Asside from the visible difference, what are the differences between the LS6 and the Holley intake manifolds? Which one is better? Is one easier to install than the other? (coolant line) Thanks!!!

 

LS6 is MUCH easier to install/uninstall. The Holley requires a gasket.
I don't know about HP gains. I just replaced my holley with an LS6 and will post the results soon.

 

Both have some problems, some worse then others...I know of some sealing problems with the Holley that have caused blown head gaskets, but I have seen it work great as well. The LS-6 I heard is pretty decent, just that the EGR provision is a PITA and doesn't seal right, and that you are better off just deleting EGR and getting blockoff plates when you get it. Their is a problem with dealing with something in/on the valley pan when converting to LS-6 manifold, but I hear it is fairly simple to fix.

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by VTtransam:
<strong>Asside from the visible difference, what are the differences between the LS6 and the Holley intake manifolds? Which one is better? Is one easier to install than the other? (coolant line) Thanks!!!</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">Ls6 all the way its a easy swap.No problems here just delete the egr if your car came with it.

 

Great to hear these comments on the subject as I was wondering as well. A couple things: Does the Holley/Lingenfelter 'heat sink' more since it is metal? Or since it is aluminum - is it pretty much a toss up? I believe the main benefit to the Holley is that it can be ported to match up with Stage I, Stage II heads, etc. - correct?

In my situation, I am wanting the advantages of an LS6 manifold, but will retain my stock heads - thus the LS6 should be fine for me - BUT - if I were planning on after market heads, it would be better to get the Holley since it could be ported to match the heads - correct?

As I understand it though from seeing an LS6 manifold (new stock type) that was sold on eBay by Lingenfelter - evidently there is some amount of porting they can do with these now as it stated it had be hand ported as I recall - is this correct?

Are there any special tools/skills needed to swap out an LS1 intake for an LS6? How long to do?

And lastly, I understand that deleting the egr is probably the way to go to eliminate the oil burning issues, the egr tube extruding into the airflow of the intake, etc. - I know about the block off plate kits - BUT - do I need a wiring harness or anything for the wires and is 'LS1 edit' the only way to 'eliminate' it from the PCM so I don't get any codes?

I think answers to these questions can help alot of us considering this mod. Thanks to all!

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by 1999Daytona500PaceCar:
<strong>Great to hear these comments on the subject as I was wondering as well. A couple things: Does the Holley/Lingenfelter 'heat sink' more since it is metal? Or since it is aluminum - is it pretty much a toss up? I believe the main benefit to the Holley is that it can be ported to match up with Stage I, Stage II heads, etc. - correct?

In my situation, I am wanting the advantages of an LS6 manifold, but will retain my stock heads - thus the LS6 should be fine for me - BUT - if I were planning on after market heads, it would be better to get the Holley since it could be ported to match the heads - correct?

As I understand it though from seeing an LS6 manifold (new stock type) that was sold on eBay by Lingenfelter - evidently there is some amount of porting they can do with these now as it stated it had be hand ported as I recall - is this correct?

Are there any special tools/skills needed to swap out an LS1 intake for an LS6? How long to do?

And lastly, I understand that deleting the egr is probably the way to go to eliminate the oil burning issues, the egr tube extruding into the airflow of the intake, etc. - I know about the block off plate kits - BUT - do I need a wiring harness or anything for the wires and is 'LS1 edit' the only way to 'eliminate' it from the PCM so I don't get any codes?

I think answers to these questions can help alot of us considering this mod. Thanks to all!</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">ttt for you... good questions

 

Ditto what Alonzo said!!!

 

</font><blockquote><font size="1" face="Verdana, Helvetica, sans-serif">quote:</font><hr /><font size="2" face="Verdana, Helvetica, sans-serif">Originally posted by 1999Daytona500PaceCar:
<strong>And lastly, I understand that deleting the egr is probably the way to go to eliminate the oil burning issues, the egr tube extruding into the airflow of the intake, etc. - I know about the block off plate kits - BUT - do I need a wiring harness or anything for the wires and is 'LS1 edit' the only way to 'eliminate' it from the PCM so I don't get any codes?

I think answers to these questions can help alot of us considering this mod. Thanks to all!</strong></font><hr /></blockquote><font size="2" face="Verdana, Helvetica, sans-serif">I don't think removing the EGR system will help at all if you are having an oil consumption issue, that is usually related ot pulling oil through the PCV system, NOT the EGR. The EGR tube sticking down into the LS1 intake manifold does probably hinder airflow a bit.

As far as I know the only way to elimanate possible codes is to use LS1-edit to delete the relevant codes, although some people claim they have ripped off the EGR system and not set a code...

 

Okay, 'splain me dis:
since there doesn't seem to be an Install University article on swapping LS1 for LS6 manifolds, what exactly is involved?
what tools, consumables, etc? How much time with just hand tools?
What else do you have to change out?

 

I pulled my LS6 intake off today and port matched it to head openings, it does taper down in its ports to a smaller width than port on heads. It is safe to do and car feels smoother now, i will dyno or race it to see results of mod.I believe removing step between head and intake helps eliminate turbulence when reversion occurs after valve shuts. This turbulence affects the next intake stroke, thats why it could help power some. Well see. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

 

The best thing about the Holley is you can have it ported to match ported heads.. That and it polishes up to a chrome like finish. <img border="0" title="" alt="[Smile]" src="gr_stretch.gif" />

 

Jack is right. That is about the only thing that the Holley manifold is good for. It can port matched to your heads! That is a good thing, but if you are basically stock, "bolt on's excluded" I dont think that it will help you at all.