Engine options in a 'post GT40 world'

I've had similar thoughts.  Michigan Motorz (yes, that's how it's spelled) has some nice drop-in engines for a re-power scenario.  I've considered that route.  

With that being said...these SBF Ford 5.8 engines are very strong and parts will be available for a loooong time.  If the ECM on my GT-40 were to fail, I would likely go "retro" and convert the engine back to a high performance carb and distributor setup.  My old 1994 Ski came with the TBI "Pro Boss" and the Pro Tech.  After TBI and Pro Tech died, I went with mid-range high performance mods and retro-conversion.  The retro engine was every bit as strong as the original and was remarkably reliable.  Very strong runner.  The carb and dizzy setup is tried-and true and can perform many years well with a reasonable amount of maintenance.

In my new boat, I will likely do the same thing.  I'm fairly confident that I can get 350+ Horse Power from my little SBF without too much trouble.  If / when my GT-40 dies, I will likely go with:

- Roller cam, lifters & rockers

- Edelbrock Performer RPM intake

- Q.F. 650 carb

- Electric fuel pump

- Aluminum heads (AFR or Edelbrock)

- Stroker?  Maybe, but not sure yet.

I love to tinker and work on engines, so it will be a labor of love.  At the end of the day, I will have a rock-solid engine that will be easy to work on, maintain, and will pull my arms off on a slalom start.  All this would be waaaay cheaper than a new drop-in re-power.  I'm figuring $3,500 for all parts with labor being a DIY.

JQ

If you're worried about ECMs, then about any fuel injected Chevy engine out there has plenty of support as far as ECMs go.

Whether it's the first MEFI1  or some later version, you can get them brand new, get a refurbished one or get used and get them programmed for your application by a number of places around the country 

PS...............edit your title 

You're not Jonny 

I might add that up until the last two repowers i have done in the last 4 or 5 years, the focus was to be able to facilitate Zero Off speed control.

Zero Off is the speed control that is only used for current waterski competition. perfectpass is still out their and they build still a very quality product. However many competitive skiers are not willing to purchase a new $120K ski boat nor even a $50K ski boat when their 20 year old garage kept tournament boat drives and skis better then what currently is available for competition and they own it out right.

Finally AWSA looked at the down trend of towboat availability for competition and expanded towboat rules to include basically any boat previously approved by AWSA with the exception that they must utilize current approved GPS based speed control. at the upcoming Georgia state championships they will be utilizing as one of their towboats a Excalibur repowered 99 SN.  

I likely wouldn't go as deep as Jonny Q, and simply go with the DUI, the HP carb and new perf intake. I'll loose a bit of HP, but not likely enough to notice a big difference based on how I use the boat, and can re-prop as necessary.

Ultra

I will likely add a cam, lifters, rockers, heads, etc. because I like to tinker.  If Mrs. Quest holds me to a budget, I would go with refurb GT40P heads, QF 650 double pumper, Performer RPM intake, DUI dizzy and a new fuel pump.  That setup would be damn close to the GT-40 mill in the boat now.  You could work on that bad boy with regular hand tools without the need for an OBD2 reader.  

JQ

Simplicity and reliability, Gary. The newest ECU and associated harness in the field is likely 25 years old. Mine a touch more. For me, its about eliminating issues on a boat I’ll likely have for several more years.

Ultra.

I can add that my HCI upgrade has been nothing but stellar. I could overtalk, but drivers can't believe its not FI.

Its just super strong and responsive everywhere, especially ski speeds with lungs up top. 

And also efficient, last week we measured four skiers at 14mi total at 34mph, using 4.3 gallons

Im all for improvising existing gt40's FI system when neeeded, I'm sure creative solutions will present,  but also wouldn't discourage a carbation, with a few components one can go beyond gt40 limitations

The 170 TFTW heads with 58 cc chambers can run 2.02 valves on the stock pistons, up to 500 lift 

I've run 87 all season with no adjustments in timing needed to compensate.

90-110 cuts in the morning morning each for the price of some karyn's  mocha frappachino latte