LS Swap Exhaust Headers for Chevy Camaro, Corvette & Cadillac CTS (LS1/LS2/LS3/LS6)

If you're doing an LS swap or just tired of the factory cast manifolds choking down your Camaro, Corvette, Firebird, GTO, or Cadillac CTS, these Chevy LS exhaust headers are built to fix that. They're a tubular, turbo-style header made from 16-gauge steel, designed to bolt in place of the restrictive stock manifolds on LS1, LS2, LS3, LS6, and LSX small block V8 engines and let the motor breathe the way it should.

A lot of LS-swapped cars never see a turbo, and that's fine — this header is happy either way. The design listed here is a turbo-style header that can be used for single or twin-turbo builds, but the same features that make it turbo-friendly (thick 3/8 in. flange, heavy 16-gauge tubing, a 3 in. V-band collector) also make it a genuinely solid header-only upgrade or direct replacement if you're just deleting cracked, warped, or leaking factory manifolds and want something that isn't going to warp again next summer.

Chevy LS Exhaust Headers Built for the Small Block Family

This header is engineered around the LS-based small block V8 platform — LS1, LS2, LS3, LS6, and LSX — in 5.7L, 6.0L, and 6.2L displacements, with an up-and-forward facing orientation to match factory LS engine bay routing. The primary tubes run 1-7/8 in. (48mm), stepping into a 3 in. (76mm) collector, with a 1.76" inlet and 2.89" outlet. If you're building a V-band exhaust system, the clamp size is 3.0", with a normal allowable error range of 0.1–0.2 inch, which is worth double-checking against your own V-band hardware before final assembly.

Head flange thickness is 3/8 in. (9.5mm) — thick enough to resist warping from repeated heat cycles, which is the single most common failure point on cheaper stamped-steel headers. Pipe thickness is 16 gauge (1.5mm) mandrel-bent tubing, which holds its shape under welding and under boost instead of collapsing or cracking at the bends the way thin-wall tubing tends to.

Confirmed Fitment

This header fits the following LS-powered platforms:

• 1998-2013 Chevrolet Camaro
• 1998-2013 Chevrolet Corvette
• 2004-2013 Cadillac CTS
• 1998-2002 Pontiac Firebird
• 2004-2006 Pontiac GTO

All five platforms share the same LS-based small block V8 architecture, so the header bolts to the factory head pattern without spacers, header flange modifications, or cutting. As with any header swap, it's worth double-checking your specific engine code and accessory setup (A/C compressor location, steering shaft clearance, etc.) since aftermarket accessories or a non-stock oil pan can occasionally change clearance even when the head bolt pattern matches.

Why This Beats Running the Factory Manifolds

Stock LS manifolds are cast, heavy, and shaped more for underhood packaging than for actual exhaust flow. Over time they crack at the manifold-to-head junction, especially on cars that see track days, towing, or just a lot of highway heat cycling. A tubular header like this one is lighter, flows better because the primary tubes are equal-length round tubing instead of cast passages, and — because it's steel instead of brittle cast iron — it won't shatter if a stud snaps or a bolt backs out on you at the wrong time.

If you're not familiar with how exhaust manifolds are engineered and why tubular headers outperform cast units on flow, the Wikipedia entry on exhaust manifolds is a decent primer on the tradeoffs between cast and tubular designs before you commit to a header swap.

Installation follows the same routine as any header swap on this platform: support the engine, drop the factory manifolds, clean up the head surface, and torque these in with new gaskets and hardware in a couple of even passes rather than cranking one bolt down first. Because the flange is 3/8 in. thick, it sits flat against the head without the warping-under-torque issues that thinner stamped flanges are prone to, so you shouldn't need to re-torque and re-check for leaks after the first few heat cycles the way you sometimes do with cheaper headers.

Turbo Builds, Straight Swaps, or a Simple Upgrade

Because the header type here is turbo-style and rated for single or twin-turbo setups, it's also a strong pick if you're planning a turbo LS build down the road but aren't there yet — you can run it as a straight header now and build the turbo plumbing off the same V-band collector later instead of buying two different headers. For anyone just replacing a cracked or rusted-out factory manifold on a Camaro, Corvette, Firebird, GTO, or CTS, this same header does that job cleanly, without you having to hunt down a turbo-specific part number.

Either way, these Chevy LS exhaust headers are a straightforward swap for anyone running an LS1, LS2, LS3, or LS6 who wants a header that won't crack, won't choke the motor down, and gives you room to grow into forced induction if that's where the build eventually goes.

Fit Questions, Shipping, and Support

LS swaps come with enough variables already, so if you're not 100% sure this header matches your specific Camaro, Corvette, CTS, Firebird, or GTO, reach out through our contact page before you order and we'll help confirm fitment against your engine code. Our frequently asked questions page covers the most common install and clearance questions we get on LS headers, and our warranty policy spells out what's covered if anything shows up defective out of the box.

Once your order is placed, our shipping information page explains processing and delivery timing, and you can follow your package from our order tracking page once it's on the way. If you're after other parts for the same build, browse our full Exhaust & Emissions collection or the broader Chevrolet parts collection for more LS and small block V8 components. Can't find something specific for your Camaro, Corvette, CTS, Firebird, or GTO build? Send us a note through request a part and we'll try to track it down.