I’ve looked through the threads and can’t find a specific answer. I have an 01 Trans Am with the LS6 intake and the LS6 block.

I purchased the car recently with the only “mod” being a K&N air filter. I plan to do some moderate internal modifications over time (LT headers and EGR delete, stage 3 cam, oil pump, adjustable timing set, etc), then move on to suspension.

However, starting out, I found the air filter was saturated heavily with oil and the spark plugs had a considerable amount of oil on them. I replaced plugs/wires, cleaned and oiled the air filter, MAF, installed an SLP air lid, smooth bellow, port/polished the TB, and did the half shaft mod. I want to reduce the oil vapor and blowby by starting with the PCV system

My question is, with the LS6 intake and block, what do I need, to do the PCV conversion? I plan to install a catch can also. Do I only need the LS6 valley cover? And which hoses can be eliminated or need to be rerouted? I’ve seen the write up with photos on the conversion but it has instructions for the LS1 and C5 with LS6 mixed within it. If someone could break this down for just my specific setup, I’d appreciate it.

 

I believe all you would need is just the LS6 valley cover. It's the one with the nipple that sticks out on the passenger side under the throttle body.

From the factory, there's a "U" shaped hose that goes from the valley cover to the side of the intake.

I ran a Mike Norris catch can on mine for years before I went turbo and went with the Mighty Mouse setup.

I mounted the catch can on the passenger head, one side of he the "dirty" side of the catch an went to the LS6 cover and the other side went to the intake.

I plugged the valve covers where the factory PCV lines attached to.

 

Pretty sure there were some of those (early ones that came on cars, no doubt; not ones sold later) that had a PCV orifice made into the nipple. Those would use what LilJay described. Others, where that's just a nipple with no restriction, would require a PCV valve in-line between the nipple and intake; I have one like that, bought maybe 4 - 5 years ago. Check yours carefully to see which type it is. In either case, that nipple is the suction side of the PCV system; there still needs to be make-up air provision, bringing clean filtered fresh air into one of the valve covers, usually the pass side one. Obviously a PCV valve can't draw air through the engine to flush out moisture and contaminants without that. That air needs to be picked off of the intake tract downstream of the MAF if the car uses one of those. A catch can would go in the same line with the PCV valve since that's the one where air is flowing out of the crankcase and into the intake tract, thus possibly bringing oil vapor with it; the make-up air flows out of the intake tract and into the crankcase.

 

If I recall correctly none of the LS6 intake equipped cars had EGR on them.

 

you're correct, my apologies. I meant the Secondary AIR system.

 

My PCV valve is in-line between the nipple and the intake. After installing the LS6 valley cover, would this be the proper routing? I think the Elite would suit my needs as I’m not planning to make more than 400-450hp.

 

Looks workable to me.

That place on the TB that the make-up air hose is hooked to, should go to a port in the front surface of the TB, ahead of the throttles butt behind the MAF. Lots of vehicles have that arrangement from the factory. Trucks bring it all the way through the TB to the plastic intake and the nipple going to the VC is back there. So if your TB has a passage like that, it'll work for yours too.




Not sure that "HP" has much to do with a catch can though.

 

No you’re right HP doesn’t matter, I was seeing different options from different threads that recommend MM over other catch cans, if HP is over 600. But pricing is the same and function is the same either way but Elite seems to make the PCV swap easier with the in-line PCV adaptor tube they include.

This is what my setup looks like currently. So after the LS6 valley cover, my valve cover/TB connection would remain the same. The PCV orifice would be connected at the catch cans inlet and the outlet would connect back to my intake manifold. The only thing I would need to do is plug off the inlets on the rear of both left and right valve covers. Correct?

Also would you recommend one catch can over the other? Or even a different catch can? I see MM all over the threads and I have an Elite on the (driver)
dirty side of my Silverado, which I’ve never had any issue with.

 

I do not see the PCV port on the valley cover so I suspect you have an LS1 valley cover. Still can run the Elite MS catch can just connect that line to the can and from there back to the intake manifold. Leave the front valve cover hose connected as is.

 

It currently has an LS1 valley cover. I’m replacing it with the LS6 valley. On my previous 00’ SLP SS, I swapped the cam and a number of other components within the drivetrain but never installed a clean side can or even considered swapping valley covers. So as many threads as there are, I want to be sure that I’m correct with the plan for installation and addition of the catch can. The LS6 block and LS6 intake manifold being stock with 241 heads is different from what I’m used to.

 

If you get a Mighty Mouse catch can, it functions as a PCV and no need to add one.

Dorman also makes an updated drivers side valve cover that has improved baffling and a fixed orifice.

 

RB,

I didn't know the later cover's didn't have the fixed orifice in them. Thank you for that information.

Do all the LS6 blocks accept the later style valley covers? (I'm assuming it does, but you know how that goes)

On my 2000, LS1 obviously, I had to cut a section out of the block in the valley for it to fit.

 

2001+ both LS1 and LS6 should be the same block.

 

I don't believe that's true. I think the LS6 has slight differences compared to the LS1. There were a few 2002 cars that came with LS6 blocks as I recall, but they were still configured as LS1's. That is, the top end hardware was all LS1.

 

2002 Fbodies had both LS1 and LS6 blocks. LS1 block has a bullseye on the front passenger side of the block.

 

Ahhh I know in Vettes they are the same. Didnt know the Fbodies got both.

On the Vettes the '01-'04 LS1's were LS6 shortblocks with ARP rod bolts etc, but LS1 cam, and heads. The LS1s even got the LS6 intake.

 

I suggest our customers save the money on the valley and just get a solid can
MM is about 30% better separation efficiency than the several EE models tested
Newer LS-F kits include a new part we developed for the grommet on the driver rear making for a nicer install and get rid of the stock valve

 

Some '01 & '02 V8 F-bodies got LS6 blocks, but that was a minority. I've never heard that all '01+ C5s had LS6 blocks, and I've definitely never heard of all of them having ARP hardward.

FWIW, there was technically no "LS1" specific cam after the 2000 model year. From 1997-'00 the C5s had a specific LS1 cam, and from 1998-'00 the F-bodies had a different LS1 specific cam (F-bodies used an EGR system due to this, which C5s didn't need). Starting in 2001, all LS1 engines received the LQ4/9 truck cam, regardless of assignment to a C5 or F-body. At that point, the truck cam became the universal "LS1" cam.