2020 Cadillac XT6 New Model Features

SEOCONTENT-START

Service Bulletin Bulletin No.: 19-NA-118
Date: June, 2019
INFORMATION
Subject: 2020 Cadillac XT6 New Model Features
Brand: Model:
Model Year: VIN:
Engine: Transmission:
From: To: From: To:
Cadillac XT6 2020 —
Gasoline, 2.0L,
4 Cylinder, L4,
Turbocharged,
SIDI, DOHC,
VVT, Aluminum,
VAR 3 — RPO
LSY
(Export Only)
Gasoline, 3.6L,
V6, DI, DOHC,
VVT, Aluminum,
GEN 2 —
RPO LGX
Hydra-Matic®
9T60, 9-Speed,
Automatic,
ETRS, GEN 1
— RPO M3G
(Export Only)
Hydra-Matic®
9T65, 9-Speed,
Automatic,
ETRS, GEN 1
— RPO M3W
Involved Countries and Regions United States, Canada, Mexico, Germany, Israel, Korea, Russia, Saudi Arabia,
United Arab Emirates and United Kingdom
Page 2 June, 2019 Bulletin No.: 19-NA-118
Overview
5330502
2020 Cadillac XT6 Premium Luxury
Bulletin Purpose
The purpose of this bulletin is to introduce the 2020
Cadillac XT6, three row, luxury SUV. This bulletin will
help the Service Department Personnel become
familiar with the vehicle’s engine, transmission, brake
system, AWD with Active Twin-Clutch, Electronic
Precision Shift and some of the other vehicle systems.
Overview
The all-new XT6 centers on a luxurious, adaptable and
connected cabin, with responsive handling and a
comprehensive array of standard and available safety
technologies. The XT6 has been designed to offer a
refined, comfortable place to connect and enjoy the
ride. Providing comfort and convenience with premium
sound and technology features, the XT6 is Cadillac’s
first use of the Bose® Performance Series sound
system with 14 custom-tuned speakers, delivering
powerful audio throughout the cabin. On both six and
seven passenger models, the former has two
second-row captain’s chairs, the latter has a 60/40
split-folding three-across bench seat, the
passenger-side second-row seat can be manually
folded and slid forward using only one hand for access
to the third row. Standard equipment includes power
releases for folding the second and third row
seatbacks, with controls in the rear cargo area and
second row door opening area. Also a hands-free
power opening liftgate and two USB ports for each row
of seating.
Premium Luxury and Sport models offer customized
looks with unique exterior and interior distinction.
Premium Luxury models provide an elevated level of
refinement, while Sport models offer a
performance-oriented feel. All North American models
are powered by a 3.6L V-6 engine and nine-speed
automatic transmission. Selectable drive modes allow
the XT6 to adapt to driver preferences and changing
road conditions. The modes are uniquely calibrated to
support the characteristics of the Premium Luxury or
Sport models.
FWD is standard on the Premium Luxury with available
AWD. AWD with Active Twin-Clutch is standard on the
XT6 Sport. In Canada, FWD is not available on the
Premium Luxury. All vehicles sold in Canada are AWD.
XT6 is equipped with a standard automatic heated
steering wheel and an available in-vehicle air ionizer,
automatic heated/ventilated front seats and heated
second-row rear outboard seats.
Exterior Dimensions
– Ground Clearance: 6.65-inches (16.89 cm).
– Height: 68.9-inches (175 cm) (w/o luggage rack).
– Height: 70.2-inches (178.30 cm) (incl.
luggage rack).
Bulletin No.: 19-NA-118 June, 2019 Page 3
– Length: 198.8-inches (504.95 cm).
– Turning Circle: 39.1-feet (11.91 m) (20-inch
wheels)
– Turning Circle: 39-feet (11.88 m) (21-inch wheels)
– Wheelbase: 112.7-inches (286.25 cm).
– Width: 77.3-inches (196.3 cm).
Premium LuxuryTrim
– Authentic exotic wood interior accents or carbon fiber
accents depending on color.
– Uniquely styled exterior with Galvano finished
appointments.
– Luxury styled exclusive 20-inch, 6-Split-Spoke
Polished and Android finish wheels.
– Model specific interior color combinations.
– Available Platinum Package.
Sport Trim
– Interior sport elements with carbon fiber accents.
– Uniquely styled exterior with High Gloss black
appointments.
– Sport 20-inch, 12-Spoke Pearl Nickel finish wheels
with available 21-inch Diamond Cut with Android
Finish wheels.
– Sport Control twin-clutch AWD system.
– Available Platinum Package.
Brakes (RPO LGX Equipped Vehicles)
ABS Description and Operation
The vehicle is equipped with a Bosch ABS 9.0 brake
system. The electronic brake control module (EBCM)
and the brake pressure modulator valve are serviced
separately.
The following vehicle performance enhancement
systems are provided:
• ABS
• Brake Assist
• Electronic Brake Distribution
• Electronic Stability Control
• Hill Start Assist
• Traction Control System
• Automatic Vehicle Hold
Brake System Components
The following components are involved in the operation
of the above systems:
• Electronic Brake Control Module: The EBCM
controls the system functions and detects failures.
It supplies voltage to the solenoid valves and
pump motor.
• Brake Pressure Modulator Valve: The brake
pressure modulator valve contains the hydraulic
valves and pump motor that are controlled
electrically by the EBCM. The brake pressure
modulator uses a four circuit configuration with a
diagonal split. The brake pressure modulator
directs fluid from the reservoir of the master
cylinder to the left front and right rear wheels and
fluid from the other reservoir to the right front and
left rear wheels.
• Body Control Module: The BCM monitors the
brake pedal position sensor signal when the brake
pedal is applied and sends a high speed serial
data message to the EBCM indicating the brake
pedal position.
• Brake Pressure Sensor: The brake pressure
sensor is used to sense the action of the driver
application of the brake pedal. The sensor
provides a voltage signal that will increase as the
brake pedal is applied. The EBCM monitors the
brake pressure sensor which is integral to the
brake pressure modulator.
• Instrument Cluster: The instrument cluster
displays the vehicle speed based on the
information from the ECM. The ECM sends the
vehicle speed information via high speed serial
data to the BCM. The BCM then sends the vehicle
speed information via low speed serial data to the
instrument cluster to display the vehicle speed.
• Multi-Axis Acceleration Sensor: The yaw rate,
lateral acceleration and longitudinal acceleration
sensors are combined into one multi-axis
acceleration sensor, internal to the inflatable
restraint sensing and diagnostic module.
• Multifunction Switch: The traction control switch
is a multifunction momentary switch. The BCM
monitors the signal circuit from the traction control
switch and sends a high speed serial data
message to the EBCM indicating the switch
position. The traction control and stability control
are manually disabled or enabled by pressing the
traction control switch.
• Steering Angle Sensor: The EBCM receives
serial data message inputs from the steering angle
sensor. The steering angle sensor is integrated in
the power steering control module. The steering
angle sensor signal is used to calculate the
desired yaw rate.
• Transmission Control Module: The EBCM
receives high speed serial data message inputs
from the TCM indicating the gear position of the
transmission for hill start assist functions.
• Wheel Speed Sensors: The vehicle is equipped
with unique directional wheel speed sensors that
can detect wheel direction as well as zero wheel
speed. The WSS are Active sensors that receive a
12 V power supply from the EBCM and provides
an output signal to the module. As the wheel
spins, the WSS sends the EBCM a DC square
wave signal. The EBCM uses the frequency of the
square wave signal to calculate the wheel speed.
Automatic Vehicle Hold
AVH will activate when the vehicle is stopped to prevent
it from moving. After the brake pedal has been released
and before the accelerator pedal has been pressed,
AVH uses braking pressure to hold the vehicle
stationary.
Page 4 June, 2019 Bulletin No.: 19-NA-118
Brake Assist
The EBCM receives inputs from the brake pressure
sensor. When the EBCM senses an emergency braking
situation,it will actively increase the brake pressure to a
specific maximum.
Electronic Brake Distribution
Electronic brake distribution is a control system that
enhances the hydraulic proportioning function of the
mechanical proportioning valve in the base brake
system. The electronic brake distribution control
system is part of the operation software in the
electronic brake control module. The electronic brake
distribution uses active control with existing ABS in
order to regulate the vehicle’s rear brake pressure.
Electronic Stability Control
Yaw rate is the rate of rotation around the vehicle’s
vertical axis. The electronic stability control is activated
when the EBCM determines that the desired yaw rate
does not match the actual yaw rate as measured by the
yaw rate sensor.
Hill Start Assist
When stopped on a hill, the hill start assist feature
prevents the vehicle from rolling before driving off,
whether facing uphill or downhill by holding the brake
pressure during the transition between when the driver
releases the brake pedal and starts to accelerate.
Power-Up-Self Test
A power-up-self test is performed by the EBCM to verify
correct operation of system components. The EBCM is
able to detect many malfunctions whenever the ignition
is ON. Certain failures cannot be detected unless active
diagnostic tests are performed on the components
when they are commanded ON by the EBCM.
Pressure Decrease
The EBCM decreases the pressure to individual wheels
during a deceleration when wheel slip occurs. The inlet
valve is closed and the outlet valve is opened. The
excess fluid is stored in the accumulator until the return
pump can return the fluid to the master cylinder.
Pressure Hold
The EBCM closes the inlet valve and keeps the outlet
valve closed in order to isolate the system when wheel
slip occurs. This holds the pressure steady on the
brake so that the hydraulic pressure does not increase
or decrease.
Pressure Increase
The EBCM increases the pressure to individual wheels
during a deceleration in order to reduce the speed of
the wheel. The inlet valve is opened and the outlet
valve is closed. The increased pressure is delivered
from the master cylinder.
Traction Control
The traction control system, is typically a secondary
function of the electronic stability control. It utilizes the
same wheel-speed sensors employed by ABS to
measure differences in rotational speed in order to
determine if the wheels that are receiving power have
lost traction. When drive wheel slip is noted while the
brake is not applied, the EBCM will enter traction
control mode.
Electronic Parking Brake Description
Vehicles with the electric parking brake have a switch in
the center console or on the dash, which takes the
place of the manual parking brake system including the
foot pedal and release handle. In case of insufficient
electrical power, the electric parking brake cannot be
applied or released. The parking brake function is
integrated into the Electronic Brake Control Module/
Brake System Control Module. The module contains
the logic for applying and releasing the parking brake
when commanded by the Park Brake Switch.
Engine 2.0L 4 Cylinder Turbocharged —
RPO LSY (Export Only)
Overview
5126509
Typical View of the Gasoline, 2.0L, 4 Cylinder, L4,
Turbocharged, SIDI, DOHC, VVT, Aluminum, VAR 3
— RPO LSY
The turbocharged 2.0L, 4-cylinder engine utilizes a
twin-scroll turbocharger to help reduce turbo lag, with
Active Fuel Management (AFM) technology helping to
improve fuel economy.
Engine Components and Specifications
• Bore/Stroke: 3.27 in (83 mm) / 3.634 in
(92.3 mm).
• Camshaft:
Two camshafts are used, one for all intake valves,
the other for all exhaust valves. The camshafts are
assembled with steel lobes. The camshafts
consist of several segments that are displaceable.
As a result, two cylinders can be deactivated. The
movement of the segments of the camshaft is
controlled by the camshaft position actuators in
the camshaft carrier.
Bulletin No.: 19-NA-118 June, 2019 Page 5
• Camshaft Carrier: The two camshafts are in the
camshaft carrier. The camshaft carrier has
mounting locations for the ignition system and the
camshaft position actuators for cylinder
deactivation.
• Camshaft Drive: A roller chain is used for
camshaft drive. There is a tensioner and active
guide used on the slack side of the chain to control
chain motion and noise. The chain drive promotes
long valve train life and low maintenance.
• Camshaft Position Actuator: The camshaft
position actuator solenoid valve – Intake and
camshaft position actuator solenoid valve –
exhaust system enables the ECM to change
camshaft timing while the engine is running. The
camshaft position actuator assembly varies
camshaft position in response to directional
changes in oil pressure. The camshaft position
actuator solenoid valve – Intake and camshaft
position actuator solenoid valve – exhaust
controls the oil pressure that is applied to advance
or retard the camshaft. Modifying camshaft timing
under changing engine demand provides a
balance between power output, fuel economy and
reduced emissions.
• Camshaft Position Sensors: The intake and
exhaust camshaft position sensors are each
triggered by a notched reluctor wheel built onto
the camshaft sprockets. The four signal pulses
occur every camshaft revolution. Each notch is a
different size which is used to identify the
compression stroke of each cylinder and to enable
the correct timing of the fuel injection pulse.
• Compression Ratio: 10.0:1
• Connecting Rod: The connecting rods are
powdered metal. The connecting rods are
fractured at the connecting rod journal and then
machined for the proper clearance.
• Cooling System: One valve that contains two
coolant control valves, called the engine coolant
flow control valve and the block control valve that
eliminate the need for the conventional cooling
system thermostat.
• Crankshaft: The crankshaft is forged micro alloy
steel. It is supported in 5 main journals with main
bearings which have oil clearance for lubricating.
The thrust bearing is located in the 4th position
which controls proper crankshaft axial end play.
The crankshaft is comprised of 4 counterweights
that have been scalloped for mass reduction and
precision engine balance. A harmonic balancer is
used to control torsional vibration.
• Crankshaft Position Sensor: The crankshaft
position sensor is an external, magnetically
biased, digital output integrated circuit sensing
device. The sensor provides a pulse for each
magnetic pole of the encoder wheel on the
crankshaft. The sensor produces an ON/OFF DC
voltage of varying frequency, with 58 output pulses
per crankshaft revolution. The frequency of the
sensor output depends on the velocity of the
crankshaft.
• Cylinder Block: The cylinder block is
constructed of aluminum alloy by high-pressure
die casting with 4 cast-in-place iron cylinder liners
arranged in-line. The block has 5 crankshaft
bearings with the thrust bearing located on the
second bearing from the rear of the engine. The
cylinder block incorporates a bedplate design that
forms an upper and lower crankcase. This type of
design promotes cylinder block rigidity and
reduced noise and vibration.
• Cylinder Deactivation: Active Fuel Management
(AFM) temporarily deactivates two cylinders under
light load conditions and seamlessly reactivates
them when the driver demands full power.
• Cylinder Head: This cylinder head is dual over
head camshaft (DOHC) design. The cylinder head
is made of cast aluminum alloy for better strength,
hardness and less weight. The combustion
chamber of the cylinder head is designed for
increasing the squish and swirl efficiency and this
maximizes combustion efficiency. The injectors
are each seated into their individual bores in the
cylinder head with two combustion seals to
provide sealing. The exhaust manifold is
integrated into the cylinder head.
• Engine Control Module: The ECM controls all
ignition system functions and constantly adjusts
the spark timing. The ECM monitors information
from various sensor inputs.
• Engine Block Lower Structural Extension:
Within the engine block structural extension is the
oil pump and the balance shafts. The balance
shafts are driven by the balance chain. The chain
is tensioned by a hydraulic tensioner that is
supplied pressure by the engine oil pump. This
design promotes the maximum effectiveness of
the balance shaft system and reduces noise and
vibration. The oil pump assembly is driven by the
balancer shaft assembly. The oil pump has
variable flow capability using a circular vane
arrangement and the actuation of an oil control
valve assembly commanded by the ECM. The
variable flow capability of the pump optimizes oil
flow to the engine components as needed. During
high acceleration the oil pump operates in a
steady high pressure state. During steady low
load speeds the oil pump will operate in a steady
low pressure state.
Lower Oil Pan: The lower oil pan is made of
synthetic material and is attached to the engine
block lower structural extension.
• Exhaust Manifold: The exhaust manifold is
integrated into the cylinder head.
• High Pressure Fuel Pump: The high pressure
fuel pump mounts to the rear of the cylinder head
and is driven by the intake camshaft. Motion is
transmitted to the pump from a quad-lobe on the
rear of the intake camshaft through a hydraulic
roller lifter.
• Horsepower: 237 hp (177 kW) @ 5000 rpm. (GM
estimate).
Torque: 258 lb-ft (350 Nm) @ 1500–4000 rpm.
(GM estimate).
Page 6 June, 2019 Bulletin No.: 19-NA-118
• Idle Speed: 650 rpm.
• Intake Manifold: The intake manifold is made of
a polymer composite.
• Ignition Coil Module: The ignition coil module
integrates the 4 coils and the ignition control
module within a single sealed component.
• Knock Sensor: The knock sensor system is used
by the ECM to control the ignition timing for the
best performance while protecting the engine from
potentially damaging levels of detonation, known
as spark knock.
• Pistons: The pistons are cast aluminum. The
pistons use 2 compression rings and 1 oil control
ring assembly. The piston is a low friction,
lightweight design with a recessed top and barrel
shaped graphite coated skirt. The piston pins are
a chromium steel full-floating design. The piston
and pin must be serviced as an assembly.
• Spark Ignited Direct Injection: The spark ignited
direct injection (SIDI), fuel injection system is a
high pressure, returnless on-demand design. The
fuel injectors are mounted in the cylinder head
beneath the intake ports and spray fuel directly
into the combustion chamber. DI requires high fuel
pressure due to the location of the injector in the
combustion chamber. Fuel pressure must be
higher than compression pressure requiring a high
pressure fuel pump. The fuel injectors also require
more electrical power due to the high fuel
pressure. The ECM supplies a high voltage supply
circuit and a high voltage control circuit for each
fuel injector. The injector high voltage supply
circuit and the high voltage control circuit are both
controlled by the ECM. The ECM energizes each
fuel injector by grounding the control circuit. The
ECM controls each fuel injector with 65 V. This is
controlled by a boost capacitor in the ECM. During
the 65 V boost phase, the capacitor is discharged
through an injector, allowing for initial injector
opening. The injector is then held open with 12 V.
The fuel injector assembly is an inside opening
electrical magnetic injector. The injector has six
precision machined holes that generate a cone
shaped oval spray pattern. The fuel injector has a
slim extended tip in order to allow a sufficient
cooling jacket in the cylinder head.
• Turbocharger: The turbocharger is a compressor
that is used to increase the power output of an
engine by forcing more air and proportionately
more fuel into the combustion chambers.
• Valves: 2 intake and 2 exhaust valves per
cylinder.
• Valve Lash Adjusters: The valve train uses a
roller finger follower actuated by a hydraulic lash
adjuster. The roller finger follower reduces friction
and noise.
• Variable Valve Timing: Variable Valve Timing
(VVT) works with AFM to enhance fuel economy
and maximize engine performance.
Sliding Cam Valve Lift System — 2.0L
Overview
The Sliding Cam Valve Lift System (SCS) enables the
ECM to change the camshaft lift profile of the intake
and exhaust camshafts while the engine is running.
The SCS has 4 intake camshaft profile actuators and
2 exhaust camshaft profile actuators that vary the
Camshaft Lift Profile Sleeve position axially on the
camshaft in response to electrical commands from the
ECM. Each camshaft has 2 profile sleeves with different
height cam lobes and each camshaft has a detent ball
and spring under each sleeve that helps hold the profile
sleeve into position. The SCS profile actuator solenoids
push out an actuator guide pin into the shifting groove
machined into the Camshaft Lift Profile Sleeve. When
the guide pin engages the sleeve, it causes it to shift
axially on the camshaft causing unique sized cam lobes
to be placed over the intake and exhaust valves and
modify valve lift and duration.
The SCS intake and exhaust camshaft profile actuator
solenoids are controlled by the ECM and move freely
on the camshaft. The crankshaft position sensor and
the camshaft position sensors are used to monitor the
camshaft positions and provide input for the SCS
system. 2 Intake and 2 Exhaust Profile sleeve position
sensors are used to monitor the camshaft Lift Profile
sleeve positions axially on the camshaft.
Operation
The sliding cam system profile actuators have the
ability to individually push out each of the actuator’s
2 shifting pins. The SCS actuators are single direction
actuators (OUT only) and require a physical response
to push back or retract the pins back into the actuator.
Each of the actuators have 2 shifting pins with
2 completely independent shifting coils. Based on a
PWM signal the shifting pins push out and engage the
“shifting” groove of the sliding cam profile sleeve to the
position requested. The first pin will be pushed out
causing the camshaft profile sleeve to shift from High
Lift (Power Profile) to Low Lift (Economizer Profile). The
shifting groove is now aligned under the second pin and
the position sensor confirms that the sleeve is in the
requested position. The actuator profile position
sensors operate the same as cam sensors and provide
a high signal when there is metal below them and a low
signal when there is air below them. Each position,
High Lift, Low Lift and AFM have a unique square wave
profile allowing the position sensors to identify which
mode it is in. When requested the second actuator pin
will be pushed out to cause the profile sleeve to shift
from Low Lift to AFM mode. When the ECM requests
moving back to a higher cam profile mode then the
actuator on the neighboring cylinder is used to move
the sliding cam profile sleeve in the opposite direction
because the shift groove is pointing in the opposite
direction. For the intake camshaft there are 2 profile
sleeves covering 2 cylinders each (1&2 – 3&4). On the
exhaust camshaft there are 2 profile sleeves however
they are smaller and only on cylinders 2 & 3.
Bulletin No.: 19-NA-118 June, 2019 Page 7
SCS Profiles
The SCS has 3 unique sized cam lobes on each
camshaft profile slider:
• Economizer Profile: Low Lift — Reduced
capacity, as little as 0.118-inches (3 mm) lift
changes the duration of the valve opening and
closes the valve early. Under medium load
conditions where the driver does not need the full
capabilities of the engine power, like highway
driving, the SCS system slides into Low Lift to
start saving fuel. All 4 cylinders are still active with
all intake valves now opening to a lower lift height.
• Power Profile: High Lift — Full capacity,
conventional lift and duration. When the driver
needs the full capability of the engine then all
4 cylinders are active and all valves open to their
maximum lift.
• Ultimate Fuel Economy: AFM — Cylinder
deactivation is used for increased fuel economy.
For light load conditions, such as highway
cruising, when the driver does not need the full
capability of the engine the SCS system slides
into AFM mode and cylinders 2 & 3 are
deactivated. The system first turns OFF the fuel
injectors of cylinder 2 & 3, then the exhaust valves
and last the intake valves. This effectively traps a
cylinder’s worth of air with no fuel in the cylinder.
This trapped air becomes an air spring helping the
piston return in what would be the expansion
stroke. Cylinders 1 & 4 are still active with their
intake valves now opening to a lower lift height.
The intake cam profile for the firing cylinders is the
same Low Lift used on the Economizer Profile.
The engine still produces the same power from
the 2 cylinders but is now operating at half of the
Economizer Profile.
__________________________________________________________________
Sliding Cam System Components
5115595
1. B339 Exhaust Camshaft Profile Sleeve Position
Sensor (Qty 2)
2. M130 Exhaust Camshaft Profile Actuators (Qty 2)
3. M129 Intake Camshaft Profile Actuators (Qty 4)
4. B23 Exhaust & Intake Camshaft Position Sensors
(Qty 2)
5. B338 Intake Camshaft Profile Sleeve Position
Sensor (Qty 2)
6. Exhaust Camshaft (Qty 1)
7. Intake Camshaft (Qty 1)
Page 8 June, 2019 Bulletin No.: 19-NA-118
Sliding Cam System Operation Video
For a video of the SCS operation, refer to Camshaft
Actuator System Description in SI.
Engine — Air Filter Life System
Overview
If equipped, this feature provides the engine air filter’s
remaining life and best timing for a change. The timing
to change an engine air filter depends on driving and
environmental conditions. The Engine Air Filter Monitor
is a software feature that uses sensors to read the
pressure drop across the engine air filter. The higher
the pressure drop indicates that more debris has
accumulated in the filter. A computer-based algorithm
takes that pressure drop and the age of the air filter and
calculates a precise reading on the air filter’s life. This
information can be accessed in the Driver Information
Center (DIC). The Engine Air Filter Monitor can also
detect if the air filter is clogged due to a more sudden
change in driving conditions, such as snow or slush, or
if the air filter is missing altogether.
Engine — Turbocharger — RPO LSY
Turbocharger Assembly
5124931
1. Turbocharger Turbine Exhaust Outlet
2. Turbocharger Wastegate Valve and Lever
3. Turbocharger Wastegate Valve Actuator Rod
Bulletin No.: 19-NA-118 June, 2019 Page 9
4. M128 Turbocharger Wastegate Actuator Harness
Connector
5. M128 Turbocharger Wastegate Actuator
6. Turbocharger Compressor Air Outlet
7. Q40 Turbocharger Bypass Solenoid Valve
8. Turbocharger Compressor Air Inlet
9. Positive Crankcase Ventilation (PCV) Foul Air Inlet
Overview
A turbocharger (TC) is a compressor that is used to
increase the power output of an engine by forcing more
air and proportionately more fuel into the combustion
chambers. The dual-scroll TC is mounted either to the
exhaust manifold or directly to the head. The turbine is
driven by the energy generated by the flow of the
exhaust gases. The turbine is connected by a shaft to
the compressor which is mounted in the induction
system of the engine. The centrifugal compressor
blades compress the intake air above atmospheric
pressure, thereby increasing the density of the air
entering the engine.
Turbocharger Bypass Solenoid Valve
The TC incorporates a wastegate that is controlled by
the ECM, by means of a electronic motor driven
actuator, to control boost pressure. The Turbocharger
Bypass Solenoid Valve (also known as a compressor
recirculation valve), controlled by the ECM, is used to
prevent compressor surging and damage by opening
during abrupt closed throttle conditions. The valve
opens during closed throttle deceleration conditions,
allowing the air to recirculate to the turbocharger
compressor inlet. During a wide open throttle
command, the valve closes to optimize turbo response.
Turbocharger Lubrication
The turbocharger is connected to the engine oiling
system by a supply and drain pipe. The oil is required
for the bearing system to properly function and also
serves to carry some heat from the TC. There is a
cooling system circuit in the turbocharger that further
reduces operating temperatures, and passively
dissipates bearing housing heat away from the TC, to
prevent oil coking in the bearings on engine shut down.
Turbcharger Charge Air Cooler
The TC air intake system is supported by an air-to-air
charge air cooler (CAC) system, which uses fresh air
drawn through a heat exchanger to reduce the
temperature of the hot compressed air exiting the turbo
compressor, prior to delivery to the engine combustion
system. Inlet air temperature can be reduced by up to
180°F (100°C), which enhances performance due to
the higher density of oxygen in the cooled air,
promoting optimal combustion. The CAC is connected
to the turbocharger and to the throttle body by flexible
ductwork that requires the use of special high torque
fastening clamps. In order to prevent any type of air
leak when servicing the ductwork, the tightening
specifications, cleanliness and proper positioning of the
clamps is critical, and must be strictly adhered to.
Engine 3.6L V6 — RPO LGX
Overview
5331473
Typical View of the Gasoline, 3.6L, V6, DI, DOHC,
VVT, Aluminum, Gen 2 — RPO LGX
The 3.6L V6 — RPO LGX is a variable valve timing
(VVT ) engine with direct injection (DI) and Stop/Start
System — RPO KL9. The DI system places the high
pressure fuel injectors in the cylinder heads. This
engine incorporates 2 intake and 2 exhaust valves per
cylinder, and uses a dual overhead cam (DOHC)
design with individual intake and exhaust camshafts. A
camshaft position actuator is mounted on each
camshaft. The cylinders are arranged in 2 banks of 3
with a 60 degree included angle. The right bank of
cylinders are numbered 1-3-5 and the left bank of
cylinders are numbered 2-4-6, when viewed from the
flywheel end of the engine.
Engine Specifications
• Bore x Stroke: 3.74 inches (95 mm) x
3.37 inches (85.6 mm)
• Compression Ratio: 11.5:1
• Displacement: 3.6 L (219.68 cubic inches)
• Firing Order: 1-2-3-4-5-6.
• Fuel: Regular unleaded.
• Horsepower: 310 horsepower (231 kW) @
6,700 rpm
• Maximum Engine Speed: 7,200 rpm
• Torque: 271 lb ft (367 Nm) @ 5,000 rpm
• Valves: 2 intake and 2 exhaust valves per
cylinder
Page 10 June, 2019 Bulletin No.: 19-NA-118
Engine Component Description
• Active Fuel Management: The AFM system
consists of the camshafts, valves, the switching
roller finger followers (SRFF), also known as the
valve switching rocker arm, the dual feed
hydraulic lash adjusters and the oil control valve
(OCV) which is also known as the valve rocker
arm oil control valve. Depending on engine RPM,
the ECM sends a signal to the OCV commanding
it either ON or OFF.
With the AFM system ON, the OCV directs oil to
the dual feed hydraulic lash adjuster unlatching
the switching roller finger followers creating zero
lift and not allowing the valves to open on
cylinders two and five. AFM is active at this time.
With the AFM system OFF, the OCV is not active
and no oil is directed to the dual feed hydraulic
lash adjuster. The switching roller finger followers
operate as a normal rocker arm and all valves
open 0.45 inch (11.5 mm) of lift at 90° BTDC. AFM
is inactive at this time.
• Camshaft Drive System: The camshaft drive
system consists of two timing drive chains driven
by the crankshaft which drives the respective
cylinder head’s intake and exhaust camshaft
position actuators. Cushioned actuator chain
sprockets have been added contributing to quieter
engine operation.
The timing drive chains use moveable timing drive
chain guides and a hydraulic-actuated tensioner.
The tensioner minimizes timing drive chain noise
and provides accurate valve action by keeping
slack out of the timing drive chains and
continuously adjusting for timing drive chain wear.
The tensioner incorporates a plunger that adjusts
out with wear allowing only a minimal amount of
backlash. All tensioners are sealed to the head or
block using a rubber coated steel gasket. The
gasket traps an adequate oil reserve to ensure
quiet start-up.
• Camshaft Position Actuator System: The
engine incorporates a camshaft position actuator
for each intake and exhaust camshaft. Camshaft
phasing changes valve timing as engine operating
conditions vary. Dual camshaft phasing allows the
further optimization of performance, fuel economy
and emissions without compromising overall
engine response and driveability. Variable valve
timing also contributes to a reduction in exhaust
emissions. It optimizes exhaust and inlet valve
overlap and eliminates the need for an exhaust
gas recirculation (EGR) system.
• Connecting Rods and Pistons: The connecting
rods are sinter-forged with a high copper content
and have press-in-place piston pin bushings. The
connecting rods and rod cap are aligned by dowel
pins retained in the cap. The cast aluminum
pistons incorporate a polymer-coated skirt to
reduce friction. The pistons are unique to the LGX
both for compression ratio and combustion
efficiency. The piston uses two low tension
compression rings and one multi-piece oil
control ring.
• Cooling System: The engine has a targeted
cooling system which sends coolant
simultaneously to each water jacket in the heads
and block. This new, parallel-flow design
maximizes heat extraction in the area of the upper
deck, intake and exhaust valve bridges in the
heads and integrated exhaust manifold with a
minimal amount of coolant. The result is more
even and consistent cooling, which enhances
performance, and faster engine warm up, which
improves cold-start efficiency and reduces
emissions.
• Crankcase: The cylinder block is constructed of
aluminum alloy by precision sand-casting with
cast in place iron cylinder liners. Each nodular
main bearing cap incorporates 6 bolts bolting the
cap into the engine block. Along with 2 outer and
2 inner bolts, 2 side bolts are used in the deep skirt
block. To prevent aeration, oil return from the
valve train and cylinder heads is channeled away
from the rotating and reciprocating components
through oil drain back passages incorporated into
the cylinder heads and engine block.
Pressure-actuated piston oil cooling jets are
mounted between opposing cylinders. Twin knock
sensors are located in the valley of the block
between the cylinder heads. The knock sensors
have an acoustic foam noise barrier that
surrounds them in the valley.
• Crankshaft: The crankshaft is a hardened,
forged steel design with 4 main bearings.
Crankshaft thrust is controlled by the upper
portion of the number 3 main bearing. The
crankshaft position reluctor wheel is pressed onto
the rear of the crankshaft in front of the rear main
journal. A micro encapsulated adhesive is used on
the reluctor wheel to aid retention. This crankshaft
is internally balanced.
• Cylinder Heads: The cylinder heads are a two
piece design consisting of a head and a camshaft
carrier which are cast aluminum with powdered
metal valve seat inserts and valve guides. The two
piece design allows for the AFM system. The
cylinder heads also feature integrated exhaust
manifolds which are incorporated into the head
casting. Two intake valves and two exhaust valves
are actuated by roller finger followers pivoting on a
stationary hydraulic lash adjuster (SHLA). In the
LGX engine, the valves and seats are constructed
with specialized materials and coatings, and the
exhaust valves are sodium filled for robustness.
The cylinder heads also feature a “high-tumble”
port design, and are sealed with LGX specific
head gaskets. The head gaskets are also specific
to the LH and RH sides.
• Oiling System: The LGX engine contains a
dual-pressure control and variable-displacement
vane pump that enhances efficiency by optimizing
oil pressure as a function of engine speed. The oil
pump is located beneath the cylinder block inside
the oil pan, contributing to the engines smoother
and quieter operation. The oiling system
components differ depending on the engine being
in a transverse or longitudinal orientation. The
LGX has unique oil pans depending on
Bulletin No.: 19-NA-118 June, 2019 Page 11
orientation, with the pans being separated into an
upper (traditional aluminum) and lower (stamped
steel) pan. This configuration helps with noise and
mass concerns. It also affords some serviceability
improvements by not needing to remove the entire
upper pan for some service procedures and for
those that can be performed by removing the
lower pan. The LGX oil pans contain oil level
switches. The oil level switch is normally open and
closes at oil levels above minimum requirements.
• Right and Left Bank Designation: The right
hand (RH) and left hand (LH) designation through
the engine mechanical section are viewed from
the rear, flywheel side, of the engine or from inside
the vehicle. These banks are also referred to as
Bank 1 (RH) and Bank 2 (LH).
• Vacuum Pump: The LGX engine utilizes a
mechanical vacuum pump to provide a vacuum
source for the braking system. The vacuum pump
is integrated into the oil pump assembly located in
the oil pan. Both vacuum pump and oil pump are
part of a common assembly, referred to as a
tandem pump. Neither pump is serviceable
individually. If either the oil pump or vacuum pump
are defective, the entire tandem pump assembly
must be replaced.
Engine Oil dexos1® — 2.0L and 3.6L
Specification
5108021
Use full synthetic engine oils that meet the dexos1®
specification. Engine oils that have been approved by
GM as meeting the dexos1® specification are marked
with the dexos1® APPROVED – GEN 2 logo.
Viscosity Grade
– In the 2.0L turbocharged engine use dexos1®
APPROVED – GEN 2 full synthetic SAE 0W-20
viscosity grade engine oil. Do not add anything to
the oil.
– In the 3.6L engine use dexos1® APPROVED – GEN
2 full synthetic SAE 5W-30 viscosity grade engine oil.
In an area of extreme cold, where the ambient
temperature is colder than −20°F (−29°C), an SAE
0W-30 oil may be used. An oil of this viscosity grade
will provide easier cold starting for the engine at
extremely low ambient temperatures. Do not add
anything to the oil.
Transmission 9-Speed Automatic
Overview
5131746
Typical view of the Hydra-Matic® 9T65, 9-Speed,
Automatic — RPO M3W
The Hydra-Matic® 9T65 is a fully automatic, 9 speed,
transverse mounted, electronic-controlled transmission.
It consists primarily of a 4 element torque converter, a
compound planetary gear set, friction and mechanical
clutch assemblies, and a hydraulic pressurization and
control system with an on-axis design (all of the gears
are in line with the engine crankshaft).
The 4 element torque converter contains a pump, a
turbine, a pressure plate splined to the turbine, and a
stator assembly. The torque converter acts as a fluid
coupling to smoothly transmit power from the engine to
the transmission. It also hydraulically provides
additional torque multiplication when required. The
pressure plate, when applied, provides a mechanical
direct drive coupling of the engine to the transmission.
The planetary gear sets provide the 9 forward gear
ratios and reverse. Changing gear ratios is fully
automatic by using a transmission control
module (TCM). The TCM receives and monitors various
electronic sensor inputs and uses this information to
shift the transmission at the optimum time.
The TCM commands shift solenoids and variable bleed
pressure control solenoids to control shift timing and
feel. The TCM also controls the apply and release of
the torque converter clutch which allows the engine to
deliver the maximum fuel efficiency without sacrificing
Page 12 June, 2019 Bulletin No.: 19-NA-118
vehicle performance. All the solenoids, are packaged
into a self-contained control valve solenoid body
assembly.
The hydraulic system primarily consists of a chain
driven pump, a control valve body assembly and case.
The pump maintains the working pressures needed to
stroke the clutch pistons that apply or release the
friction components. These friction components, when
applied or released, support the automatic shifting
qualities of the transmission.
The friction components used in this transmission
consist of 7 multiple disc clutches. The multiple disc
clutches combine with one away clutch to deliver
10 different gear ratios, 9 forward and one reverse,
through the gear sets. The gear sets then transfer
torque through the transfer drive gear, transfer driven
gear and differential assembly.
Transmission — Electronic Precision
Shift
Overview
Electronic Precision Shift is also identified as Electronic
Transmission Range Selector (ETRS). Electronic
Precision Shift is a technologically advanced feature
that allows the driver to use a console-mounted lever to
shift gears electronically, replacing the traditional shifter
that uses a mechanical connection. The shift pattern is
displayed in the top of the shift lever. The selected gear
position will illuminate in red on the shift lever, while all
others will be displayed in white. If the shift is not
immediate, as in very cold ambient temperatures, the
indicator on the shift lever may flash until it is fully
engaged.
Operation
The shift lever always starts from a center position,
represented by an up/down arrow on the shift pattern.
After releasing the shift lever, it will return to the center
position. The console-mounted shifter has a dedicated
P (PARK) button at the top of the lever and a Shift Lock
Release button on the left side of the lever. The driver
must press the Shift Lock Release button to shift gears.
Electronic Precision Shift features the straight up-and
down shift pattern which mirrors the simple forward and
backward movements of a traditional shifter.
If the vehicle is in ACC/ACCESSORY, the transmission
can be shifted into P. The transmission does not
operate when the vehicle is OFF.
5131574
• Shift into PARK: Press the brake pedal and
come to a complete stop. Press the P button.
5131580
• Shift into DRIVE: Press the brake pedal and
press the Shift Lock Release button. Pull the
shifter rearward until the display shows D.
Bulletin No.: 19-NA-118 June, 2019 Page 13
5131595
• Shift into REVERSE: Press the brake pedal and
press the Shift Lock Release button. Push the
shifter forward past the first bump (detent) until the
display shows R.
5131626
• Toggle between DRIVE and MANUAL: While in
DRIVE, pull the shifter rearward to shift to M.
When in MANUAL, utilize the paddle shifters on
the steering wheel. Pull the shifter rearward again
to return to D.
Page 14 June, 2019 Bulletin No.: 19-NA-118
AWD with Active Twin-Clutch
Overview
5145425
The Sport model features a Sport Control Active
Twin-Clutch AWD design that helps enhance the
driving experience. The AWD system with Active
Twin-Clutch delivers greater handling, stability and
driver confidence by preemptively and electronically
splitting the torque as needed between the rear wheels
using twin clutches to provide additional traction,
stability and control versus a 50/50 split in a single
clutch system.
Active Twin-Clutch provides the following performance
benefits:
• Enhanced traction, stability and performance
during vehicle acceleration and cornering during
dry normal conditions.
• Optimal handling and improved traction in wet/
snowy/icy conditions.
• Improved vehicle response when road traction is
not uniform, such as when the right side of the
vehicle is on ice and the left side is on dry
pavement.
• Active Twin-Clutch with active torque bias has
increased capability to add stability across all
driving conditions.
• A fuel economy benefit is realized by not pushing
torque when it is not needed.
Driver Mode Control
Overview
Depending on the option package and available
features, Driver Mode Control can have the following
modes: Tour, Sport, All-Wheel Drive (AWD), Snow/Ice
(FWD vehicles only), and Off-Road (AWD vehicles
only). Press the Drive Mode button on the center
console to make a mode selection. When pressed, the
mode menu will display in the instrument cluster and
activate the next available mode.
Safety and Driver Assistance
Technologies
Overview
XT6 offers an extensive array of Safety and Driver
Assistance technologies.
Standard
– HD Rear Vision Camera with Remote Wash
– Forward Collision Alert
– Following Distance Indicator
Bulletin No.: 19-NA-118 June, 2019 Page 15
– Automatic Emergency Braking
– Front Pedestrian Braking
– Front and Rear Park Assist
– Lane Change Alert with Side Blind Zone Alert
– Rear Cross Traffic Alert
– Lane Keep Assist with Lane Departure Warning
– Safety Alert Seat
– Speed Limiter
Available
– Rear Camera Mirror with Remote Wash
– Enhanced Automatic Emergency Braking
– Adaptive Cruise Control – Advanced
– Automatic Parking Assist with Braking
– Rear Pedestrian Alert
– HD Surround Vision
– Surround Vision Recorder
– Head-Up Display
– Reverse Automatic Braking
– Night Vision
– Hitch Guidance (with Hitch View)
Rear Camera Mirror
5132116
If equipped, the rear camera mirror provides a wider
and less obstructed field of view to assist when driving,
changing lanes and checking traffic conditions. To
operate the rear camera mirror use the following
controls:
– A. On/Off Pull or push the lever at the bottom of the
mirror to turn the video display ON or OFF.
– B. Selection Control Press and release the button
to select the brightness, tilt or zoom feature.
– C. + / – Press and release either button to adjust the
selected feature.
Power Outlets 12-Volt Direct Current
The vehicle has two 12 volt outlets that can be used to
plug in electrical equipment, such as a cell phone or
MP3 player.
Surround Vision Recorder
SD Card Requirements
If equipped, this system records the 360° camera views
to an SD card. Only images are recorded, without
sound. An SD card will be needed for this system. The
recommended SD card is a 32GB SDHC card with
FAT32 file system, Class 10 and over. Do not store
other files on the same SD card as the surround vision
recorder files. Storing other files on the same card may
increase recording start up and playback time or result
in a loss of data.
Insert an SD card into the center console opening
under the shifter. Disable recording from the playback
screen before removing the SD card from the reader.
Do not remove the card while recording is enabled.
This could corrupt the video file and/or the SD card.
Operation
5341933
• To Activate: Touch Video Recorder on the Home
Page. Touch the red dot. The red dot will illuminate
when the video recorder is ON. It will remain ON
until it has been turned OFF. Recording will start
after exiting the playback screen. Advise other
drivers and occupants of the vehicle that video
images are being recorded.
• To Deactivate: Touch Video Recorder on the
Home Page. Touch the red dot.
Note: Select from the following when the vehicle is
in P (Park):
– Exit: Touch X to exit this application and return
to the previous app.
– Video List: Touch to display a list of the most
recent and saved videos. Touch the delete
button next to the name to delete a saved video.
Page 16 June, 2019 Bulletin No.: 19-NA-118
– Rewind: Touch to rewind the video. Touch
again up to three times to increase speed. Touch
a fourth time to stop rewinding.
– Play / Pause: Touch to play or pause a
recorded video.
– Fast Forward: Touch to fast forward the video.
Touch again up to three times to increase speed.
Touch a fourth time to stop fast forward.
– Save: Touch to save a video. This protects the
video from being erased. Once the SD card is
full, the oldest files will be overwritten unless
they have been saved.
– Camera Views: When opening the Video
Recorder, the previous file will show all camera
views and can be played. Icons in the upper
right corner of each view indicate which camera.
Touch one of the views to zoom to only that
camera view. Touch again to return to all camera
views. Press X at any time to exit the video
recorder app.
The recorded video is stored in five-minute-long
files.
All files can be viewed on the playback app or
when the SD card is read by a PC.
Once the SD card is full, the oldest files will be
overwritten.
– To Delete Data: Remove the SD card from the
vehicle and insert it into a PC to manually delete
the file.
Supplemental Inflatable Restraint
SIR System Overview
The supplemental inflatable restraint (SIR) system, is
comprised of the inflatable restraint sensing and
diagnostic module (SDM), impact sensors, air bags,
and seat belt pretensioners and supplements the
protection offered by the seat belts. The SDM
determines the severity of a collision using data
collected from impact sensors located at strategic
points on the vehicle. When the SDM detects a
collision, it processes the information provided by the
sensors to provide the safest combination of air bag
and pretensioner deployment. The SDM will deploy the
air bags and pretensioners if it detects a collision of
sufficient force. If the force of the impact is not sufficient
to warrant air bag deployment, the SDM may still
deploy the seat belt pretensioners. The SDM contains a
sensing device that translates vehicle acceleration to
an electrical signal. The SDM compares these signals
to the threshold values stored in memory. If the signals
exceed the stored threshold value, the SDM will
determine the severity of the event and may deploy
restraints. The SDM continuously monitors the
deployment loops and electrical components for
malfunctions. Upon detection of a circuit malfunction,
the SDM will set a DTC and illuminate the SIR system
air bag malfunction indicator. The steering column and
knee bolsters are designed to absorb energy and
compress during frontal collisions to limit leg movement
and decrease the chance of injury to the driver and
passenger.
AIRBAGS
The XT6 will contain a number of air bags which may
vary, depending on the vehicle and optional equipment:
– Steering wheel
– Instrument panel
– Driver seat
– Passenger seat
– Driver side (B-pillar)
– Passenger side (B-pillar)
– Driver knee
– Left roof rail
– Right roof rail
Impact Sensors
The impact sensors contain a sensing device which
monitors vehicle acceleration to detect collisions that
are severe enough to warrant air bag deployment. The
impact sensors are not part of the deployment loop, but
instead provide input to the SDM.
Seat Belt Pretensioners
The seat belt pretensioners consist of a housing, seat
belt retractor, seat belt anchor, seat belt webbing,
initiator, and a canister of gas generating materials. The
initiator is part of the seat belt pretensioner deployment
loop. When the vehicle is involved in a collision of
sufficient force, the SDM causes current to flow through
the seat belt deployment loops to the initiator. Current
passing through the initiator ignites the material in the
canister producing a rapid generation of gas. The gas
produced from this reaction deploys the seat belt
pretensioners which removes the slack in the seat
belts. Depending on the severity of the collision, the
seat belt pretensioners may deploy without the frontal
inflator modules deploying, or they will deploy
immediately before the frontal inflator modules deploy.
Each seat belt pretensioner connector is equipped with
a shorting bar, which shorts the seat belt pretensioner
circuitry to prevent unwanted deployment of the seat
belt pretensioner when the connector is disconnected.
Suspension
Electronic Suspension Control
The electronic suspension control system individually
controls the damping force of each of the 4 shock
absorbers in order to keep the vehicle body as calm as
possible. Changes of the damping forces can be
accomplished within milliseconds. Suspension
characteristics can be changed at any time by
activating the Sport mode or Tour mode. The system
provides superior vehicle ride and handling under a
variety of passenger and loading conditions. It is fully
automatic and uses a computer controller to
continuously monitor vehicle speed, wheel to body
position, lift/dive, and steering position of the vehicle.
The controller then sends signals to each shock
absorber to independently adjust the damping level to
provide the optimum vehicle ride.
Bulletin No.: 19-NA-118 June, 2019 Page 17
Front Suspension
The front suspension absorbs the impact of the tires
travelling over irregular road surfaces and dissipates
this energy throughout the suspension system. This
process isolates the vehicle occupants from the road
surface. The rate at which the suspension dissipates
the energy and the amount of energy that is absorbed
is how the suspension defines the vehicle’s ride
characteristics. Ride characteristics are designed into
the suspension system and are not adjustable. The
suspension system must allow for the vertical
movement of the tire and wheel assembly as the
vehicle travels over irregular road surfaces while
maintaining the tire’s horizontal relationship to the road.
This requires that the steering knuckle be suspended
between a lower control arm and a strut assembly. The
lower control arm attaches from the steering knuckle at
the outermost point of the control arm. The attachment
is through a ball and socket type joint. The innermost
end of the control arm attached at 2 points to the
vehicle frame through semi-rigid bushings. The upper
portion of the steering knuckle is attached to a strut
assembly. The strut assembly then connects to the
vehicle body by way of an upper bearing. The steering
knuckle is allowed to travel up and down independent
of the vehicle body structure and frame.
This up and down motion of the steering knuckle as the
vehicle travels over bumps is absorbed predominantly
by the coil spring. This spring is retained under tension
over the strut assembly. A strut is used in conjunction
with this system in order to dampen out the oscillations
of the coil spring. The strut is filled with oil and has a
moveable shaft that connects to a piston inside the
strut. Valves inside the shock absorber offer resistance
to oil flow and consequently inhibit rapid movement of
the piston and shaft. Each end of the shock absorber is
connected in such a fashion to utilize this recoil action
of a spring alone. Each end of the strut is designed as
the connection point of the suspension system to the
vehicle and acts as the coil spring seat. This allows the
strut to utilize the dampening action to reduce the recoil
of a spring alone. The lower control arm is allowed to
pivot at the vehicle frame in a vertical fashion. The ball
joint allows the steering knuckle to maintain the
perpendicular relationship to the road surface.
The stabilizer bar connects between the left and right
lower control arm assemblies through the stabilizer link
and stabilizer shaft insulators. This bar controls the
amount of independent movement of the suspension
when the vehicle turns. Limiting the independent
movement defines the vehicles handling characteristics
on turns.
Rear Suspension
The rear suspension system on this vehicle is of the
independent link type. Rear suspension adjustment is
achieved through adjustable toe links and lower control
arms. The rear coil springs are retained between the
body and the lower control arm. Rubber insulators
isolate the coil spring at both top and bottom. The rear
suspension consists of 2 shock absorbers attached to
the lower control arms and the reinforced body areas.
Towing the Vehicle
Front Attachment Points Used to Pull Vehicle Onto
Flatbed Car Carrier
GM recommends a flatbed tow truck to transport a
disabled vehicle. Use ramps to help reduce approach
angles, if necessary. A towed vehicle should have its
drive wheels off the ground. The vehicle is equipped
with specific front attachment points to be used to pull
the vehicle onto a flatbed car carrier from a flat road
surface. Do not use these attachment points to pull the
vehicle from snow, mud or sand. Contact Roadside
Assistance or a professional towing service if the
disabled vehicle must be towed.
Power / Manual Liftgate
Power Liftgate Door Switch
The power liftgate switch is on the driver door. The
vehicle must be in P to use the switch. The selectable
modes are:
– MAX Opens to maximum height.
– 3/4 Opens to a reduced height that can be set from
3/4 to fully open. Use to prevent the liftgate from
opening into overhead obstructions such as a
garage door or roof-mounted cargo. The liftgate can
be manually opened all the way.
– OFF Opens manually only.
Projected Logo
When an RKE transmitter is detected within 6 feet (2 m)
of the liftgate, the vehicle logo is projected onto the
ground to the left of the center of the rear bumper,
indicating the kicking motion location for hands-free
operation. The logo is shown for 1 minute, depending
on operating conditions. The projected logo may not be
visible under brighter daytime conditions.
Hands-Free Operation
To operate the RKE transmitter must be within 3 feet
(0.91 m) of the liftgate. To open or close the liftgate
hands-free, stand facing the vehicle behind the left rear
wheel. To operate, move your foot in a forward kicking
motion under the left side of the rear bumper, at the
location of the projected logo, then pull it back. Then
step back. The kick must come within 6 inches (14 cm )
of the rear bumper to activate.
– Do not sweep your foot side to side.
– Do not keep your foot under the bumper; the liftgate
will not activate.
Wireless Charging
Overview
If equipped, the vehicle has wireless charging in the
storage bin under the armrest. The system operates at
145 kHz and wirelessly charges one Qi compatible
smartphone. The power output of the system is capable
of charging at a rate up to 3 amp (15 W), as requested
by the compatible smartphone. To charge, the vehicle
must be ON, in ACC/ACCESSORY, or Retained
Page 18 June, 2019 Bulletin No.: 19-NA-118
Accessory Power (RAP) must be active. The wireless
charging feature may not correctly indicate charging
when the vehicle is in RAP. The operating temperature
range for the charging system is −4°F (−20°C) to 140°F
(60°C) and for the smartphone 32°F (0°C) to 95°F
(35°C).
Special Tools
No Special Tools were released for the 2020
Cadillac XT6.
Training Courses
Training Courses — Description and Number
Description Course Name and Number
2020 Cadillac XT6 New Model Features #10320.96W – 2020 Cadillac XT6 New Model Features (United
States and Canada)
Engines
#16440.20D – Engines: New and Updates for RPOs LF4, LGX,
LWN (United States)
#16440.20D-V – Engines: New and Updates for RPOs LF4,
LGX, LGW, L3A, LV7, LE2, LWN, LWC (United States)
#16440.23D – Engines: New and Updates for RPOs L3B, LSY,
L82, L84, L87 (United States)
16440.23D-V – Engines: New and Updates for RPOs L3B, LSY,
L82, L84, L88 (Video) (United States)
Transmission
#17440.17D / #17440.17D-V – Transmissions: 9T60, 9T65
Automatic (United States)
#17041.75W – ETRS Operation and Service (United States)
Version Information
Version 1
Modified Released JUNE 13, 2019
Trademark Footnotes
BOSE® is a Registered Trademark of the BOSE
Corporation
dexos®, dexos1® and the Logo are Registered
Trademarks of and are exclusive to General
Motors LLC
Hydra-Matic® is a Registered Trademark of General
Motors LLC
OnStar® is a Registered Trademark of OnStar, LLC

SEOCONTENT-END