NHTSA ID Number: 10078433
Manufacturer Communication Number: SB-16-NA-112
TSB/Document Date: 2016-08-06
Summary
THIS INFORMATIONAL BULLETIN PROVIDES INFORMATION ON THE INTRODUCTION OF THE NEW 2016 CADILLAC
CT6 TO HELP THE SERVICE DEPARTMENT PERSONNEL BECOME FAMILIAR WITH SOME OF THE VEHICLES NEW FEATURES AND TO DESCRIBE SOME OF THE ACTION THEY WILL NEED TO TAKE TO SERVICE THIS VEHICLE.
RPO LGW
Engine Component Description and Operation
•
•
Active Fuel Management System (AFM): The
AFM 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 normal rocker arms. AFM is inactive at
this time.
Camshaft Position Actuator System: The
engine incorporates a camshaft position actuator
for each intake and exhaust camshaft. Camshaft
•
•
Bulletin No.: 16-NA-112
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. The camshaft
position actuator is a hydraulic vane-type actuator
that changes the camshaft lobe timing relative to
the camshaft drive sprocket. Engine oil is directed
by a camshaft position actuator oil control valve to
the appropriate passages in the camshaft position
actuator. Oil acting on the vane in the camshaft
position actuator rotates the camshaft relative to
the sprocket. The camshaft position actuator oil
control valve (OCV) directs oil from the oil feed in
the head to the appropriate camshaft position
actuator oil passages. There is one OCV for each
camshaft position actuator. The OCV is sealed
and mounted to the front cover. The ported end of
the OCV is inserted into the cylinder head with a
sliding fit. A filter screen protects each OCV oil
port from any contamination in the oil supply.
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.
Connecting Rod and Piston: The connecting
rods are forged titanium alloy 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 LGW
both for compression ratio and combustion
efficiency. The piston uses two low tension
compression rings and one multi-piece oil
control ring.
Cooling System: This 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
Bulletin No.: 16-NA-112
•
•
•
April, 2016
performance, and faster engine warm up, which
improves cold-start efficiency and reduces
emissions.
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. The crankshaft
is internally balanced.
Cylinder Block: The cylinder block is unique to
the LGW due to the need for specific turbocharger
oil and coolant connections and PCV flow and 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.
Cylinder Head: 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 Active Fuel
Management (AFM) System. The cylinder heads
also feature integrated exhaust manifolds; the
exhaust manifolds 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
LGW engine, the valves and seats are constructed
with specialized materials and coatings, and the
exhaust valves are sodium filled for robustness
with the high temperature turbocharged
environment. The cylinder heads also feature a
“high-tumble” port design, and are sealed with
LGW specific head gaskets. The head gaskets are
also specific to the LH and RH sides. Separate
exhaust and intake camshafts are supported by
bearings machined into the camshaft carrier. The
front camshaft bearing cap is used as a thrust
control surface for each camshaft. Each spark
plug is shielded by a tube that is pressed into the
cylinder head. Each spark plug ignition coil is also
mounted through the spark plug tube. The LGW
engine uses specific spark plugs and a different
spark plug gap from other HFV6 engines. The
engine coolant temperature (ECT) sensor is
mounted in the thermostat housing near the
flywheel end of the engine. With direct injection,
the high pressure injectors are located in
machined bores below the intake ports. A
stainless steel, high pressure fuel rail is attached
•
•
•
Page 7
to the intake side of the head. The LGW engine
has unique higher-flow injectors and fuel pump.
The cylinder head has a larger bore for the new
larger diameter fuel pump follower that operates
the higher-flow pump. The fuel injectors are
retained to the fuel rail in a new “twist-lock”
retention scheme that does not require special
tools for service.
Oiling System: The LGW engine contains a
unique engine oil cooler and filter adapter for the
specific needs of the turbocharged engine. This
engine also features 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 LGW has unique oil pans
depending on 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 through
not needing to remove the entire upper pan for
some service procedures; the procedures can be
performed through removing the lower pan. The
LGW oil pans contain oil level switches as do
nearly all HFV6 applications. The oil level switch is
normally open and closes at oil levels above
minimum requirements.
Twin Turbochargers: The LGW twin
turbocharged engine is capable of up to
18 pounds (124 kPa) of boost. The turbocharger
use a lightweight titanium aluminide turbine wheel
that allows them to spool up quicker. Heat shields
cover both turbochargers to protect nearby
components. Two wastegates, one per
turbocharger, regulate the boost pressure of the
engine. The twin turbochargers are controlled by
vacuum-actuated wastegate valves, which are in
turn controlled by an electronic vacuum regulation
valve and a vacuum control solenoid valve. A
mechanical vacuum pump mounted on the
right-hand cylinder head provides vacuum to a
vacuum accumulator. Vacuum-actuated
recirculation valves, or bypass valves, are also
used in the system. The recirculation valves
activate under high boost conditions when the
driver quickly lets off the throttle, redirecting some
of the boost pressure back into the compressor
section of the turbocharger.
The charge air cooler module cools and combines
the air from the twin turbochargers and directs the
airflow to the single throttle body. The inlet from
each turbo flows through one of the two
air-to-liquid charge air cooler heat exchangers.
This integrated charge air cooling system reduces
the length of the pipes in the system and improves
response time.
Vacuum Pump: The engine utilizes a mechanical
vacuum pump to provide a vacuum source for the
braking system and turbocharger waste gate
actuators. The vacuum pump is integrated into the
Page 8
April, 2016
Bulletin No.: 16-NA-112
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, replace the
entire tandem pump assembly.
Engine Specifications
•
•
•
•
•
•
•
•
Displacement: 3.0 L (182 cubic inches)
Bore x Stroke : 3.38 inches (86 mm) x
3.377 inches (85.8 mm)
Compression Ratio: 9.8:1
Horsepower: 404 horsepower (301 kW) @
5700 RPM (SAE Certified)
Maximum Engine Speed: 6,500 RPM
Torque: 400 lb-ft. (542 Nm) @ 2500–5100 RPM
(SAE Certified)
Valves: 2 intake and 2 exhaust valves per
cylinder
Recommended Fuel: Premium unleaded.
3.6L V6 Engine
The 3.6L V6 engine ushers in 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, including Active Fuel
Management (AFM) also known as cylinder
deactivation and Engine Auto Stop/Start technology to
enhance fuel economy. The 3.6L also advances
performance and fuel economy, optimizing
technologies introduced on previous generations,
including direct injection (DI) and continuously variable
valve timing (VVT).
4439358
Shown are typical views of the 3.6L V6 Engine —
RPO LGX
Engine Component Description and Operation
•
•
4473946
Active Fuel Management System: The Active
Fuel Management System (AFM) 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 normal rocker arms. 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. The
Bulletin No.: 16-NA-112
•
•
April, 2016
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.
The camshaft position actuator is a hydraulic
vane-type actuator that changes the camshaft
lobe timing relative to the camshaft drive sprocket.
Engine oil is directed by a camshaft position
actuator oil control valve to the appropriate
passages in the camshaft position actuator. Oil
acting on the vane in the camshaft position
actuator rotates the camshaft relative to the
sprocket. At idle, both camshafts are at the default
or "home" position. At this position, the exhaust
camshaft is fully advanced and the intake is fully
retarded to minimize valve overlap for smooth idle.
In addition, this engine has intermediate park
technology, which incorporates an
intermediate-lock intake variable valve timing cam
phaser, allowing the cams to be parked at the
most favorable position for cold starting. Under
other engine operating conditions, the camshaft
position actuator is controlled by the engine
control module (ECM) to deliver optimal intake and
exhaust valve timing for performance, driveability
and fuel economy. The camshaft position actuator
incorporates an integral trigger wheel, which is
sensed by the camshaft position sensor mounted
in the front cover, to accurately determine the
position of each camshaft. The exhaust camshaft
position actuator has a different internal
configuration than the intake camshaft position
actuator since the exhaust camshaft position
actuator phases in the opposite direction relative
to the inlet camshaft position actuator.
The camshaft position actuator oil control
valve (OCV) directs oil from the oil feed in the
head to the appropriate camshaft position actuator
oil passages. There is one OCV for each camshaft
position actuator. The OCV is sealed and mounted
to the front cover. The ported end of the OCV is
inserted into the cylinder head with a sliding fit. A
filter screen protects each OCV oil port from any
contamination in the oil supply.
Cooling System: This 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
•
•
•
•
Page 9
performance, and faster engine warm up, which
improves cold-start efficiency and reduces
emissions.
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.
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 Block: Stronger, stiffer aluminum block
with increased structure in the bulkheads for
superior rigidity.
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 Active Fuel
Management (AFM) System. The cylinder heads
also feature integrated exhaust manifolds; the
exhaust manifolds 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.
Separate exhaust and intake camshafts are
supported by bearings machined into the
camshaft carrier. The front camshaft bearing cap
is used as a thrust control surface for each
camshaft. Each spark plug is shielded by a tube
that is pressed into the cylinder head. Each spark
plug ignition coil is also mounted through the
spark plug tube. The LGX engine uses specific
spark plugs and a different spark plug gap from
other HFV6 engines. The engine coolant
temperature (ECT) sensor is mounted in the
thermostat housing near the flywheel end of the
engine. With direct injection, the high pressure
injectors are located in machined bores below the
intake ports. A stainless steel, high pressure fuel
rail is attached to the intake side of the head. The
LGX engine has unique higher-flow injectors and
fuel pump. The cylinder head has a larger bore for
the new larger diameter fuel pump follower that
operates the higher-flow pump. The fuel injectors
Page 10
•
•
•
•
April, 2016
are retained to the fuel rail in a new “twist-lock”
retention scheme that does not require special
tools for service.
Fuel Injectors and Spark Plugs: The injector
angle was changed to 24 degrees from
22 degrees to reduce emissions and oil dilution. A
smaller 12 mm spark plug, down from 14 mm,
enables the plug to be located closer to the center
of the combustion chamber. This improves the
flames propagation and increases light load
efficiency.
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
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 through not needing to remove the
entire upper pan for some service procedures; the
procedures can be performed through removing
the lower pan. The LGX oil pans contain oil level
switches as do nearly all HFV6 applications. The
oil level switch is normally open and closes at oil
levels above minimum requirements.
Right and Left Bank Designation: Right
hand (RH) and left hand (LH) designation
throughout 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 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,
replace the entire tandem pump assembly.
Bulletin No.: 16-NA-112
Engine Oil — dexos®
3512027
3511747
Engine Specifications
•
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TSB/Document ID: SB-16-NA-112
Replacement Service Bulletin Number:
MFR Communication Date: 2016-04-01
MFR Internal Campaign ID/Software Version:
Communication Type: Service Bulletin/Repair Instructions
NHTSA Components: EQUIPMENT:OTHER:OWNERS/SERVICE/OTHER MANUAL
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