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Garrett T25 specifications [Archive]

Time:2012-04-18 02:53Turbochargers information Click:

small thread GT17 fragile

.49 A/R (hot side)
Trim: 61

Garrett -partnumber of the 9000 turbo: 452083-0001

February 22nd, 2011, 01:03 AM

Very useful website.. thanks for posting that.

February 26th, 2010, 08:48 AM

TB2569= saab 900 (b204)

New and improved T25?

May 17th, 2010, 11:56 PM

I saw some good power out of a t25 on my 9000 with 3" exhaust, and an aftermarket intercooler, however to continue the power curve to where it would be making 250-255whp just doesn't seem very reasonable. The turbo was falling flat before getting to the RPM range where that would happen. Anyway, it could be possible, but I sure as hell wouldn't want to try it
.48 A/R (cold side)
.49 A/R (hot side)

thanks kei,


November 22nd, 2010, 03:33 AM

Please also not that you can now enter VE and air temperature in the toolbar.

oem part no 5955703...engine no B205E(185 bhp 2001 9.3 model .)
Garrett TB2569 (saab 900 94-)
turbine wheel:

March 1st, 2010, 12:49 PM

I guess there's no 100% answer and maybe there where several different Garrett types mounted to T5 models throughout the years.

March 21st, 2011, 03:22 PM



Great work there! Can I make some observations ( after editing the previos version of this post)? 1.48bar 'looks' way too much for what is commonly thought about a T25 and one problem with that amount of boost is that the stock MAP sensor will saturate at around 1.38bar so above that your fueling could be out esp if the injectors are maxed out or the fuel pump is weak. From my limited experience the low boost looks too high and the high boost looks too low - it looks like the whole map could be shifted up 500rpm - could this make sense from your calculations?[attachment=0:352irz08]T25 max request.jpg[/attachment:352irz08] boost limited to 1.35bar and a bit of smoothing


Yes you can. :D
part list of the turbo: ... 3-0001.php ()

February 26th, 2010, 01:55 PM


May 18th, 2010, 09:11 AM

March 2nd, 2010, 12:32 PM

ECUPROJECT.COM Tuning Forums > SAAB > Trionic 5 Tuning > NG900 and OG9-3 (1999) Information > Garrett T25 specifications

March 2nd, 2010, 12:23 PM

Great work Guido - I'm assuming that the temperature is the air as it's going into the compressor i.e ambient air?

.48 A/R (cold side)


April 11th, 2011, 06:18 AM



Added TD04HL-19T as well just as a comparison.

Weight: 7,5kg
Have any usage lines on the flowmaps for B20x vs. B23x on both T25 and 15T? maybe a comparison to 19T would be nice as well as that's a very popular upgrade! :)

March 2nd, 2010, 09:05 PM

I'm working on putting some lines to your charts, just need to do a little work for converting cfm to lb/min. :?

Thats probably going to end up being the hurdle at this point. Not something to play around with much unless you have a wideband to monitor with.

Compressor diameter:
And yes the differences in flow from changes in requested boost to turbo PR are small.


Bearing span: 37,8mm

Most i've seen on a T25 was 1,4bar boost.

Yes, temperature is ambient air.


I've seen tests that show the pressure drop across the IC to be negligable and nowhere near 5psi.

Hello Everybody :)

Drill and tap a mounting hole at the exhaust manifold outlet. Mount an ordinary steel brake line/pipe about 12" long, put a rubber hose just as you would with your ordinary boost pressure gauge.

05 - I've adjusted the relative throttle value (Pwm_Ind_trot!) so that in 3rd and 4th it only boosts to the 130 throttle position which is limited to 1.3 bar and it only goes to 1.35 bar in 5th. I rekon the spool and mid boost is just about perfect but as I said it could perhaps be pushed a bit in the higher RPM range but your research may show that it's the midrange where the extra capacity exists ( 3 bar map sensor required) but I'd still be reluctant as the thrust bearing may not last long. I'm cooking another request map which pushes the 5th gear request to 1.37bar slightly sooner but then tapers it down quite rapidly. I would use this for motorway overtaking when you want a slug of midrange power without dropping down a gear but also don't need high RPM power. In 3rd and 4th I've limited request to 1.27bar but eased it in grqadualy and extended it further into the high rev range. This is for use when you are needing more linear power in lower speed overtaking and perhaps more spirited driving on quiet back roads ;) [attachment=1:2y8eoo66]track05.jpg[/attachment:2y8eoo66][attachment=0:2y8eoo66]track6.jpg[/attachment:2y8eoo66]

I'm trying to independently verify this data, but it is from an engineer at a Garrett distributor. (I got it from someone from another forum).

April 21st, 2011, 03:42 AM

One problem with that map you posted is at the higher end after 4000 rpm stock injectors are over 80% duty cycle (for 11.5 AFR), and from 5000 and up they are over 100%. :/ (mid to low 80%'s around 14.7AFR)


Turbine A/R - Turbine performance is greatly affected by changing the A/R of the housing, as it is used to adjust the flow capacity of the turbine. Using a smaller A/R will increase the exhaust gas velocity into the turbine wheel. This provides increased turbine power at lower engine speeds, resulting in a quicker boost rise. However, a small A/R also causes the flow to enter the wheel more tangentially, which reduces the ultimate flow capacity of the turbine wheel. This will tend to increase exhaust backpressure and hence reduce the engine's ability to "breathe" effectively at high RPM, adversely affecting peak engine power.

This is all very much theoretical, but it should make a good starting place for those without dyno's in our garage. As part of my project I also wanted to try and model fuel needs and some basic temperatures, maybe even ignition but that might be a bit much.

Moment of inertia: 5,4x10-5 kg/m2



... ressor.php ()

any chance of a zip file instead of rar?

March 23rd, 2011, 12:34 AM

Does anybody know for sure what compressor for T25 is used on T5 cars. 55 trim or 60 trim? Or where they both used on different models/MYs?

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