Four cylinders and nine gears: presentation of the Cadillac XT6
Still, it would seem, recently there were times when Europeans sang “I wanna be Americano, I want to drive a Cadillac”! But only a couple of dozens of years passed, and the Americans were already singing “Oh God, could you buy me a Mercedes-Benz” … It’s not news that sales of cars from the USA in Europe are hard, much harder than European ones in the USA . In Russia, the Caddy is also a niche brand, with a modest number of dealers (only 14 all over the country) and three models: Escalade, the unit-selling CT6 sedan and the mid-size XT5 crossover. Few? Cadillac also thinks so, so the large family “cross” XT6 will replenish the gamut – in fact, a luxury version of the Chevrolet Traverse known to us.
5 meters long, chopped silhouette, multi-liter V … Although wait a minute, there is no V8 here. The XT6 has a LSY turbocharged in-line four under the hood, developing 200 forces that are moderate by modern standards. To be more precise – 199.9, which puts the XT6 in a very comfortable tax category. Is this a strong argument for the buyer of a full-size luxury crossover with a price of under 4 million (there are no exact prices yet, but such a guideline)? It’s hard to say, but something else is obvious: a fair part of the audience does not understand the difference – 4 cylinders under the hood, 6 or 8.
However, in America they did not dare to present the XT6 with a four in a row in Cadillac (this is an encroachment on spiritual bonds), and in Europe the XT6 is not represented at all, so they adapted … the Chinese version of the machine for Russia. True, in China the same motor develops 237 passport forces.
If your hand reached for Corvalol when you read about the 4-cylinder engine, it is better to close the page – now you will be even more excited. This Cadillac is able to ride on two cylinders! The fact is that the GM’s Active Fuel Management system, which disables half of the “pots” at low load, originally invented for the V6 and V8, got to the younger engines.
Actually, it is the presence of a “disconnect switch” and also a start-stop system – this is what distinguishes LSY motors from the long-known series of in-line fours of the LTote family Ecotec Gen III. These engines debuted in 2013 on the Cadillac ATS and even managed to sell out for some time in Russia, while ATS were not withdrawn from our market due to weak demand.
There is nothing particularly remarkable in the LTG / LSY design – it can be said to be classic. Aluminum block and “head”, cast iron sleeves, timing chain drive, 4 valves per cylinder, phase shifters on both camshafts, direct injection and a turbine with two impellers. Good news for those who are not afraid to turn to chip tuners: there are versions with exactly the same hardware and a rated power of 272 hp, which sounds much more interesting than 199.9.
Together with the inline four, the XT6 will have a 9-speed GM 9T50 gearbox, which just has at least one interesting technical detail. The engineers were faced with the task of packing 9 gears in a relatively compact case from a 6-speed gearbox, and in the name of compactness, the Jiamists introduced a single clutch unit for forward and reverse gears with an actuator. For the driver, this, by and large, does not mean anything, but the Americans are proud of the development.
They also write in the innovation and the accumulator, which keeps the gear oil under pressure while the car is shut off by the start-stop system. That is, when the engine starts, the box does not even need a split second to bring pressure to the worker and start moving. However, this is just nothing new – this is how most modern automatic transmissions designed for cars with a start-stop work.
The box is new, it became known for the first time in 2016, and production started in 2018. Naturally, the early versions of the box were already marked by problems – due to lack of pressure, they suffered from traction failures when switching between first and second gears “to cold” and between second and fourth – “to hot”. Apparently, the problem was quickly eliminated by a small revision of the valve body.
Will there be enough dynamics for a 4-cylinder turbo engine, and will its tandem with a 9-speed automatic show fuel economy at the level of the most practical “Germans”? Can the XT6 compete with European and Asian full-size luxury SUVs in terms of prices? For now, we leave question marks here, because our acquaintance was limited to a static presentation without a test drive, and the prices “will be announced later.”