I purchased this turbo for $40 bucks from a friend. The turbo is from an 89 Grand Prix Turbo 3.1L. The following is labeled on the Compressor housing... A/R .80 M 24 "L" 2 GARRETT

It's oil and water cooled and needs to be rebuilt, 2 hairline cracks are barely noticeable near the flapper, shouldn't be a problem right?.

Anyone know what the M 24 means? There is also a small plate tacked to the center section with multiple Letters and Numbers, is there a site where i can enter those to get specs on the turbo?

How does this T-25 differ from those of 2G DSM T25s What is the stock wastegate setting/tension?

Thanks for all input or any questions answered.

 

What motor did this come off of? That's a rare find IMO, you don't see that many grand prix turbo cars.. was it the 3800?

 

yeah, post a pic of that if you can...I knew they existed but I have never actually seen one...A/R is .80 that's pretty big, right??

 

That's what I was wondering, if it was considered bigger or smaller than a DSM 2G T25. Again it has an a/r .80 on imprinted on the compressor housing.

The Turbo Grand Prix was only produced for 2 model years, 89 and 90, it came with a 3.1L V6 and a T-25 Garrett turbo.

Here's a few measurements of the HOUSINGS.
TURBINE: Exhaust Inlet (ID) - 2x1.5" Outlet - N/A (not a perfect shape of course) Turbine Wheel - 1.75" (1 3/4") Wastegate outlet - 20mm or about 3/4".

COMPRESSOR: Air Inlet (ID) - 2" Compressor Wheel - 1.75" Outlet (ID) - 1.5"

If anyone cares to compare it to a T25 they have laying around, that'd be cool though i don't know what i'd do with the numbers.

When it's sitting on flat, w/the air inlet facing up it is 7.25" tall. lol yea i know, that means nothing, I had a ruler so i put it to use

Thanks again, later.

 

Bump... Really need some info. Don't want to use this turbo if I won't have low end torque. My goal is to make a reliable daily driver with 160-170whp using the stock D16A6. I'll be using this for a learning experience so I can purchase a nicer crx, or other car, build a better turbo kit and not mess it up.

 

Okay, i've talked to guys using T3s with .60 AR who don't spool fully until 3500 to 4000 rpm. The turbo you're using has a .80 AR compressor housing. It was designed for use with an engine with two more cylinders and twice the displacement yours has. Your torque will be nonexistant as far as i'm concerned. Maybe use a .80AR if you were building a racecar... But especially if it needs a rebuild, sandblast the housing, put some hi-temp paint on it and sell it for $200 on Ebay

 

That's what I was thinking... Worthless to me, well my purpose anyway. That was my concern when I found out it was off of a 3.1L and will be going in an engine nearly 1/2 the size.

The 2g dsm has a T25 as well, but i'm sure it's considerably different, would you happen to know at approximately what rpm usable boost is produced using the dsm T25? The a/r ration?

Oh, another piece has been added to my setup. A stock exhaust manifold from a 92-95 civic hatch CX. How similar is it to the crx HF or STD manifolds I was thinking it's almost the same. I'm getting it either tomorrow or this weekend.

Thanks for the respond by the way, later.

 

I don't think the 92-95 manifolds are worth you ------- with it. The T25 on a 2g dsm you will start to kick some boost at around 2,500 rpm. I forget the turbine sizings, but it's smaller then the little T3 (.48-.42)

Your .80 T3 would work great on a v8.

 

The exhaust onj the DSM t25 is close to a .6 but the intake is considerably smaller.

 

What makes the 92-95 CX manifold a waste of time, compared to the HF or STD?

Man, that sucks that this turbo won't be useable to me... anyone want to turbo their V8 I think I'm going to put it up for sale for $35 bucks, it needs to be rebuilt and it comes with a wastegate.