SUZUKI DF350A: A REVOLUTION IN INNOVATION

THE NEW DF350A

PROLOGUE: A REVOLUTION IN INNOVATION
Over the course of our history in the marine industry, Suzuki has
been recognized for our 4-stroke seven times by the National Marine
Manufacturers Association for having the most innovative new outboards.

This recognition for innovation has also been coupled with many
firsts, including the first fuel injected 4-stroke outboards in 1997, the
first 250 horsepower 4-stroke outboard in 2003 and the world’s first 300
horsepower 4-stroke outboard in 2006.

Join us as we introduce the next milestone in our storied history,

the 350 horsepower DF350A, Suzuki’s Ultimate 4-Stroke Outboard.
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A FORCE TO MATCH THE POWER OF NATURE AND THE SEA

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HOW THE DF350A CAME TO BE
It’s no secret that there is a growing demand for more powerful outboard motors.

These new outboards have, in turn, fueled a move to newer, larger boat designs that
previously may have been powered by stern drive or inboard power.

So, as more powerful outboards are introduced, the boats get bigger and as the boats
get bigger, outboards are getting more muscular. Suzuki embarked on a major engineering
expedition to build the Ultimate 4-Stroke outboard.

Is The Sky The Limit?

Making more horsepower is no mystery. Increasing displacement, or the use of a turbocharger or
supercharger, makes more horsepower. However, larger displacement engines typically burn more
fuel, adding weight creates a wide range of problems for boats, and more complex mechanical
components create reliability concerns.

On top of all this, boat speed is ultimately limited by hull design, the hydrodynamics of the lower unit
and propellers, and how the outboards are mounted.

In developing our new DF350A, we started with a blank sheet of paper, and considered all these
factors in our design and engineering.

First, we looked at the traditional single propeller design. A single propeller creates forward thrust, to
be sure, but also produces a significant amount of rotational energy as a byproduct. Was there a way
we could convert this wasted energy into productive power and improve propeller efficiency?

Secondly, the leading edge of the gear case disrupts the flow of water over the propeller. More power
and torque require stronger, larger gears to transfer power from the driveshaft to the propeller shaft.
This typically results in a larger gear case – and consequently, more disruption of the flow of water
to the propeller. Could we design a lower unit that could house stronger gears and yet minimize the
disruption of the flow of water to the propellers?

Suzuki engineers labored mightily through years of computer simulations, trial and error, and on-
water testing, to significantly improve the way an outboard converts engine power into underwater
thrust.

They have succeeded in this quest – and the result is a revolution in innovation.

We call it Parting Seas (Geki kanji symbol..)

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 GEKI: PARTING SEAS
A Force to Match the Power of Nature and the Sea
Representing Suzuki’s Identity and Heritage
A Symbol of Our Passion and Commitment
to the Ultimate in Marine Innovation

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 THE COMPRESSION RATIO SOLUTION
As we mentioned earlier, designing an outboard with more power and torque is complicated
by the need for lighter weight, better fuel economy and improved reliability. The new V6
DF350A features 4.4 liter displacement, making it the largest displacement V6 on the market
today. That being said, how do we develop 80 horsepower per liter and still achieve our design
goals?

Our solution was to increase the compression ratio to 12.0:1, 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

FOR COOL AND DRY AIR
Getting cooler air directly into an engine is no problem on land, but on water it’s a different story. Our
initial attempts at direct intake resulted in water getting into the mix – not a good thing. Fortunately, our
engineers are good at lateral thinking. Riding a fast-moving train on a rainy day, one of our engineers
noticed the water particles streaming across the window. That was it, at speed, water particles could be
directed, trapped and drained away.

Work immediately commenced on increasing the intake flow to convert water vapor to particles and
then designing blades to capture and deflect those particles away from the intake flow. After countless
trials, we developed a Dual Louver System that resulted in eliminating water intake, even in the face of
the most severe on the water testing.

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 moisture and no higher than 10º above ambient.
This solved the first challenge.

SUZUKI DUAL LOUVER SYSTEM

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 DUAL INJECTORS FOR BOTH COOLING AND POWER
As we mentioned earlier, our decision to use a 12.0:1 compression ratio provided us with the power
we wanted, but also introduced several design challenges. With the Dual Louver System and the Direct
Intake System, we got the dryer and cooler intake air that we needed. Next was fuel delivery.

Injecting fuel does two things, it atomizes the fuel and, incidentally, it cools the cylinder. Cooling the
cylinder was an important factor in minimizing knock. To achieve the power we wanted, we needed to
inject 100% of the fuel into the cylinder at once, at a precise time, and at a precise angle to both cool
the cylinder and to allow combustion in the combustion chamber.

We developed a new Dual Injector System to

accomplish these objectives. Using two smaller
injectors provided the precision we needed,
plus it achieved improved atomization. In fact,
we were able to increase output by 3% without
causing knocking.

DUAL INJECTOR

THE HUMBLE PISTON MEETS ADVANCED TECHNOLOGY

It’s hard to imagine the life of a piston. It repeatedly advances only to get blown back to where it
started. With our higher compression ratio, we asked more of the piston than ever before. Not only did
the surface have to withstand greater forces, the connecting rod and hardware had to be strengthened,
as well.

To help the piston withstand the added lateral

pressure, we switched from the standard
surface texture treatment to shot peening. Shot
peening creates fine dimples on the surface that
evenly distribute the pressure created during
combustion. It’s a more expensive, and far more
involved manufacturing process, but one that
makes it possible to create a piston worthy of the
“ULTIMATE” title.

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 DEVELOPMENT OF SUZUKI’S FIRST CONTRA-ROTATING PROPELLER
With the engine challenges met, Suzuki engineers moved to the lower unit.
Again, the real world imposed itself on the theoretical thinking of the engineers. After years of outboard
design, Suzuki engineers knew that the shape of the lower unit and the design of the propeller would
have a critical impact on performance. The increased power of the new engine required more powerful
gears, and more powerful gears were typically larger. Larger gears would require a larger gear case to
spin a larger propeller. A larger gear case created more resistance underwater which slowed the boat
and negatively affected the added power of the engine.

After considering alternatives, an innovative idea was proposed that would solve these problems:
design a contra-rotating propeller system. The contra-rotating propeller would certainly provide more
“grip” underwater, and because contra-rotating propellers distribute the engine torque evenly over two
propellers, the torque per propeller decreases and gear diameter can be reduced. A reduction in gear
diameter could then lead to the design of a smaller, more hydrodynamic gear case.

Of course, several design challenges were

encountered along the way that required a lot
of creative problem solving. For example, the
initial contra-rotating propellers used the same
bushings as our single propeller. Under load, these
rubber bushing compressed and the propellers
actually hit against each other, requiring the
further analysis and the eventual development
of a new bushing that would keep the propellers
separated.

SUZUKI DUAL PROP SYSTEM

PROPELLER BLADE DESIGN

Suzuki engineers also explored using a four-blade propeller in
front of a three-blade propeller, a set-up found on other contra-
rotating propeller designs. This arrangement did not run as
expected, however, and a new three-blade/three-blade propeller
set up was developed to provide improved performance in
both the test tank and on the water. In fact, this new set up
provided not only the highest recorded speeds, but also delivered
incredible acceleration, even under heavy load and at high
rotation speeds.

The design of the actual propeller blades was next on the list.
Given the fact that engine torque was distributed over 6 blades
instead of just three, the initial thinking was that the propeller
blades could be thinner. In testing, however, it was discovered
that the rearward propeller was sometimes running in both
air and water when the engine was trimmed. Under these
conditions, the thinner propeller blades were under tremendous
stress. Suzuki engineers studied the cross-sectional shape of the
propeller blade as well as propeller geometry, identified any weak
points and strengthened the overall design of the propellers.

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 GEAR CASE DESIGN
Designing the actual shape of the gear case was another significant challenge. Top speeds,
even with the new contra-rotating propeller, were not up to expectations. Analysis revealed
that cavitation voids around the gear case were still causing excessive resistance. While
Suzuki engineers had extensive experience in designing gear case profiles, these new,
faster speeds presented new challenges. After many late nights, repeated simulations using
computational fluid dynamics (CFD) and countless test drives, a breakthrough design was
developed that both minimized resistance and provided the most efficient flow of water to the
propellers.

DUAL WATER INTAKES

Designing the shape of the gear case also
required repositioning the water intakes. It was
DUAL
important to arrange the main and sub intakes
as far apart from each other as possible, and
to design them to ensure a reliable amount of
cooling water, especially at high speeds. On the
DF350A, 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.
DUAL WATER INLET

GOING BACKWARDS
With six blades rotating, the contra-rotating propeller produces a strong reverse thrust. So strong, in fact,
that the engineering team had to change the gear material and add the heat treatment for the contra-
rotating propellers to endure the added thrust and inertial mass. A larger gear was out of the question,
as the gear case design was completed.

The design process is never easy, and the DF350A has taken Suzuki to a new level of speed and
performance. In spite of the many design challenges, Suzuki engineers have continually worked to find
the “ULTIMATE” solution that will provide its customers with exciting performance and solid reliability.
Every member of the team contributed to the success of this new outboard and you will experience the
results of their hard work every time you start the Ultimate 4-Stroke Outboard.

EFFICIENCY AND BALANCE USING MULTIPLE OUTBOARDS

Normally, when using multiple outboards a combination of standard and counter-rotating engines is
mounted. 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 DF350A’s
contra-rotating propeller technology takes this process one step further by eliminating steering torque
and maximizing true and straight propulsion forces.

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 V O I C E O F D E V E L O P E R S

Katsuhiro FUKUDA
Chief Engineer

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 V O I C E O F D E V E L O P E R S

Atsushi OHTANI
Product Designer

Innovative, aggressive, and sporty design.

Dynamic design that you can recognize as a Suzuki outboard
at a glance. Quality design that is expected for the flagship
model and gives you the joy of possession. These were the most
important design factors in developing DF350A.

As for the details of its design, we expressed the characteristics

of Suzuki outboards with the dynamic silhouette of a slant shape
with an obliquely scraped forehead and raised rear edge. And as a
characteristic feature, we designed the side openings to show the
vertical fins of Suzuki Dual Louver System, our original air-water
separator.

Taking each character line and part parting line as an organic

and emotional character, we have succeeded in expressing the
elegance with these long-stroke lines flowing beautifully and
three-dimensionally. We also created a joyful atmosphere with
two-tone color painting of nebular black (or white) and silver.

The overall shape is designed to make users imagine speed

even with the outboard alone while considering the sense of
harmony with the boat. DF350A is designed with the goal of being chosen also for its beauty, featuring
outstanding design beyond that of a mere power unit.

We have succeeded in achieving both the ultimate compactness and superior design without
unnecessarily increasing the volume.

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 V O I C E O F D E V E L O P E R S

Tetsushi Achiwa
Design Group, in charge of Engine

"Form follows function."

This is one of my favorite words.
The lower unit of the DF350A is a realization of these words. A gentle, elegant periphery of the shell, an outstandingly tough and
strong material surface, and a contra-rotating propeller that helps them harmonize with each other.
Each of them has its own function and gives it shape.

The DF350A is our next step for specification without counter-rotation after the Suzuki Selective Rotation, which was developed
in 2011. It was a very valuable experience for lower unit designers to be able to challenge the contra-rotating propeller
specification as the next step following Suzuki Selective Rotation. Development of a new technology is always a series of failures,
and we cannot overcome failures with only conventional design methods.
Why does new technology fail? How can we adopt new technology? We noticed one thing while repeating failures.
It was that we cannot adopt new technology without complete understanding of conventional technology.
And to have complete understanding of conventional technology, we must keep asking ourselves, “How should it really be?”.
The “form” mentioned at the beginning is the result of repeatedly asking “How should it really be?” for each function.
The DF350A is packed with new technologies in addition to conventional technologies that have come back to join.

What will be the customers feeling the DF350A?

As an engineer, I cannot help but be excited.

Jiro Saiga
Design Group, in charge of Cowling

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At the first trial production of DF350A after obtaining some prospects through repeated preliminary tests using DF300AP as the
base, the output performance was far from that we had expected.
As a result of aiming at the high compression ratio of 12.0, knocking inevitably occurred, and therefore we could not achieve the
ideal high output.
To achieve 350 horsepower with a small displacement, the compression ratio of 12.0 is indispensable, and also there was a
concept of a compact engine. So, we could not change the layout largely.
Then, we returned to the starting point and thought of reconsidering the design of the combustion chamber.
We repeated CAE in order to increase the amount of air agitated in the chamber while increasing the air flow for combustion, and
finally reached the current shape in which the piston top protrudes to the head side.
Since the shape was unlike any Suzuki had experienced before, we had no experience about the manufacturing and quality
control methods, and therefore we faced disapproval from the relevant parties. So, we explained over and over and eventually
convinced them that the shape was necessary for achieving the "ULTIMATE" performance, and had them devise the manufacturing
process so that it can be adopted to mass production.
Even if the propulsion efficiency gets better with a contra-rotating propeller, the target performance cannot be achieved if the
engine output is low.
Moreover, unless the engine outputs the target output, we cannot even start the evaluation tests of propulsion functions and
operability using actual outboards.
We made improvements day by day while feeling heavy pressure on engine improvement from the designers of other parts as
well as the persons in charge of experiment.
This high performance engine is the result of squeezing wisdom to meet the expectations from the surroundings.

Shuichi Sugiyama
Design Group, in charge of Lower Unit

We want more horsepower. To increase horsepower with the cover, it is necessary to supply the outside air to the engine while
maintaining the temperature. For that purpose, we adopted the direct intake system.
We knew how one of our competitors had been evaluated after adopting a direct intake system. We were prepared for difficulty.
We must never allow a single drop of water into the engine. In order to achieve absolute water separation, we adopted the dual
louver system consisting of inner and outer louvers arranged parallel to each other with dog-leg shaped louver blades.
The outer louver removes water drops sprayed by the hull, and the inner louver removes the finer mist. The dog-leg shaped louver
blades increase the intake flow rate as much as possible to hit against blades the water drops and mist contained in the intake
air and thoroughly remove them.

The shape of the outer louver, which has never existed before, has a strong influence on the appearance of DF350A.
In order to satisfy the horsepower and absolute water separation while making the appearance of DF350A more impressive, we
modified the design model over and over again. By making and examining various prototypes of different angles and intervals of
the blades, we successfully achieved a satisfactory shape. In order to ensure stable louver performance, we had decided to make
each louver with a single part. We created a digital 3D model considering the requirements for manufacturing.

We’ve never seen such a part. Can we really mass-produce it?

We had a meeting with a molder and mold manufacturer feeling anxious. Sure enough, they asked us, “Please show me the
reference parts”. Our answer was, “We have never seen one.” The mold manufacturer got serious. We covered everything from
designing the actual part to designing the mold. We are satisfied that we were able to design a truly genuine piece.

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 O U R PROVEN TECH N OLO GI ES ARE B ACK I N THE DF3 5 0 A

SUZUKI’S LEAN BURN CONTROL SYSTEM

Suzuki’s innovative Lean Burn Control System was first introduced on the
DF90A/80A/70A to great acclaim. The system predicts fuel needs according to
operating conditions, allowing the engine to run on a leaner, more efficient air-
fuel ratio. It delivers its benefits over a wide operating range, providing significant improvements
in fuel economy from low-speed operation into the cruising range. In combination with Suzuki
Precision Control electronic throttle and shift system, the operator can precisely, and smoothly,
increase or decrease engine RPM for significantly improved
fuel economy.

QUIET OPERATION
Suzuki outboards have long been noted for their quiet operation. In fact, they run
so quietly that some users have thought the engine was switched off. To ensure
this same level of quiet operation, The DF350A is fitted with a resonator on the
intake manifold. Often overlooked as a noise source, air drawn into the intake manifold at high
velocities can generate a harsh noise. Adding
the resonator reduces such noise, keeping the
engine operation exceptionally quiet.
We have taken sound quality into consideration
over the entire speed range and both skipper
and passengers alike will be impressed
Resonator
with both the quietness and engine sound,
especially when idling or trolling.

LARGE REDUCTION GEAR RATIO (Powerful Propulsion)

Suzuki’s sophisticated technologies deliver a large reduction gear ratio.

OFFSET DRIVESHAFT
Suzuki outboards are among the
most compact outboards in their
respective classes. That’s due
in part to Suzuki’s proven offset driveshaft
system. This design places the crankshaft
in front of the driveshaft through the use of
intermediate gear reduction. In addition to
providing an increase in power performance
and adding to the compactness of the
outboard, this system moves the outboard’s
center of gravity forward, resulting in better
1st Stage Reduction
weight distribution and balance, more 32:40=1.25
directional stability, and less vibration.

2nd Stage Reduction

12:22=1.83
2-STAGE GEAR
2.29 REDUCTION
The DF350A outboard also
Total Gear Ratio=2.29:1
incorporates a 2-Stage Gear
Reduction which results in a large reduction
gear ratio. It delivers powerful torque for quick
acceleration and great top-end speed.

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 SUZUKI’S ADVANCED TECHNOLOGY DELIVERS THE UTMOST
IN PERFORMANCE VVT (Variable Valve Timing)
Suzuki’s engineers designed the 4.4-liter V6 engine with an aggressive cam profile that
delivers maximum output and performance at high rpm. In coupling this cam profile with
Suzuki’s advanced Variable Valve.
Timing (VVT), the DF350A delivers the additional torque
that outboards need for accelerating in the low to mid-
range. VVT achieves this by adjusting the timing of the
intake valves, allowing them to open before the exhaust
valves are fully closed, creating a momentary overlap in
the timing where both sets of valves are open. Using VVT,
this overlap can be increased or decreased by altering
intake timing with the camshaft resulting in optimum
timing for low and mid-range operation.

SUZUKI PRECISION CONTROL

(Electronic Throttle and Shift Systems)
This technologically advanced system is a computer-based drive-by-wire control system
that eliminates the friction and resistance of mechanical control cables. Operation is
smooth and precise with crisp, immediate shifting that is most evident in the low rpm range and when
maneuvering around the marina and in close quarters. The system is configurable for single, twin,
triple, or quad installations, and for dual stations.

THROTTLE BODY

NEUTRAL

REVERSE
SHIFT ACTUATOR
FORWARD

BCM

ECM

Throttle
Valve

THROTTLE BODY SHIFT ACTUATOR

SUZUKI TROLL MODE SYSTEM

Suzuki’s Trolling Mode system provides finer control over engine speed at low rpms to
keep your boat moving at a constant speed while trolling. When the system is engaged,
revs are controlled with an independent control switch that adjusts engine revs in 50rpm
increments over a range spanning from idle to 1,200rpm. The system includes a control switch, which
can be mounted nearly anywhere on the console, and a tachometer, and is compatible with Suzuki’s
SMIS digital gauges or the dual scale analog gauges.

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. Simple,
effective and maintenance-free.

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 O U R PROVEN TECH N OLOGI ES ARE BACK I N THE DF3 5 0A

HIGH OUTPUT ALTERNATORS

SINGLE CHARGING SYSTEM
Today’s boats are equipped with a wide array of electronics that demand Regulator
an ample flow of power to keep them running. With that in mind, Suzuki
engineers have equipped the DF350A with an alternator that produces a
majority of its maximum 54A (12V) output with the motor running at a Engine
Load
low 1,000 rpm—enough power for most circumstances. Fuse Box
Magneto Main
Battery
Regulator

Alternator Output
DUAL CHARGING SYSTEM
(A) 60 Regulator

50

Engine
Load
40
Fuse Box
Magneto Accessory Main
Battery Battery
Regulator
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CONVENIENT DUAL CIRCUIT CHARGING SYSTEM
10 The DF350A incorporates a dual circuit charging system that can be
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adapted* to accommodate the dual-battery configurations often used
0 1000 2000 3000 4000 5000 6000 (rpm) on large boats. When used in this configuration the system is designed
to charge both the main and auxiliary batteries simultaneously but on
independent circuits. With this you can drain down the accessory battery
powering your electronics and still have a fully charged main battery for
starting the motor.
KNOCK SENSOR * Utilization of this system requires the purchase of an optional wiring
The knock sensor monitors combustion to provide the ECM with harness.
information needed for precise management of engine timing for
optimum performance. In addition to maximizing power output, the
system also helps increase engine durability.

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FUEL COOLER
The cooler fuel is more dense, and dense fuel delivers more
performance. A fuel cooler in the DF350A’s fuel delivery system cools Acrylic Resin Clear Topcoat

the fuel before it enters the engine, resulting in better combustion and Acrylic Resin Black Metallic (or white) Basecoat
improved performance. Epoxy Primer Undercoat
Suzuki Anti-Corrosion Finish
Suzuki Aluminium Alloy

SUZUKI’S ANTI CORROSION FINISH

Suzuki’s Anti-Corrosion Finish is specially formulated to increase the
durability of the engine and help protect parts of the aluminum exterior
that are constantly exposed to fresh and saltwater. This advanced finish
offers maximum bonding to the outboard’s aluminum surface, creating
an effective treatment against corrosion.

Directive 2013/53/EU CARB Three-Star Label

CLEANER, MORE EFFICIENT OPERATION

Suzuki’s advanced four-stroke engines conform to the emissions
standards set forth by the Recreational Craft Directive (RCD II)-
Directive2013/53/EU of the European Parliament and of the Council, and
have received three-star Ultra Low Emissions ratings from the California
Air Resources Board (CARB).

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 S P E C I FIC ATION S

MODEL DF350A

RECOMMENDED TRANSOM HEIGHT mm (in.) X : 635 (25) XX : 762 (30)

STARTING SYSTEM Electric

WEIGHT kg (Ibs.) *1 X : 330 (727) XX : 339 (747)

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 cm3 (cu.in.) 4,390 (267.9)

BORE × STROKE mm (in.) 98 (3.74) x 97 (3.82)

MAXIMUM OUTPUT kW (PS) 257.4 (350)

FULL THROTTLE OPERATING RANGE rpm 5,700 - 6,300

STEERING Remote

OIL PAN CAPACITY l (U.S./Imp. qt.) 8.0 (8.5)

IGNITION SYSTEM Fully-transistorized

ALTERNATOR 12V 54A

ENGINE MOUNTING Shear Mount

TRIM METHOD Power Trim and Tilt

GEAR RATIO 2.29:1

GEAR SHIFT F-N-R (Drive-by-Wire)

EXHAUST Through Prop Hub Exhaust

PROPELLER SELECTION (Pitch)*2 FRONT: 3×15 1/2×19.5-31.5

All propellers are the 3-blade type REAR: 3×15 1/2×19.5-31.5

*1: Dry Weight: Including battery cable, not including propeller and engine oil.
*2: Please inquire at your local dealer for details of the propeller.

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D IME NS I ON S

Unit: mm (in)

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E PILOG UE
This is a story of the blood, sweat and tears of our Suzuki Marine
engineers in their pursuit to find the “ULTIMATE” technology and shape the
wishes of Suzuki Marine members all over the world.

This is a story of the masterpiece created through the 50-year history of

Suzuki outboards and a story of how the DF350A (Geki) came to become the
“ULTIMATE” flagship.
 Suzuki’s “Way of Life!” is the heart of our brand - every Suzuki vehicle, motorcycle and
outboard motor is built to create excitement so customers can enjoy everyday life.

SUZUKI LEADS IN AWARD WINNING INNOVATION

The Innovation Awards (recognizing technological innovation) granted each year by

the NMMA (National Marine Manufacturers Association) are considered among the
highest honors in marine technology. Of the new marine industry products in that
year, they are awarded to “a product that shows technical leadership, is practical
and cost-effective, and is truly beneficial to the consumer.”
Starting with the DT200 Exanté in 1987 and extending to the DF30A/DF25A in 2014,
Suzuki outboard motors have received this Innovation Award a total of eight times.
Seven of these awards have been for four-stroke outboard motors, which is the
largest number of awards in the engine category of this industry.

AWARDED PRIZES
1987: DT200 Exanté / 1997: DF70 & DF60 / 1998: DF50 & DF40 / 2003: DF250 / 2006: DF300 / 2011:
DF50A & DF40A / 2012: DF300AP / 2014: DF30A & DF25A

ATTENTION! Products in this brochure are imported to Hungary by Magyar Suzuki Corporation Ltd., whose domestic sales channel is the Official Suzuki Marine Dealer Network, available at http://www.suzuki.hu/marine/hu/markakereskedok!
For purchases from any other source we exclude liability for full compliance with the guarantee terms; compliance with the quality, specifications and trim levels, and compliance and existence of official marks, as well as for the existence
of the trim level and supplementary parts related to the products! Please consider this in due time before making a purchase from doubtful or unreliable sources that fail to provide all of the above parameters: these are guaranteed by our
domestic importer dealership network!
WATCH OUT! Sadly, Suzuki Marine products from doubtful sources are, on numerous occasions and in many ways, copies; their trim levels are modified, many times their elements, parts, specifications, compliance and official marks
are incomplete and/or prove to falsified; their quality is sometimes inadequate, and have limited or no warranty service!
YOU DECIDE - we deliver FOR SURE!
Magyar Suzuki Corporation Ltd. - Suzuki Marine Motorcycle & Outboard Engine Sales Dept.

Please read your Owner’ s Manual carefully. Remember, boating and alcohol or other drugs don’ t mix. Always wear a
personal flotation device when boating. Please operate your outboard safely and responsibly.
Suzuki encourages you to operate your boat safely and with respect for the marine environment.
The stocks available and the delivery conditions are constantly changing as new orders are received. Please inquire about
availability and delivery conditions at your authorized Hungarian Suzuki Marine Dealer before ordering your product!
Specifications, appearances, equipment, colours, materials and other items of “SUZUKI” products shown in this catalogue are
subject to change by manufacturers at any time without notice and they may vary depending on local conditions or
requirements. Some models are not available in some territories. Each model might be discontinued without notice. Please

suzukimarine.hu
enquire at your local dealer for details of any such changes. Actual body colour might differ from the colours in this brochure.
The photos are illustrations. Contents of the brochure do not constitute an offer.
We exclude all liability for potential errors arising from translation and/or printing. © Magyar Suzuki Corporation Ltd. 2018 DF350A Product Information, Printed in Hungary