2022 Chevrolet Silverado 1500

The volume 2022 Silverado 1500 configuration — LT/RST crew cab 4WD with the 5.3L L84 EcoTec3 V8 — is rated 355 hp at 5,600 rpm, unchanged through the 2022 mid-cycle refresh. The lineup spans the 310-hp 2.7L Turbo High Output (now the standard engine on WT, Custom, LT and RST after the 4.3L V6 was dropped for 2022) up to the 420-hp 6.2L V8.

The volume 5.3L V8 peaks at 383 lb-ft at 4,100 rpm — mid-pack for a half-ton and, as of 2022, notably less than the base four-cylinder, whose refresh raised it from 348 to 430 lb-ft. The 2022 torque leaders are the 6.2L V8 and the LM2 Duramax, both at 460 lb-ft; the 495-lb-ft LZ0 Duramax does not arrive until 2023.

Edmunds' instrumented test of a 2022 Silverado 1500 crew cab 4WD with the 5.3L V8 covered 0–60 mph in about 7 seconds — respectable for a half-ton but well short of the sub-4-second electric trucks that anchor the top of the truck band. Every verified 2022 Silverado test in the public databases is a 6.2L truck, so the 5.3L figure rests on that single instrumented run.

The 5.3L and 6.2L small-block V8s deliver the lag-free, linear low-end torque that defines a half-ton, and the LM2 Duramax is quiet and vibration-free by diesel standards. What holds this below the top band is the 2.7L Turbo High Output — reviewers consistently describe it as strong off idle but coarse and buzzy at higher revs, and for 2022 it became the standard engine on WT, Custom, LT and RST rather than a niche choice — plus the V8s' Dynamic Fuel Management cylinder deactivation, which is audible at light throttle.

The GM 10-speed behind the 5.3L, 6.2L and Duramax normally shifts smoothly and holds the torque band without hunting, but the refreshed 2022 trucks specifically drew widespread complaints of poor shift quality — most often a harsh or hesitant 1–2 shift, sometimes with the malfunction indicator lamp — serious enough that GM issued a service update replacing the transmission control module and reprogramming the software. That is a genuine 2022-model-year defect rather than a carry-over characteristic, and it pulls this item a full band below where the same hardware sits in later years.

Properly equipped, the 2022 Silverado 1500 tows 13,300 lbs — at the top of the half-ton class and near the ceiling of the truck normalization band. 2022 is the year the 3.0L Duramax joined the 6.2L at that figure, a jump of roughly two tons over its 2021 rating; the volume 5.3L V8 crew cab 4WD is rated in the 10,900–11,200 lb range depending on bed and equipment.

Maximum payload for 2022 is about 2,270 lbs, achieved with the light 2.7L turbo four in a work-oriented configuration — competitive but not exceptional against the half-ton field, and real-world crew cab trims land near 2,000–2,120 lbs. Secondary sources quote the maximum anywhere from 2,260 to 2,285 lbs, so the figure carries a roughly one-percent spread.

GM's Advanced Trailering System is the most complete factory towing suite in the segment, and the 2022 refresh added to it: an available integrated proportional trailer brake controller, tow/haul mode with trailer sway control, stored trailer profiles and a pre-departure checklist in the in-vehicle trailering app, hitch guidance with hitch view, up to 14 camera views including Transparent Trailer, and — new for 2022 — hands-free Super Cruise, which the Silverado can use while towing. It falls short of a perfect score only because the brake controller and the richer camera provisions remain options rather than standard equipment.

Four-wheel drive is offered on every 2022 Silverado 1500 trim from Work Truck to High Country and is standard on Trail Boss and ZR2, using a genuine two-speed transfer case with low range; an Autotrac automatic 4WD mode is available on most trims and an electronic locking rear differential is widely offered. It stops just short of the top of the band because 4WD is still an extra-cost option on the mainstream trims rather than standard.

2022 is the year the Silverado 1500 gained genuine off-road credibility at the top of the range: the new-for-2022 ZR2 brings Multimatic DSSV spool-valve dampers with 40 mm pistons, front and rear electronic locking differentials, 33-inch Goodyear Wrangler Territory mud-terrain tires, 11.2 inches of ground clearance and a full-length front aluminum skid plate, alongside the existing Custom/LT Trail Boss with its factory 2-inch lift, Rancho dampers and locking rear diff. That is Raptor-class provision short of a dedicated high-speed desert runner.

Four genuinely distinct powertrains — a 2.7L turbo four, two displacements of small-block V8, and an inline-six turbo-diesel — give the 2022 Silverado 1500 one of the widest conventional engine menus in the segment, and the refresh strengthened the base engine rather than thinning the range. It cannot reach the top band because none of them is electrified: there is no hybrid or plug-in half-ton Silverado for 2022, and the battery-electric Silverado EV is a separate nameplate on its own platform that had not yet reached customers.

The volume 5.3L V8 4WD crew cab returns just 16 MPG combined — thirsty even by full-size truck standards and the main drag on this category. Notably this is a step backwards from the pre-refresh truck: the 2021 5.3L 4WD with the 10-speed was rated 19 MPG combined, and the same KBB configuration recovers to 18 MPG for 2023, leaving the refreshed 2022 as the low point.

15 MPG in town is unremarkable for a V8 half-ton; Dynamic Fuel Management cylinder deactivation and the standard stop-start system on the refreshed truck keep it off the bottom of the class, but stop-and-start use is where this configuration costs the most to run.

19 MPG on the highway sits near the bottom of the truck band, which runs to 31 MPG, and is 3 MPG down on the 22 MPG the pre-refresh 2021 5.3L 4WD 10-speed earned. The 3.0L Duramax is the only 2022 Silverado powertrain that materially changes the highway picture, at 26 MPG in 4WD and 31 MPG in 2WD.

A 24-gallon tank and 16 MPG combined give the volume configuration under 400 miles between fills — adequate but short of the 500-plus miles a diesel half-ton delivers, and short of what the same truck managed before the refresh. The figure is derived from the EPA combined rating and the published tank size rather than quoted directly by EPA.

EPA puts annual fuel spend for the volume 5.3L V8 4WD configuration at $3,850 — high in absolute terms and well into the upper half of the truck band, with only the premium-fuel 6.2L trims costing more. Even the Duramax, which carries a diesel price premium per gallon, is roughly $400–$550 a year cheaper to feed.

The volume 5.3L V8 and the 2.7L Turbo High Output both make their full rated output on regular 87-octane unleaded, and some 5.3L trucks are additionally E85 flex-fuel capable, which adds a cheap-fuel option where E85 is sold. The score is held just below the top of the band because the 6.2L V8 requires premium — a real cost penalty on LTZ, High Country and ZR2 — and the Duramax carries diesel and DEF requirements.

NHTSA rated the 2022 Silverado 1500 Crew Cab — the volume body style — 5 stars overall in both 2WD and 4WD, with 4 stars frontal (5 driver / 4 passenger), 5 stars side barrier and pole, and 4 stars rollover. A 4-star rollover result is unusually strong for a full-size pickup and is what carries the overall to five.

The 2022 Crew Cab posts Good in driver-side small overlap, the original moderate overlap and side tests, roof strength and head restraints — but Marginal in passenger-side small overlap, where IIHS recorded extensive dashboard, toepan and hinge-pillar intrusion and noted the passenger's survival space 'was not maintained well.' Add Acceptable in the updated side test, Poor seat-belt reminders and Poor headlights and there is no Top Safety Pick; a Marginal result in a primary crashworthiness test is what holds this under the halfway mark rather than in the mostly-Good band.

Chevy Safety Assist is standard on every 2022 trim from WT up — automatic emergency braking, forward collision alert, front pedestrian braking, lane keep assist with lane departure warning, IntelliBeam auto high beams and a following distance indicator — plus an HD rear vision camera, and it covers both the carry-over Silverado 1500 LTD and the spring-2022 refreshed truck. Adaptive cruise, Side Blind Zone Alert and rear cross traffic alert remain upper-trim or option-package content, so a volume LT or RST leaves the lot with no blind-spot coverage at all.

IIHS rates the 2022 truck's front crash prevention Superior in the vehicle-to-vehicle evaluation — the top tier, with collisions avoided in both the 12 and 25 mph runs — and the system meets the forward-collision-warning requirement. It falls short of the top band only because IIHS published no pedestrian day/night evaluation for the 2022 model year; the same standard front pedestrian braking hardware went on to earn Advanced day and night on the 2023.

Lane Change Alert with Side Blind Zone Alert and Rear Cross Traffic Alert are standard only on LTZ and High Country and cost extra below that, and they are alert-only — no active steering or braking intervention outside the top trims' rear cross traffic braking. Trailer Side Blind Zone Alert, the coverage that actually matters to a truck buyer, arrives with the trailering/safety option content rather than as standard equipment.

Lane Keep Assist with Lane Departure Warning is standard across the 2022 range, but it is a reactive nudge at the lane line rather than a centering system — genuine lane centering exists only inside Super Cruise, a $2,200 High Country-only option for 2022. Adequate on straight interstate, clearly behind rivals that offer centering on mid trims.

Full-speed-range adaptive cruise is offered and forms the layer under Super Cruise, and reviewers found it holds a set gap cleanly, but it is upper-trim or option content for 2022 rather than standard, so the volume 5.3L LT/RST configuration this scorecard describes typically does not have it. Without Super Cruise there is no combined highway assist — the ACC and the lane-keep nudge do not act as one system.

2022 is the year Super Cruise reached the Silverado — the most mature hands-free system on sale, and here upgraded to work while towing a trailer across roughly 200,000 miles of mapped North American highway. But it is a $2,200 option restricted to the High Country crew cab short bed, it was supply-constrained during the model year, and the volume 5.3L gas configuration scored here cannot be ordered with it at all.

IIHS rates the 2022 Silverado's headlights Poor, and there is no configuration that buys out of it — five different headlight variations were evaluated across the range and the rating stays Poor, with inadequate visibility on curves and excessive glare from the low beams. Standard IntelliBeam high-beam assist earns a small credit and is the only mitigating factor.

Sightlines are ordinary for a modern full-size pickup — high belt line, long flat hood with a large forward blind zone, thick A- and B-pillars and rear head restraints intruding on the mirror view. Every 2022 truck gets an HD rear vision camera, and the refreshed truck's larger 13.4-inch screen makes the camera views far more usable, but the multi-camera HD Surround Vision and transparent-trailer views that actually solve the low-speed and trailering blind zones are option or upper-trim content.

The Crew Cab supplies the space — near-square rear door openings, a flat floor and roughly 43 in of rear legroom, so rear-facing seats and multiple installs physically fit better than in most rivals, and there are two full LATCH positions plus a third tether anchor. The hardware itself is the weak point: IIHS rates ease of use Marginal, meaning the lower anchors take digging to reach, and the Double Cab gives up meaningful rear room.

The volume 2022 refreshed Crew Cab LT/RST configuration seats 5 with front buckets and a floor console; the 40/20/40 split bench that makes it a six-seater is standard on the work trims and orderable at LT. AutoGuide's first drive specifically notes the LT's foldable middle bench option allowing three across the front.

Chevrolet-published front headroom for the 2022 Crew Cab. The 2022 mid-cycle refresh reworked the dashboard and console but left the cab structure and every published interior dimension unchanged from the 2019 fourth-generation launch, so this figure sits at the very top of the 38–43 in truck band.

44.5 in of front legroom is generous even by full-size truck standards and identical to the mechanically twinned GMC Sierra 1500. AutoGuide's 2022 first drive describes the refreshed cabin as offering expansive room; front-row space is not a compromise in any 2022 Silverado cab.

Second-row headroom of the volume Crew Cab is comfortable for adults but a step behind the tallest-roofed half-tons, landing about two-thirds up the 38–41 in truck band. Unchanged by the 2022 refresh.

43.4 in of second-row legroom makes the Crew Cab a genuine four-adult vehicle and is effectively level with the F-150 SuperCrew and Sierra 1500. Reviewers of the 2022 truck describe the Crew Cab back seat as very spacious even for six-footers; the Double Cab gives up more than eight inches and is a different proposition.

The volume Crew Cab pairs with the 5'8" Short Box, which sits low in the 54–98 in truck band — the price of the long cab. Buyers needing bed length can order the 6'6" box on the Crew Cab, or the 8'2" box on Double and Regular Cabs; 2022 also returned the Regular Cab Standard Box to the US lineup.

GM's wide, tall Durabed extracts more volume from the short box than any half-ton rival's comparable bed — 62.9 cu ft against the F-150 SuperCrew's 52.8 cu ft and the Ram 1500's 53.9 cu ft from beds of near-identical length. Carried unchanged through the 2022 refresh, which touched the interior and front sheetmetal rather than the box.

The 2022 refresh is where the storage story improved: the new console on LT and above is a deep, chunky bin with available wireless charging and a storage shelf above and behind the 13.4-inch screen, joined by a large lockable under-rear-seat bin, 12 fixed Durabed tie-downs, the CornerStep bumper, and available power up/down and Multi-Flex tailgates. It stops short of the top band because there is no RamBox-style in-bed trunk, no fold-flat work surface, and no Pro Power Onboard-scale generator — the available 120V cab and bed outlets share a single 400-watt budget.

The refreshed 2022 interior brought better-shaped front seats with more leather and perforated two-tone upholstery high in the range, and the Crew Cab rear bench is roomy with a usable backrest angle; GM's split heated/ventilated front seats are a genuine differentiator. What holds it mid-pack is that reviewers still rank the cushions behind the F-150's and Ram's, the standard 40/20/40 front bench on WT/Custom/LT is flat and short in the cushion, and AutoGuide found the LT's cloth seats unimpressive for a $50,000 truck.

The Silverado's rear leaf-spring axle is tuned for load robustness and the unladen ride is the consequence: composed and absorbent on good pavement, but bouncy over closely spaced bumps and dips, and clearly behind the coil-sprung Ram 1500. The 2022 refresh did not retune the chassis, the Z71 package makes it firmer still, and Adaptive Ride Control is High Country/ZR2 content a volume LT buyer cannot order.

The 2022 interior overhaul improved sealing and brought active noise cancellation and acoustic-laminated front side glass to upper trims, and reviewers of the refreshed truck found road and engine noise impressively muted at cruise. It stays mid-band because the 5.3L turns unpleasant under hard throttle, wind rush around the large mirrors persists, and the base 2.7L Turbo — now the standard engine on WT through RST — is noticeably coarser.

Dual-zone automatic climate control, heated front seats and a heated steering wheel arrive at LT (partly via the Convenience Package), remote start is broadly available, and rear-seat vents are standard in the Crew Cab; the split heated/ventilated front seats on LTZ and High Country are unusually good. It sits mid-band because ventilated fronts and heated rear outboard seats are reserved for the top two trims, the WT gets single-zone manual air only, and the 2022 model year ran through the semiconductor shortage that had GM building trucks without heated-seat and heated-wheel hardware.

The refreshed 2022 Silverado 1500 was announced at $33,195 delivered for the Work Truck Regular Cab Standard Bed 2WD — a $3,000 jump over the 2021 entry point, driven by the 4.3L V6 being dropped in favour of the standard 2.7L Turbo High Output and by the return of the Regular Cab Standard Box. That figure did not hold: GM raised Silverado MSRPs three times between January and May 2022, and the same truck listed at $36,395 by late May. Weight 0 — this item is reference only.

LT Crew Cab Short Bed 4WD with the 5.3L L84 V8 is the Silverado's retail volume configuration, and it listed at $54,790 including destination for most of the refreshed truck's production run; a typical convenience/appearance package lands a delivered truck near $55,000. The number carries real in-year spread — three MSRP increases between January and May 2022 added about $3,400 to every configuration, so an early-order LT paid roughly $51,400 for the same truck. Nine months later the identical 2023 configuration listed at $55,790.

Edmunds' True Cost to Own for the 2022 Silverado 1500 puts scheduled and unscheduled maintenance at $4,479 and out-of-warranty repairs at $2,952 over five years at 15,000 mi/yr; CarEdge's cumulative five-year figure for the nameplate is far lower at $3,491 because it weights wear items such as 20-inch tires and brakes less heavily. Blending toward the Edmunds methodology used elsewhere in this framework puts the 2022 truck near $7,050 — mid-pack for a full-size pickup, helped by commodity parts and the largest dealer service network in the segment, hurt by GM's 5.3L V8 lifter/AFM history and by 2022-specific transmission control module claims that show up as repair spend once the 3/36 warranty lapses.

Full-size trucks hold value well in absolute terms, but the Silverado 1500 is the weaker half of the GM twins and depreciates slightly faster than its own class: iSeeCars measures 40.5% five-year depreciation against a 36.6% full-size-pickup class figure, and CarEdge projects 43%. The 2022 model year carries an extra headwind, because buyers paid peak-shortage prices — three MSRP increases inside five months plus widespread dealer markups — against which the used curve now looks worse than the sticker suggests; KBB flags the 2022 Silverado 1500 specifically as 'Higher Loss of Value,' in the 75th–100th percentile for depreciation among 2022 pickups.

GM's standard bumper-to-bumper term, identical on every 2022 Silverado 1500 trim and on the carry-over Silverado 1500 Limited — the segment floor, matched by Ford, Ram and Toyota but far behind Hyundai/Kia's 5/60,000 in the wider market. No trim buys more coverage; the 10-year/100,000-mile TurboMax engine coverage Chevrolet later advertised applies to 2024 and newer 2.7L trucks, not this year.

GM's standard 5/60 powertrain term — again the segment floor and identical to the mechanically shared GMC Sierra 1500's. The optional 3.0L Duramax LM2 turbodiesel's emissions components carry the federally mandated 8-year/80,000-mile coverage, but that is regulatory rather than a Chevrolet benefit and does not extend the base term on the gas trucks scored here.

Chevrolet covers exactly one scheduled maintenance visit — an oil change, tire rotation and multi-point inspection — within the first year of delivery, the single-visit program it has run since MY2019. Around it sit 5 years/60,000 miles of roadside assistance (matched to the powertrain term), courtesy transportation including rental reimbursement, and a short OnStar and Chevrolet Connected Services trial, with the refreshed truck's Google built-in adding a three-year data allowance on higher trims. That is one free oil change against Toyota's two years of ToyotaCare on the Tundra, but marginally more than Ford bundled with a 2022 F-150.

$55,000 volume-trim price minus its estimated resale value after 5 years (57% retained, or about $31,350) leaves about $23,650 in depreciation. Add the projected $7,050 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $30,700 in total.

The sources split hard on the 2022 truck, and unusually for a recent model year there is now a real in-service result to weigh against the predictions. Consumer Reports rates the 2022 Silverado 1500 well below average on predicted reliability, citing major engine problems requiring rebuild or replacement alongside electrical, brake and drive-system trouble, and the owner-complaint record backs it — 236 NHTSA engine complaints and 130 electrical between December 2021 and the end of 2024, with electrical roughly a third of the total. Against that, J.D. Power's consumer quality-and-reliability score for the 2022 Silverado 1500 is 87/100, in the 81–90 'great' band, and the 2025 Vehicle Dependability Study — which surveys three-year-old 2022 model-year vehicles specifically — named the Silverado best Large Light Duty Pickup. That the actual three-year outcome came out at the top of the segment is what lifts this above the 2021 truck's near-worst-in-class CR result and a step past 2023; the launch-year electronics churn on the refreshed cabin and the 5.3L's DFM lifter exposure keep it below the segment median.

Chevrolet's dependability standing around this model year is mid-pack leaning slightly positive, and the two major studies disagree the way they usually do. J.D. Power placed Chevrolet tenth overall in the 2022 Vehicle Dependability Study, and in the 2025 study — the one that actually surveys 2022 model-year owners at three years — the brand posted 169 PP100 against a 202 PP100 industry average, better than average in a year when industry dependability hit its worst level since 2009. Consumer Reports' brand rankings continue to hold Chevrolet in the lower third of mainstream brands, dragged by crossover and EV programs rather than the trucks. Better than the bare mid-pack reading the 2023 truck gets, still well behind Toyota, Lexus or Buick, and the same standing that applies to the GMC-badged Sierra built alongside it.

Six NHTSA campaigns apply to the refreshed 2022 Silverado 1500 — fewer than the eight against the 2021 truck, twice the three against 2023. One is a genuine launch-quality defect on the volume configuration: sensing diagnostic modules left in manufacturing mode, which prevents airbag deployment in a crash (22V873000). The other two 2022-dated campaigns are lighter — a daytime-running-light software fix (22V903000) and a dealer-accessory sport bar whose high-mounted brake light can malfunction or block the truck's own (22V463000). Three of the six miss the scored gas 5.3L truck entirely: the 6.2L connecting-rod/crankshaft defect (25V274000) and the diesel transmission control valve program with its later corrected re-do (24V797000, 26V083000). What holds this at mid-band rather than above it is the bulletin record, not the recall count — GM's valve-lifter service work, 10-speed torque-converter shudder and shift-flare bulletins, and infotainment faults on the new Google-based system are the ordinary ownership experience for this generation.

The scored volume configuration is the 355-hp 5.3L L84 EcoTec3 V8. The small-block architecture beneath it is proven and universally serviceable, but the Dynamic Fuel Management version is the generation's documented weak point: collapsed and separating lifters with bent pushrods, which at worst score a camshaft or destroy the engine, and which owner reports and GM's own service work show continuing into the 2022 build rather than ending with 2021. Engine is the single largest complaint category for the model year. The 10-speed Hydra-Matic paired with it carries persistent torque-converter shudder and shift-flare bulletins, and 2022 owner reports of slipping between first and second gear on startup fit that pattern. Two things keep it from falling further: some early-2022 trucks were still built under the chip-shortage RPO YK9 provision with cylinder deactivation deleted, sidestepping the DFM failure mode outright, and the 2.7L Turbo High Output alternative — made the standard engine for 2022 when the 4.3L V6 was dropped — has no DFM at all, though its diesel-derived internal upgrades did not arrive until 2024. Only the 3.0L Duramax inline-six, outside the scored gas class, has a clean durability reputation here.

2022 is the model year the fix arrived. The mid-cycle refresh replaced the widely criticized 2019–2021 cabin with a real dashboard architecture, a redesigned center console, new seats, a 13.4-inch touchscreen and 12.3-inch cluster from LT upward, and upgraded trim — reviewers describe less shiny plastics, more leather and convincing wood on the top trims, and agree it finally brings the Silverado level with the F-150 and Ram. The caveats are equally consistent: the buttons and dashboard plastics are carryover from the previous truck, sturdy but cheap-looking; the WT and Custom trims that carry a large share of Silverado volume keep the smaller screens and plainest surfaces; and Ram's 1500 retains the materials advantage. Competitive for the price rather than class-leading, and a large step up from the 2021 truck this replaced mid-year. Note that the separate 2022 Silverado 1500 LTD sold alongside it early in the model year is the pre-refresh cabin — this score describes the refreshed truck.

The hard initial-quality evidence for this model year is unusually good: the Silverado took first place in the Large Light Duty Pickup segment of the 2022 J.D. Power Initial Quality Study, with Chevrolet third of 33 brands at 147 PP100 against a 180 PP100 industry average, in a year when industry-wide new-vehicle problems hit an all-time high. Structural assembly at Fort Wayne, Silao and Oshawa reads as segment-normal — panel gaps and sheetmetal alignment are not what owners complain about. What pulls the score back toward the middle is the electronics side of the launch: the refreshed truck's new Android-based infotainment drew heavy complaint volume for resets, radio and Bluetooth dropouts and phone-audio faults, electrical accounts for about a third of NHTSA complaints for the year, and the sensing-diagnostic-module recall is an assembly-process defect rather than a design one. Better than the 2023 truck on measured initial quality, held short of the top band by the software.

Chevrolet runs one of the two largest franchised networks in the country at roughly 2,900–3,000 US locations, so factory service for a Silverado is close at hand almost anywhere — a material advantage over the Buick-GMC channel supporting the mechanically identical Sierra, and decisive in the rural markets where these trucks sell hardest. For a 2022 truck the network is also the warranty backstop for the airbag-module, DFM lifter and infotainment work above, and the volume of that work is real. Service satisfaction is what keeps this out of the top band rather than reach: J.D. Power's Customer Service Index places Chevrolet around the mainstream-brand average rather than at the top of it.

The Silverado 1500 is the second-best-selling vehicle in America and the 5.3L small-block in the volume truck is the most familiar powertrain in any independent shop in the country, so aftermarket depth trails only the F-150's. RepairPal puts average annual repair and maintenance at $714 against a $936 full-size-pickup average — materially cheaper than the class — while noting individual repairs skew more severe than average even though they are infrequent, a fair description of the DFM lifter exposure. Parts commonality with the Sierra, Tahoe, Suburban, Yukon and Escalade keeps OEM supply deep, and at four years old this truck now has a mature used- and reman-parts channel a current-year truck lacks. The 2022-specific caveat is supply rather than price: this was a chip-shortage build year, and lifter and electronics parts were genuinely backordered during the warranty period.

2022 is the year the 13.4-inch landscape touchscreen arrived, replacing the 8-inch unit used from 2019 through the carry-over Silverado 1500 Limited; it is standard from LT upward and is the largest screen offered. It is a big display in absolute terms but only mid-band against a truck field that now includes 17-inch-plus EV pickups.

The new Android Automotive-based system on the 13.4-inch screen drew immediate praise for sharp graphics and quick responses, and — importantly for a truck — the refresh kept physical volume and tuning knobs and hard climate buttons rather than burying them. It is held out of the top band by first-model-year status for the software, deep menus for vehicle settings, and the fact that WT and Custom buyers get an entirely different, much smaller and older-feeling interface.

Wireless Apple CarPlay and wireless Android Auto come with the 13.4-inch system, which covers LT and every trim above it — the trims most buyers actually order. It falls short of the top band because WT, Custom and Custom Trail Boss carry the pre-refresh 7-inch head unit and are wired-only, so projection is not wireless across the whole 2022 lineup.

Google built-in debuts on the Silverado for 2022, giving the truck Google Assistant natural-language voice control and Google Maps as the factory navigation — the best combination available in a mainstream pickup, because the maps are the ones owners already use and they update themselves. It is short of the very top because it reaches only LT and above, and the connected services behind it run on a trial-then-subscription model.

A six-speaker system is standard in Double and Crew Cabs and is adequate rather than good; the optional Bose Premium system adds seven speakers and a Richbass woofer and is a clear improvement without being a showpiece against the Ram's 19-speaker Harman Kardon option. The Regular Cab WT ships with just two speakers.

A 12.3-inch reconfigurable full-digital driver display is standard on every 2022 Silverado that received the overhauled interior — LT and above — and it is crisp and genuinely configurable, including trailering layouts. WT, Custom and Custom Trail Boss keep analog gauges with a small driver information center, which is what keeps this out of the top band.

The refreshed 2022 truck's VIP electrical architecture supports over-the-air updates covering infotainment, maps and some vehicle modules, and the Google built-in maps and apps refresh themselves, so the truck can gain fixes without a dealer visit. It is a maintenance channel rather than a feature-delivery channel — 2022 predates the Ultifi rollout, and the year's most significant software fix, the transmission control module reprogram, still required a dealer service update.

The myChevrolet app covers remote start, lock/unlock, vehicle locate, diagnostics and trailering profiles competently, but the useful remote functions sit behind the Remote Access plan after the included trial rather than being free for the life of the vehicle. There is no phone-as-key on the 2022 Silverado 1500, which is where rivals were already pulling ahead.

USB-C data and charging ports are provided front and rear in the Crew Cab, wireless phone charging is available from LT and standard high in the range, and 120V household outlets can be ordered for both the cab and the bed. Two things keep it mid-band: the outlets share a single 400-watt budget — nothing like the F-150's Pro Power Onboard — and 2022 was a semiconductor-shortage year in which GM shipped trucks with convenience content deleted.

Keyless Open with push-button start is standard from LT upward and remote start is widely available, and the power up/down and Multi-Flex tailgates add genuine hands-full convenience at the back of the truck. It stays mid-band because WT and Custom still use a conventional key on the volume work configurations and there is no phone-as-key option for 2022.

GM's camera provision is the deepest in the segment: up to 14 distinct views with HD Surround Vision, a bed-view camera and the Transparent Trailer view that renders an attached trailer effectively invisible. It is held below the top band because an HD rear camera is all that is standard — surround view and front/rear park assist are Safety Package or premium-trim content on the volume LT and RST.

The 15-inch diagonal multi-colour head-up display is large and informative, projecting speed, navigation and safety alerts with adjustable height and brightness — but it is top-of-range content on the 2022 truck, so an LT or RST buyer cannot order it at any price.

The Crew Cab is physically one of the easiest vehicles anywhere for car seats: 43.4 in of rear legroom, a flat floor and wide, near-square rear door openings mean rear-facing seats and three-across installs fit without negotiation, and the flip-up rear seat bottoms clear space for a stroller inside the cab. Two things pull it back — the LATCH hardware itself is rated only Marginal for ease of use, and the high step-in means small children need a running board or a lift.

The 5-star NHTSA overall rating for the Crew Cab is real, and Chevy Safety Assist puts automatic emergency braking, front pedestrian braking and lane keep assist on every 2022 trim including WT. The IIHS picture is where a family should hesitate: Marginal in passenger-side small overlap with extensive dash intrusion, and headlights rated Poor in all five variations offered — with no way to buy out of it — while blind-spot monitoring and rear cross-traffic alert cost extra on the volume LT.

The Crew Cab second row is genuinely spacious for four-plus adults with rear vents standard, the refreshed 2022 cabin is quieter and better finished than the truck it replaced, and the bed swallows any amount of luggage. The catch is that the bed is open and unsecured unless a tonneau or cap is added, rear amenities beyond vents and USB ports are thin, heated rear seats are top-trim-only, and the ~384-mile range of the volume 5.3L 4WD means more fuel stops than a family wants.

Low-speed manners are better than the size suggests — the 5.3L V8 pulls cleanly from idle with no turbo lag, the commanding seating position makes lane changes easy, and the refreshed dash puts the controls where a driver can reach them. Against that, the refreshed 2022 trucks specifically drew widespread complaints of harsh or hesitant low-gear shifts serious enough for GM to issue a TCM service update, the auto stop/start is a common owner gripe, and adaptive cruise is not standard on the volume trims.

This is the 2022 Silverado's weakest use case, and it got worse rather than better with the refresh. The volume 5.3L V8 4WD Crew Cab returns an EPA 16 MPG combined — down from 17 on the equivalent 2021 truck — costing an estimated $3,850 a year in fuel at 15,000 miles, roughly double a commuter-appropriate vehicle. The 2.7L Turbo High Output reaches only 18–20 MPG combined, and the one genuinely economical choice, the 24–26 MPG Duramax, is a costly option.

A Crew Cab Silverado is roughly 232 in long and 81 in wide with a 46.4 ft turning circle, which puts it over the line in most urban garages and parallel spaces; the Crew Cab Standard Box is worse still at over 50 ft. The standard HD rear camera and the available surround view genuinely help, but no camera shortens the truck, and park assist is not standard on the volume LT.

Work is what this truck is built around and it has capacity to spare: 13,300 lbs of conventional towing when properly equipped — a figure the 3.0L Duramax joined the 6.2L V8 at for 2022, up roughly two tons on its 2021 rating — up to 2,270 lbs of payload, and the largest bed volume in the half-ton class. Four distinct powertrains let a buyer match the tool to the job, and the base 2.7L was lifted to 430 lb-ft for 2022, making the standard engine genuinely work-capable.

The fleet credentials are close to unmatched — the Silverado is perennially among the best-selling vehicles in the US at roughly 523,000 units in CY2022, the small-block V8s and the fully boxed frame are long-proven, and vinyl floors and cloth seats are orderable for abuse. What keeps 2022 specifically below the band it would otherwise earn is that it is the first year of the refresh: the model-year-specific transmission shift-quality defect and the chip-shortage build compromises are exactly the kind of early-run risk a fleet buyer avoids.

The bed is well provisioned for real work: 12 fixed tie-downs in the Durabed with movable cleats available, the CornerStep rear bumper and available power up/down and Multi-Flex tailgates for access, a bed-mounted 120V outlet, and an upfit ecosystem — racks, toolboxes, service bodies, plow prep — as deep as any in the industry, with the Regular Cab Standard Box returning for 2022 to serve it. It is short of the top band because the onboard power budget is 400 W shared between outlets rather than the multi-kilowatt generator Ford offers.

The refreshed cabin is quieter and far better finished than before, the driving position is commanding, and the truck tracks straight at highway speed — a competent tourer, and the Duramax stretches range toward 576 miles. What holds it down is that the volume 5.3L 4WD manages only about 384 miles a tank, adaptive cruise is optional rather than standard, and Super Cruise — the one genuinely fatigue-killing feature — is restricted for 2022 to the High Country Crew Cab Short Box with the Technology Package and either the 6.2L V8 or the Duramax, and was supply-constrained from June production onward.

2022 is the year the off-road ladder got its top rung: 4WD with a two-speed transfer case is available on every trim, the Custom/LT Trail Boss adds a factory 2-inch lift, Rancho dampers and a locking rear diff, and the new-for-2022 ZR2 brings Multimatic DSSV spool-valve dampers, front and rear electronic lockers, 33-inch mud-terrain tires and 11.2 in of ground clearance. Add a 13,300-lb tow rating for toys and 120V bed power for camp, and only the absence of a factory dual-battery or high-output generator keeps it off the very top.

Bulky, dirty or oddly shaped gear is where a pickup simply wins — the wide Durabed takes 62.9 cu ft in the volume short box, more than any half-ton rival's comparable bed, the rear seat bottoms flip up for weather-protected cargo inside the cab, and a hitch, bed racks and a tonneau are a catalog order away. It is not perfect: everything in the bed is exposed and unsecured until a cover is bought, and the short box is the shortest of the three at 69.9 in.

The 2022 refresh was an interior and equipment exercise, not a chassis one: the fourth-generation T1 truck keeps its independent front suspension, rear leaf axle and fully boxed frame, and it tracks straight and holds body roll better than the size implies. Mid-corner bumps remain the weak point — the leaf-sprung rear skips and feels disconnected from the front where the coil-sprung Ram stays planted.

The electric power steering is light-effort, accurate on-centre and stable at highway speed, which makes a 232-inch truck easy to place — but it transmits essentially nothing back through the rim. Precise enough, entirely numb, and unchanged by the 2022 refresh.

Four-wheel discs give linear, progressive pedal feel with no regen blending to complicate modulation, and stopping performance is unremarkable but adequate for a 5,000-plus-pound half-ton. Pedal travel is longer than in the Ram, and repeated hard stops with a trailer bring on noticeable softening; no independent 70–0 mph figure is published for the 2022 5.3L Crew Cab.

The volume 5.3L EcoTec3 V8 with GM's 10-speed is normally well calibrated — crisp tip-in, abundant low-end torque, no hunting — and AutoGuide found all three gas engines impressive on the launch drive. This item sits a full band below where the same hardware lands in later years because of a genuine 2022-model-year defect: the refreshed trucks drew widespread complaints of harsh or hesitant low-gear shifts, sometimes with the MIL lit, serious enough that GM issued a service update replacing the transmission control module. Dynamic Fuel Management and the auto stop/start restart add further roughness at light throttle.

The small-block V8s produce a pleasant muted rumble and go quiet at cruise, and the 2022 cabin overhaul improved isolation enough that reviewers called engine noise effectively muted in normal driving. The mid-band placement reflects what happens at the other end of the pedal — the 5.3L turns unpleasant under hard throttle — and the 2.7L Turbo High Output, which for 2022 became the standard engine from WT through RST and which reviewers consistently describe as coarse at the revs a loaded truck actually uses.

About 46 ft to swing around is mid-band for a full-size truck — tighter than an F-150 SuperCrew's 47.8 ft, marginally wider than the Ram 1500's 46.2 ft. The longer-wheelbase Crew Cab Standard Box pushes past 50 ft and is noticeably harder to place. Unchanged by the 2022 refresh, which did not alter the wheelbase or steering geometry.

A commanding H-point with good forward sightlines despite the bluff nose, and 2022 is the year the cabin's worst sin was fixed — the 13.4-in touchscreen and 12.3-in cluster on LT and above sit high and legible, with real knobs and hard climate buttons retained. Held back by a high step-in without running boards, thick pillars, a column shifter that AutoGuide called clunky and old-school on the LT, and power seat adjustment plus lumbar remaining upper-trim content.

The volume LT/RST 5.3L is a competent, comfortable workhorse rather than something an enthusiast seeks out on a back road — the V8 soundtrack is the main source of character, and the 2022 changes were to the cabin, not the chassis. The lineup does contain genuinely entertaining machines in the 420-hp 6.2L and the new-for-2022 Multimatic-damped ZR2, but neither is what most buyers drive home.

2022 is the year the equipment story turned. The refresh made the 13.4-inch center touchscreen and 12.3-inch reconfigurable cluster standard from LT upward (LT, RST, LT Trail Boss, ZR2, LTZ, High Country) — content GMC restricted to Denali on the identical Sierra — and made Chevy Safety Assist standard across the whole line, closing 2021's biggest gap where automatic emergency braking was merely optional on the lower trims. Two things hold it out of the top band: WT, Custom and Custom Trail Boss keep the pre-refresh dashboard with a 7-inch screen, and a large share of MY2022 production was the carry-over Silverado 1500 Limited, which has none of the new interior at all. Blind-spot monitoring also remains LTZ-and-up content.

The hardware-per-dollar case is strong — the big screen three rungs below where GMC puts it, a 13,300-lb max tow rating, and a base 2.7L Turbo High Output lifted to 430 lb-ft for 2022, which makes the standard four a credible engine rather than a price leader. What undercuts it is the price trajectory: GM raised MSRPs three separate times between January and May 2022, adding roughly $3,200 to the entry truck inside five months, and tight chip-shortage inventory meant buyers rarely negotiated any of it back. Interior materials on WT through RST still trail a Ram 1500 at the same money, and the trims that carry the refresh interior do not start until roughly $47K.

Among the broadest lineups in any segment: nine trims from WT to the new ZR2, three cab styles, three bed lengths — including the Regular Cab Standard Box returning to the US for 2022 — four powertrains (2.7L Turbo High Output, 5.3L V8, 6.2L V8, 3.0L Duramax I6 diesel) and 2WD or 4WD throughout, spanning $36,395 to $70,195 with no meaningful gaps. Only the F-150 offers more, and it took until 2023 for the ZR2 Bison to add the last rung.

Silverado sales were essentially flat in CY2022 at about 523,000 units — second in the full-size class behind the Ford F-Series and ahead of the Ram pickup, which slipped to third — and the Silverado retook second place outright in Q4. Combined with the mechanically identical GMC Sierra, GM's full-size pair outsold the F-Series over the year. Only the F-Series' larger single-badge volume, and the fact that the Silverado's own trajectory was flat rather than rising, keep this out of the top band.

Chevrolet is a broadly accepted, heavily cross-shopped mainstream truck brand with deep repeat-buyer loyalty, but by GM's own brand architecture the premium halo on identical hardware belongs to the GMC Sierra Denali, so the Silverado gets none of that lift on image or residuals. It shows up in money — Sierra 1500 residuals run a point or two above the equivalent Silverado — and in owner sentiment that is positive without being glowing: 73% of KBB reviewers recommend the 2022 truck, with quality the most-cited weakness.

2022 was the worst year of this generation to negotiate a Silverado. The semiconductor shortage kept inventory thin, and GM's national money on the refreshed truck stayed modest all year — $2,500 in September and $3,500 in October, against the larger allowances reserved for clearing the carry-over Limited. Even the best months topped out near $4,000–$4,250, versus up to $7,000 available early in 2021 and $6,000 in 2023, and dealer markups over MSRP were common on top of it. Buyers did get interest-free financing and 90-day payment deferrals in several months, which is what keeps this above the bottom band.

2022 is the refresh year itself — the single biggest content change of the fourth-generation T1XX Silverado's life. It brings the all-new dashboard with a 13.4-inch Google built-in touchscreen and 12.3-inch cluster, revised exterior styling, Super Cruise (the first Chevrolet to offer it, and here able to work while towing), the new ZR2 off-roader, standard Chevy Safety Assist and a 430-lb-ft base four-cylinder. What keeps it below the top band is that the underlying platform still dates to MY2019, the base three trims kept the old cabin, and much of the model year was sold as the carry-over Silverado 1500 Limited while the refreshed truck waited for February–March 2022 production.

Reviewers welcomed the refresh as the fix the truck needed — The Truth About Cars headlined its LT review 'Finally, They Got It Right,' and The Car Connection raised its rating specifically because the 2022 addressed the uninspired interior and missing standard safety gear — and J.D. Power scored the 2022 Silverado 1500 87/100 for predicted quality and reliability, the best of any full-size truck that year. But it remained a runner-up in the class: KBB ranked it #3 Best Full-Size Truck of 2022, comparison tests still sent capability buyers to the F-150 and ride/interior buyers to the Ram, and the base trims' carry-over cabin and mixed build quality drew steady criticism. No major awards — MotorTrend's 2022 Truck of the Year went to the Rivian R1T and the North American Truck of the Year to the Ford Maverick.