OK then, so, a bit of an update on this one...
This 'Nice 'n easy' turbo change may have gone very slightly south. And by slightly, I mean a lot. lol.
Coolant lines made - £52. Ouch. Could have done without that to be fair, but hey ho, not the end of the world.
Anyway, coolant lines fitted, everything looking ship shape and Bristol fashion.
Start her up.... to be greeted with a large amount of blowing. ****.
Blowing is coming from the turbo/manifold flange which runs gasketless with a dowell to aid sealing. Turn it off, decide to leave it.
Bright and early the next morning, turbo back off to see what's what. I had suspicions that the turbo may not have been seated properly or something.
All back together, blowy again. Booooo.
Popped to Bills and got an IHI flange gasket. Fitted the turbo with that (After grinding loads of it away). Blowing gone. Sweet.
Took it out for a test run to be greeted with sporadic boost control. Logs didn't look that good either to be fair, airflow wise and I couldn't quite figure it out. ~240 g/s wasn't looking good from what looked to be 20 PSI boost. Not good at all.
Got home last night very grumpy (mainly due to confusion), shouted at the missus, then played Modern Warfare 3 and had a Domino's to cheer myself up.
Drove Bumble to work this morning, and the manifold/turbo has now started blowing again, despite having the gasket in there. So, something obviously not quite right.
I popped in to see Bill to get his take on the problems.... and was greeted with a confused, quizzical even, look (which made me feel better in a way).
With regards to the blowing - it seems that, as with most of these type of hotsides, the flange has become warped and is not perfectly flat. Resolution - have the flange machines flat. Simple enough.
With regard to the sporadic boost control, the assumption now is that the penny valve isn't sealing the wastegate channel quite properly and sometimes it is allowing air to bypass the turbine even when shut. The wastegate itself be virtue of it's setup has some up and down travel, and where about it is denotes what boost the car does or doesn't make.
Bill (who I love dearly today - I must buy him a present), has come up with a solution for both of these problems in one go. He has an old hotside for the FP on the shelf, which is also warped and has a dodgy, sticky wastegate. However, he also phoned CR Turbos who have said that they can rebuild the wastegate with a new assembly, and machine the flange flat on the spare hotside.
So the plan (already in motion), is to get the hotside to CR for the work to be done, get it back, fit the new hotside, refit the turbo.
The hotside will be going today, and this given me ample time to extract the FP Green in it's current for from Bumble and take it up to Bill's which will at least keep the missus happy(er).
With regard to the less than expected airflow from the 20 PSI boost.... Turns out that, doing proper logging with VCDS, that it wasn't 20 PSI boost at all. Worth noting that this is where liquid gauges fall a bit flat, you can't monitor both boost and airflow together.
Turns out that it is in fact making 235 ish g/s from 1.05 BAR which is 15.2 PSI. Bearing in mind that I am planning on running this turbo at much higher boost than that - maybe up to 2 BAR dependent on how it behaves. Basically 'Whay hey' boost is tempting....
Anyway, so now we play the waiting game...
Thanks again Bill.