The definitions of 'minimum turnround' and 'minimum change ends' are two different things.
Changing ends is literally just that- the time allowed for crew to change cabs prior to departing with the next working (passenger or ECS.) This value is dependent on stock type and unit formation length, plus any special allowances for the location if applicable.
(For example, 2+8 HST reversal was 7 mins.)
Turnround adds a performance robustness component to the above, usually specified based on the distance and/or time of the inward working, and is usually specified on a case-by-case basis.
(For example, an HST arrival at Paddington from Bristol/Cheltenham/Cardiff was 20 mins, from Penzance/Hereford/Swansea was 30 mins. These were considered unduly tight, compared to ECML Kings Cross turnrounds which were in the order of 45-90 mins.)
Turnarounds apply passenger arrival to passenger departure, at some locations it is permitted / necessary to plan a shunt move within the turnround time. Some routes do not specify turnround at all, particularly south of the Thames. Therefore in theory a Portsmouth-Cardiff requires 30 mins at the Welsh end but only 4 mins at the Solent end!
For new services a standard rule of thumb is 10 mins for every hour of inbound travel. It will be interesting to see what HS2 plans at Euston, especially given the reduction in platforms to 10.
It's essentially down to XC running the hourly Reading/Bomo service with double sets whilst also running a few additional Bristol which don't fully interwork.
This has several knock on impacts on the platforming at Piccadilly, and therefore their pre-Covid path is not available anymore. So the choice is either dwell at Stafford for a while, waiting for the following path into Piccadilly, or hold 3 other trains at Stockport/Cheadle Hulme.
There's not really much in the way of choice given the constraints of the Newquay branch. It's only heading to Plymouth so if it does leave a little bit late, it's not the end of the world.
It used to be 85 mins which severely limited the ability of GWR to provide a usable evening service. By mutual agreement it was reduced, presumably based on performance data supporting the reasonable right time running of the inbound, and probably a regulation policy of terminating short if running very late.