The greater the carb height over the plenum floor, the more potential it has to make better horsepower. The key to making power with carbureted intakes has a lot to do with the height of the carburetor mounting pad. We’ll get to those in a moment.īecause the cylinder heads in the LS family of engines move such a fantastic amount of air making big horsepower, the single plane family of carbureted intakes has a huge following. These manifolds are one of a few that cross over into the EFI side with different part numbers machined to accept multi-point fuel injectors. There’s also a certain faction of car builders who really like multiple carburetors on top of an LS engine and Holley is able to feed that need with a carbureted dual four-barrel intake for both the cathedral port and rectangle port engines. Of course, there are also dual plane intakes for the rectangle port heads like the LS3/L92 engines so those engine owners don’t have to feel left out. We’ve listed some of the applicable manifold part numbers in the accompanying Parts List. A combination like a cathedral port 6.0L with a mild hydraulic roller cam would benefit from a Holley dual plane intake and a 750 cfm Holley carburetor. The dual plane intakes are intended for milder street applications where the focus is on broad street power and torque at lower and mid-range engine speeds. If you’re considering giving a more nostalgic look to your LS, consider the dual four-barrel manifold (PN 300-120 for cathedral port heads) that can mount a pair of small Holley four-barrel carbs to give it a mid-‘60s vibe.įor those true believers whose world revolves strictly around carburetors, Holley has you covered with an immense array of different manifolds basically split into dual and single plane versions. We’ve split this approach into carbureted and EFI categories so let’s get started. With engine builders making so much power from even small displacement LS engines, the demand for an affordable cast aluminum intake (as opposed to a custom-built sheetmetal aluminum intake) was great enough to warrant a wide selection of manifolds. And while the LS7 appears to be the same as the LS3/L92 rectangle port heads, the bolt pattern is different, demanding a unique intake for engines with LS7 heads. So if you have an engine with cathedral port heads, it will require a manifold that is designed specifically for cathedral ports. Not too surprisingly, these bolt patterns and port configurations do not interchange. The third choice is the LS7 which requires its own specific intake manifold bolt pattern.įinally, the change to direct injection created the Gen V version LT engine with yet a fourth intake pattern iteration. So when looking at intakes, you need to know which heads you have in order to make the right choice. Later, as displacement and horsepower demands increased, the Gen IV engines expanded into a larger, rectangle port configuration. The original Gen III engines came with what have come to be called cathedral port heads since the tapered upper portion of the port looks like a steeple. While all production LS engines have always been digitally controlled, many hot rodders still prefer to run a nice traditional big Holley carburetor paired with an MSD ignition conversion so we’ll separate the carbureted versions from their EFI counterparts.Īs most of you are likely aware, there are three LS cylinder head configurations for the port fuel injected Gen III/IV engines. Let’s start by differentiating the carbureted manifolds from the EFI versions. We’ll save those for separate attention at a later date but for this story we’ll concentrate on the cast aluminum LS intakes. There are, of course, other intakes available through Holley for these engines such as the affordable Sniper fabricated manifolds. The selection is broad enough that it demands we run through all the cast aluminum versions in order to sort out all the different applications.
Holley is right there with a vast collection of intake manifolds.
#Ls1 intake manifold full
GM’s LS engine has spawned an entire industry full of high performance engine parts designed specifically to add to this engine’s formidable power promise.
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