In 2016, Suzuki unveiled its new 2.9L inline four-cylinder DF200A outboard, which was lighter and more fuel efficient than its V-6 model that had been on the market since 2004. Confident that its engineers had invented a better mousetrap, Suzuki discontinued selling the 3.6L V-6 DF 200 in the US when the I-4 was introduced, but the V-6 was still offered in select overseas markets.
Feedback from boaters and dealers, however, indicated that there was still demand for a 200 hp V-6 in North America by those who could benefit from the increased low-end torque and snappier throttle response that the 3.6L block produces. Suzuki’s competitors—Mercury, Yamaha and Honda—still offer V-6 200 models, and Mercury even offers a V-8 200 in its ProXS line that also includes a 300 hp version, using the same 4.2L powerhead. So, for 2025, Suzuki went back to the future and reintroduced updated versions of its 200, 225 and 250 hp motors.
Although most outboard engines don’t share a platform with cars, the automotive industry has gradually shifted its internal-combustion motors to more-fuel-efficient smaller displacement engines. As a result, the once-ubiquitous V-8s were usurped by V-6 engines, and then largely replaced by inline-4-cylinder engines. But the missions for boats and cars are not the same. Although car engines need blasts of power to merge onto highways and to pass, many engines use turbocharging for an extra kick. Also, wheeled vehicles don’t have as much drag and usually stay within the lower range of rpm due to having a multispeed transmission.
Due to the drag of water, boats demand more from their engines, and their load is like that of a car constantly going up a steep hill. Unlike automobile powerplants, boat engines never coast. In rough seas, snappy acceleration and excellent torque are needed to stay on plane at lower speeds for safety. As the old saw goes, there’s no replacement for displacement. So, the “new” V-6 makes sense for certain applications. But inquiring minds wanted to see how each iteration of the Suzuki 200 performed with different loads. So we put both versions to the test on the transom of a Carolina Skiff 21 Ultra Elite. Here’s what we found.
Head-to-Head
For the test, Boating Editor-in-Chief Kevin Falvey, photographer/videographer Michelle Gaylord and I converged on the Suzuki Marine Technical Center USA in Panama City, Florida, in December. Winter weather in the Panhandle can be a crapshoot, and we lucked out with bluebird skies, gentle winds, and temperatures in the low 70s. (A month later, Panama City was covered in 5 inches of snow, beating the record of 3 inches set in 1895.)
To reduce variables, we tested both engines on the same Carolina Skiff 21 Ultra Elite with identical payloads, which included topping off the 52-gallon fuel tank before each test. First, we ran a standard Boating Certified Test on both engines with two people aboard, totaling 434 pounds of buffet-loving human ballast. Gas weighs 6.1 pounds per gallon, which adds another 317 pounds. This Carolina Skiff model requires a 25-inch motor, so the first test was with Suzuki DF200A, an inline-4 cylinder outboard weighing 529 pounds. The boat is 20 feet, 9 inches long with an 8-foot beam, and has a dry weight of 2,636 pounds and a passenger capacity of 14 people (you can play musical chairs to determine who gets a seat). Our 200 hp test engines were at the top of the boat’s allowable limit.
For the second round of testing, we added 400 pounds of lead-filled bags strategically placed throughout the boat where people would usually be sitting. We also welcomed aboard the test center’s engine guru, general manager David Greenwood, who has been with Suzuki for nearly four decades, weighs 165 pounds, and is evidently a salad lover who believes in working out. We focused on cruising speeds, top end, and acceleration for these runs to see how the numbers would change under heavier load.
Tale of the Tape
In this corner, the younger 2.9L inline 4-cylinder DF200A comes in shaft lengths of 20 inches and 25 inches, weighing 518 pounds and 529 pounds, respectively, for the mechanical shift models. The digital shift option adds 2 pounds to each. The 200 hp I-4 is the most powerful engine in the 2.9L platform family that also includes 150 and 175 hp versions. The peak output of its alternator reaches 44 amps.
One aspect of this motor that separates it from all other 200 hp motors on the market is its ultra-low 2.5-to-1 gear ratio, which allows it to swing larger-diameter props, and so move more water. All other 200 outboards on the market have higher gear ratios that range from 1.85-to-1 (Mercury FourStroke 200 V-6) to 2.0-to-1 (Honda V-6 BF200). For our test, the inline-4 DF200A used a 15-by-21-inch three-blade stainless-steel Suzuki Watergrip prop, which is about the average diameter of a large pizza.
In the other corner is the updated version of the 200 hp V-6 engine, now called the DF200T. It comes in three different shaft lengths; the 20-inch model is popular for use on bass boats and weighs 582 pounds, and the 25-inch version, which we used for this test, weighs 606 pounds. The V-6 200 is the only Suzuki 200 offered in a 30-inch version, which weighs 626 pounds and is targeted for larger offshore boats. The DF200T is the least powerful in the 3.6L platform, which also features a 225 and 250 hp model. It features a 54-amp alternator, which is 10 more amps than the inline-4.
The DF200T has the second-lowest gear ratio in the industry for 200 hp outboards, with a 2.29-to-1 ratio. For our test, this motor swung a 15¼-by-19-inch three-blade stainless-steel Watergrip prop.
Efficiency and Performance
By pressing the Easy Start button, the DF200A fired right up and settled into a 600 rpm smoke-free idle, registering a near-silent 56 decibels. Despite having only four cylinders, its vibration was nil, in contrast to the old two-stroke days when a start-up was announced with a cloud of smoke and an idling engine that shook like someone in the first stages of hypothermia. The first test we performed was to measure its acceleration. Then, starting at 1,000 rpm, we bumped up the throttle in 500 rpm increments while measuring speed, fuel burn, sound levels, and the angle at which the boat was running. We performed two runs in opposite directions to account for wind and current, then averaged the results. The only problem we encountered was that the boat would start porpoising at higher speeds, which was corrected using a little downforce deflection from the Lenco trim tabs.
Acceleration was smooth and linear, and the 21 Ultra Elite accelerated to 30 mph in a respectable 10.1 seconds. We also tested midrange acceleration from 25 to 40 mph, which took 9.7 seconds. The DF200A’s fuel economy was impressive, and at a slow-troll speed of 1,000 rpm, it sipped only 0.6 gallons an hour, which means it could theoretically putter along at 3.9 mph for nearly 87 hours on a full 52-gallon fuel load. Its best fuel economy was at 4,000 rpm, which pushed the Carolina Skiff to 25.5 mph. At this speed, it achieved an impressive 4.17 mpg, translating to a range of 195 miles. At 4,500 rpm, it reached 31 mph and came within a Visine squirt of fuel away from hitting 4 mpg (3.97). Trimming out the engine until just before the Watergrip propeller lost its grip saw a peak rpm of 6,150, which was 50 rpm over its published max rpm range. In other words, we ran it like we stole it. At its top speed of 45.9 mph, the Suzuki 200A burned only 18.7 gph, yielding 2.45 mpg.
Swapping Out Motors
After we tested the inline-4 DF200A, the Suzuki tech team—doing its best imitation of a NASCAR pit crew—switched the Carolina Skiff’s engine to the V-6 DF200T. First, they tilted the engine vertically, disconnected its battery cables, unplugged the main harness from the motor to the helm, and disconnected the fuel line and the sub-electrical lead. Suzuki engineers made the process easy by providing lifting hooks on the motor, so the crew used them to support the engine’s weight with a forklift and chain, then unbolted the motor from the boat and placed it on a stand. Installing the motor was the reverse of the removal procedure. The elapsed time was about 45 minutes.
Big Displacement Energy
Like the inline-4 model, the V-6 200 fired up quickly after a push of the keyless-start button, which wasn’t available in its earlier iteration, as was the easy-start feature. The bigger block was two decibels louder at idle—58 dB(A)—but that level was barely audible. The V-6 acceleration felt more muscular, and we recorded a zero-to-30 mph time of 8.5 seconds, 1.6 seconds faster than the I-4. The midrange acceleration test saw a time from 25 mph to 40 mph of 7.5 seconds, which was 2.2 seconds faster. The faster acceleration times illustrate the advantage of larger displacement. In simple terms, with greater room in the combustion chamber, more air and gas can be jammed in before the spark plug ignites it. But there’s no such thing as a free lunch in physics because burning more gas for improved acceleration reduces fuel economy, as the numbers revealed.
The best cruising speed for the V-6-powered Carolina Skiff was also at 4,000 rpm, pushing it to 26.5 mph and netting 3.34 mpg, which is 0.83 mpg less than the I-4. This mileage was about 20 percent worse, reducing the boat’s range by 39 miles. At wide-open throttle, the V-6 reached 46.6 mph at 6,000 rpm, which was 0.3 mph faster than the I-4, illustrating that 200 hp is 200 hp, no matter the displacement. The fuel burn at WOT was 20.3 gph, translating to 2.3 mpg—not too far off the 2.45 mph that the I-4 achieved.
Load ’Er Up!
With the 900 pounds of ballast loaded, the tank full, and Falvey, Greenwood and me on board, we headed off into the West Bay section of Robinson Bayou. The measured numbers can be found on the performance charts below.
Read Next: The Benefits of Digital Controls on Suzuki AP Outboards
In Conclusion
So, which Suzuki outboard is best? After crunching the numbers, it’s a split decision. Get the 2.9L I-4 DF200A if you want the best fuel economy available and have a boat that performs better with a lighter outboard. The 3.6L V-6 DF200T is ideal for those who have heavier boats or carry more payload and want better acceleration and throttle response.
Speed, Efficiency, Operation
Suzuki 2.9L Inline-4 DF200A
- Number of Cylinders: Inline-4
- Weight, Mechanical Shift: L 518 (20” shaft), X 529 (25” shaft), digital shift, add 2 lb.
- Displacement: 175.9 cu. in., 2,867cc
- Bore and Stroke: 97 mm x 97 mm
- Gear Ratio: 2.5:1
- Alternator Output: 44 amps
- Operating Range: 5,500-6,100 rpm
- Key Features: Suzuki’s DF200A Lean Burn system uses sensors and its onboard computer to adjust the air/fuel mixture to the optimal level based on real-time information regarding need. The I-4 AP model also features Selective Rotation, which can change the prop’s primary direction of rotation.
Suzuki 3.6L V-6 DF200T
- Number of Cylinders: V-6
- Weight, Mechanical Shift Only: L: 582 (20” shaft), X: 606 (25” shaft), XX: 626 (30” shaft)
- Displacement: 220.5 cu. in., 3,614cc
- Bore and Stroke: 95 mm x 85 mm
- Gear Ratio: 2.29:1
- Alternator Output: 54 amps
- Operating Range: 5,500-6,000 rpm
- Key Features: The DF200T, like the I-4 model, has an offset drive shaft that moves the center of gravity farther forward for better balance. This design also enables a two-stage gear reduction to allow its gear ratio to be low to swing larger props. Variable Valve Timing on both models changes the valve timing to provide better low-end torque and top-end performance.
