news coverage.
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Hopefully GM stops falling short and offers the V8 supercharged
Hopefully GM doesn’t go 4-cyl only like they’re trying in rest of the lineup.
They can’t and meet the 10% increase claim. They’ve announced a new V8& a 10% increase in efficiency. Now already they have good sales of the diesel + the base 4. In total those account for 30%? That means the new V8 is 15% more efficient? 10% more efficient with a separate hybrid option? Return of Etorwue
It’s a 10% reduction in greenhouse gasses, not a 10% increase in fuel efficiency. There are completely different.
Exactly, swome peoplwe cannot read
Greenhouse gas (Co2) is exclusively tied to fuel efficiency. You talking about emmision? They said greenhouse gasses. They haven’t announced updates to the 4cylinder nor diesel, so a 10% line improvement will mean 15% in the V8’s.
They better stop building junk or there won’t be anymore generations. Not putting down the design teams. There a great looking product.
It will be surprising if they don’t drop the V8s entirely. Supercharged V8s are kind of the opposite of what they are talking about with reduced emissions.
Will be very insane if they dropped the V8’s as they’ve already dropped just under 1 billion on it and announced them already. They’re not that stup1d
They are not dropping the V8 engine. There is a new generation of V8 engines already confirmed to be coming and this article mentions it as well.
WIR freuen uns auf die next Silverado da dann die einzigen mit V8 Motoren!!!
DANKE GM und Mary, ever!!!
T1 pickup architecture was an evolution of K2 architecture with more regulatory forced content and revisions. Great that ICE lives on as the preferred powertrain, but sure hope that new regulations are not an excuse to make regular cab 10 series work trucks cost over 50k each.
T1 was a new architecture. The FESM structure was welded on; the K2 was a bolt on FESM.
There are other significant differences too; like the wheelbase.
The K2 was based on the GMT 900 which was based on the GMT 800.
The GMT 800 was all new and not based on the GMT 400.
And all of above mentioned were fantastic “platforms” If for some insane reason then needed to go back to the GMT900 platform, I wouldn’t be crying. That said T1 is on par with or debatable better than the ford platform and much better than Ram and Toyota as far as bones go.
Most GM complaints don’t originate from platforms however. GM has a reputation of having excellent platforms then cheaping on the finishings
Depends on where one wants to draw the line on definition of architecture.
10 series light duty pickups
GMT 800.
4WD has torsion bar front suspension, integral steering gear, constant profile frame
2WD has non strut coil front, R&P steering, different frame and trim heights to 4wd.
Gen 3 LS V8 and Gen 2 V6
Class II electrical
GMT 900
4WD and 2WD both have strut coilover front suspensions, R&P steering for all, common new frames for
4 and 2WD using a taper profile and hydraulic #3 cab mount. Wider wheels with higher offset. No
GMT800 carryover.
Gen 4 LS V8 and revised Gen 2 V6
GMLAN electrical
K2
All new frames to incorporate electric power steering, new engines with hydraulic engine mounts,
and bolt in shear type cab mounts and a new hydraulic rear cab mount. Coilover strut front suspension.
Gen 5 LT V8 and V6 engine
GM Global A electrical roll out
T1
All new frames to accommodate longer wheelbase. new cab mounts
Gen 5 LT V8 and V6(sop), turbo 4, new diesel
GM Global B electrical roll out
Heavy duty pickups
GMT800 SOP
2500 (8600 GVW), 2500HD (9200 GVW), 3500DRW (12k GVW)
Frames for 2500 and 2500 HD were different due to loads and trim heights, all T Bar front suspension
except for 2500 was which was coil. Integral steering gears.
Gen 3 LY6 6.0l gas and LB7 diesel
Class II electrical
GMT800 mid cycle enhancements
Drop 2500, introduced 3500SRW(9900GVW) for 2003MY
New diesel in 2003MY and again in 2006
GMT900 SOP
Carryover GMT800 frames. New 17″ wheel option on 2500HD
Revised Gen 3 L96 6.0l gas with VVT. New diesel with introduction of DPF.
GMLAN electrical
GMT900 2011MY enhancements
All new frames and suspensions to enable increased GVW and GCW. All new 17, 18, and 20″ wheels.
Torsion bar front suspension with increased FGAWR for higher plow rating. Non symmetric length
Rear springs with 3″ width. Hydraulic rear cab mount. New integral steering gear with larger piston
diameter.
L96 gas, new diesel with introduction of DEF for emissions.
GMLAN
K2 SOP
Carryover GMT900 enhanced chassis
DSA steering option introduced 2016, integrated gooseneck hitch option 2016.
Global A rollout
K2 2017 MCE
New higher output diesel with cold air inlet hood.
T1
Revised frames for longer wheelbase, increased trim heights, relocated torsion bars for ground
clearance, move DEF tank to rear, new cab mounts. Revised tires.
Gen V 6.6l gas, higher output diesel
Increased GVW and GCWs
Global B rollout
Exactly, ☝️ the T1-2 will be the T1 frame, maybe add some mount points for active damping like in use on ford/ram? Or equivalent, maybe identical frame with reworked geometry, or mount points for a hybrid, but not much else. The addition of gen 6 V8’s will make this a formidable platform for a refreshed sheetmetal and interior upgrade. Currently the Toyota/Ram platforms don’t match the T1, there are some complaints over how the Z71 trims don’t ride as nice as the rams, but your comparing an off road truck optimized for work vs a bro-mousine. The GMC sierra SLT and Denali with active suspension are was smoother than the DT Ram which needs a car rear suspension and heavy active frame dampeners to match.
I have a sneaky suspicion that because of when these trucks were designed (now), reliability will fall short. If GM can build something with GMT800 reliability, K2 and early T1 styling, and GMT800/900 comfort. I’m in. I test drove a 19, ride was terrible, interior felt cheap and after the trouble 3 of my friends went thru with these trucks, I’m glad I bought the LD. Maybe integrate some steering wheel controls for the DIC? So I’m not reaching thru the wheel in a $50,000 truck?
I had a ’16 Silverado & a ’20 Sierra. All DIC controls on both trucks were on the steering wheel.
My 19 WT was $47k (sticker) and it still has a “button” style DIC control. Awesome it has a touchscreen to control almost all radio function (that stopped working after 3 years, and according to the dealer is a common failure), but no steering wheel DIC control. Hmmmm
My ’16 Silverado LT had a sticker price around $44K after rebates, the ’20 Sierra Elevation was around $48K after rebates.
When you say button controls for the DIC, is it on the display cluster? The only images I could find had what looked like the the old shaft that in older cars was used to set the old style mechanical clock or reset the trip odometer.
To be fair, the WT is essentially the lowest model offering so it’s not unrealistic for them to hold features back for the higher models otherwise, there wouldn’t be much to justify the cost increase. That’s how it’s been since they introduced different trim levels on vehicles.
As for the radio display, I had both vehicles for 4 years (currently have the ’20) and no issues whatsoever with the display on either.
That’s what you get with a Work Truck, base options. It’s no different today.
The controls on the steering wheel of anything but the work truck, have more buttons and controls than a current Formula 1 race car.
So we are just avoiding the fact that GM typically refreshes the looks of the trucks every two/three years? I’m pretty sure later this year or early next year they’ll unveil it. Real life testing need not be done as much anymore, as we have AI and machine learning to do better simulations now.
Another one that didn’t read or watch. The refresh already happened in 2022 (interim). It’s now time for the next generation.
But we won’t see another refresh until these new models in 2026? That seems a bit long.
Tell that to Toyota who is already replacing hundreds of thousands of engines.
IOW new sheet metal on the existing chassis/drivetrain. Which is what these trucks do need.
Did you read or watch the video? New Small Blocks dude.
Well considering the K2 to T1 saw the standard towing jump from 7600 to just under 10,000 there’s a lot that can be done while not touching the frame.
Hopefully this update will mark the final coffin nail on that awful tabbed grille design.
Maybe knock the trims down to 5 or so. Do not need 9.
E-coated frames and no more cylinder deactivation 🙏
First thing I bought for my 2018 Silverado was the Range AFM disabler.
The dipped frames have been showing and proven for decades to last better than the e-coated frames from the competitors. Not sure why you want to take that step back?
If you want a V8, you are going to have cylinder deactivation. Otherwise, don’t whine about a turbo 6 replacement…
Another useless word salad of an article from this sight. This sight needs a new writer. What do I care about what the car platform did when I wanted news about the trucks
This isn’t an official GM site, so the writer is speculating about what GM might do based on how they’ve handled their other platforms.
As for the trucks, I don’t think it’s launching as soon as they say, unless something has changed.
Dennis we get it dude. You just too slow to understand what this means. That’s okay though… at least your spelling is on point.
Lets not get ahead of ourselves by refering to ChatGPT as a “writer”… Serioulsy, without the “AI turning no-news into headline news” ethos of this website, how much daily content would there actually be for us clickbait addicts to rant on?
Ohh ohh wait there is more. The next news article will be they have the scoop on the next generation of GMC Sierra. And it will be spewing the same nonsense in this article but replace Chevy with GMC
Didn’t read the title. Didn’t read the article. Do not pass go, do not collect $200.
Maybe the new powertrains will not come with lifter failure as standard equipment
Agreed the lifters and oil pumps were two things that DIDN’T need to be reinvented.
GM’s previous good ones dated back to what, the 1950’s if not 1930s? Don’t fix what isn’t broken!
1980-hydraulic roller lifters added to small block. AFM in the 5th gen has been bulletproof, and even in the LS family was fairly reliable if the motor wasn’t abused. Remember, we’re complaining about engines that run hard for 200,000+ having issues when most competitors are lucky to surpass 100,000.
I honestly don’t see why they even bothered with the Dynamic fuel management version of the 5.3 and 6.2 versus the older AFM setup. Nothing was gained in power, nothing apparently was gained in reliability and mileage actually went down compared to the older engines with as much as a 2 MPG drop on the 1500 Silverado’s with the volume 5.3 V8 and 10 speed automatic despite a claim being made that it improved up to 7% over the older design.
Maybe the new powertrains will not come with lifter failure as standard equipment
Lot of words for no new info. Current trucks look nice, but they have a 3rd place interior (4th if you consider the Tundra) although the gap has lessened from “Holy sh/+ are you serious this is the new 2019??” To “ehh, it’s good enough”.
How about some powertrains that are competitive too?
Remember when GMs had th most power. Most fuel efficient and best riding trucks? It’s been a while. But get there.
Power. Efficiency. Ride. Which two would you like?
Also today’s fashionable low-profile tires (“Duude, 22″ wheels!”) do nothing for ride.
Another one that doesn’t get it.
Carry over platforms Mike. Reskinning essentially with new V8. That’s what they are reporting. Hit that button to turn on your brain.
Watched an episode of Motorweek from 1982. It was a Chevy Chevette diesel, which surprisingly weighed 2600lbs and got 46 mpg! Combined!!! 42 friggin years ago. With advancements in tech how are vehicles today not getting 50-70 mpg??
My 2018 Cruze Diesel averaged about 53mpg with modern ratings, so it isn’t like we haven’t advanced significantly. The Chevette was certainly not rated using modern tests, and probably couldn’t even manage the highway speeds anyway.
However, a Chevette and a Cruze are not huge pickup trucks.
“It was a Chevy Chevette diesel, which surprisingly weighed 2600lbs and got 46 mpg”
With literally 50 horsepower on tap and the crashworthiness of a bicycle.
So “Great mileage BUT…”. Kinda like the Model T: usable for its time but with zero place for it on today’s roads.
My 1985 4-door Chevy (Suzuki) Sprint got a consistent 45 MPG!
But it was dog-slow with a 75 MPH top speed with the a/c on!
Yes, and the speed limit was 55mph in 1985.
Yes, it was! And as ignored as today’s 70mph speed limit is :-)!
It’s all controlled by the government
Build a shortbed with a V-8 and they will come.
So expect the new platform for the 2028 model year. Three years from now. I doubt that 5.3 will continue on. If they can build an engine with half a block of the 5.3 then they will just like the 2.7. A 3.8 Turbo is in the works I bet. Customers are not going to shy away from 350 HP and 360 lb ft of torque. That’s more than enough to take the family on a road trip. Then those who need more will be offered the 3.0 diesel. The 5.3 is dead! This happened long ago with cylinder deactivation.
This makes the most sense. You’ll have a small minority of people ranting that they will only buy a V8, but the vast majority of people don’t care about that at all. Especially when it’s like the new Ram and the smaller engine is more powerful than the previous V8.
And anyway they have no choice. If you want lower emissions, and you consider carbon dioxide an emission, then you simply have to make the engine smaller.
The woes of the AFM lifters in the old GMT900 trucks were not forgotten by owners, but failures were far less frequent than on the current platform 2019 up T1 truck 5.3L engines. AFM lifter failures right off the transporter and with extreme frequency at any given moment. The high volume of single and repeat failures including camshafts on some, contribute greatly towards paying off the mortgages of many GM dealership technicians. Thanks to COVID, the supply chain issues made a real mess for owners experiencing extended downtime when there was no parts availability.
6.2L broken valve springs and crankshaft bearing failures on engines that were previously relatively bulletproof, negated consideration of either V8 engines for me.
The 3.0L LM2 oil leaker, with its injection and other issues are another fun work project that minimize ownership mileage accumulation. Approximately 13 hours to re&re a camshaft cover, ~30-32 hours for timing chains at the rear of the engine that stretch and rattle. Oh what fun! FWIW, it is actually easier to work at the rear than the front due to access and lifting the cab off is the typical procedure.
Oh, let’s update to the 3.0L LZO with ferrous metal pistons that can become at one with the cylinder bore if corrosive DEF has its way.
Unless continually hauling heavy loads and trailering, diesels are a poor option for grocery getters and weekend camping warriors. The costs of repairs are simply too high. As a long-time LD diesel technician, I’d never buy a modern diesel from any manufacturer.
“extreme frequency”? Failures are in the LOW single digit percentage. Anything higher than about 3-5% and a full recall would be deemed necessary to save brand recognition and repair costs to the company. I have been on the warranty side of a major automotive manufacturer, the failure rate people paint on forums is WAY HIGHER than actually happened. You are part of the problem, greatly exaggerating actual failures which is usually called a troll and a fan boy of a different competing brand…
Euro cars had diesels for years, prob worst grocery getters than our products
I get this weird feeling we will only see one V8 option because of the stupid emissions/CAFE stuff.
The 6.2L V8, but with the Corvette’s E-Ray electric motor for light tasks/power on-board abilities. And probably the same electric motor for the 2.7L I4, while eliminating the 5.3L.
The recent HD 6.6L V8 and the current 6.2L V8 seem to have more common, than the 5.3.
Total waste of time. GM Authority is turned into an Ad only machine. Entire article covered with pop ups. Not to mention the click bait video and having to watch political ads and bike parts. When I finally get to the video in question? All that too hear it’s keeping the same platform and a gas engine with usual mpg and hp gains. A Big fat nada. Do better GM Authority or lose my loyalty.
So Stephen… did you already know what platform will underpin the next-gen trucks before reading this article?
(We already know the answer)
You literally got the very first scoop on these vehicles, and yet here you are, complaining and name calling a publication that you pay nothing to visit. In fact, it cost us more in energy and bandwidth to serve you the page where you typed your cry baby comment than we made from your visit! By all means, don’t let the door hit you and your so-called loyalty on your way out.
Signed and dated!