Service Bulletin

Bulletin No.:

19-NA-118

Date:

June, 2019

INFORMATION
Subject:

Brand:

Cadillac

2020 Cadillac XT6 New Model Features

Model:

Model Year:
From:

XT6

To:

2020

VIN:
From:

To:

—

Engine:

Transmission:

Gasoline, 2.0L,
4 Cylinder, L4,
Turbocharged,
SIDI, DOHC,
VVT, Aluminum,
VAR 3 — RPO
LSY
(Export Only)

Hydra-Matic®
9T60, 9-Speed,
Automatic,
ETRS, GEN 1
— RPO M3G
(Export Only)

Gasoline, 3.6L,
V6, DI, DOHC,
VVT, Aluminum,
GEN 2 —
RPO LGX

Involved Countries and Regions

Copyright 2019 General Motors LLC. All Rights Reserved.

Hydra-Matic®
9T65, 9-Speed,
Automatic,
ETRS, GEN 1
— RPO M3W

United States, Canada, Mexico, Germany, Israel, Korea, Russia, Saudi Arabia,
United Arab Emirates and United Kingdom

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June, 2019

Bulletin No.: 19-NA-118

Overview

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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

– 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.

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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.

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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

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Page 3
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.

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June, 2019

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.

Bulletin No.: 19-NA-118

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

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

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
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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
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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.

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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).

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June, 2019

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