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| Kurt Volmink is a rare breed of backyard mechanic |
KURT Volmink is one of a very rare breed of backyard mechanic, for
he insists on fitting turbos as specified by the original equipment
manufacturer.
“We use Garretts by Honeywell, and a big up to the new distributors
who have halved the prices from what they were a year ago, from about R18 000 to
R9 000. More guys can now afford to experience the addictive joys of boost,” he
said.
A self-taught drifting enthusiast, Volmink also founded PMB
Drifters, and has fitted “many turbos” for himself and fellow enthusiasts.
Witness Wheels asked him his dos and don’ts for
fitting after-market turbos.
“The dos are easy. Decide what you want the turbo for — is it for
drifting, racing or commuting?
“Then have guys who themselves drift or race or commute fit the
turbo, for they will have made all the mistakes on their own expense.
“Second and very important, use the best oil for the application
and then change it every 5 000 km. Oil does not just lubricate a turbo, but also
removes heat. Without clean oil suited to the job, the turbo’s bearings will
heat up, causing that white smoke people see. Eventually, everything will seize
and shear.
“Third, add new brakes that can help stop all the new power you
have.”
He advised that a big turbo is best for drag racing. It delivers
lots of power in the mid-range.
For drifting, a medium-size turbo or even bi-turbos make for a good
power curve without turbo lag. For commuting, turbos with adjusting blades — the
so-called variable vanes — can deliver better fuel economy if the driver uses
the extra power at low revolutions to maintain momentum.
“But boost is addictive and few drivers can resist putting foot
once the turbo is in,” Volmink said.
Volmink fully agrees with Chris Kambouris, managing director at
Turbo Direct, who advises all turbo users in an introductory video to “insist on
genuine products every time”.
“While many companies offer to repair or rebuild damaged
turbochargers, the chances of an incorrectly repaired turbo performing poorly or
failing again are exceptionally high,” states Kambouris.
He said while many suppliers offer “European spec” after-market
turbos, they are not worth the double outlay of first buying then
repairing.
“Time and time again these fake or knock-off reproductions have
proven to be unreliable and more costly in the end.”
Asked about repairing a turbo, Volmink said it was simply not worth
it.
“It will just break again. Put in a new Garrett and then keep the
oil fresh,” he said.
Turbos fail because of:
• dirty oil:
this is the slow killer that will cook the bearings.
• no lubrication:
the oil does not get through because of slag in the tiny turbo
galleries.
• excessive operating
conditions: the engine’s revolution limiter will not stop the
boost.
