FCC Retrofit Conversion for a '95 SN

Yea I talked to a PCM rep back in March about it and decided to make up my own "kit". First thing I asked- were there any instructions? Nope. Asked about a parts list for the GT40,they told me to go on their web site, Web site only has Chevy lists. Not too helpful.Sent an email a few weeks ago to the person I had talked to,no response. I feel at times I could get more product support from Holman Moody. Did you get a wiring harness? Does it have a part number you can share?

Here is the GT40 parts pdf pages F2-1 and F2-2 might be helpful as might a call to Vince at Discount Inboard Marine GT40 pdf when they reference standard riser that means direct drive boat,reverse riser means V drive boat.

Gary S wrote: Here is the GT40 parts pdf pages F2-1 and F2-2 might be helpful as might a call to Vince at Discount Inboard Marine GT40 pdf when they reference standard riser that means direct drive boat,reverse riser means V drive boat.

Off subject but now you've done it Gary!!!!   If you look in the PDF at the exploded block view part #2 is listed as a .... wait for it....... Plug, Freeze brass 1 1/2 OD

I did find the discussion I recalled before.

1995 GT-40 Fuel Pump/FCC conversion

Any additional pics or tips from other who have done this conversion would be appreciated.

I will document my experience and post my pics as well. I hope to get started this evening.

I have a 95 that has a FCC which I assume was added later.

I'll be at the boat tomorrow and can post some pics.

Yes as far as I understand. Technically only the output (pressure) is the one that can't be changed. The return on the top can't either only because the 90 on the fuel rail return hose fits there. Like you say they all just go straight in (or out in case of the fuel return to the tank) make a 90 then dump into the FCC
While you have the FCC apart can you take a picture or post the numbers on the high pressure pump please? Is it a Walbro? if it is it will have a number like GSS ___

That just covers the mechanical fuel pump boss for carburetor motors Ford just used the same timing chain covers for all engines. 10 posts down on here is a closeup of a gt40 FCC. I'd just mount your new fittings into where they are on this FCC. You can also kinda see how the low pressure pump mounts too.

No GSS ___ then ? I'm learning alot about these pumps,seems they are built just for PCM with numbers that don't match any Walbro numbers,Thanks Tim
As to your FCC I think I'd just put the plug into #1 spot, feed from low pressure pump into #2 and fuel return to tank in #3 thats the 90 with the hose barb.

You might need a longer return to tank too,I know I will because with my engine being in the boat backwards the FCC mounts to the starboard side head above and along side of the trans. Mine have never been changed so it might be time anyway.

No other markings on the FCC pump other than Walbro, 05217-1 / AOU269

I got everything figured out, mounted up, & electrical connected, I bought some automotive (temporary only) heater hose and fuel line to accommodate the new routings and once she filled up with fuel she fired right up.

I left the in-line fuel filter in place, mainly because I didn't have enough fuel line to make the whole run.

Once I clean up some of the fuel line and wiring harness routings I will post some pics of the new install.

Dos anyone know why after the regulator, the fuel line can't just return to tank? Instead it goes back to the FCC and then returns to tank. Other than the FCC high pressure pump outlet (blue line), all the other ports on the FCC appear to have fluid passages direct to the FCC canister. It certainly would clean up the routing if the orange and red lines in my schematic could be eliminated and the excess fuel could just return to tank after the regulator.

Good luck   I hope it works!

I didn't like paying the $$$ I did for the retro fit kit, but the peace of mind of knowing that my starting issues are (hopefully) behind me is worth it.

Gary, we kicked this around quite a bit a year ago.
The only reason we came up for the 2nd return line that goes back to the HP feed is that it would be a redundant source of fuel should the boat hit rough water and the fuel feed is disrupted for brief periods.   
In the Automotive world they always dump the return line direct to the fuel tank and this allows for a cool supply of fuel to the fuel rail at all times.
If my High Pressure pump goes out I will eliminate the second return line and install a new Carter pump exactly where the original pump is now and for $80 and a few retro fits the boat will be running again.
I am not new to fuel pumps, in the 90's I attended a week long Electric Fuel Pump School at the Carter Fuel factory in St Louis. I helped mechanics diagnose fuel pump issues for Carter for about 15 years so this is nothing special to my thinking.
I was not an engineer but I got to speak with them any time I had a question and needed expertise.   Carter was sold off several years ago so I have lost my inside contacts but this is old technology and easy stuff.
Gary don't worry about having too much pressure. That is what the pressure relief valve is for. It will return all excess back to the tank and keep your supply cool.
Normally a pump will be able to deliver at least 20 PSI more than your pressure relief is set at. Just make sure your pump of choice has enough Gallons per hour rating to cover a 351W.

I believe PCM was very new to fuel injection and put together a mix of parts to get the 1995 Pro Boss released.   Notice they changed to a better system one year later.
Mine is a 95 and runs like a top so they did not miss by much.

You are correct it was Gun Driver last time around. I assume his boat is running this summer?