File in Section:

Service Bulletin

-

Bulletin No.:

16-NA-112

Date:

April, 2016

INFORMATION
Subject:

2016 Cadillac CT6 New Model Features

Attention: United States, Canada and Mexico. This Bulletin also applies to Export vehicles. Export
Countries Include: Europe, Israel, Japan, South Korea, Russia, Saudi Arabia.

Brand:

Cadillac

Model:

CT6

Model Year:
From:

2016

Copyright 2016 General Motors LLC. All Rights Reserved.

To:

2016

VIN:
From:

All

To:

All

Engine:

Transmission:

Gasoline, 4
CYL, L4, 2.0L,
SIDI, DOHC,
VVT, DCVCP,
TURBO
CHARGED —
RPO LTG
Gasoline, 6
CYL, V6, 3.0L,
DI, DOHC, VVT,
TWIN TURBO
CHARGED —
RPO LGW
Gasoline, 6
CYL, V6, 3.6L,
DI, DOHC, VVT
— RPO LGX

Hydra-Matic
8L45, Automatic 8-Speed
Transmission
— RPO M5N
Hydra- Matic
8L90, Automatic 8-Speed
Transmission
— RPO M5X

Page 2

April, 2016

Bulletin No.: 16-NA-112

Overview

4468967

Bulletin Purpose
This is a special bulletin to introduce the 2016 Cadillac
CT6. The purpose of this bulletin is to help the Service
Department Personnel become familiar with some of
the vehicle’s new features and to describe some of the
action they will need to take to service this vehicle.
Trim Levels
The 2016 CT6 is available in three trim levels,
including:
• Premium
• Luxury
• Platinum
Overview
The CT6 will lead the Cadillac’s nomenclature change
and rides on GM’s new rear-wheel drive Omega
platform. GM’s most advanced body manufacturing
methods are used to fabricate the structure. The result
is a car that in some configurations, weighs less than
3,700 lbs (1,678 kg) which for some perspective, is right
in line with the smaller CTS.

Vehicle Highlights
Some of the vehicle highlights are:
The CT6 base engine is a responsive 2.0L (1,998 cc),
sending 265 horsepower (198 kW) @ 5,500 RPM
(Estimate) and 295 lb-ft (400 Nm) @ 3,000 - 4,300 RPM
(Estimate) to the rear wheels with Engine Auto STOP/
START technology.
The all-new V6 3.0L Twin Turbo is designed to achieve
segment-leading thresholds of refinement and specific
output. It is the only six-cylinder engine to combine
turbocharging with cylinder deactivation and Engine
Auto STOP/START technologies, to conserve fuel by
an estimated 6 percent, over a comparable combination
without the technologies. The 3.0L Twin Turbo features
turbochargers with lightweight, low-inertia
titanium-aluminide turbine wheels and an efficient,
patented low-volume charge-air cooler, which
contribute to optimal boost production and more
immediate power delivery.
The all-new 3.6L V6 engine debuts in the 2016 model
year, with new benchmarks for efficiency, refinement
and durability. The clean-sheet engine redesign
represents the fourth generation of GM’s acclaimed
DOHC V6 engine family and incorporates new features,

Bulletin No.: 16-NA-112

April, 2016

including Active Fuel Management (AFM) and Engine
Auto STOP/START technology to enhance fuel
economy. The new 3.6L also advances performanceand fuel economy-optimizing technologies introduced
on previous generations, including direct injection and
continuously variable valve timing.
Active-on-demand all-wheel drive (AWD) is also part of
the Active Chassis System, making the most of
handling and stability in all weather conditions. Its
lightweight, compact design and two-gear transfer case
enable greater fuel economy than conventional fixed
torque AWD systems. AWD is standard on all CT6 V6
models. Selectable Tour, Snow/Ice and Sport modes
allow the driver to tailor the CT6’s advanced chassis
system for practically any weather or road condition.
Active Rear Steering with the Active Chassis System
contributes to greater low-speed agility and high speed
stability. In parking lots, the turning circle is only 37 feet
(11.4 m), comparable with the CTS, which has a
114.6-inch (2.91 m) wheelbase vs. the CT6’s 122.4-inch
(3.11 m) wheelbase.
The chassis system also balances responsiveness with
segment-best isolation for exceptional refinement. In
the front, the CT6 features a lightweight,
aluminum-intensive high-arm multilink short/long arm
front suspension. At the rear is a five-link independent
suspension that uses multiple outer ball joints and
cross braces for optimal handling and steering
precision.
Extended comfort seats offer a refined, luxurious
appearance. Features include premium Opus leather,
five massage programs, reclining rear seats and
Cadillac’s first application of woven-in-seat heating
elements.
Indirect Fire light-emitting diode front lighting system is
standard and offers state of the art, more efficient
illumination for a distinctive appearance.
An Articulating Rear Seat package offers new
thresholds for comfort and luxury, with approximately
3.3 inches (83 mm) of adjustable seat travel, lumbar
adjustment, tilting cushions, massage feature, heating/
cooling features and armrest with media controls,
including HDMI and USB ports.
Cadillac-first Bose® Panaray® audio system.
A large 10.2-inch (259 mm) diagonal Cadillac User
Experience (CUE) interface screen.
18-inch, 19-inch and 20-inch wheels.
Quadzone Climate System.
Rear Camera Mirror.
Wireless phone charging and OnStar 4G LTE with
Wi-Fi hotspot.

Brakes
This vehicle is equipped with a Bosch ABS 9.0 brake
system. The electronic brake control module and the
brake pressure modulator valve are serviced

Page 3

separately. The brake pressure modulator valve uses a
four circuit configuration to control hydraulic pressure to
each wheel independently.
• Antilock Brake System: When wheel slip is
detected during a brake application, an ABS event
occurs. During ABS braking, hydraulic pressure in
the individual wheel circuits is controlled to
prevent any wheel from slipping. A separate
hydraulic line and specific solenoid valves are
provided for each wheel. The ABS can decrease,
hold, or increase hydraulic pressure to each
wheel. The ABS does not, however, increase
hydraulic pressure above the amount which is
transmitted by the master cylinder during braking.
• Brake Assist: The brake assist function is
designed to support the driver in emergency
braking situations. The EBCM receives inputs
from the brake pressure sensor. When the EBCM
senses an emergency braking situation, the
EBCM will actively increase the brake pressure to
a specific maximum.
• Electronic Brake Distribution: The electronic
brake distribution function is designed to support
the driver in emergency braking situations. The
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.
• 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. The
electronic brake control module calculates the
brake pressure, which is needed to hold the
vehicle on an incline or grade greater than 5% and
locks that pressure for up to two seconds by
commanding the appropriate solenoid valves ON
and OFF when the brake pedal is released. The
stop lamps will stay illuminated during the hill start
assist operation even though the brake pedal is
released, this is considered normal operation.
• Electronic Stability Control: Electronic stability
control provides added stability during aggressive
maneuvers. Yaw rate is the rate of rotation about
the vehicle's vertical axis. The 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. The
difference between the desired yaw rate and the
actual yaw rate is the yaw rate error, which is a
measurement of over steer or under steer. When a
yaw rate error is detected, the EBCM attempts to
correct the vehicle's yaw motion by applying brake
pressure to one or more of the wheels. The
amount of brake pressure which is applied varies,
depending on the correction required.

Page 4
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April, 2016

Traction Control: When drive wheel slip is noted,
the EBCM will enter traction control mode. First,
the EBCM requests the engine control module
(ECM) to reduce the amount of torque to the drive
wheels via a serial data message. The ECM
reduces torque to the drive wheels and reports the
amount of delivered torque. If the engine torque
reduction does not reduce drive wheel slip, the
EBCM will actively apply the brakes on the
slipping drive wheel. During traction control
braking, hydraulic pressure in each drive wheel
circuit is controlled to prevent the drive wheels
from slipping. The EBCM commands the pump
motor and appropriate solenoid valves ON and
OFF to apply brake pressure to the slipping wheel.
Automatic Vehicle Hold (RPO JM8): Automatic
Vehicle Hold (AVH) can be turned ON by pressing
the AVH button with the driver safety belt
fastened, the driver door closed, and the engine
running. The AVH indicator will turn ON.
This feature 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. In
addition, the ABS pump motor may activate to
build brake pressure to maintain the vehicle at a
standstill if necessary.
If AVH is holding the vehicle, the AVH indicator will
change to green. Once AVH is active it will hold
the vehicle for a defined time period then engage
the parking brake. While AVH is holding the
vehicle, the parking brake will engage if the driver
door is opened or the driver safety belt is
unfastened.

Ferritic Nitro Carburized Rotors — Calipers
Application of the FNC technology involves an
additional manufacturing process that heats the rotors
at 1,040°F (560°C) for up to 24 hours in a giant oven.
Inside the nitrogen-rich atmosphere, nitrogen atoms
bond to the surface of the steel rotor, hardening and
strengthening the rotor. This hardened layer allows the
rotor to wear slower and reduces rotor corrosion.
Front Rotors — RPO J55 (2.0L Turbo): Ferritic Nitro
Carburized vented rotors, 12.6 inch (321 mm) with
Brembo four piston aluminum fixed calipers.
Front Rotors — RPO J56 (3.0L Twin Turbo and 3.6L):
Ferritic Nitro Carburized vented rotors, 13.6 inch
(345 mm) with Brembo four piston aluminum fixed
calipers.
Rear Rotors — RPO J55 & J56) (All Models): Ferritic
Nitro Carburized vented rotors, 12.4 inch (315 mm) with
single piston cast-iron sliding calipers.

Engines
2.0L L4 Turbocharged Engine
Performance from GM’s Ecotec family of engines
continues to advance with the 2.0L Turbo and is based
on a generation of large displacement four cylinder
engines which are designed for greater efficiency. The
2.0L has Engine Auto Stop/Start technology to

Bulletin No.: 16-NA-112

conserve fuel. The turbocharger generates up to
20 pounds (138 kPa) of boost and its twin-scroll design
helps optimize the usable power from the engine,
virtually eliminating turbo lag and helping deliver a
broad power band. It also gives the engine the rapid
throttle responsiveness associated with a higher
displacement naturally aspirated high performance
engine. Electronically controlled supporting
components, including the wastegate and bypass, help
optimize performance and efficiency.

4474621

Shown is a typical view of the 2.0L L4 turbocharged
engine — RPO LTG .
Engine Component Description and Operation
•

•

Cam Driven High Pressure Fuel Pump: A
high-pressure, cam driven pump provides the fuel
pressure required by the direct injection system.
The engine mounted fuel pump is augmented by a
conventional electrically operated supply pump in
the fuel tank. The fuel delivery system features a
high-pressure stainless steel feed line and a
pressure regulated fuel rail without a conventional
fuel return line from the engine to the tank. Fuel
pressure varies from about 750 psi (5,171 kPa) at
idle to 2,250 psi (15,513 kPa) at wide-open
throttle.
Cylinder Head and Valves: The engine has an
A356T6 aluminum cylinder head that is cast using
a Rotocast process for high strength, reduced
machining and improved port flow and is designed
specifically for direct injection (DI). The head is
also designed specifically for direct injection. The
head has unique injector mounting locations
below the ports. The head uses stainless steel
intake valves that are nitrided for improved
durability and undercut to improve flow and reduce
weight. The exhaust valves have sodium-filled
stems that promote valve cooling. At normal
engine operating temperatures, the sodium inside
the valve stem fuses and becomes liquid. The
liquid sodium improves conductivity, promoting

Bulletin No.: 16-NA-112

•

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•

•

April, 2016

heat transfer away from the valve face and valve
guide to the cooler end of the stem, where it more
readily dissipates. This helps maintain a lower,
more uniform valve temperature, reducing wear on
the valve guide for better alignment and a
consistent seal between the valve seat and valve
face over the life of the engine. The exhaust
manifold is mounted to the cylinder head and
made of cast stainless steel. It is extremely
durable and delivers exceptional airflow qualities.
Direct Injection: Direct injection (DI) moves the
point where fuel feeds into an engine closer to the
point where it ignites, enabling greater combustion
efficiency. It fosters a more complete burn of the
fuel in the air-fuel mixture, and operates at a lower
temperature than conventional port injection. This
allows the mixture to be leaner (less fuel and more
air), so less fuel is required to produce the
equivalent horsepower of a conventional,
port-injection fuel system. DI also delivers reduced
emissions, particularly cold start emissions, by
about 25 percent. The fuel system operates at
pressures as high as 2,250 psi (15,513 kPa)
compared to about 60 psi (414 kPa) in
conventional port-injected engines.
Cylinder Block: The Ecotec 2.0L turbo sand-cast
cylinder block is a superior refinement of previous
Ecotec engine block castings. It is dimensionally
similar with previous Ecotec turbo block variants,
while providing improved structural support, as
well as enabling greater control of noise, vibration
and harshness. The main bearing bulkheads,
which support the crank bearings, as well as the
cylinder bore walls have been significantly
strengthened to support increased engine loads.
Refinements to the oil distribution system enable
improved oil flow throughout the engine and an
expansion of the coolant jacket, along with the use
of cast-in-place bore liners, allows more precise
bore roundness and improves the block’s ability to
dissipate heat.
Rotating Assembly: The crankshaft is made of
drop forged steel with induction heat-treated fillets
and cross-drilled chamfered oil passages for
racing grade lubrication characteristics. Forged
powdered metal connecting rods incorporate a
larger, forged I-beam cross section for added
strength in this turbocharged application. The
pistons are lightweight cast aluminum, which
reduces reciprocating mass inside the engine and
enhances efficiency. The tops of the pistons have
a dish shape that deflects injected fuel. Each
piston has its own directed jet that sprays oil
toward its skirt, coating its underside and the
cylinder wall with an additional layer of lubricant.
The extra lubrication cools the pistons, reduces
both friction and operational noise and bolsters
the engine's durability.
Two-Stage Variable Displacement Oil Pump:
The variable-flow oiling system helps maximize
fuel efficiency. Rather than the linear operation of
a conventional fixed-flow pump, it is accomplished
with a crankshaft-driven oil pump that matches the
oil supply to the engine load. The engine’s
variable-flow pump changes its capacity based on

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Page 5
the engine’s demand for oil. This prevents using
energy to pump oil that is not required for proper
engine operation. An engine oil cooler helps
maintain optimum oil temperatures. It has a heat
exchanger incorporated into the oil filter housing.
Coolant to the heat exchanger is provided by the
engine’s coolant circuit. The design optimizes oil
cooling with a minimal pressure loss. During cold
starting, the system also enables faster heating of
the engine oil for an earlier reduction of internal
engine friction.
Twin Scroll Turbocharger and Air-to-Air
Intercooler: An advanced, electronically
controlled turbocharger with a unique twin scroll
design is used to increase power in the 2.0L. Each
of two scrolls on the turbine is fed by a separate
exhaust passage, one from cylinders one and
four, the other from cylinders two and three which
virtually eliminates turbo lag at low engine speeds,
giving the engine immediate throttle response
associated with a naturally aspirated high
performance engine. The turbocharger generates
maximum boost of about 20 psi (138 kPa).
Because DI cools the intake process compared to
port injection, it allows the 2.0L turbo to safely
operate at higher boost and a relatively higher
compression ratio (9.2:1) than a conventional
turbo engine, increasing both output and
efficiency. An intake charge cooler enhances the
power-increasing benefits of the turbocharging
system. The air-to-air intercooler draws fresh air
through a heat exchanger, much like a radiator, to
reduce the temperature of compressed air that’s
forced through the intake system by the
turbocharger. Inlet temperature is reduced as
much as 180°F (100°C). Cooler air is denser,
which means more oxygen is packed in the
cylinders for optimal combustion and,
consequently, greater power.
Vacuum Pump: A cam driven vacuum pump
ensures the availability of vacuum under all
conditions, especially under boost, when the
engine produces the opposite of vacuum. The
pump is mounted at the rear of the cylinder head
and is driven by the exhaust camshaft via a
flexible coupling.

Engine Specifications
•
•
•
•
•
•
•
•
•

Displacement: 2.0L (122 cubic inches)
Bore x Stroke : 3.38 inches (86 mm) x
3.38 inches (86 mm)
Compression Ratio: 9.5:1
Horsepower: 265 hp (198 kW) @ 5,500 RPM
(Estimate)
Maximum Engine Speed: 7,000 RPM
Torque: 295 lb-ft (400 Nm) @ 3,000–4,300 RPM
(Estimate)
Valves: 2 intake and 2 exhaust valves per
cylinder
Valve Lifters: Hydraulic roller finger follower
Recommended Fuel: Premium unleaded.

Page 6

April, 2016

3.0L V6 Twin Turbocharged Engine
The all-new 3.0L V6 Twin Turbo is designed to achieve
segment-leading thresholds of refinement and specific
output. It is the only six-cylinder engine to combine
turbocharging with cylinder deactivation and Engine
Auto Stop/Start technologies to conserve fuel by an
estimated 6 percent, over a comparable combination
without the technologies. The 3.0L Twin Turbo features
turbochargers with lightweight, low-inertia
titanium-aluminide turbine wheels and an efficient,
patented low-volume charge-air cooler, which
contribute to optimal boost production and more
immediate power delivery.

•

4475103

Shown is a typical view of the 3.0L V6 Engine —