(5.)Next, the throttle body was removed to install high-flow injectors and a vacuum fitting for the turbo's blow-off valve.
(6.)The stock Delphi fuel injectors were replaced with high-flow injectors to keep up with the increased airflow and fuel demands created by the forced induction of the Garrett turbo.
(7.)The throttle body's plenum was drilled and tapped for a fitting that would supply a vacuum source to the blow-off valve. The blow-off valve relieves intake tract pressure when the throttle is closed and aids throttle response when opening the throttle.
(8.)The turbo unit was lubricated with pressure-fed oil from the TC engine. The engine's oil pressure switch at the front of the crankcase was removed and replaced with a T-adapter that supplies oil to the turbo unit from one end of the T-adapter. The oil pressure switch was then connected to the other end of the tee.
(9.)The turbo's lubricating oil is routed back to the engine and drained into the gearcase. Early Bagger Turbo Systems required drilling and tapping the stock TC cam cover for an oil return fitting. The latest systems include a new high-quality billet cam cover with the oil drain fitting installed.
(10.) Next, the fuel pump was removed from the fuel tank to install a boost-pressure line that allows the fuel pressure to be raised above stock levels based on any increase in turbo boost. For example, if boost pressure rises to 8 pounds, fuel pressure also rises 8 pounds above the stock level, which is typically 55-60 psi.
(11.)Then the fuel tank access plate was drilled to install a bulkhead fitting for the fuel pressure's boost-pressure line.