I still think you will see a gain even with the LS1 intake.

The LS6 intake only give gains of about 10rwhp on the LS1 cars.

Hell I only gained ~6rwhp with my ls6 intake.

 

Its not the gains we are really lookin for. Its makin p[ower up to 6200+ instead of the power dropping off at 5500 with the truck manifold.

 

IIRC it was the L76 intake. the water neck came straight out like the fbody pumps but I could also be completely wrong.

 

What is this 6200bs? Seams like it makes power from 5500+ if thats where it drops off at with the truck intake.

6200 is the stock redline in LS1 cars.

I noticed a difference from 3k up.

 

Your statement is contradicing itself. You noticed a difference from 3k and up. But then you say it drops off at 5500? Look at truck dyno's with the truck manifold. It cant produce power after 5500 or so because of the manifold. So your telling me/us that the ls6 manifold will not make anymore power above 5500 then the truck manifold?

Search for the flow testing richard at WCCH did. It aint worth my time cause I know the results.

 

Guys, where you peak really depends on the heads and cam, not the intake. If swapping the truck intake to an LS6 (or LS1), you will have a shorter runner which equals better throttle response. That is what truck guys are after. With the long runner of the truck intake, the throttle response is slow, due to the airflow needing to move a longer amount of distance initially. Now the LS6 intake will support 6500 rpms much better then a truck or LS1 intake, but you need to have the heads and/or cam to support power pasted the 5500 rpms peak of the stock cams. I have seen both the trcuk intake and LS1 stop pulling at about 5500 rpms, as the airflow starts to go down the air/fuel ratio richens up. This looks like a cliff when trying to tune the VE table or MAF tables to correct the reduce airflow. With the LS6, it resembles a smooth hill top upto 6500 rpms, or where ever the cam/heads are designed to flow to.

Also, do not compare results from passenger cars to trucks, totally different. Cars did not come with long runner manifolds. Let's keep this on topic ... LS1/LS6 intake swap on a TRUCK (not cars).

 

Their are atleast a handfull of guys on here with the cam and/or heads to make power past 5500. But dont. I.E. slowprocess hand p/p 317's milled with 224 cam. That cam will make power to 6k atleast. His heads arnt really hurting him.
https://www.performancetrucks.net/fo...d.php?t=385155

I wish sport side would still comment on these discussions. He always offered up MANY graphs for proof.

 

But does he have the LS6 intake or does he have the LS1 or stock 6.0L intake? If he has the LS1 or truck intake, that is why he can not make power beyond the 5500rpms ... as I posted. Plus his tune is not yet done. I have seen many cars, when I have tuned them, that with an LS1 intake or the truck intake, the fuel maps (VE or MAF Table) must take a nose dive to prevent the engine from going rich. Which is due to a loss of airflow caused by the (LS1 or truck) intakes' inability to flow past 5500 rpms. I think we are on the same page though, onebadrubi.

 

It was you who contradicted.

If the truck intake drops off at 5500 then the LS6 intake makes power from 5500 up not 6200 up. durr durr

My car had the LS1 intake stock and I noticed a difference from 3k up. The LS6 really isn't all that much better then the LS1.

 

slowpro has the truck intake. And is still doing mailorder tuning.

12sec SS me and you are saying the same thing.

And no Justin im not contradicting. Just if you only raise your shift points to maybe 6050 and 6000 and redline at 6200 with a baby cam you may not need the ls6 manifold. But if you are going to spin any mild to wild cam past 6200 then the truck/ls1 intake is CRAP!!