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[Doctor Gollum]

OK, will bolt straight in is misleading...

M57 should drop straight in, N57 also drop straight in if block fittings/dimensions are the same. Anything newer will be a wiring nightmare

[anV6]

OK, will bolt straight in is misleading...

M57 should drop straight in, N57 also drop straight in if block fittings/dimensions are the same. Anything newer will be a wiring nightmare

The one with 282hp is from the M57 line, so good news if any M57 is an easy drop in.

The N57 is even better as the weakest starts already at 202bhp. The strongest is an insane 376bhp! Although I'm sure this engine alone costs several times the price of a 2003 Omega.

I wasn't holding my breath a petro straight 6 would be easy to fit. But if any M57 will be a straight bolt in, then it will all depend on the price of the engine and my ability of being able to get used to a turbo and a diesel.

Do you know anybody who has done a similar swap by the way?

[Mr Gav]

I wasn't holding my breath a petro straight 6 would be easy to fit.

C30SE swap has been done before as has the Lotus Carlton lump along with all the running gear but as far as the C30SE is concerned there isn`t any benefit as the engine is a bit heavier than the Omega engine.

[anV6]

I wasn't holding my breath a petro straight 6 would be easy to fit.

C30SE swap has been done before as has the Lotus Carlton lump along with all the running gear but as far as the C30SE is concerned there isn`t any benefit as the engine is a bit heavier than the Omega engine.

Since Doctor Gollum and I were talking about the BMW straight 6 diesel, I meant the BMW straight 6 petro. Not the Opel straight 6.

We have already discussed the old Opel straight 6 in the thread and deemed it not worthy of a swap. The Lotus version would definitely be worth it. But I doubt you can find one and even if it will cost several times the price of the Omega.

[Diamond Black Geezer]

Just re: your earlier point about 'ordinary cars' are often running with 200bhp (which I agree, it's nothing much to crow about these days) but on my way into work this morning I easily managed to get the back wheels to judder thanks - in part - to my lack of LSD, a mini roundabout, damp roads (and no-one about I might add). I've got the 'asthmatic' 2.5 V6 Auto that's as fast as a glacier with a hangover. But my point being, in terms of keeping up with modern traffic, no issue whatsoever. 

I've left chavved 3series driver red faced and astonished this rusty old barge out paced him between traffic lights, kept pace with an AMG A-class that clearly thought a wallet thickness could make up for lack of driving ability, and never been beaten off the lights yet.

1.5 ton takes a bit of moving, and young Mr Fiesta ST might level-peg at first, but soon as your chav reaches for his gearchange, my 'rubbish old slushbox', still in 1st, is just reaching the top half of the rev range, and the power is really kicking in, and it's bye-bye Burberry cap. It's a smooth, seamless power(and torque) delivery with any of the V6s.

I don't want this to be read as if I'm ignoring your entire point, I'm not, just suggesting that they really are perfectly decent in every day driving, 3.0/3.2s and manuals even more so. 


I do like the sound of fitting a later BMW unit, actually, certainly 'food for thought' and we know the Omega chassis handles large power increases, Monaros being the proof.

[anV6]

Just re: your earlier point about 'ordinary cars' are often running with 200bhp (which I agree, it's nothing much to crow about these days) but on my way into work this morning I easily managed to get the back wheels to judder thanks - in part - to my lack of LSD, a mini roundabout, damp roads (and no-one about I might add). I've got the 'asthmatic' 2.5 V6 Auto that's as fast as a glacier with a hangover. But my point being, in terms of keeping up with modern traffic, no issue whatsoever. 

I've left chavved 3series driver red faced and astonished this rusty old barge out paced him between traffic lights, kept pace with an AMG A-class that clearly thought a wallet thickness could make up for lack of driving ability, and never been beaten off the lights yet.

1.5 ton takes a bit of moving, and young Mr Fiesta ST might level-peg at first, but soon as your chav reaches for his gearchange, my 'rubbish old slushbox', still in 1st, is just reaching the top half of the rev range, and the power is really kicking in, and it's bye-bye Burberry cap. It's a smooth, seamless power(and torque) delivery with any of the V6s.

I don't want this to be read as if I'm ignoring your entire point, I'm not, just suggesting that they really are perfectly decent in every day driving, 3.0/3.2s and manuals even more so. 


I do like the sound of fitting a later BMW unit, actually, certainly 'food for thought' and we know the Omega chassis handles large power increases, Monaros being the proof.

You make a fair point. I just want to try to squeeze everything I can from it.

The later BMW diesel transplant sounds interesting. But I think it would end up being very expensive since to make it worth it I would have to get a top of the range engine. No point in getting one with around 20bhp, as for that I can just get a 3.0 V6 car and be done with it.

So the Monaro V8/Pontiac GTO are really the very same chassis? They look incredibly like the Omega B. I get the impression the front wings, bonnet, bumper etc would bolt right on. It's like what an Omega would be in coupe version. What about the suspension in the Monaro? same as well?

[Kevin Wood]

Similar but not identical. I believe the Monaro chassis is a few 10s of MM wider between the chassis rails, which will probably scupper interchanging a lot of parts.

[Doctor Gollum]

Similar but not identical. I believe the Monaro chassis is a few 10s of MM wider between the chassis rails, which will probably scupper interchanging a lot of parts.

Indeed, both subframes are different, and wider. Also, once you've stuffed an 4L30 into the transmission tunnel, you quickly appreciate the differences

[anV6]

Ok. If it's wider, then it means the bonnet may not be the same. But the wings definitely look exactly the same. But probably not. But the whole style cues are the same. It is effectively an Omega 2-doors.

[Diamond Black Geezer]

It is 'effectively' yes. You won't know as a newbie, but there's been plenty of discussion on the subject about the Omega and Holden derivatives being 'the same' or 'different' and the dictionary definition of both phrases, therein. And plenty of heated debate..

Just looking at what you mention - the wings aren't the same, if you look at the headlamps they're a different shape. From about half way along the wing length they're the about the same, though, as you say, same aesthetics, and various bits n bobs (rear subframe bushes, for instance) are the same, it's Pedders Monaro Poly bushes that many on here fit.

I would have imagined by now someone would have bought an accident damaged Monaro cheap, and fitted various Omega parts to make an 'Omega Coupe', and in doing so found exactly what is and isn't interchangeable, but alas, this doesn't seem to have happened yet. Much is down to opinion, rather than anyone actually taking a socket set to a couple of cars. 

EDIT
Just check out the Wiki page about the Holden Commodore, and compare with respective Vauxhall / Opel Cars to see the evolution of the DNA. (namely the Carlton, Viceroy, Royale, Monza, Senator)   
https://en.wikipedia.org/wiki/Holden_Commodore

[Doctor Gollum]

That is design evolution

There are only two common parts to the Monaro running gear. One is the rear wheel bearing. This is the same part number as the Omega B estate. Tother is the rear flexi hose from the chassis to the trailing arm

There are also some parts which happen to fit, but this is as a byproduct of manufacturing streamlining rather than deliberate... base Monaro front calipers being a case in point. These bolt straight on.

The Monaro is based on the VT/VW/VZ Holden Commodore, but shares NO body panels (possibly excepting the front bumper and filler cap). It is designed to look similar.

This Commodore chassis is, like the Omega, an evolution of the Carlton/Senator B chassis in the same way that you and your sister are related but not the same. The Omega B is a cousin of the Monaro rather than its sister.

[anV6]

Just looking at what you mention - the wings aren't the same, if you look at the headlamps they're a different shape. From about half way along the wing length they're the about the same, though, as you say, same aesthetics, and various bits n bobs (rear subframe bushes, for instance) are the same, it's Pedders Monaro Poly bushes that many on here fit.

What are the advantages of the Monaro bushes?

[anV6]

Doctor Gollum, do you know of anybody who has done the BMW diesel swap? Or what inspired you to suggest it?

[Diamond Black Geezer]

Just that the 'doughnut' bushes as they're called are made from Poly, so last longer than conventional rubber. They are firmer, therefore tighten up the rear end handling, too. (though the original rubber ones last about 150/200k miles anyway) some say they spoil the Omega smooth waftable ride, some say they improve things nicely, without being too harsh.

They're a direct-fit straight swap. 

[Doctor Gollum]

Just looking at what you mention - the wings aren't the same, if you look at the headlamps they're a different shape. From about half way along the wing length they're the about the same, though, as you say, same aesthetics, and various bits n bobs (rear subframe bushes, for instance) are the same, it's Pedders Monaro Poly bushes that many on here fit.

What are the advantages of the Monaro bushes?

They tighten up the rear subframe nicely for more spirited driving, and never wear out. Both improvements on the original items

Mr DBG is part correct... they fit well, but are slightly different dimensions.

This I know from days spent trawling through various parts catalogues trying to identify suitable upgrade parts for the Omega.

Re the diesel idea, knowing what limitation there is to tuning the V6s, both in terms of cost and durability, the only viable petrol alternatives are the 4 cylinder forced induction route, or the old school 'stick a v8 in it' approach.

Swapping the diesel makes sense as the car is configured for it. Omega Bs left the factory with BMW 6 cylinder diesels fitted, so in theory, the engine should physically drop straight in. Wiring is a different issue, but not a deal breaker... simply some patient head scratching should see it running

Now here's the critical part... IF BMW petrol straight sixes share the same bellhousing bolt pattern as the diesels, then with a bit more work the M54/S54 petrol lump could be viable...

The diesel swap would obviously be more straight forward as the fuel is the same