I don't use tvis

The car's registered - is it not a useful thing to retain for general driving (yes a secondary use for this car admittedly)

OK, food for thought. Will have to sort that out after.
Picking up the car tomorrow, then Sunday is Eastern Creek Brabham circuit. Apparently its tuned for a conservative 16 psi for now, producing 185kw, full boost @ 3000RPM, and super responsive with the straight through IC. Definitely looking forward to it!

Mrskylighter
A bit more on the TVIS removal. Many moons ago  when I first did some mods to a gen 2 turbo I used an ATS racing version of this. http://www.koracing.net/viewproduct.php?folder=12&product=633
You get the benefit of reducing the heat held in the inlet manifold while removing the butterflys which could/can obstruct air flow at high rpm. 

How are you controlling your boost? If you are bringing boost up with no waste gate creep. Just keep TVIS fully Open.
If you are using waste gate creep use a MSD Switch, to switch the change over point. Do a dyno run with it closed then a run open to find torque and rpm cross point, set the MSD to open tvis at this point.
This help the torque under 3500rpm and avoids torque lost between 3000 to 4000rpm.

Picked the car up today, it's SOO responsive! Very happy with the turbo, and the IC (which was originally unplanned) has worked out well.
In terms of IC heat absorption from the engine: after driving, the core is cold as. The shielding and engine bay airflow and side fan do a great job. After parking with the bay closed for 45 mins, the core sucked up a fair amount of heat from the engine in spite of the shielding. Enough that the IC coolant was luke-warm even when circulating (no fans). This worried me at first, however the guys wired in a fan override switch, and within 2 mins of front fan the whole volume of IC coolant was chilled down to about 10 degrees. I'm confident on-track the setup will work great, will know more tomorrow.
Re: TVIS, the heat-proof delete/spacer thing could be the go. While the IC core cooled down nicely, the intake manifold was still quite warm due to transferred engine heat. Pics below show the final positioning of everything.
Re: Dyno sheet, Paul believes the RPMs were not calibrated correctly. I can confirm the full 1.1 bar boost is reached around 3k. Assuming all is running ok on the track, we can look at winding up the boost another 0.4 bar for some decent power :)
If anyone's floating around Eastern Creek tomorrow, feel free to drop in and say hi. I believe Pete White will be there with the MRS also.
 

Good stuff Alex, it's gonna be so good at the track!
If all goes well for you tomorrow, then I'll have to keep pushing you to join me at WP on Labour Day ;-)

Had a great day down at Wakefield yesterday with 3 other SW20 drivers, and put the car to work in the heat. The graph below shows how the new intercooling and turbo went - I think at the time the ambient air temp would have been at least 26, so for the intake temps to level off at 38-40 seems good to me. The ECU takes 10 samples per second, so that's an initial 6 mins of solid driving, a stop into the marshalling area to pick up a passenger, a mini session of 2 mins or so, then out for the next session for another 10 mins (lesser pace though). The turbo was very responsive and making good power, as I get more comfortable with some higher corner speeds I should be ok to drive this track just in 3rd & 4th, which Steve Wei nicely demonstrated for me in his lower powered car. I did manage to knock 0.3 off my PB, would have liked more and the car has a lot more potential than I'm delivering, but it's a step in the right direction.