Aside from cai, the vette is stock. I am planning on doing headers and X-pipe.
Came across an ls6 manifold. Im assuming this should be direct bolt on. Is it worth swapping?

 

I kept the LS1 because the steam port OEM spider fits nice under it and I like that clean OEM look

I did pick up an LS6 intake at one point and was considering the swap but I felt the inside of the intake manifold and it had just had such a hard life of dirt ignorant owners using crappy aftermarket filters so much debris had embedded it couldn't even be washed or cleaned out after several degreasing scrubbing bath attempts I let it go and kept my original and clean LS1 intake. My setup is 600rwhp turbo btw

 

thanks for the input.
im happy with 500hp lol

 

That is basically what Chevy did for the 2001 and later LS1, changed to the LS6 intake, added 5 hp.
The real issue with these early intakes is they use a very small, comparatively, inlet for the throttle body.

 

You have a STOCK 98 with 500hp? Huh? Whut?

 

CAI baby. Lol
I meant id be happy with 500hp
No need for turbo pro charger or super charger.
If the ls6 intake only adds 5hp, its not worth the swap.
was hoping of at least 20hp

 

Hardly an issue, and the stock design had plenty of room to grow with heads/cam/headers. Yeah, the inlet grew with the LS2......so did the displacement and better heads.

 

Engines have to be evaluated as an assembly/system. Each individual contribution has a value, and can only be fully realized with the right combo.

 

If the LS6 Intake only added 5hp then no one would want them and they would be worthless. They have the value they have for a reason.
The guy above who said that 5hp bullshit is referencing the GM factory numbers they put on the cars to sell them. Most were under-rated for insurance purposes.
Inlet being small is laughable, I have a stock 78mm Throttle Body on an LS6 Intake that's on an Engine making over 500hp N/A with no issue. But what do I know..

For the rest of us that build Engines, mod cars, and have seen the in general known numbers since it was a thing, the LS6 Intake picks up about 20hp over the stock LS1 Intake. Real numbers, not internet bullshit. Combined with the 243 Heads, about 45hp gain. Those numbers have been around for years.


You can fit that under the LS6 Intake if you dremel out the webbing in the area where that Steam Tube needs to go, it's actually not much that is needed. Did it years ago and been running it on one of my cars with no problem.

LS2 Intake is a hair above the LS1 Intake as far as performance. LS6 Intake is much better than the LS2 Intake but bigger is better according to some people...

Yes it is, especially with the mods you plan on doing. Get it all together with what you want before getting it all tuned and dialed in together. ​​​​​​​

 

if I install the ls6 manifold, can it run like that for a while before tuning?
​​​​​​​thanks for the input.

 

You can run it all might have an Engine Light on and the car might run rich or lean depending on how you drive it. Getting the Tune done as soon as you can is ideal after you get your mods done. I'd get the parts, install them all at once then get the Tune done. No sense to mod it half way then more later if you plan on driving the car a lot.

 

Power per dollar, it's not massive but remains worthwhile when you're done. Is hold off and try to wait and find a ported and port matched intake and tb combo. They pop up a few times a year and it saves you cash while yielding more flow.

People under rate the factory parts a lot I find.

 

One may cut the underside of LS6 to fit steams but it may weaken the manifold and I am using with maybe up to 22psi of boost already worried LS1 will explode...
The point of LS6 for me was, on paper its worth maybe a psi of boost. That is, the engine will make the same power just a psi less in boost, which helps with a bunch of things like air temp which is a critical variable in E10 applications at performance dynamic compression ratios exceeding 18 or 19:1 because of boost. If you look at it that way the LS6 intake at lets say sea level is worth 1/14.5psi or 0.068 which is always going to be 6.8% of whatever the engine was making without it. When you start looking at altitudes the baseline ambient absolute pressure drops with elevation throwing the definition of 1psi into the wind, it isn't really worth 1psi exactly how could that be possible, instead it is probably worth some percentage of total psi which probably increases slightly as psi decreases with elevation. Meaning at 13psi absolute of elevation the intake could be worth more like 10% rather than 6.8% of whatever the engine is making with an LS1. Because of the way the manifold works to do this

how does it work?If the legend is true about LS6 there is 3 main ways to change the affect of 1 psi from manifold design within the gap of a early decade.
friction, momentum, acoustic.
The LS6 may have less friction(larger openings), better momentum control over fluid being organized to flow into a cylinder, and better acoustic supplementation in the design of runners and sound travel length and reflection cohesion quality of energy rippling through the fluids faster than the fluids are flowing.
Some of these are global improvements with a greater impact at high flow rates, such as friction in the bore diameter of throttle valve. High velocity fluids experience more friction so opening the throttle bore diameter will reduce velocity and reduce friction costs at high flow rates, near wide open throttle and max rpm to achieve sufficient flow rate to to capitalize on the friction reduction.
At all other operating rpm and load there is minimal to negligible benefit because the fluids are moving relatively slowly compared to wide open throttle fluid flow rates so the larger opening does not matter.

In a natural aspirated application that has a raised rpm and good breathing with good momentum the throttle body diameter control over friction is crucial and essential to size properly for best velocity with minimal friction. That is, velocity is good because it organizes and has momentum, don't want to go too large, but friction is bad so don't want to go too small. If it was a generator the diameter needs to be large enough to minimize friction while keeping the engine running smooth and consistent and easy to control. Car engines range in load and rpm so this must be taken into account with design. A good low speed velocity organization with the right valve timing will put more momentum fueled air into a cylinder even after the piston changes direction. Most hobby level just want a reliable car , and willing to sacrifice some performance to keep OEM parts, the LS6 is still a factory part so it has the essence of low speed operation baked into it. Its like insurance for a project car to be that much less of a project, that part at least.