Dan had started the makings of a TIP, leaving it over length so we could trim it to suit, we offered that up to see if it would fit, and it does
Time to offer it into the car.
We lifted the engine back in, and found there was actually way more room around the master cylinder area than we had thought there would be, but a small lug on the back of the turbo was fouling on the bulkhead, on a bulge around the steering rack knuckle area.
We pulled the lump out, and ground off the redundant lug on the turbo, and just to be extra sure, we heated up the bulkhead and gave it a gentle tap.
The area that needs a tap is just in front of the steering rack connetion, on the RHD car the bulkhead bulges around the rack, and the metal is quite thin. There is plenty of room to tap it back, even with the engine in situ you'd do it easily from underneath. We tapped it back about 15mm in total, making the convex profile concave. We checked inside and there is still about 20mm clearance from the steering knuckle during it's full rotation, so no trouble here.
There is now enough room to get your hand all the way round the back of the compressor housing, and we rocked the engine with the dogbone disconnected and it cannot contact or come closer even with engine movement. happy days.
Plenty of room for a downpipe on the FWD car:
Oil line all fitted:
Due to how low the turbo sits, it is fairly tight for room around the driveshaft on that side, so for the oil drain we used ko3 ends, and added a length of braided flexi oil hose to join them up:
Ben made up a 1 bar actuator with a custom rod welded to it, utilising the stock TFSI N75 and connections:
And this is where I left her:
Dan is going down to Parsons performance today to work on the car and boost pipe routing, and I'll be heading there tonight to throw on a new cambelt for good measure, replace the leaking rocker cover gasket, and hopefully get the engine back in the car for the last time
I need to say a massive thanks to Ben and Dan for doing the bulk of the work here, whilst I usually do everything myself, the requirement for a custom downpipe and engine removal for pics and checking of the first fit meant it needed to go to him, but being as I like to be involved with everything, I'm going to try and get down there and help out as much as possible to turn it around quickly, so Ben can focus on the tricky bits like making the downpipe
Dan's done a great job getting the adapter made, and the fact that it all bolted up so easily is a credit to it's design