Daydream of big smallmouth bass, and your mind might drift off to the waters of northern Michigan or the lakes of eastern Tennessee. But today, you can add the desert impoundment of Lake Havasu to your dream list of prime smallmouth waters. And the scenery is breathtaking, with red-rock cliffs and cactus-studded shores serving as a stark counterpoint to the Havasu’s sparkling waters and great fishing.

Created in the early 1940s with the completion of the Parker Dam on the Colorado River, Havasu lies along a 45-mile stretch of the Arizona/California border in the Mojave Desert and offers approximately 450 miles of shoreline. While largemouth bass and striped bass served as the major attractions for decades, in more recent years, smallmouth bass have gained status as the darling species among bass-fishing enthusiasts. I had the opportunity to sample this great fishery with Suzuki-sponsored bass pro Dean Rojas.

Rojas has successfully competed in professional bass fishing since 1997. In 1999, he was named Angler of the Year in the B.A.S.S. Western Division. In the 2000/2001 B.A.S.S. season, he won the Lake Toho 150 event in Kissimmee, Florida. He followed that achievement with another win on the next stop in the circuit at the Louisiana Top 150 at Toledo Bend. That year Rojas placed second for overall season winnings of $333,940.

Rojas continues to compete as a bass pro in tournaments throughout the United States, but he lives in Lake Havasu City, Arizona, and there’s a good reason he has chosen this location as his home base. “It’s a beautiful town,” he points out, “But I really wanted to live near a lake that would be a good training ground.”

Havasu provided the perfect waters in which to practice. At the time, bass fishing was only so-so, Rojas says, but that combined with a wide range of freshwater habitats helped him hone his skills for competitive fishing. “You can fish in shallow or deep water, in dirty water or clear, or around rocks or tule reeds,” he explains. “I needed to fish all of those bass habitats to round out my fishing skills.”

Smallmouth bass fishing improved over the intervening years, and today there’s a thriving population of the species known affectionately as brown bass. Today, the lake-record smallmouth bass stands at 6.28 pounds, caught in February 2017 by Sue Nowak. Rojas regularly catches smallies in the 4-pound range and even larger.

During our trip in late April, most of the smallmouth bass on Lake Havasu had reached their post-spawn mode, and were moving away from the shallows out to channel edges, drop offs, submerged brush and artificial cage-like fish habitats placed around the lake in the 1990s by the U.S. Bureau of Land Management to help improve fishing.

“Smallmouth bass like to roam about and hunt for forage, rather than stake out a spot” Rojas says. “They like to cruise around ledges, rocks and artificial reefs in spring and summer.” We focused much of our effort on channels leading in and out of marinas and boat launch ramps, steep drop-offs along shorelines and points. Eight feet seemed like the magic depth during my trip.

Rojas uses the electric trolling motor on the bow of his Suzuki 250SS-powered Blazer 650 Pro Tour bass boat to cruise along these areas, many of which are visible in Havasu’s clear waters. Other times, he uses the Lowrance HDS-12 Live sonar to find such structure, then backs off to cast to the prime smallmouth habitat.

In this video, bass pro Dean Rojas describes how he rigs and effectively fishes drop-shot rigs for smallmouth bass on Lake Havasu. Jim Hendricks

The veteran bass pro employs a light spinning outfit and a drop-shot rig. This style of finesse fishing calls for using 6- to 7-pound-test fluorocarbon line and tying on a size 2, 1 or 1/0 Gamakatsu drop-shot hook with a Palomar knot, leaving a 14- to 20-inch-long tag line below the hook. The hook point should orient upward. To the end of the tag, Rojas ties a tungsten drop-shot sinker ranging from 5/16 to ½ ounce.

On my trip, Rojas used a 5-inch custom hand-poured plastic worm, rigged wacky style (pinned through the mid-section) to impart greater action, but the drop-shot also works well with grubs, fluke-style baits, and craw baits. The technique calls for casting out and working the drop-shot rig by lightly shaking the rod tip on a slack line, then pulling it a few feet and repeating.

Read Next: How to Catch Kokanee Salmon

The bite often proves subtle and light. Rojas calls it a pressure bite. “If you feel pressure, try not to swing hard,” he advises. “Just reel down as you might with a circle hook, as these drop-shot hooks are sharp and tend to set themselves.” If you swing with too much force, you can break the line on a large bass.

Our four-hour trip on Havasu with Rojas resulted in a number of nice smallmouth and largemouth bass, all caught using his drop-shot technique. Our bigger fish included a 4-pound smallie.

Smallmouth bass fishing remains strong throughout the year on Lake Havasu, though you might want to think twice about braving the oppressive desert heat to catch a smallmouth bass in summer. Temperatures can soar to 118 degrees F or more, giving new meaning to the expression, hot fishing. But whenever you go, Havasu can serve up superb smallmouth action, putting this desert impoundment on par with the famous brown bass waters of northern Michigan or eastern Tennessee.

The post Head to the Desert for Smallmouth Bass appeared first on Sport Fishing Mag.

Suzuki Marine announced this week the new DF250ATSS V6 outboard, adding to and updating the company’s Sport Series of high-performance engines for freshwater bass and shallow saltwater applications. Designed to deliver a powerful hole shot, strong mid-range and fuel economy, the DF250ATSS will also feature compatibility with Suzuki Precision Control electronic shift-and-throttle system.

A new lower-unit gear case with an asymmetric skeg slices through the water to improve performance and enhance steering stability. The case delivers powerful gears for low-end torque with the ability to swing a large prop such as the new Watergrip propellers. Other features include an updated intake system and thrust-mount system to reduce vibration.

Available in 20- and 25-inch shaft lengths and in matte black or new white, the DF250ATSS will be available this summer; pricing has not been announced. Suzuki will also add a new 4-cylinder DF115SS this fall.

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Suzuki has announced a unique device for outboard engines that removes micro-plastics and other pollutant material from the ocean. The product, expected to be available late this year, is part of the company’s three-prong initiative — the Suzuki Clean Ocean Project — designed to reduce plastic waste and use.

The Suzuki Micro-Plastics Collecting Device can be installed under the cowling of select Suzuki outboards 40 hp and up. It filters ocean water after it has passed through the cooling system and before it exits the engine. The company says it does not impact the driving performance or cooling efficiency of the engine.

Suzuki has partnered with Costa’s Kick Plastics campaign in that company’s five-year-old commitment to throttling back plastic use. Costa says micro-plastics — defined as plastic particles about the size of a rice grain — can be found throughout the world’s oceans. About 10 million metric tons each year add to the estimated 150 million tons already polluting the seas.

In addition to releasing the collecting device, Suzuki has committed to reducing its own plastic use with regard to packaging materials. Thirdly, Suzuki has already been conducting voluntary cleanup activities in seas, rivers, lakes and ponds where outboards are used throughout the world.

The new collecting device will be optional at first, Suzuki says, with plans to eventually make it standard. The retail cost of the part was unavailable.

Water flows through the filter on its way out of the engine. When the filter is full, water bypasses the filter and flows directly out.

Suzuki couldn’t yet specify how often the device’s filter would need replacing; much depends upon where and how often the outboard is used. But boat owners should be able to swap out filters themselves as part of basic ongoing maintenance.

Read Next: Suzuki Marine Announces New 115/140 Outboard Platform

When the filter fills with debris, water can easily bypass it and flow out unimpeded until the filter can be changed.

“We are excited about taking this significant step, where our motors can actually be part of a solution for a critical environmental issue,” says Suzuki Motor of America, Inc. President Max Yamamoto. “We have long recognized that Suzuki customers are avid fishermen and boaters who care about the environment. This is something we can do together to protect our oceans, lakes and rivers so that future generations can enjoy them.”

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Suzuki Marine announced this week a new engine platform for its 115 and 140 hp outboard categories that delivers drive-by-wire throttle and shift.

In fact, the new motors, dubbed the DF115BG and DF140BG, will be the first in their horsepower class to feature that technology, which eliminates the need for mechanical cables.

Well suited for powering flats boats and smaller bay boats as well as other small V hulls that accommodate twins, these outboards sport a 10.5-to-1 compression ratio (versus 9.7-to-1 for the existing 115/140) to produce greater torque.

The new 140 weighs about 13 pounds more than its predecessor. Both new motors feature redesigned cowlings and graphics, as well.

The announcement came Wednesday from Gus Blakely, Suzuki Marine’s vice president of sales, in a virtual meeting with Suzuki dealers, boat builders and members of the boating press from around the world. Blakely says a physical launch of the new 115/140 outboards is scheduled for the end of June at the new Suzuki Marine test center in Panama City, Florida. In the meantime, we know that the new engines are based on an inline-four-cylinder, 16-valve powerhead with 1.25 liters of displacement—same displacement as the current 115/140.

Blakely also announced a new, lighter shade of white for Suzuki outboards—super cool white—to better coordinate with the colors of today’s new-model boats. Super cool white will be available in August.

Read Next: Electronic Throttle Versus Cable Throttle: Making the Switch

Suzuki is also celebrating its 100th anniversary this year, and to commemorate the occasion, the company will produce 100 limited-edition models of the DF350A flagship motor with all-pearl-white panels.

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At the 2019 Miami International Boat Show, Suzuki Marine had 14 Suzuki-powered boats in the water, including these 11 boats designed for a wide range of saltwater fishing adventures. If you made it to the show, we hope you had a chance to get out on the water in one of these boats to experience the difference a Suzuki outboard makes when it comes to power, performance and reliability.

If you missed the show, or find yourself in a less temperate zone, here’s your chance to see these Suzuki-powered boats in action. You’ll see a wide range of Suzuki outboards in action, as well, starting with our flagship DF350A. With its innovative contra-rotating dual props, advanced 4.4 liter V6 engine, offset driveshaft layout, high performance 12.0-to-1 compression ratio and dual fuel injectors, this engine delivers power like no other outboard on the market today.

Several boats are powered by our proven V6 300, 250 HP and Inline 4 150 HP AP models. These proven outboards give you advanced features like drive by wire throttle and shift controls and Suzuki’s exclusive Selective Rotation system.

Whether you’re in the market for a new boat, or considering repowering the boat you already own, Suzuki power will deliver the performance, efficiency and reliability you crave. Chances are, they’ll fit on the transom of your boat without extensive modification, so you can upgrade your outboards with a minimum of hassle. Talk to a Suzuki Marine dealer today and find out how Suzuki can bring a new degree of power and innovation to your next fishing adventure.

Visit SuzukiMarine.com to learn more.

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Suzuki’s new V-6 DF350A — the latest 350 hp outboard — features several innovative designs, including a pair of contra-rotating three-blade ­propellers. This setup helps boost hole shot, minimizes prop torque, grips better in tight turns and improves low-speed handling in forward or reverse. To generate greater horsepower out of the 4.4-liter block, Suzuki increased the compression ratio to 12-to-1 — the highest so far for an outboard. The new 350 carries over some aspects from its smaller sister, the 300, including electronic throttle and shift, lean burn, an offset drive shaft, two-gear reduction and variable valve timing. The XL (25-inch shaft) and XXL (30-inch shaft) models weigh 727 and 747 pounds, respectively. The engine comes in pearl nebular black or cool white and starts at $31,565.

The post Suzuki DF350A Outboard Engine appeared first on Sport Fishing Mag.

The new DF350A from Suzuki represents the third brand of 350 hp outboard to hit the market, joining Mercury’s 350 Verado and Yamaha F350. With this motor, Suzuki is aiming a large portion of its attention toward big center consoles with triple and quadruple outboards. The motor will also find application on the growing number of large bay boats.

This 350 V-6 offers a number of innovative features, the most obvious is a pair of contra-rotating three-blade propellers. This helps boost holeshot, minimizes prop torque, grips better in tight turns, and improves low-speed handling in forward or reverse. Contra-rotating props also negate the need to mix right- and left-hand rotating motors in multi-outboard installations.

The contra-rotating props also help distribute torque across two inline gears that are smaller in diameter than would be necessary with a single prop. This helps keep the gear case as small and hydrodynamic as possible to reduce drag, increase efficiency and boost top speed. Suzuki engineers also repositioned the primary cooling water pickup to the front of the bullet, with secondary pickup on the underside, just forward of the skeg.

To increase the power output of the 4.4-liter block (up 0.4 liters from the existing Suzuki 300), the engineering team increased the compression ratio to 12:1 — the highest so far for an outboard. To prevent knock with such compression, the DF350A features an intake in the hood that feeds air directly to the engine. This keeps the air as cool as possible (a key to preventing knock), while a series of small louvers whisk away moisture before the air is fed to the engine.

Two fuel injectors per cylinder simultaneously deliver a finely atomized charge of fuel. This promotes more efficient combustion, and also cools the intake air more effectively than a single injector, further preventing knock.

The new 350 carries over a number of features from the 300, including electronic throttle and shift for smoother control, Lean Burn to maximize fuel efficiency, an offset drive shaft that shifts the center of gravity forward, two-gear reduction to help keep the gear case compact, variable valve timing for optimal low- and mid-speed power and efficiency, and a self-adjusting timing chain that requires no maintenance.

I ran a Freeman 37 with quad DF350As in the Atlantic waters outside Boca Raton, Florida, last week. With 30-inch-pitch stainless-steel prop sets, the Freeman vaulted from zero to 30 mph in 8.3 seconds and reached a top speed of 70 mph at 6,200 rpm. The most economical cruising speed occurred at 3,400 rpm and 35 mpg where the four engines burned 31.8 gallons per hour for 1.1 mpg.

The Suzuki 350 is available in XL (25-inch-shaft) and XXL (30-inch-shaft) models, which weigh 727 and 747 pounds, respectively. You can get the DF350A in two colors: pearl nebular black and cool white. Pricing was unavailable at press time.

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Turns out that life is similar to an outboard engine. Only when we look all the way back to this past century’s turn can we really understand how far we’ve come with today’s digital integration, computer-controlled internal-combustion technology and superior power-to-weight ratios.

You don’t have to be an ­engineer to grasp the basics. Of course it helps if you have a little curiosity and fascination. That’s likely what skilled Wisconsin machinist Ole Evinrude had when he created the first commercially viable Detachable Row Boat Motor in 1909. That 1.5 ­horsepower, single-cylinder motor worked off dry-cell batteries. Ole cranked it by hand to start, rotating a knobbed flywheel.

In the 108 years since, many outboard-engine companies have come and gone. In 1947, for instance, 14 other outboard makers competed with Evinrude in the United States, the company says. But Evinrude and four other major manufacturers — Mercury (1939), Honda (1964), Suzuki (1977) and Yamaha (1983) — ­eventually emerged in this country, pushing each other to innovate and dominate the American marine market.

1909: Ole Evinrude’s World

While all early outboard engines could be classified as two-strokes, all current Evinrude E-TECs are also two-strokes. The company has chosen to redefine two-stroke technology rather than switch to four-stroke design.

Two-strokes traditionally offered lightweight power, but the older models also lacked fuel efficiency and discharged environmentally damaging smoke and oil. The basic difference between two- and four-stroke engines: A two-stroke completes its cycle with only two movements (one up, one down) of the piston during one crankshaft revolution; a four-stroke requires four piston movements during two crankshaft revolutions to complete a power cycle.

With the current E-TEC G2 two-stroke technology, however, Evinrude vastly improved on the original concept. But that didn’t happen overnight.

Through the mid-1950s, Evinrude and others struggled to develop outboards that topped 100 hp. In 1956, Mercury’s Mark 75 — the first six-cylinder engine — managed only 60 hp. Even so, in 1960, Evinrude’s four-cylinder Starflite II set a speed record of 114.65 mph. The company followed that innovation with push-button electric shift.

Bigger and Faster Outboards

In 1975, the first V-6 outboard engines — Evinrude’s 200 and Mercury’s 175 — finally scaled the 100 hp barrier. “There were certainly big sterndrives and inboard engines before then,” says Jason Eckman, Evinrude global product manager. “But if you wanted an outboard, you were stuck at a lower horsepower.”

Greater horsepower paved the way for larger outboard-powered vessels, jump-starting the era of recreational boating and fishing for a more diverse cross section of Americans.

Leaps and bounds occurred during the 1980s and ’90s, first with the advent of electronic fuel injection, and in 1996 with direct fuel injection from Evinrude’s Ficht technology and Mercury’s Orbital DFI. At the same time, the Environmental Protection Agency released its emissions standards for outboards and designated a phase-in regulatory approach.

Evinrude E-TEC Designs

But in 2000, Evinrude’s parent, Outboard Marine Corporation, filed for bankruptcy. Bombardier, a Canadian transportation and aerospace company, bought the assets and rolled out Bombardier Recreational Products outboards in 2001.

“Mostly, carbureted two-strokes had to be replaced,” Eckman says. “Some companies chose to go to four-strokes rather than innovate with two-strokes, but we already had expertise in two-strokes with snow­mobiles. Our customer prefers the two-stroke’s power-to-weight ratio and added midrange torque. It made sense to continue to invest in that technology, to meet and eventually exceed the EPA requirements without taking away that torque and fuel economy.”

In 2003, Evinrude launched E-TEC, the next generation of two-stroke, direct-fuel-injection technology with the same block as previous two-strokes but with a new cylinder head designed to accept the fuel injector. “With direct injection, we can change the timing of the fuel injection. During idle, you don’t need the cylinder to be completely full of fuel and air; you need only a little. By injecting fuel directly into the cylinder, we can be more precise.”

Second Generation Evinrude E-TECs

Evinrude continued to enhance its technology and drive larger E-TEC outboards to market. The company even won an EPA award in 2005 for its emissions control.

In 2014, the company launched its second generation of E-TEC outboards, the G2s — “the first time BRP has designed an engine block from scratch to be optimized around direct ­injection,” Eckman says.

“The main thing was to perfect the combustion by optimizing the air flow. The way the air and fuel mix inside the cylinder to get a perfect ratio, and then the timing of the exhaust so no fuel escapes: It’s almost like a musical instrument.”

The G2 stands out in multiple ways. BRP integrated power steering into the engine to offer a better piloting experience, and (though the concept had been done before) the company mounted the oil reservoir inside the cowling to save space. BRP also added iTrim, a system that automatically trims the outboard based on load and rpm, and customizable color panels to match the engine with the hull.

1939: Mercury Moments

Although Mercury Marine introduced its first outboards in 1939, it wasn’t long before the company also dominated the sterndrive market. That side-by-side ­development gave Mercury expanded capabilities.

The 1950s

After its first six-cylinder outboard debuted in 1956 (an in-line-six known fondly as the Tower of Power), Mercury followed in 1975 with one of the first V-6 outboards: the 2L 175 hp Black Max Merc 1750, which company founder Carl Kiekhaefer called “the meanest, toughest, most beautiful machine we’ve ever built.”

The Mercury Black Max

The Black Max used power porting, a piston design that provided an additional source of fuel and air that increased horsepower without ­additional new parts.

Direct Fuel Injection

Mercury delivered the first ­recreational electronic fuel injection in 1987 in its V-6 220 XRi. EFI also ushered in the first electronic-control modules — essentially a computer brain — to outboards.

In 1996, Mercury continued its two-stroke evolution with the direct-injection OptiMax. The DFI technology helped Mercury meet the new EPA emissions requirements. OptiMax featured a unique air-assist injection system that employed an air compressor and a lower-pressure fuel injector rather than a high-pressure liquid pump, says David Foulkes, Mercury’s head of product development and engineering.

Supercharged Mercury Verados

Optis mixed compressed air with fuel, blasting it into the combustion chamber. The fine fuel atomization achieved with that system allows OptiMax engines to burn diesel and jet fuel as well as gasoline, Foulkes says.

As conventional two-strokes began to raise emissions red flags at the EPA in the 1990s, companies such as Honda and Yamaha rolled out 100-plus-horsepower four-strokes (1998). Mercury introduced its Verado platform in 2004 with a complete line of ­higher-horsepower, supercharged four-stroke outboards designed to target the two-stroke market with ­equivalent power and torque features.

Mercury Outboard Tech Advances

Supercharging allows Mercury to reduce the displacement (2.6L for Verado 200 to 400 hp) and therefore the weight of the outboard. In the past decade, Mercury has completed its full four-stroke product line all the way up to the Racing 400 Verado.

In addition, Foulkes notes that larger Verados, which use in-line-six powerheads, are narrow engines that fit on 26-inch centers. That allows large-center-console builders to pile as many as five outboards on a transom.

Along the way, Mercury has also developed several new materials such as its proprietary anticorrosive alloys as well as some unique systems like Advance Midsection (AMS) on Verados. AMS reduces the transmission of engine vibration to the boat by cradling the engine around its midsection.

(See the most-recent updates to Mercury’s outboard family here.

Digital Details

Mercury has also instituted Joystick Piloting, Active Trim, Vessel View (now with digital gauge display as well as sonar and chart plotting) and a new steering helm using Magneto Realogic Fluid, which contains suspended particles that provide greater resistance with electrical current. Boaters can effectively set their own resistance and suspension, like stiffening the shocks on a car.

1967: Honda, All Four-Strokes

Contrary to Evinrude and its focus on two-strokes, Honda Marine has always concentrated on four-stroke technology for outboards. Four-strokes, of course, are the dominant power for automobiles, a primary interest for the overall Honda Motor Co. But the belief in four-strokes goes deeper than just an understanding and ­expertise with the design.

“Mr. Honda saw two-strokes spouting smoke and oil into the atmosphere and water. He started pioneering on the four-stroke side to keep the planet cleaner,” says Dennis Ashley, senior OEM sales manager.

Honda introduced its four‑stroke outboards to the United States in 1967, with the GB25 and GB40. But higher-horsepower four-strokes took a while to develop; not until 1998 did Honda surpass the 100 hp mark with its 130. That engine also featured electronic fuel injection and Honda’s first ECM.

That same year, four-stroke Hondas became the first outboards to meet the EPA’s more-stringent 2006 emissions standards, Ashley says.

Honda VTEC Origins

As boaters began accepting four-strokes, Honda took the spotlight in 2001 with its BF225. (Yamaha introduced a similar 225 the same year.) Key to that larger four-stroke was Honda’s industry-first Variable Valve Timing and Lift Electronic Control, a trickle-down technology from the car industry, Ashley says.

“VTEC changes the lift and duration of the valves opening and closing. The lift is how high the valve opens to let in extra air and fuel, and the duration is the amount of time it stays open,” he says. “Everyone can change where the air and fuel comes in, but no one else can change the lift and duration while the engine’s running.”

Other outboard-engine builders employ ­variable valve timing but use a cam phaser to make the adjustments, Ashley explains. The process improves drivability at low rpm, “but will not maximize the ability of the engine when high rpm is necessary.”

VTEC is “kind of like having two cam shafts in your car, one for low-speed operation and one for high rpm power,” he adds.

Sensor Technology

During the past 16 years, Honda has expanded its range to the BF250 (2011), and introduced a series of technologies made possible with an ever‑evolving electronic-control module. Honda’s current ECM measures about 3-by-5 inches and is about an inch and a half thick. It features data ports for input and output. Sensors placed throughout the engine deliver measurements and data to the module.

Honda’s BLAST technology — which generates low-end acceleration for pushing the boat over on plane — depends on the ECM to sense the engine’s load. When the helmsman buries the throttle, BLAST adjusts the timing, creating the most ­horsepower for that demand.

Fly by Wire

Also during this past decade, ­intelligent shift and throttle — also called digital throttle and shift or fly-by-wire — removed the cables that revved the engine and replaced them with electrical servos, Ashley says. “A lot of people might cringe about that, but it has been the standard in the automobile industry,” he says. “Once upon a time, the gas pedal had a metal rod that attached to the top of the engine. The gas pedal today is a potentiometer, an electrical signal travels through a wire and opens and closes the valve.”

Digital throttling enables troll modes and intelligent rpm synchronization. It also ushered in automatic trim controls and other enhancements at the helm.

Honda also employs Lean Burn Control, which senses the boat’s load at any given time (using an oxygen sensor in the exhaust) and makes the fuel/air mixture leaner or richer, depending on need. Three-Way Cooling allows water to stay in the block longer by using three separate thermostats to route water where it’s needed.

1977: Suzuki Systems

Suzuki outboards debuted on the U.S. market in 1977, and the company was first to introduce automatic oil injection in 1980 in a three-cylinder 85 hp DT85 engine. Prior to that time, boaters had to pre-mix oil with gasoline.

Suzuki 1990s Transition

Suzuki also transitioned to producing four-stroke outboards in the late 1990s as EPA emissions rules evolved and boaters began to embrace the technology. But it wasn’t until the early 2000s that the company’s larger four-strokes emerged, with the DF140 in 2002.

Accelerating Improvements

In 2004, Suzuki and Yamaha both debuted 250 hp V-6 four-strokes. (Mercury’s 250 Verado featured an in-line-six design.)

“One of the things we do on all our motors, we offset the drive shaft,” says Dean Corbisier, Suzuki event manager. “That moves the powerhead forward on the downhousing so more weight is moving the boat. It gives us a really low gear ratio at the lower unit.”

Selective Rotation

Suzuki also pioneered Selective Rotation in outboards in 2011. A controller under the cowling allows a dealer to change the direction the propeller spins. Previously, dealers had to stock different motors with different lower units — some would spin the prop clockwise, while the others spun it counterclockwise. On multiple-outboard ­installations, one or more props must spin clockwise while the others move counterclockwise to offset directional torque. (Read about Suzuki’s latest introduction — a 350 hp outboard.)

1983: Yamaha Focus

While Yamaha outboards came to the U.S. market in 1983, the company began operating in 1948 in Japan, initially building motorcycles and other motorized gear. Today, Yamaha can claim two of every three outboard engines in the saltwater market.

Why? Yamaha believes the company sets itself apart by staying high-tech. Yamaha also pursued partnerships with boatbuilders, elevating its visibility. And finally, customer confidence comes down to proven dependability, power, performance and reputation, the company says.

Out of the box, Yamaha’s first U.S. outboards (two-strokes) featured Precision Blend Oil Injection, which worked off the engine load and speed, says David Meeler, Yamaha product planning and information manager. Under lighter loads, the system added less oil than during times of higher rpm and loads.

Two-Stroke Time

Soon afterward, Yamaha began introducing small four-strokes, and eventually broke the 100 hp barrier in 1998 with its 100. On the two-stroke side, Yamaha HPDI (high pressure direct injection) emission-­certified outboards debuted in 1997, gaining quick success, ­particularly among bass‑boat owners.

Two-Stroke to Four-Stroke

However, Yamaha saw the four-stroke writing on the wall, and just three years later the company led again (along with Honda) in producing V-6 four‑stroke 200s and 225s. “Nobody believed the four-stroke would ever give up 200 hp, much less 225,” Meeler says. “One way, we were able to with in-bank exhaust. We reversed the exhaust so it comes out in the center of the bank and the intake comes in from the outside. It increased the power of the engine with a more direct flow of air.

“We used some different ways of looking at the same thing. We realized that an engine is just a giant air pump. We made it easy for the engine to breathe by using a more direct intake and exhaust path and four valves per cylinder.”

The V-6 F250 followed in 2004, bringing with it VCT, or variable camshaft timing.

“VCT allows the engine to take that deep breath sooner,” Meeler says. “If the operator asks for a burst in performance and the engine is turning slowly, the engine-control module will use engine oil to hydraulically move the intake camshaft, so the lobes will come around sooner and allow those valves to open quicker.”

Yamaha: Growing the Outboard Industry

Yamaha’s V-8 5.3L F350 created industry buzz in 2007. The 350, which Yamaha says was developed with 10 key boatbuilders, also came with fly-by-wire controls. The F350 allowed manufacturers to build even larger center consoles; they could also create luxury express boats and give them outboard power.

Variable Camshaft Timing

In 2010, VMAX SHO (super‑high output) 200, 225 and 250 hp outboards debuted, combining the attributes of two-strokes with the smooth, quiet operation of four-strokes. Meeler says VCT is a big part of what gives the SHO its kick.

At the same time, Yamaha used plasma-fusion technology to melt pounds off the original F250. The process uses a metallic powder made from several alloys and takes a plasma arc to it at 13,000 degrees. The material instantly melts and fuses to the cylinder walls, creating a thin, slick surface that greatly ­outperforms steel cylinder sleeves.

“We’re continually tinkering with the efficiencies of the four different cycles of a four-stroke, along with weight, size and a host of other factors. Those four cycles are intake, ­compression, power and exhaust,” Meeler says. “Our goal is always to increase power, make the engine lighter, and give it better fuel economy.”

(Editor’s note: Since the first version of this article was written, Yamaha has debuted a new flagship outboard — the 425 XTO Offshore).

Future for Outboards

As we’ve seen in the past five or six years, outboard customization has outpaced technological changes within the engines themselves. Joystick steering, digital integration of gauges with ships’ systems and marine electronics, Bluetooth and Wi-Fi controllers, multicolor cowlings, purpose-built ­propellers, auto-trim systems — all have delivered fingertip control and immediate feedback to boaters.

Outboard companies told me they expect customization to continue, and they’ll also push for improved fuel economy. Alternative fuels are still a big question mark, and ethanol issues persist. Research is underway to find better protection for outboards and fuel systems from higher levels of ethanol, but no one would share any plans.

In the end, all marine companies strive to make boating as easy and fun as humanly possible. Outboard builders are certainly doing their part.

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Suzuki’s New Four-Cylinder DF200A Outboard Engine

Suzuki Marine has pulled the wraps off a new series of compact 200 hp outboards featuring inline four-cylinder blocks and boasting a host of advanced features. I had a chance to run the new DF200A engines outside the Ocean Reef Club in Key Largo, Florida – first on a Key West 219FS with a single engine and then on a new Twin Vee 31 Ocean Cat with twin 200s.

Displacement is 175 cubic inches – the same as Suzuki’s existing four-cylinder DF175A outboard and 12 cubic inches more than Yamaha’s four-cylinder F200. The Suzuki’s DF200A weighs 498 pounds, 12 percent less than the V-6 version of Suzuki’s 200 outboard. Yamaha’s four-cylinder F200 weighs 487 pounds.

Innovative Features

Suzuki engineered the DF200A with a 10.3:1 compression ratio (9.7 percent greater than in the DF175A) and a new cowling to provide cooler air directly to the engine’s long-track tuned intake manifold. Twin intake and exhaust valves allow the engine to breathe more efficiently. Suzuki’s Lean Burn Technology that optimizes the fuel-to-air mixture once you establish a cruising rpm also contributes to efficiency. Knock, oxygen and water-detection sensors monitor and control engine operating parameters, resulting in superb reliability.

These new outboards serve boating anglers in two primary ways. First, the relatively narrow inline design (versus a wider V-6 block) lends itself well to twin-engine installations on a V-hull. Secondly, the lighter mass of the DF200A (versus the V-6 version) means that you can repower older boats (originally designed for lighter two-stroke outboards) with this new generation of four-strokes.

Suzuki will offer the new engines with both digital (DF200AP) and mechanical (DF200A) control systems. The AP model will also include Suzuki’s Selective Rotation, for multi-engine installations, and keyless ignition.

How They Ran

First I took out the Key West 219FS with a white DF200A. (Suzuki offers many of its engines now in either winter white or it traditional charcoal.) Turning a 1.5-inch by 16-inch three-blade stainless steel prop, we accelerated from zero to planing speed in 5.7 seconds and to 30 mph in 10.7 seconds with three adult males and a half-tank of gasoline. Top speed was 44.8 mph at 6,000 rpm. With the Twin Vee 31 Ocean Cat running twin DF200A outboards with 20-inch by 16-inch three-blade stainless props, the top speed averaged 43.8 mph with six adult males aboard.

We were unable to obtain complete performance numbers, as Suzuki is still fine-tuning the digital mapping and propping of these engine. Once production engines are out (expected sometime this fall), I plan on bringing your more detailed performance data.

In the meantime, Suzuki is poised to serve the fishing boat market better than ever with a series of outboards that provides alternatives to V-6 four-strokes for propelling new boats and repowering older boats.

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Suzuki Joystick Steering

Suzuki Motor Corporation has announced that it is developing a new joystick control system for its two most-powerful outboards. The announcement was made at the 2013 Japan International Boat Show in Yokohama, Japan, last week. The new joystick system will integrate seamlessly with Suzuki Precision Control, a proprietary drive-by-wire system available on Suzuki DF300AP and DF250AP outboard motors. It will work with twin engines to enhance low-speed maneuverability in situations such as docking in crowded marinas.

The company showed a prototype joystick control as well as concept drawings of the system and components. According to Suzuki, this new system will provide increased confidence to skippers as they maneuver their boats in close quarters and will increase the appeal of boating to a younger, more tech-savvy demographic. More information on Suzuki’s new Joystick Control System will be available later this summer.

Suzuki’s announcement brings the number of outboard companies with factory joystick steering systems to four. The others are Evinrude, Mercury and Yamaha. However, SeaStar Solutions — an independent company specializing in marine steering and other controls and instrumentation systems — was the first company to debut such steering for outboards, a system than can be retrofitted to twin mechicanically controlled outboards.

For a complete rundown on outboard joystick steering systems, click here.

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