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Excalibur 330 Fuel System Information
Based on the recent increase of questions regarding troubleshooting the fuel system on the Excalibur 330, I thought I would put together some general information regarding some basic repair and troubleshooting.
Usual symptoms (in no specific order): 1) Not hearing fuel pumps prime when ignition is turned on. 2) Engine cranks but will not start. 3) Engine runs at idle, but when accelerating the engine dies or sputters and will not make it to cruising speed.
The basic verbal description of the fuel system in late 2002 to 2006 / 07 boats is: FUEL TANK to ANTI-SIPHON VALVE (located on top of the tank by the fuel pickup line) to FUEL HOSE to LOW-PRESSURE PUMP to FUEL CONTROL CELL to FILTER INSIDE FUEL CONTROL CELL to HIGH-PRESSURE PUMP to FUEL RAIL ON THE INTAKE MANIFOLD to FUEL INJECTORS. There is a fuel return line back to the tank too.
*Note 1: there is no filter installed between the fuel tank the low-pressure pump. It appears in 2007 / 08 a filter was added between the fuel tank and the low-pressure pump. PCM part number R080024A.
**Note 2: the high-pressure pump electrical connection has an upgraded part. The original could have fuel leak past the fitting or show signs of wear from ethanol in the fuel. I am unable to find the PCM part number, but the part is available from suppliers.
***Note 3: inside the FCC, the small fuel line that connects the high-pressure pump to the FCC output fitting can deteriorate over time. The PCM part is R045098B.
There is a fuse and relay for the fuel pumps mounted near the engine computer. Location may vary depending on boat model and engine year. The relay has an updated part number from PCM (R130011A). The fuse and relay are for both pumps. Why do they have both pumps one circuit? I do not know, but I can tell you it makes troubleshooting harder. You will not know which pump is causing the fuse to blow.
The low-pressure pump feeds fuel to the FCC and high-pressure pump. The failure rate on the low-pressure pump is high. The time it takes to change the low-pressure pump is 1-2 hours.
Adding the inline fuel filter between the fuel tank and low-pressure pump will prevent any large contaminants from reaching the internal mechanism of the low-pressure pump. Filter changing intervals are provided in your owner’s manual. If you are adding a filter before the low-pressure pump, possibly change it at the same interval as your FCC filter.
When I had a fuel problem, it was the determined to be the low-pressure pump. I added the filter as mentioned above. I also replaced the high-pressure pump for good measure. In addition, I replaced my fuel lines just to make sure the ethanol fuel was not taking a toll on them. The fuel lines appeared to be fine; they were flexible, and the insides were clean. I am not suggesting the following, but I added a fuse to the low-pressure pump. This allows me to have a second fuse inline to help troubleshoot which pump may be failing in the future. The low-pressure pump has a low current rating and adding a fuse that is less than the 20A for the whole circuit is a way to help trouble shoot. If you add the fuse, you are doing so at your own risk. The last thing I did was check my anti-siphon valve. I removed it and sprayed it with carb cleaner to make sure there were no contaminants inside. I did not find anything abnormal.
Having a fuel pressure gauge for fuel injected systems is helpful too so you can check your fuel rail pressure. This is a tool that aids in troubleshooting.
Based on the recent increase of questions regarding troubleshooting the fuel system on the Excalibur 330, I thought I would put together some general information regarding some basic repair and troubleshooting.
Usual symptoms (in no specific order): 1) Not hearing fuel pumps prime when ignition is turned on. 2) Engine cranks but will not start. 3) Engine runs at idle, but when accelerating the engine dies or sputters and will not make it to cruising speed.
The basic verbal description of the fuel system in late 2002 to 2006 / 07 boats is: FUEL TANK to ANTI-SIPHON VALVE (located on top of the tank by the fuel pickup line) to FUEL HOSE to LOW-PRESSURE PUMP to FUEL CONTROL CELL to FILTER INSIDE FUEL CONTROL CELL to HIGH-PRESSURE PUMP to FUEL RAIL ON THE INTAKE MANIFOLD to FUEL INJECTORS. There is a fuel return line back to the tank too.
*Note 1: there is no filter installed between the fuel tank the low-pressure pump. It appears in 2007 / 08 a filter was added between the fuel tank and the low-pressure pump. PCM part number R080024A.
**Note 2: the high-pressure pump electrical connection has an upgraded part. The original could have fuel leak past the fitting or show signs of wear from ethanol in the fuel. I am unable to find the PCM part number, but the part is available from suppliers.
***Note 3: inside the FCC, the small fuel line that connects the high-pressure pump to the FCC output fitting can deteriorate over time. The PCM part is R045098B.
There is a fuse and relay for the fuel pumps mounted near the engine computer. Location may vary depending on boat model and engine year. The relay has an updated part number from PCM (R130011A). The fuse and relay are for both pumps. Why do they have both pumps one circuit? I do not know, but I can tell you it makes troubleshooting harder. You will not know which pump is causing the fuse to blow.
The low-pressure pump feeds fuel to the FCC and high-pressure pump. The failure rate on the low-pressure pump is high. The time it takes to change the low-pressure pump is 1-2 hours.
Adding the inline fuel filter between the fuel tank and low-pressure pump will prevent any large contaminants from reaching the internal mechanism of the low-pressure pump. Filter changing intervals are provided in your owner’s manual. If you are adding a filter before the low-pressure pump, possibly change it at the same interval as your FCC filter.
When I had a fuel problem, it was the determined to be the low-pressure pump. I added the filter as mentioned above. I also replaced the high-pressure pump for good measure. In addition, I replaced my fuel lines just to make sure the ethanol fuel was not taking a toll on them. The fuel lines appeared to be fine; they were flexible, and the insides were clean. I am not suggesting the following, but I added a fuse to the low-pressure pump. This allows me to have a second fuse inline to help troubleshoot which pump may be failing in the future. The low-pressure pump has a low current rating and adding a fuse that is less than the 20A for the whole circuit is a way to help trouble shoot. If you add the fuse, you are doing so at your own risk. The last thing I did was check my anti-siphon valve. I removed it and sprayed it with carb cleaner to make sure there were no contaminants inside. I did not find anything abnormal.
Having a fuel pressure gauge for fuel injected systems is helpful too so you can check your fuel rail pressure. This is a tool that aids in troubleshooting.
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