Fourth: since Chrissi's HKS manifold waste gate branch goes off towards the flywheel
end it seems like it will interfere with the motor mount in that area.
A possible solution is to move the motor mount outboard and use a large
hole in the motor plate to pass the waste gate branch through if a waste gate
is required. The starter wants to occupy this area as well.

No need to worry Paul; wastegates are a 90 deg fitting. Whatever the outlet of the wastegate it is going to be pointing up, down or outwards.
Next, so far the two texts I have on turbo charging  remind me of an old cartoon where an engineer fills a blackboard with calculations then in some scribbled fine print "then a miricle happens' and the calculations go on... these books are both all deep in the calculations and then both of then get quite nebulous and finally drop the ball completely saying it is an inexact science that requires iterative dyno testing. I think they both could have saved a lot of time and money by telling you to call the manufacturers; which is what they both hint at.
Other than that they make nice picture books to give you an overall view of the conversion process and a general idea how a system is configured.
...Chrissi

I think they are a bit more more than that Chrissi. It will sink in after
you read them over and over and start to get a fundamental understanding
of the physics involved. It is true there is no substitute for
experimentation when it comes to turbo's apparently. Even the manufactures
screw up from time to time. Garret used my test equipment to develop
some turbo installations for Ford. I got an SAE paper around here somewhere
on the tests. A lot of the development problems come from the conflicting
requirements of the turbine to spool up fast for car acceleration reasons.
If you just look at the steady state aircraft requirements things are 
much simpler.

Paul Lamar
 
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