hi mate your on the sierra owners club arnt you ? its just you wrote this on there :

"I ran a Turbo Technics conversion for about 4 years. The engine itself is standard, just a drilling into the sump for the turbo oil return and the fitting of an overboost switch into one of the intake manifold legs. The compression is standard. It ran a 5th injector in an elbow bolted to the front of the throttle body, this was driven by a Digital Control Unit, taking a timing input from the coil and a signal from a 2 bar MAP sensor. The ignition was permanently altered using the octane adjust plug, all 3 wires were grounded (even though one of the wires raises the idle speed and didn't need to be done). Very importantly, there was also a frequency limiter fitted to the original MAP sensor on the car. This prevented the standard ECU "seeing" a boost figure as it would drop into Limited Operating Strategy. In this LOS mode, the injector pulse duration and ignition timing are fixed, the engine would detonate to death in a very short time if this was allowed to happen while on boost.

Finding a full kit is like finding hens teeth, Turbo Technics converted 52 cars in total. The full kit consists of the following items,

T2 turbo
Exhaust manifold
Downpipe
Intake elbow with 5th injector
Overboost switch
DCU with GM/Motorola 2 bar MAP sensor
Frequency limiter
Wiring harness
Intercooler
Boost pipes
Turbo inlet pipe from standard airbox
Oil feed adaptor
Oil feed pipe
Oil return pipe
Sump oil return adaptor
Fuel line T piece and hose
Vacuum T piece and hose
Octane adjust plug and shorting wire.

I know the system inside out, having stripped it off one car and fitted it to another one as well as making various modifications including building a new DCU when mine fried itself."

which now means im more confused than before lol if its a t25 its a different flange to a t3 ?