pi df250 new - suzuki marinea four-stroke engine with performance-enhancing dual overhead cams and...
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Suzuki’s Award Winning Technology
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DF250
The product of unrivaled expertise and world classtechnology, Suzuki’s four-stroke outboards havelong been on the cutting edge of outboardperformance winning acclaim and awards fortheir advanced technology, innovative ideas,and designs. We were the first to introduce adigital Electronic Fuel Injection four-stroke;an idea that allowed the DF60 and DF70 toreceive further recognition from theInternational Marine Trades Exposition andConvention when they captured the IMTECInnovation Award. We were the first to offer anautomotive type self-adjusting timing chain ina four-stroke engine with performance-enhancing dual overhead cams and four valvesper cylinder. This brought us recognition again,when our DF40 and DF50 received the IMTECInnovation Award making Suzuki the firstmanufacturer to receive this distinguished awardtwo years in a row, and also giving us our thirdIMTEC award, again an industry first. DF90/115and DF140 are the first to offer an offsetdriveshaft with a two-stage cam drive system andtwo-stage gear reduction system, making them themost compact outboards in their class.
At its first showing at a special previewat the 2003 Miami InternationalBoat Show, the DF250 captured theNMMA (National MarineManufacturers Association) 2003Innovation Award making this thefourth Innovation Award for Suzuki.
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The flagship DF250 is the industry’s first250PS (184kW) V6 four-stroke outboard and themost powerful outboard ever built by Suzuki. Its3614cm3 (220.5 cu. in.) displacement is ofcourse, our largest to date, and the largest todate in the industry as well. At 69PS (51kW) perliter, it holds the greatest power to displacementratio the industry has ever seen in the four-stroke category. Additionally it holds the indus-try’s greatest power to weight ratio and is thelightest outboard motor in this category.
■ "The Ultimate" DF250Relying on experience we’ve gained through themanufacture of not only outboards, but techno-logically-advanced motorcycles and automo-biles, our engineers have put decades of knowl-edge into the design, development, and produc-tion of an all new V6 motor designed specificallyfor outboard use. This new V6 holds some of ourmost advanced innovative ideas to date, makingit a showcase for Suzuki’s advanced four-strokeoutboard technology.
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■ The Ultimate in Performance
Cam Position Sensor
Rotation DirectionVVT Actuator
Throttle Opening Angle
Water Temp
Feed back
Cam Position
Crank Position
Manifold Pressure
Water Temp Sensor
Throttle Sensor
Map Sensor*
Intk Cam Shaft Ex Cam Shaft
Crank Position Sensor
Duty Control
Crank Shaft
ECM
TargetAdvance
Actual Valve Timing
Intk Cam Shaft
Retard
Advance
Drain
OilFilter
OilPump
Oil Pan
Engine Oil Pressure
Oil Control Valve (OCV)
Signal*Manifold Absolute Pressure Sensor
TOR
QU
E (
50N
• m)
LOW MID
ENGINE SPEED (rpm)
HIGH
with VVT
without VVT
Diagram of VVT Mechanism
Torque CurveDOHC 24-Valve with VVT DeliversHigh Performance
Our engineers designed a 3.6-liter V6 engine—thelargest displacement found in the industry thus far—and anaggressive cam profile designed specifically for the DF250to create the industry’s first 250PS (184kW) four-strokeoutboard. However, our goal was not just to create anoutboard that could deliver 250PS (184kW), but to createan outboard that could deliver high performance that suitsits 250PS (184kW) output along with the many benefitsthat a four-stroke can deliver.
A high performance camshaft designed to deliver250PS (184kW) produced the wanted power output, but toget the strong mid and low-end torque outboards needwhen accelerating requires altering valve timing. Ingeneral, only using a camshaft setting like those found inracing engines produces an engine that develops insuffi-cient low and mid range torque. This is because the valvetiming for intake and exhaust differs according to load andengine speed.
* At the comparison test, Multi-Stage Induction System ofthe motor was operated.
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The common idea is that the intake valve opens after theexhaust valve is fully closed however, the intake valveactually starts opening before the exhaust valve fullycloses, creating a momentary overlap in the timing whereboth valves are open. Using VVT (Variable Valve Timing)in the DF250, this overlap can be increased or decreasedby altering intake timing with the camshaft, therebyoptimizing camshaft timing for low range and mid rangeoperation. As the DF250’s camshaft is already setup todeliver maximum output at high rpm, a change in timing inthis range is mostly unnecessary. Increasing the overlap isnecessary during acceleration in the low and mid powerrange, but no change in timing is required for stable idling.In the DF250’s VVT system there are two chambers withinthe VVT actuator, one on the phase angle forward side andanother on the phase angle backward side, to whichhydraulic pressure is continuously applied to change thevalve timing of the intake cam. When the engine isstopped, idling or other times that there is no oil pressurein the system, the VVT actuator locks, disengaging thesystem.
Graph Illustrating the Variance in Valve LiftUsing VVT
Cylinder Block Cylinder Head
Camshaft
Valve Overlap
Val
ve L
ift Ex Valve
Advance40° Movable Angle
Intk Valve
Retard
Crank Angle
Intake
VVT
Exhaust
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Multi-Stage InductionMulti-stage induction enhances engine performance by
changing the length of intake manifold pipes according toengine speed. The system utilizes two intake manifoldpipes per cylinder, one operating at low engine speed andanother operating at high. When the engine is operating atlower rpm, air enters the combustion chamber through the
Air Flow in Multi-Stage Induction Module
Lower rpm High rpm
Multi-Stage Induction Module
Close Open
TOR
QU
E (
50N
• m)
LOW MID
ENGINE SPEED (rpm)
HIGH
without Multi-Stage Induction
with Multi-Stage Induction
Torque Curve
longer, curved manifold pipe. The length of the pipe isdesigned for entering the most suitable volume of fresh airinto the chamber to improve combustion and boost low-end torque.
As rpm pass a preset threshold, the valve on the directintake pipe opens up letting air enter directly into thecombustion chamber. Short, straight and lacking resistanceit gets a greater volume of air into the chamber, increasingthe engine’s ability to breathe at high rpm, thus improvinghigh speed power output.
The engine cover is designed with a large air intake,which extends from the back of the cover, well aroundboth sides to provide maximum airflow into the cowling.
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Two-Stage Gear ReductionWith such a high performance engine now at our
disposal, losing any power in the propulsion system wouldbe a waste, so our engineers chose an efficient means ofsupplying maximum propulsion. A propeller rotating athigh speed in the water has a tendency to slip and whentwo propellers of the same pitch but different diametersare rotated, the smaller propeller will slip more than thelarger. So to obtain maximum propulsion, spinning a largerdiameter propeller with a suitable pitch is the answer.
But to spin a larger propeller, more torque in thepropeller shaft becomes necessary. In order to obtain therequired amount of torque however, the correspondingincreases in weight and resistance due to the use of largergears and a larger gearbox do not always provide effectiveresults. The answer to this dilemma is found in the use of atwo-stage gear reduction system that provides the neces-sary torque without adding unwanted bulk and weight.
The DF250 utilizes a first stage gear reduction (32:40)between the crankshaft and driveshaft, and a second stagereduction (12:22) in the lower unit’s gear case, resulting inan overall gear ratio of 2.29. This is the largest gearreduction ratio found in any outboard over 200PS (147kW)two-strokes included. Such a powerful reduction allows
the DF250 to turn a 16-inch diameter propeller, which,while being larger than the 14-1/2-inch diameter propellerfound on the two-stroke DT225, is also larger than thosepreviously used on a V6 outboards. The propeller used onthe DF250 is specially designed for greater accelerationand maximum speed.Along with greater acceleration, the gear reduction incombination with the four-stroke engine’s wide powerband is capable of handling a wide variety of loads, whichis a significant benefit to boaters whose loads vary fromday to day.
DT225 DF250
Propeller Diameter Comparison
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55-Degree Bank Angle Creates aCompact V6
With the DF250, one major design objective ourengineers set out to realize was to design and produce acompact, narrow profile motor. This was met by abandon-ing the 60-degree bank angle normally utilized in V-typeblocks and designing an all-new V-design block using a55-degree bank angle—an industry first. When comparedto the industry norm of 60-degrees, as shown in the enginecover comparison, the difference in size is quite clear.
■ Compact DesignsEngine Cover Profile Comparison
Offset Drive Shaft
Offset DriveshaftSuzuki’s utilization of an offset driveshaft in the DF90,
115 and 140 has proven successful in reducing the size ofthe outboard. The DF 250 benefits from this same designwhich positions the crankshaft in front of the drive shaft,simultaneously moving the outboard’s center of gravityforward. This system adds to the compactness of theoutboard and provides an improvement in power perform-ance. It also places the engine’s axis of inertia, the pointwhere vibrations produced by the engine are at a mini-mum, up over the upper engine mount thus greatly reduc-ing vibration. 12:22=1.83
Brand A V6Four-Stroke
DF250
Cylinder Block
55° 32:40=1.25
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Two-Stage Cam Drive SystemThe two-stage cam drive system utilized in the DF250 incor-
porates both gears and a chain. The system’s first stage gearstransfer power between the crankshaft and the drive shaft (32:40)while the second stage utilizes a chain to deliver power from thedrive shaft to the camshaft (20:32). This allows for the use ofsmaller diameter cam sprockets, which in turn allows for areduction in valve angles also reducing the size of the cylinderhead. The timing chain is equipped with an automatic hydraulictensioner to keep the chain properly tensioned. This systemprovides years of maintenance-free operation.
Direct IgnitionThe DF250’s V6 engine utilizes an advanced direct ignition
system, which uses integral type spark plug caps with ignitioncoils. While reducing the number of parts and simplifying thewiring system, this arrangement also greatly reduces electronicengine “noise” that can interfere with VHF radios, fish findersand other marine electronics. Controlled by the outboard’s power-ful 32-bit computer this system provides each cylinder withoptimum spark strength and timing.
■ Durability and ReliabilityKeeping The Engine and Components Cool
Fitted with fan blades the flywheel serves a dual purpose byefficiently expelling heat from within the engine cover out of theside of the cowl, keeping the temperature within the cowl undercontrol.
Water circulating around the oil jacket located at the base ofthe V-bank cools oil flowing through the pipe, keeping oil tem-perature under control. This contributes to the cooling of theengine thereby enhancing durability.
The DF250 also utilizes piston cooling jets, each of whichshoots a stream of oil onto the backside of the pistons to aid incooling. Fine nozzles deliver a well-defined stream of oil that isprecise and accurate. The engine is equipped with another coolingjet that shoots a stream of oil onto the main cam chain and drivegear to keep those components cool and lubricated as well.
Suzuki Anti-Corrosion FinishSuzuki has formulated a new anti-corrosion finish that both
increases the durability of the engine and protects those parts ofthe aluminum exterior that are constantly exposed to saltwater.The Suzuki Anti-Corrosion Finish is an specially formulatedadvanced finish that offers maximum bonding of the finish to thealuminum surface for an effective treatment against corrosion.The Suzuki Anti-Corrosion Finish can be found on all 2004 four-stroke models from the DF25 and up.
Piston Cooling Jet
Flywheel Magneto
Cam Drive System20:32=1.60
32:40=1.25
Plug Top Ignition Coil
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■ Excellent Fuel Economy
Multi Point Sequential Electronic Fuel Injection
The graph shows acomparison in theperformance of theDF250 engine with thetwo-stroke direct fuelinjection (D/I) model.At idle, fuel consump-tion of the DF250 isover 60% less than theDI model. Even whenoperation at maximumperformance level, theDF250 consumes lessfuel than its two-strokecounterpart.
Multi Point Electronic Fuel InjectionAs Suzuki was the first in the industry to incorporate
multi point electronic fuel injection in a four-stroke out-board with the DF60 and DF70, it is only natural that theDF250 would incorporate the same. Along with Suzuki’sMulti Point Sequential Fuel Injection, the DF250 incorpo-rates an ECM (Engine Control Module) which constantlymonitors crucial data, in real time, froma series of sensors placed in criticalareas on the engine. This comprehen-sive network of sensors includes theManifold Absolute Pressure Sensor,Crankshaft Position Sensor, Intake AirTemperature Sensor, Cylinder WallTemperature Sensor, Camshaft PositionSensor and Exhaust Jacket TemperatureSensor. To process all of this data
FlywheelMagneto
High PressureFuel Filter
Fuel CoolerPressure Regulator
Evaporation Hose
Vapor Separator
High Pressure Fuel Pump
Float
Squeeze Pump
Low Pressure Fuel Filter
Low Pressure Fuel Pump
Purge Control Valve
Battery
Shift Position Sensor
Fuel Tank
OFF
IG
ST
E.C.M.
Starter Relay
Main Relay
IgnitionSwitch
Fuse
Neutral Switch
Manifold Absolute Pressure Sensor (MAP Sensor)
Intake Manifold
Injector
Throttle Body
Silencer
Idle Air Control Valve (IAC Valve)
Vacuum Switching Valve (VSV)
Pilot AirAdjust Screw
Throttle Position Sensor
Intake Air Temp Sensor (IAT Sensor)
Cylinder Head
Ignition Coil
Cylinder Block
Oxygen Sensor (Service tool only)
Cylinder Wall Temp Sensor
Spark Plug Exhaust JacketTemp Sensor
Camshaft Position Sensor (CMP Sensor)
Oil Control Valve (OCV)
Crankshaft Position Sensor (CKP Sensor)
Comparison
IDLE
5
10
15
20
0MID
RPM
FU
EL
CO
NS
UM
PT
ION
(G
PH
)
WOT
Brand A (2st D/I 250PS)
DF250
■ Low Emissions
Injector & Manifold Module
*According to Suzuki Internal Running Test
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Alternator Output
0
5
10
15
20
25
30
35
40
45
50
55
1000 2000 3000 4000 5000 (rpm)
(A)
efficiently, the ECM relies on a very powerful 32-bitcomputer which instantly calculates the optimum amountof fuel to be injected at high pressure into each of thecylinders by the Multi Point Sequential Fuel Injectionsystem. This system greatly reduces exhaust emissionsallowing the DF250 to pass both the EPA 2006 regulationsand CARB 2008 regulations, the strictest exhaust regula-tions to date, while providing lower fuel consumption,smooth starts, crisp acceleration, smooth performance andmaximum efficiency.
CARB 3 StarsThe DF250 has received the CARB three-star rating
which identifies engines that meet the California AirResources Board’s 2008 exhaust emission standards. Thestrictest exhaust regulations to date, they represent a 65%reduction in emissions from the EPA 2006 emissionstandards.
■ Convenient Function
High Output AlternatorThe outboard is also equipped with a high output
alternator that delivers 54 A (12V) of electrical power.Designed to produce a majority of this power at low rpm,around 38 A is delivered even at 1,000rpm. It delivers agenerous amount of current to keep an assortment ofelectronics up and running.
Tilt Limit SwitchThe motor tilt system
incorporates a user settabletilt limit switch, whichprevents the motor fromtilting beyond a predeter-mined position. This can beused to protect both theboat and motor fromdamage that can occurwhen tilting the motor.
Other Features● Counter rotation models, the DF250Z, are available in
25-inch and 30-inch transom lengths for greater compat-ibility with a wider range of offshore boats.
● Lower cover separates into two sections to allow easieraccess for maintenance to the V6 engine.
● An oil change reminder system, built into the Multi-Function Tachometer (Optional), informs the user with aflashing oil lamp when it is time to change the oil.
● Oil changes are easy with the oil drain plug located onthe front of the oil pan, the oil filler cap on the top of thecylinder head, and a spin-on oil filter.
● A comprehensive monitoring system built into the Multi-Function Tachometer (Optional) detects abnormalities inthe running of the outboard to provide information andalerts so that appropriate measures can be taken beforethe problem becomes serious.
Tilt Limit System
Fuel Filter
Fuel FilterThe fuel system is equipped with
a large and easy to maintain fuelfilter which removes contaminantsfrom the fuel before they reach theengine to protect the engine fromdamage.
DF250 FEATURESMODEL DF250 DF250Z (Counter Rotation)
ENGINE TYPE Four-Stroke DOHC 24 Valves
FUEL DELIVERY SYSTEM Multi Point Sequential Electronic Fuel Injection
TRANSOM HEIGHT mm (in.) X: 635(25), XX: 762(30)
STARTING SYSTEM Electric
WEIGHT kg (Ibs.) X: 263 (580)XX: 268 (591)
NO. OF CYLINDERS V6 (55-degree)
PISTON DISPLACEMENT 3,614 (220.5)cm3 (cu. in.)
BORE × STROKE m/m (in.) 95 × 85 (3.74 × 3.35)
MAXIMUM OUTPUT 250 (184)/5800PS (kW) /rpm
FULL THROTTLE 5500-6100OPERATING RANGE rpm
STEERING Remote
OIL PAN CAPACITY l 8.0 (7.6/9.1)(US/Imp. qt.)
IGNITION SYSTEM Fully-transistorized
ALTERNATOR 12V 54A/3000rpm
ENGINE MOUNTING Shear Mount
TRIM METHOD Power Trim and Tilt
GEAR RATIO 2.29 : 1 (Two-stage Reduction Gear)
GEAR SHIFT F-N-R
EXHAUST Through Prop Hub Exhaust
DRIVE PROTECTION Rubber Hub
PROPELLER SIZE (in.) 16 × 17 16 × 18.5OPTIONAL 16 × 18.5 16 × 20
16 × 20 16 × 21.516 × 21.5 16 × 2316 × 2316 × 24.5
DF250 SPECIFICATIONS● V-design Engine Block using a 55-degree
Bank Angle● DOHC 24-valve Engine with Variable
Valve Timing System● Multi-Stage Induction● Multi Point Sequential Electronic Fuel
Injection● Direct Ignition● Offset Driveshaft● Two-stage Gear Reduction● Two-stage Camshaft Drive System● Flywheel Designed with Fan Blades● 54A Alternator● Counter Rotation Models Available● Tilt Limit Switch● Oil Change Reminder System● Low Oil Pressure Caution● Over-Rev Limiter● Overheat Cooling Water Caution● Self Diagnostic System● Neutral rpm Limiter● Anti-Corrosion Protection● Freshwater Engine Flush Port● High Performance 16-in. Diameter
Stainless Steel Propeller (Optional)● Multi Function Tachometer (Optional)
CARB Three-Star LabelThe three-star label identifiesengines that meet theCalifornia Air ResourcesBoard’s 2008 exhaustemission standards. Enginesmeeting these standards have65% lower emissions thanEPA 2006 exhaust emissionstandards.
EPA 2006 LabelSuzuki’s four-stroketechnology ensurecompliance with EPA2006 exhaust emissionstandards set by theU.S. EnvironmentalProtection Agency.
* Boats and motors come in a large variety of combinations. See your authorized dealer for correct prop. selection to meetrecommended RPM range at W.O.T.
Please read your owners manual carefully. Remember, boating and alcohol or other drugs don’t mix. Please operate youroutboard safely and responsibly.
Suzuki encourages you to operate your boat safely and with respect for the marine environment.
SUZUKI MOTOR CORPORATION reserves the right to change, without notice, equipment, specifications, colors, materialsand other items to apply to local conditions. Each model may be discontinued without notice. Please inquire at your local dealerfor details of any such changes.Actual body colors may differ slightly from the colors in this brochure.
http://www.suzuki.com
DF250 Product Information (ASMC) 030599999-C2045-101 Printed in Japan
* The weight of the motors are “Dry-Weight”, not including propeller.