Suzuki have won a total of eight National Marine Manufacturers' Association (NMMA) Innovation Awards - more than any other outboard manufacturer.
POWER WITH PASSION
An outboard that perfectly balances awesome power and thrust, with outstanding fuel-efficiency and trusted reliability all within a lightweight and stylish design.
POWER WITH PASSION
We are proud to introduce our NEW DF325A – an outboard that perfectly balances awesome power and thrust, with outstanding fuel-efficiency and trusted reliability all within a lightweight and stylish design.
Built with the every-day use of larger boats in mind, this market-leading new outboard has been engineered to run on 91 RON fuel and, as a world-first, is the first four stroke outboard over 300 horsepower to do so.
The high-tech and innovative DF325A has been designed to be robust, easy to use and versatile, making it the ideal outboard for large boats whatever the task.
Whether you are using your boat for work or play, wherever you are in the world, this new outboard is the ultimate choice.
Our engineers set out to build a compact, lightweight outboard that combines the high power required, alongside the operating efficiencies that cannot be achieved by using technologies such as turbocharging or supercharging. Additionally, they set the goal of making the DF325A run on low octane, 91 RON fuel, which combined with legendary Suzuki reliability makes the outboard ideally suited for a wide variety of large boats around the world.
Our solution to developing 74 horsepower per litre in a V6 325 horsepower engine was to increase the compression ratio to 10.5:1, the highest compression ratio ever for a production outboard engine. In order to make this work without knocking (a typical problem at this ratio), we developed systems to mix cooler air with well-atomized fuel to provide optimal conditions for complete, and controlled combustion.
DIRECT INTAKE SYSTEM AND DUAL LOUVER SYSTEM
At high speed, water particles could be directed, trapped, and drained away. Our experienced engineers worked on applying this theory to practice by increasing the intake flow to convert water vapour to particles and designing blades to capture and deflect those particles away from the intake flow. The Dual Louver System incorporates a double shield of blades, each one designed in a dog-leg shape. The outer row of blades removes the spray from the boat and the inner louvers capture and drain the remaining mist. As a result, intake air temperature is free of moist and no higher than 10° above ambient
Injecting fuel does two things, it atomizes the fuel and, incidentally, it cools the cylinder to minimize knock. To achieve the power we wanted, we needed to inject 100% of the fuel into the cylinder all at once, at a precise time, and at a precise angle to both cool the cylinder and to allow combustion to take place in the centre of the combustion chamber. The new Dual Injector System using two smaller injectors provided the required precision as well as improved atomization, increasing output by 3% without causing knocking.
The contra-rotating propeller provides more “grip” underwater, and because contra-rotating props distribute the engine torque evenly over two propellers, the torque per propeller decreases and gear diameter can be reduced. This makes a reduction in gear diameter possible, which could then lead to the design of a smaller, more hydrodynamic gear case.
PROPELLER BLADE DESIGN
A new three-blade front/three-blade back propeller set-up was developed that provided improved performance on the water. This new set up provided not only the highest recorded speeds for the DF325A, but also delivered incredible acceleration, even under heavy load and at high rotation speeds.
DUAL WATER INTAKES
On the DF325A, the best results were achieved when the main intake was positioned at the front of the gear case, with the secondary intake located just above the skeg. This was our ultimate solution to arranging the main and sub intakes as far apart from each other as possible, and designing them to ensure a reliable amount of cooling water, especially at high speeds.
DESIGNING STRONGER REVERSE THRUST
The gear material was changed and heat treatment was added to endure the added thrust and inertial mass from the reverse thrust, which was stronger on a contra-rotating propeller. In addition, the reverse gear was moved above the cavitation plate and the position of the lower engine mounts was modified from parallel to V-shape to fit the reverse gear above the cavitation plate.
BETTER STEERING IN ALL DIRECTIONS
Normally, when using multiple outboards a combination of standard and counter-rotating engines is mounted. The Suzuki Selective Rotation, available on our AP series outboards, eliminates the need for different models, as any model can be easily programmed to run in either direction. The DF325A’s contra-rotating propeller technology takes this process one step further by eliminating steering torque and maximizing true and straight propulsion forces.
Lean Burn control system
Suzuki’s Lean Burn Fuel Control Technology predicts fuel needs according to operating conditions, then delivers the optimum fuel/air mixture to the engine resulting in greater fuel economy.
Variable Valve Timing (VVT)
The system is controlled by hydraulic pressure from the oil pump and the process happens automatically so all you have to do is enjoy the power and performance.
Contra-Rotating Dual Propeller
This new technology provides more grip underwater and because the contra-rotating propellers distribute the engine torque more evenly over the two propellers the torque per propeller decreases and gear diameter can be reduced.
Suzuki Precision Control
This technologically advanced system gives smooth, precise control with crisp, immediate shifting particularly at low revs when manoeuvring and helps improve fuel efficiency.
Direct Intake System
The Dual Louver System incorporate a double shield of blades – each one designed in a dog-led shape and results in eliminating water intake, even in the face of the most severe on the water testing. The outer blades removes the spray and drains the mist resulting in the intake air temperature being free of moisture and no higher than 10° above ambient.
Gear Case Design
An ergonomic case design adds to the outboards computational fluid dynamics designed to and development to minimize resistance and provide the most efficient flow of water to the propellers.
Offset drive shaft
The offset drive allows us to make our outboard engines smaller by moving the outboards centre of gravity forward, improving weight distribution, power output, balance and reduces vibration.
ULTRA ULTRA LONG
DRIVE BY WIRE
The Lean Burn Control System supplies the right fuel and air mixture depending on the navigation conditions.
- Significant improvement in fuel economy in all speed ranges especially at cruising speed.
- Fuel is saved and gasoline costs are cut thanks to improved fuel economy.
SELF-ADJUSTING TIMING CHAIN
The timing chain runs in an oil-bath so it never needs lubricating, and is equipped with an automatic hydraulic tensioner so it remains properly adjusted at all times.
- More durability compared to belt types of same class.
SUZUKI WATER DETECTING SYSTEM
It helps protect the engine from water in the fuel using a water detecting fuel filter to alert the operator with both visual and audio warnings when water is present in the fuel.
- Can avoid water in fuel, which can lead to issues like poor combustion, lower power output and corrosion.
SUZUKI PRECISION CONTROL (ELECTRONIC THROTTLE AND SHIFT SYSTEMS)
Operation from the remote control is delivered to outboard via an electric signal and not by the traditional mechanical control cables.
- Less friction and resistance compared to mechanical type that uses control cables.
- Quick and reliable operation.
- Lean Burn integration offers improved fuel efficiency.
|RECOMMENDED TRANSOM HEIGHT mm (in.)||X : 635 (25)||XX : 762 (30)|
|WEIGHT kg (Ibs.) *1||X : 330||XX : 339|
|ENGINE TYPE||V6 – 55° DOHC 24-Valve|
|Valve Train Drive||Chain with Variable Valve Timing|
|FUEL DELIVERY SYSTEM||Electronic Fuel Injection|
|NO. OF CYLINDERS||6|
|PISTON DISPLACEMENT ㎤ (cu.in.)||4,390 (267.9)|
|BORE × STROKE mm (in.)||98 (3.74) x 97 (3.82)|
|MAXIMUM OUTPUT kW (PS)||239.0 (325)|
|FULL THROTTLE OPERATING RANGE rpm||5,300 – 6,300|
|OIL PAN CAPACITY l (U.S. /Imp. qt.)||8|
|ENGINE MOUNTING||Shear Mount|
|TRIM METHOD||Power Trim and Tilt|
|GEAR SHIFT||F-N-R (Drive-by-Wire)|
|EXHAUST||Through Prop Hub Exhaust|
|PROPELLER SELECTION (Pitch) *2All propellers are the 3-blade type||FRONT: 3×15 1/2×15.0-31.5|
|REAR: 3×15 1/2×15.0-31.5|
50 YEARS EXPERIENCE
50 years of leading the way in innovation – from bringing the down thrust propeller system to market in 1965, to introducing the world’s first 300HP V6 4-Stroke outboard in 2006.
PEACE OF MIND
As well as offering a three-year leisure or 1-year commercial warranty on all of our 4-stroke outboards, we also have a nationwide network of Suzuki Authorised Dealers who are always on hand to provide support wherever you are, whenever you need it.
As every engine in our range is designed specifically for the rigours of marine use our 4-Stroke outboards provide quiet, fuel-efficient and reliable technology whilst delivering market-leading power and performance.