T3's from Volvo's (760T, early 740T possibly) have a stepped flange, the same as the flange on the later Mitsu turbo's, and can be fitted to manifolds that originally had Mitsu turbo's, including the better flowing 1990+ ones.
However, the holes in the T3 turbine housing flange are bigger than the Mitsu ones, so to do things properly, you need to drill and tap the manifold for larger studs.
The outlet hole on the Mitsu manifolds is also much smaller than the opening in the T3 turbine housing flange, so in order for the T3 to reach full potential, you need to machine out the manifold to match the T3.
Also, T3's from non-Volvo applications have a different, flat flange to the Volvo sourced ones. The opening is the same size and shape, and the holes are the same size and pattern, but there is no step in the flange. If you machine the step off the manifold, this allows you to use this standard T3 flange, and opens up a huge range of options.
For the oil feed line, you can get a braided hose made by Enzed, Pirtek etc. for about $120, including adaptor fittings for both ends. For the drain there are options for making it flexible as well, such as adaptor flanges for the T3 drain to go to an AN fitting, and Kaplhenke makes a similar adaptor for the hole in the block.
Here's what I did back in 2007 on my 760 Turbo:
'90+ manifold, machined flat, drilled/tapped for larger studs, opening machined and ported to match T3 opening.
Standard T3 centre housing and turbine wheel.
Unknown origin .63 turbine housing, which has been ported a bit on the inlet, wastegate port enlarged.
ATP 3" V-band wastegate housing.
.60 compressor housing and wheel from VL Turbo.
Saab 9-5 wastegate actuator on modified stock bracket.
Oil feed hose as discussed above, stock drain tube.
Manual boost controller.
Full 3" exhaust system.
Manifold, as received from machine shop:
Manifold, after porting:
Setup during installation:
This is about as free-flowing as you can get, using a stock manifold and an internally wastegated turbo. It can be pushed pretty hard without ever glowing red, the stock setup it replaced always glowed brightly after a bit of spirited driving.
This setup will be transferred to my new engine ('93 B230FX) with no changes apart from the oil feed and drain, which need to be changed to fit it to what was an NA block.