Skip to main content

36,000 Miles In, Dealer Told Me To Replace My Modified 2021 Chevy Silverado Trail Boss' Factory Upper Arms with Rough Country Forged Arms, or They Will Fail

An unusual discovery about a modified 2021 Chevy Silverado Trail Boss' suspension failure at just 36,000 miles reveals how aftermarket upgrades, not GM’s factory components, can lead to surprisingly unpleasant consequences in this cautionary tale.

When it comes to owning a lifted truck, there’s a delicate balance between upgrading for looks and capability versus maintaining long-term reliability. Sometimes, however, the pursuit of a perfect stance can lead to unexpected challenges and even outright failures. This morning, while browsing the “2019 - 2025 Chevy Silverado & GMC Sierra Owners” Facebook group, I came across a post that underscores this all too well. A Silverado Trail Boss owner from Tennessee, John Goodman, shared a story that’s as alarming as it is enlightening.

John writes: “Hi all! I just wanted to introduce myself and share a photo I took of my son and our 2021 Chevy Silverado Trail Boss. Please, please replace all factory upper arms with ROUGH COUNTRY upper forged arms, or they will fail even in a parking lot like what happened to us. Thankfully, it did not happen at speed, or the wheel would have flown off. The Chevy dealer told us if we did not do a Rough Country upper forged arms it would happen again.

This cost me almost $2,000 out of pocket on our 36,500-mile truck. This should NOT be happening at such low miles and should NOT be such a common experience. Very scary if my son had been driving at highway speed. So I am trying to warn all before injuries happen. Just a dad concerned. So if you own a Chevy or GMC, please get the dealer to check upper arms, and I am sure they will recommend new Rough Country forged arms. “This is very, very common,” the dealer service advisor and Chevy mechanic told me. Seems so wrong. But Chevrolet knows they are known to fail around 36,000 miles when the warranty ends so the buyer has to pay for it themselves.

John Goodman's Silverado's Rough Country Upper Arms

This unsettling account immediately caught my attention. It’s not just the mechanical failure, it’s the timing, the cost, and the shadow of doubt it casts over both the stock components and the widespread use of aftermarket upgrades like leveling kits. For an in-depth look at how other owners grapple with related issues, check out this article on how a 2014 Silverado 1500 lifter collapsed due to 4-cylinder deactivation: a surprising discovery that left the owner without any warning.

What Went Wrong With This Silverado? The Group Weighs In

John’s post drew a flurry of responses, each shedding light on a different angle of the issue. One user, Matt Marsden, didn’t hold back when he pointed out what he sees as a root cause. He commented: “This is because people are using cheap lift and/or leveling kits. Rough Country is one of those. It’s nuts that people spend $70k on a truck and then $199 on a lift and ruin the factory geometry. If you’re going to lift it, you need to do it right.”

This introduces an uncomfortable reality: the allure of inexpensive leveling kits often comes with significant trade-offs. Matt’s point highlights a recurring theme: unchecked enthusiasm for aftermarket modifications can lead to surprisingly unpleasant consequences, especially when the factory geometry is compromised. While Rough Country has a loyal following, opinions on its quality are far from unanimous. If you’re considering lifting your truck, read about how lifting a Toyota Tacoma reduced its MPG significantly: a cautionary tale for anyone balancing performance with efficiency.

Brandon Weber chimed in with a more specific diagnosis, writing: “You know why this happened? Because you leveled the Silverado Trail Boss that already has a factory 2” lift over the normal non-Trail Boss/AT4. If you level a non-TB/AT4 with a 2” level you won’t have these issues. And I am talking about ball joints. Most CV boots I’ve seen torn are due to an error while installing the leveling kit.”

Brandon’s comment brings up an interesting technical point: the Trail Boss comes pre-lifted from the factory. Adding an additional leveling kit disrupts the carefully engineered balance, leading to stress on components like ball joints and CV boots. In John’s case, this likely exacerbated the factory upper arms’ known weaknesses.

A Dealer’s Perspective on the Fix

John’s story took a disturbing turn when the dealer suggested that this failure isn’t an isolated incident but a common occurrence around the 36,000-mile mark. Why does it happen? Tyler Rich provided insight, explaining: “It’s because you have a level kit on a Trail Boss. There is a GM doc out for control arm ball joints popping out on the AT4 and Trail Boss if factory suspension is modified with a level kit. Wouldn’t let my customers even think of swapping factory for aftermarket control arms to try and fix something that is a known issue when the trucks are leveled. Just tell them to get a real lift or do nothing.”

This raises critical questions about responsibility. Is this truly a defect in GM’s factory components, or is it an aftermarket compatibility issue? Adam Miller offered a thought-provoking perspective, arguing: “You put aftermarket parts on the truck resulting in a failure, and you blame GM for the failure? That seems odd to me. The aftermarket shouldn’t sell these kits without arms; it seems to be an aftermarket part compatibility issue to me.” For more insights into aftermarket lift kits, explore how Jeep’s new lift kit is designed to improve road performance: a smart innovation that might set a new standard.

Lessons for Current and Prospective Silverado Owners

For Silverado and Sierra owners, John’s post and the ensuing discussion are more than just anecdotal. They’re a cautionary tale. If you’re considering a leveling kit for your Trail Boss or AT4, proceed with caution.

As Mark Parks aptly put it: “I’ve been lifting my trucks for years, and if you want the best, you have to buy the best. Rancho and all these low-grade lifts are not going to change the geometry the way it needs to be done.” His insights echo those of a mechanic who explains why he refused to lift his Toyota Highlander unless it was done with 100% safety. Read the full story here: a fascinating account of balancing upgrades with peace of mind.

Key Takeaways for Silverado Owners

  1. Factory Geometry Matters: The Trail Boss’ factory lift is carefully engineered. Adding a leveling kit without adjusting the upper control arms or ball joints could spell trouble.
  2. Aftermarket Upgrades Require Research: Not all lift kits are created equal. Investing in a high-quality kit designed to work with the Trail Boss’ unique setup can save headaches later.
  3. Monitor Your Suspension: If your truck is near or past the 36,000-mile mark, it’s wise to have the upper control arms inspected, especially if you’ve modified the suspension.
  4. Plan for Potential Costs: Suspension repairs can be pricey, so budget accordingly if you’re lifting or leveling your truck.

John’s story serves as both a warning and a learning opportunity, reminding truck enthusiasts that while modifications can elevate both style and performance, they also come with risks that must be carefully managed.

The images are provided by John Goodman, whose post I referenced above.

Armen Hareyan is the founder and the Editor in Chief of Torque News. He founded TorqueNews.com in 2010, which since then has been publishing expert news and analysis about the automotive industry. He can be reached at Torque News TwitterFacebookLinkedin, and Youtube. He has more than a decade of expertise in the automotive industry with a special interest in Tesla and electric vehicles.

Comments

Jayson Osmars (not verified)    January 29, 2025 - 9:48AM

I saw this happen on the hiway in Canada by Niagara falls a little ways ahead of me.
The whole front collapsed. The driver was able to have enough pull to direct it into the left shoulder out of the live lanes. He was in the left lane when it happened so he was good.
The wheels didn't just bounce away, they were still attached. But the front end was grinding along the pavement. No warning, just snap and drop.

Jay Rudes (not verified)    January 30, 2025 - 9:02AM

In reply to by Jayson Osmars (not verified)

Engineering came up with the best geometry for how the truck sits. Do not half ass a lift. I leave my heavy duty trucks stock. Especially since I drive them of public roads. Now if you want to play off road skies the limits..

Ram Dodge (not verified)    January 30, 2025 - 6:23AM

This is pretty much common sense. Anytime you raise the front end of any multi link front susp. truck you should always replace the upper control arms to keep proper susp geometry thru the articulation of the susp. If this happens to you concrete cowboys, I'm sorry, but you deserve it. Also, save yourself and get something better than RCountry. It's crap.

El Toro Blanco (not verified)    January 30, 2025 - 10:33AM

Lol! Article is about a Chevy Silverado Trail Boss's failed OEM suspension component(a front, upper control arm)...with dealer recommended correction to replace defective components with a specified aftermarket component. 🤔. Then at the end of the article there's a link to another story, about someone having trouble after improperly using a scissor lift to raise a Toyota Highlander, an entirely different make/ model of vehicle off the ground...assumably to perform maintenance on that vehicle. 🤦🏻‍♂️
Help me out, author, or editor...I am unable to make the correlation. 🤷🏻‍♂️