FJ, sorry to hear of your continuing problems, but at least you have a diagnosis, I see some talk on other forums about using a larger frame VNT for this engine. Great VNT info on the Garrett site: http://www.turbobygarrett.com/turbobygarrett/tech_center/gt_basics.html Also great pics of de-coking exercise at: http://kev-stuff.blogspot.com/2007/01/vnt-turbo-de-coke.html Well at my last post I mentioned heating up problems, I bit the bullet and went for the thermostat. On the way to it I found the T-Belt to be original (80k) and not replaced at 68k as per service book ! so new everything. Tested the new and old stat in heating water from cold, old unit open half way at 70 deg and then fully at 90, hence not a chance to get to 90. New unit worked as it should, however car takes an age to get up to temp (about 15miles driving!). Is there any other diversion around the stat anywhere? or is this typical behaviour? Does anyone know the stock turbo pressures for this engine, tested mine at the port at the start of the inlet manifold, found to be spiking fairly quickly to 25-30psi and consistently dropping back to a controlled 15psi. Is this typical? can the VNT mechanism control to a setpoint and what should it be or is it simply open/shut. Info welcome. Regarding the clunk on gear change, checked all mounts and bushes, all well. Found considerable backlash in rear diff, sourced a second hand unit, changed it and no difference. Grrrrrr. Still feels like there is something running very tight on hard lock at parking speed, feels like a binding of some sort. New VAG oil for G'Box in case torsen is at fault. G052911 v expensive and no cross reff anywhere. Will let you know if it makes any difference. Shane, 01 Allroad 2.5q.