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Lawsuit alleges brake master cylinder defect in 2025 GM suvs, pickups. Six owners have sued General Motors in federal court, alleging defective master brake cylinder assemblies in five 2025 SUV and pickup models can cause partial or total loss of braking. Six vehicle owners have filed a federal class action against General Motors, alleging that five 2025 models were sold with defective master brake cylinder assemblies that can cause a sudden partial or total loss of braking. The complaint, Fehrmann, et al. v. General Motors LLC (Case No. 2:26-cv-07669), was filed October 6 in the U.S. District Court for the Eastern District of Pennsylvania. Vehicles named in the complaint. * 2025 Chevrolet Traverse * 2025 GMC Acadia * 2025 Buick Enclave * 2025 Chevrolet Colorado * 2025 GMC Canyon Five of the six plaintiffs bought 2025 Chevrolet Traverses and one bought a 2025 GMC Acadia. None owns a Colorado or Canyon; the two pickups appear in the proposed class definitions. The plaintiffs live in Illinois, Michigan, Indiana, Ohio and Texas, and they seek to represent buyers and lessees of the five models in Illinois, Kentucky, Michigan, Ohio and Texas. The Indiana plaintiff bought a Traverse at a dealership in Henderson, Kentucky, and represents the proposed Kentucky class. What the GM brake class action alleges. The complaint says the master cylinder assemblies "fail abruptly and without warning soon after vehicle delivery," because internal seals and related components fail prematurely and let brake fluid bypass or leak, which costs hydraulic pressure. The instrument cluster then lights up with warnings including the red "Brake" light and the ABS light, plus a "Service Brake System" message. The plaintiffs say the pedal either turns stiff and hard to press or sinks to the floor. Owners also report shutting the vehicle off and restarting it, or pumping the pedal, to get the brakes to work. The plaintiffs also claim GM knew of the problem before these vehicles were sold. They say the 2024 Chevrolet Traverse had master cylinder assemblies "where the internal cartridge seal in the eBoost Module was missing," and that GM acknowledged the problem in Service Update N242482170, issued December 9, 2024. According to the complaint, that update told dealers to inspect and, if necessary, replace the master cylinder on 2024 Traverse and 2025 Enclave vehicles, and those cylinders share the same part number as the 2025 Traverse and Acadia. The complaint also cites pre-sale durability testing at GM's Milford Proving Ground, dealer reports, and dozens of owner complaints filed with NHTSA. The complaint says GM "did not issue any bulletin to its dealers regarding the Defect, and issued only a Service Update on December 9, 2024, for the 2025 Buick Enclave vehicles only." It adds that GM has not issued a safety recall and did not repair the defect under its New Vehicle Limited Warranty within a reasonable time. The suit brings breach of express and implied warranty claims and state consumer protection claims under the laws of the five states, along with an unjust enrichment claim. It seeks class certification, damages, injunctive relief including repair or replacement of the master cylinders, and a jury trial. None of the allegations have been tested in court. This is the second GM brake class action the same law firm has brought over these five models. Barron v. General Motors LLC (No. 2:25-cv-05696) was filed in the same court in October 2025. The court dismissed the original two-plaintiff complaint early this year after GM argued the owners' master cylinders had been replaced free under warranty, and the plaintiffs then filed an amended complaint adding a third owner, as The BRAKE Report covered in April. That case is still pending. GM's electronic brake booster under scrutiny. All five models are also covered by a separate federal safety review. NHTSA expanded its eBoost investigation to 1.16 million vehicles in August, and Engineering Analysis EA26006 lists the 2024-2026 Traverse, Acadia and Enclave and the 2023-2026 Colorado and Canyon among the vehicles equipped with the system. That probe centers on spindle fractures inside the eBoost unit that cut brake assist, not the master cylinder seal failure alleged in the lawsuit, and the complaint does not cite it. NHTSA's recall database shows no recall for either issue on the 2025 models. The suit lands as GM keeps widening its use of electronic brake boost. The company is putting the technology on its 2027 Silverado HD and Sierra HD pickups, which it calls the first electronic brake boost in a heavy-duty pickup. Why it matters. For OE engineers, suppliers and service shops, the complaint is one more report of brake-system trouble on GM's newest crossovers and midsize pickups, arriving while a federal investigation of the same vehicles is still open. Brake loss is a top safety concern, and repair shops and fleet managers seeing "Service Brake System" warnings on these models will want to watch both the court docket and NHTSA's database. The plaintiffs' claims have not been proven, and GM has not issued a recall for the condition they describe. GM did not respond to a request for comment by publication time. The plaintiffs are represented by Sergei Lemberg of Lemberg Law LLC. The BRAKE Report staff. The BRAKE Report is the trade publication of record for braking systems, friction materials, and brake safety. Published by Hagman Media and edited by founder Brian Hagman, it covers OEM and aftermarket braking technology, NHTSA brake-related recalls, and commercial vehicle brake systems for an audience of chassis engineers, friction industry professionals, and automotive investors. How this story was produced: drafted with AI assistance from company announcements and public sources, then reviewed, edited and approved by publisher Brian Hagman. Our editorial standards Hiring in brakes? Hagman Search is the brake industry's executive search firm, founded by BRAKE Report publisher Brian Hagman. Leadership and hard-to-fill technical roles, with a candidate slate in under two weeks. Learn more

NHTSA asks why GMC Sierra grille parts still fly off after the recall fix. General Motors is facing fresh scrutiny over a safety problem affecting GMC Sierra 1500 pickups after federal regulators received reports that chrome upper grille deflectors continued to detach even after some trucks received a recall repair. The National Highway Traffic Safety Administration (NHTSA) disclosed the new review on October 12, 2026, under recall query RQ26003, examining whether General Motors' earlier remedy adequately addressed the problem and whether the original recall covered all potentially affected vehicles. The review covers an estimated 535,639 model-year 2022 through 2024 Sierra 1500 trucks. The most significant figure is that 21 of the 118 complaints received by NHTSA allege that the grille deflector detached after the truck had already received the earlier recall repair. That represents nearly 18% of the complaints in the agency's record. It does not mean that 18% of repaired trucks have experienced a failure, because the number of vehicles that received the repair is not the same as the total population under review. Nevertheless, reports of the same component detaching after a corrective repair raise questions about whether the remedy is durable enough under real-world driving conditions. NHTSA has not declared the vehicles defective, and the new review is not itself a recall. No crashes, injuries, or fatalities have been attributed to the reported issue in the agency's opening summary. The investigation will instead examine whether the earlier recall's scope and repair procedure were sufficient to address the complaints. Table of Contents Why NHTSA is reviewing the earlier GMC Sierra recall. The current review follows General Motors' February 2025 recall, identified as NHTSA campaign 25V-060. That action covered certain 2022 GMC Sierra 1500 pickups equipped with chrome front grille deflectors. GM said the attachments holding the component in place could fracture over time. If all eight attachment points broke, the deflector could separate from the truck while it was moving, creating a potential road hazard and increasing crash risk. The original recall affected approximately 70,768 trucks. GM's remedy involved reinforcing or repairing the attachment points that secured the chrome deflector. The action was limited to qualifying 2022 model-year Sierra 1500 vehicles equipped with the specified chrome component. It did not include 2022 trucks without that deflector or the 2023 and 2024 model-year Sierra 1500s. That limited scope is now part of the regulatory question. NHTSA's recall query covers an estimated 535,639 Sierra 1500 pickups from model years 2022 through 2024, substantially more vehicles than the original recall population. The broader review allows the agency to assess whether other trucks may have a similar issue and whether the original recall should have covered a wider range of vehicles. The inclusion of a model year in the query does not mean every truck from that year has the defect. The agency's opening summary identifies 118 complaints alleging that the upper grille deflector detached while the vehicle was being driven. Twenty-one of those complaints specifically report detachment after recall 25V-060 had been performed. Some reports describe a cracked windshield, while others say surrounding motorists had to take evasive action to avoid the loose component. The distinction between a complaint and a confirmed failure matters. NHTSA has opened the query to determine whether the evidence justifies further action, not to declare that every reported incident has been independently verified. The complaints nevertheless give regulators a basis to question whether the problem was fully resolved by the earlier campaign. The 21 reports after repair raise questions about the remedy. The central issue is whether the 2025 repair addressed the underlying cause of the grille deflector's detachment or whether some attachment points can still fail under expected driving conditions. GM has acknowledged that one or more attachment points may not withstand expected loads as intended, according to reporting on the regulatory filing. That concern makes the latest review more consequential than a routine examination of new complaints. A repair is intended to correct a known safety issue, so reports of repeat failures give regulators reason to examine the procedure's effectiveness. However, the 21 complaints must be interpreted carefully. NHTSA's record does not establish how many of the original recall's repaired vehicles have experienced a subsequent detachment, nor does it provide a failure rate for the repair. Without knowing the total number of vehicles repaired and the circumstances surrounding each report, it would be misleading to conclude that the remedy has failed across the affected fleet. The reports still matter because a grille deflector that separates at highway speed can become a hazard to other road users. A detached part may strike another vehicle, obstruct a driver's view, or force nearby motorists to react suddenly. NHTSA's opening summary describes reports involving cracked windshields and evasive maneuvers, although it does not attribute any crashes, injuries, or fatalities to the issue. The agency must also determine whether the original recall identified the full population at risk. The February 2025 action focused on certain 2022 trucks fitted with chrome grille deflectors, while the new query names the 2022, 2023, and 2024 Sierra 1500 model years. That wider scope does not prove that the newer trucks share the same defect, but it allows NHTSA to examine whether the issue extends beyond the vehicles covered previously. For General Motors, the review could lead to additional questions about component design, attachment durability, manufacturing differences, and the effectiveness of the repair procedure. Regulators may also examine complaint histories and other technical information before deciding whether additional action is warranted. The outcome could range from closing the query without further action to pursuing a broader investigation or requesting an expanded recall if the evidence supports it. At this stage, NHTSA has not announced a new recall or ordered owners to obtain another repair. What Sierra owners should know while the review continues. Owners of 2022 through 2024 GMC Sierra 1500 pickups should not assume that every vehicle is affected simply because its model year falls within the query. The review concerns the upper grille deflector, and the original recall applied to a specific group of 2022 trucks equipped with chrome deflectors. Individual vehicle eligibility should be confirmed using the vehicle identification number through GM or NHTSA's official recall lookup. Owners whose trucks received the earlier repair may reasonably want to confirm that the work was completed and ask a GMC dealer about any concerns involving a loose or damaged grille component. If a deflector appears to be coming loose, it should not be ignored. Drivers should avoid attempting repairs while the vehicle is moving and arrange a professional inspection. A component that is at risk of detaching can endanger the occupants and other road users. The new query also illustrates why recall completion figures alone do not always tell the full story of a safety campaign. A recall may address a known failure mode, but regulators still need to monitor subsequent complaints to determine whether the fix works consistently and whether additional vehicles require attention. For buyers considering a used Sierra 1500 from the affected model years, checking the vehicle's recall history is a sensible part of the purchasing process. A completed recall entry can establish that a repair was recorded, but it does not replace an inspection of the vehicle's current condition. Buyers should also confirm whether any additional action has been announced as the regulatory review develops. NHTSA opened RQ26003 on October 9, 2026, according to the investigation record, while the development was disclosed publicly on October 12. The agency is examining the adequacy of the earlier recall's scope and remedy, and the review remains separate from a determination that a defect exists. For now, the key issue is not simply that grille deflectors have reportedly detached. It is that 21 complaints allege the component came off even after the earlier repair, creating a reason to reassess whether the corrective action was sufficient. The 118 total complaints and estimated 535,639-vehicle population provide the context for that review, but neither figure establishes how frequently the problem occurs across the entire fleet. NHTSA's findings will determine whether General Motors needs to take further action. Until then, the case is a reminder that the effectiveness of a recall depends not only on identifying a safety problem but also on ensuring that the remedy reliably addresses it.

GM plans to test unmanned Silverado 3500s for the Army next year. GM Defense is amping up its plans to support the military Add CarScoops on Google: The Chevrolet Silverado 3500HD already has plenty it can do. It tows, it hauls, and it looks so big and muscular that plenty of folks buy it to cosplay as blue-collar workers. Now, GM Defense thinks it can haul supplies through dangerous environments without a driver or even a cabin. The company just unveiled a new unmanned concept truck with functional trials targeted for next year. According to the brand, it can carry supplies, evacuate troops, or even take aim at drones. Dubbed the Unmanned Ground Vehicle, or UGV, the truck concept showed up at the Association of the United States Army's annual meeting in Washington, D.C. According to GM Defense, it uses a Silverado 3500HD dual-rear-wheel skateboard architecture and supports quiet logistics operations and casualty evacuation. That might make it sound like an electric vehicle, but the drivetrain is more complex than that. Let's break it all down. The deeper nuts and bolts. The concept clearly looks a bit strange without a cab, but consider that a weight savings. According to DefenseDaily, the truck can manage 8,000 pounds of payload and offers 102 kWh of onboard energy. A cab would've only reduced what it could carry, and that extra weight would've reduced overall range as well. That said, General Motors told CarScoops that the truck uses a combustion engine but supplements that powertrain. Specifically, it told Carscoops that "it's an ICE engine with PTO charging the RESS - used for export power." In simpler language, the internal combustion engine is connected to a power take-off unit. That PTO can charge the onboard battery, which, in turn, can power other equipment. Given the need for very quiet operation in military theatre, it's a very elegant solution. That is, provided that you can get a massive truck into position without alerting anyone to its presence. A familiar platform. General Motors already builds vehicles specifically for the military. In this case, that means that it doesn't have to develop brand-new components for every aspect of the UGV. In fact, because it's already building for both the military and public consumption, it hopes to bring its full supply chain into the project. "We do not begin with a blank sheet of paper," GM Defense president Steve DuMont said. That's a big deal because the Army evidently changed its requirement from 649 to some 12,000. During what GM described as close collaboration with "the customer," it developed what it calls the Infantry Squad Vehicle Utility Prototype. Then it delivered seven and engineered a "versatile five-soldier variant" that it expects to go to about 39 active-duty brigades. In short, GM is moving quickly to supply the military with vehicles that meet very specific, sometimes rapidly changing needs. It hopes to test the UGV next year. Whether it'll bring the hardware to knock drones out of the sky is debatable.