Spied: 2020 Cadillac XT6 Prepares to Fill the Gap

spied 2020 cadillac xt6 prepares to fill the gap

Now that former brand president Johan de Nysschen has left the job of running Cadillac to a Canuck, it would be nice to see the brand take a page from Lincoln and revamp its naming strategy. What you see above is purported to be the upcoming Cadillac [s]CT6[/s] XT6, a full-size unibody crossover that’s on track to plug a major hole in the brand’s lineup.

Slotted above the popular XT5 midsize crossover and below the top-rung Escalade, the XT6 (as it’s tentatively named) promises three roomy rows of lux-mobile motoring. This vehicle, along with the compact XT4 launching later this year, was all part of de Nysschen plan to bring home the bacon in the domestic market.

The model pictured here becomes more Cadillac-esque as it turns its tail towards the camera. A long-wheelbase version of the GM C1 “Chi” platform sits underneath — an architecture it shares with the Chevrolet Traverse and Buick Enclave. The XT5, as well as the GMC Acadia, ride atop a regular-length version.

The camouflage is heavy with this one, so it’s hard to discern the model-specific styling underneath. We’ll likely see a strong resemblance to the smaller XT5, with diagonal slashes almost a certainty.

As both the Traverse and Enclave carry a nine-speed automatic and 3.6-liter V6, it would be expected to find this combo in the XT6. However, with prestige comes the desire for more power. Cadillac can’t field a large utility without offering buyers the chance to step up to a more prestigious powerplant … can it? A suitable option does not spring to mind.

Maybe Cadillac will massage the 3.6 to give it the slightest statistical edge over its GM stablemates. Then again, the XT4 makes do with a turbo 2.0-liter making 237 hp — less than that of the 2.0 found in the Traverse RS, and still less powerful than the uplevel Chevy Equinox.

It’s expected we’ll see the XT6 shed its protective coverings at this fall’s L.A. Auto Show, with an on-sale date sometime in the spring of 2019.

[Images: Brian Williams/Spiedbilde]

Join the conversation
2 of 19 comments
  • Pb35 Pb35 on Apr 26, 2018

    Cadillac Aztek!


    All you really need to do is get a great big map of the wonderful countries of Spain and France and find some good names for the next few Cadillacs. Let's see. . . Seville, deVille..etc...you get the idea. Anything but alpha-numerics. Lincoln is going to leave Cadillac behind when they have all real names on their refreshed product line. I can walk out my back door and see names like: Riviera, Eldorado, Toronado and LeSabre. GM, get back in the game!

  • THX1136 According to carbrain.com the cost for catalytic converter 'repair' is between $945 and $2475. They claim the converter cost itself can be up to $2250. Figuring $880 a unit doesn't seem too far out of line if the carbrain info is accurate. Wonder if gas theft is still going strong on the west coast also?
  • KOKing I'm not sure what to make of the small commercial van market in the US. There are a fair number of Transit Connects and ProMasterCitys, but Nissan/Chevy dumped the NV200 even though they seemed to sell well (though I guess Nissan decided to get out of the commercial space entirely), and I don't think Stellrysler ever bothered C/V-ing the Pacifica.
  • SCE to AUX "a future in which V8-powered muscle cars duke it out with EVs for track superiority"That's been happening for years on drag strips, and now EVs are listed in the top Nurburgring lap times.I find EV racing very boring to watch, and the lack of sound kills the experience. I can't imagine ever watching a 500-mile EV race such as Daytona or Indy, even if the tech or the rules allow such a race to happen.As for owning an electric muscle car, they already exist... but I've never owned a muscle car, don't want one, and can't afford one anyway. For me, it's a moot question.
  • MaintenanceCosts I don't and realistically won't drive on track, but I think the performance characteristics of EV powertrains are just plain superior on the street. You get quicker response, finer control over the throttle, no possibility of being out of the powerband and needing a time-consuming shift, more capability in the speed range where you actually drive, and less brake heat. The only "problem" (and there are many situations where it's a plus, not a problem) is the lack of noise.
  • JMII After tracking two cars (a 350Z and a C7) I can't imagine tracking an EV because so much of your "feeling" of driving comes from sound. That said you might be able to detect grip levels better as tire sounds could be heard easier without the roar of the engine and exhaust. However I change gears based mostly on sound so even an automatic (like a C8) that would be a disappointment on track. Hearing an engine roar is too important to the overall experience: so tracking an EV? No thanks!I've driven an electric go-kart around a track as my only point of reference and its weird. It sort of works because a kart is so small and doesn't require shifting plus you still hear the "engine" whirring behind you. The sensation is like driving cordless drill, so there is some sense of torque being applied. You adapt pretty quickly but it just seems so wrong. With a standard ICE car, even a fast one, RPMs raise and fall with each shift so there is time to process the wonderful sounds and they give you a great sense of the mechanical engine bits working to propel you.I feel track toys will always be ICE powered, similar to how people still enjoy sailing or horseback riding as "sports" despite both forms of transportation being replaced by superior technology. I assume niche companies will continue to build and maintain ICE vehicles. In the future you'll have to take your grand-kids to the local track to explain that cars were once glorious, smoke spewing, noisy things. The smells and the sounds are unique to racing so they need to stay that way. Often a car goes by while your in the pits and you can identify it by sound alone... I would hate to lose that.