Suzuki Outboard DT75 Service Repair Manual

SERVICE MANUAL

Suzuki DT50, DT60 & DT65 (Prior to 1985)

SUZU KI DT50, DT60 AN 0 DT65 (Prior to 1985)

CONDENSED SERVICE DATA NOTE: Metric fasteners are used throughout outboard motor.

TUNE·UP Hp/rpm: DT50 ."." .............. " ....... " .50/4801)..5500 DT60 .... """,, ..... " . " . " ....... 60/4800·5500 DT65 .. " .... " ...................... 65/4800·5500 Bore: DT50 (Prior to 1984) ......................... 80mm (3.15 in.)

DT50 (1984), DT60 & DT65 .................... 84 mm (3.31 in.)

Stroke ...................................... 72mm (2.83 in.)

Number of Cylinders ............................... 2 Displacement: DT50 (Prior to 1984) .......................... 723 cc (44.12 cu. in.)

DT50 (1984), DT60 & DTS5 .................... 798 cc (48.69 cu. in.)

Spark Plug; :>rGK ..... " ............................... B8HS' Electrode Gap ............. " ............ 0.8-0.9 mm (0.031·0.035 in.)

Ignition 1)'P" ............................ Breakerless Carburetor: Make ...................................... Mikuni Model ..................................... B40·32 Fuel:Oil Ratio ........ " ....................... 50;1 t '1984 DT50 models use NGK B8HS·1O spark plugs with an electrode gap of 1 mm (0.040 in.). t1984 DT50 and 1983 and 1984 DT60 models are equipped with oil injection.

SIZES-CLEARANCES Piston Riug End Gap ....................... 0.2·0.4 mm (0.008-0.016 in.)

Piston Pin Diameter ................. 19.995·20.oo0mm (0.7872·0.7874 in.)

Piston to Cylinder Wall Clearance: DT50 (Prior to 1984) .................. 0.097·0.112 mm (0.0038·0.0044 in.)

DT50(1984),DT60&DT65 ............ 0.112·0.127 mm (0.0044-0.0050 in.)

Max. Cranksbaft Runout at Main Bearing Journal ........................... 0.05mm (0.002 in.)

Max. Connecting Rod Small End Side Shake ................................. S.Omm (0.20 in.)

TIGHTENING TORQUES Cylinder Head: 6mm ............... _.......... " _...... 8·12N-m (6·9 ft.·lbs.)

10mm ............................... AO·60N-mt (29-44 ftAbs.) Crankcase .............................. .40·60 N -mt (29-44 ft.·lbs.)

ExhaustCover ............................. 8·12N·m .

(6-9 fUbs.) FlywheelNut ........................... 200·210N·m (145·152 ft.·lbs.)

GearcasePinionNut ....................... 31)..40 N'm (22-29 ft.·lbs.)

Propeller Shaft Nut ........................ 50·60 N· m (36-44 ft.·lbs.)

Standard Screws: Unmarked or Marked "4"' 5mm ................................... 2·4N·m (2·3 ft.·lbs.)

6mm ................................... 4·7N·m (3·5 ft.·lbs.)

8mrn ................................. lO·16N-m (7·12 ft.·lbs.)

10mm ................................ 22·35N"m (16·26 ft.·lbs.)

Stainless Steel 5mm ................................... 2·4N·m (2·3 ft.·lbs.)

6mm .................................. 6·ION-m (6-7 ft.·lbs.) gmm ................................. 15·20N-m (11·15 ft. ·lbs.) lOmm ................................ 34·41N·m (25·30 ft. ·lbs.)

Marked "7" or SAE Grade 5 Omm ................................... 3·6N·m (2·5 ft.·lbs.)

6mm .................................. g·12N·m (6·9 ft.·lbs.)

8mm ................................. 18·28N·m (13·20 ft.·lbs.)

10mm .................... '" ......... 40-60N·m (29-44 ftAbs.) tTorque values should be 46·54 N • m (34·39 ft. ·lbs.) on DT50 (1984) and DT60 models.

I

Suzuki OT50, OT60 & OT65 (Prior to 1985)

OUTBOARD MOTOR

LUBRICATION The power head is lubricated by oil mixed with the fuel. On models with·

t

out oil it\iection! fuel:oH ratios should be 30:1 during break-in of a new or

A

rebuilt engine and 50:1 for normal servo ice when using a NMMA certified TCWII two-stroke engine

on

or Suzuki

"CCI" oiL When using any other type of two-stroke engine oil, fuel:oil ratios

should be 20:1 during break-in and 30:1 for nonnal service. On models equipped with oil injection, for the first 5 hours of operation, mix fuel with oil in fuel

tank at a ratio of 50: 1 if Suzuki "CCI" oil or a NMMA certified TO-Wll twostrokE' oil is used. Mix fuel:oil at a ratio of 30: 1 if any other type of two-stroke oil is used. Switch to straight fuel in fuel tank at the completion of the 5 hour break-in period. Manufacturer recommends regular or no-lead automotive

gasoline having an 85·95 octane rating.

Gasoline and oil should be thoroughly mixed in fuel tank when u.'ied on models without oil injection and when used

during break-in period on models equipped with oil injection.

The lower unit gears and bearings are lubricated by oil contained in the gear· case. SAE 90 hypoid outboard gear oil

14·--4K

15

Fig. SZ14·1-ExpIoded view of Mlkuni cal'bur. tors fyl1ical of ,,11 models.

1. Body 2. Throttle stop serew 3. Spri.'lg 4. PilotjM 5. ThroW", llhaft connector 6, Choke shaft <:OClneetol'

7. r'-IPt air screw

lL Spring 9. Main nouIe 10. Main jet

11, lnkt valve 12. Float pin 13.. FIQ8,t 14. Gasket 15. Fknit bow!

Fig. $%14-2-1«,.,., to htd tOt float ,pec#flc.Uoos,

,.~

lA>

should be used. Gearcase capacity is ap· proximately 650 mL (22 oz.) of gear oil and should be drained and refilled after the first 10 hours of use and then after every 50 hours of liSe. Reinstall vent and fill plugs securely. using a new gasket if needed, w ensure a watertight seal.

FUEL SYSTEM CARBURETOR. Mikuni type B40-32 carburewrs are used on all models.

Refer w Fig. SZ14·1 for exploded view.

Initial setting of pilot air screw (7) from a lightly seated position should be PI, w 2'/. turns on DT50 models prior w 19l14 and DT65 models and 1'Is to 2'/, turns on'i984 DT50 models and DT60 models.

Final carburtetor adjustment should be made with engine at normal operating temperature and running in forward gear. Rotate timing adjustment screw (B~Fig. SZ14·11) in small incrementa until engine idles at approximately 650· 700 rpm. Adjust pilot air screw so engine idles smoothly and will accelerate cleanly without hesitation. If neeessary, readjust timing adjustment screw to obtain 650-700 rpm idle speed.

Main fuel metering is controlled by main jet (10). Standard main jet size for normal operation is number 165 on DT50 models prior to 1984, number 155 on 1984 DT50 models, number 160 on DT60 models and number 167.5 on DT65 models.

To cheek float level, remove float bowl and invert carburetor. Distance (A - Fig. SZ14·2) between main jet and bottom of float should be 16.5-18.5 mm (0.65-0.75 in.) on DT50 models prior to 1984 and DT65 models, 16.5-18 mm (0.65·0.71 in.) on 1984 DT50 models and 16-18 mm (0.63-0.71 in.) on DT60 models. Adjust float level by bending float tang.

To synchronize throttle plate opening of top carburetor with bottom car· buretor, use Suzuki carburetor balancer 09913·13121 or equivalent and make adjustment at throttle shaft connector (5-Fig. SZI4-1).

SPEED CONTROL LINKAGE. The carburetor throttle valves must be oorrectly synchronized to open as the ignition is advanced to obtain optimum performance. To adjust the speed control linkage, it is necessary to first check (and adjust if required) the ignition maximum advance as outlined in the IGNI· TION TIMING section. Disconneet car· buretor link (C~Fig. SZl4-l1) and rotate speed control lever (L) toward maximum speed position until it con· tacta maximum speed stop. Set carburewr throttle plates completely open then vary the length of carburetor link (C) until ball joint connector will just at· tach. Move speed control lever to full retard position. Clearance (A) at car· buretor throttle shaft actuating levers should be 0.5·1.0 mm (0.020,0.040 in.).

REED VALVES. The inlet reed valves (Fig. SZI4·3) are located on a reed plate between inlet manifold and crankease. The reed petals should seat very lightly against the reed plate throughout their entire length with the least possible tension. 'rip of reed petal must not stand open more than 0.2 mm (0.008 in.)from contact surface. Reed stop opening should be 7.6·8.0 mm (O.3().O.31 in.) on DT50 models and 7.55·7.95 mm (0.30·0.31 in.) on DT60 and DT65 models.

Renew reeds if petals are broken, cracked, warped, rusted or bent. Never attempt w bend a reed petal or to straighten a damaged reed. Never install a bent or damaged reed. Seating surface of reed plate should be smooth

e' """"'1

1

6

Fig. SZ1.f..3- Exploftd yl.1M of Int.", nMn1iold lHld rHd valv. ....mbly.

1. Manifold 4. Reed pet.als

2. Gasket :'t Reed plate

5. Reed stop 6. Gaskill:

SERVICE MANUAL

Suzuki 0150, 0160 & 0165 (Prior to 1985)

Fig. SZ14.s- Use 011 pump .Ir biNd screw fA) to bleed trapped air from 011 supply line or pump.

Flo. SZ1..... -lnlet manifold cap SCMW. should be tightened In the HqU4»lc. shown above.

and flat. When installing reeds or reed stop, make sure that petals are centered over the inlet holes in reed plate. and that the reed stops are centered over reed petals, Apply a suitable high temperature grease to inlet manifold cap screw threads, then using sequence shown ill Fig, SZ14-4 tighten cap screws, FUEL PUMP. A diaphragm type fuel pump is mounted on the side of power head cylinder block and is actuated by pressure and vacuum pulsations from the engine crankcases, Refer to Fig, SZ14-5 for exploded view of fuel pump assembly, When servicing pump, scribe reference marks aeross pump body to aid in reassembly, Defective or questionable parts should be renewed, Diaphragm should be renewed if air leaks or cracks are found, or if deterioration is evident.

FUEL FILTER. A fuel filter (9 through 13- ~1g, SZ14-5) is mounted on the side of power head cylinder block on all models, Filter should be disassembled and cleaned after every 50 hours of use.

Renew ·0" ring (11) if required.

OIL INJECTION Models So Equipped BLEEDING PUMP. To bleed trapped air from oil supply line or pump. firs! make sure outboard motor is in an upright position and oil tank is full. Open oil pump air bleed screw (A - Fig. SZ14-S) three or four turns to allow oil to seep out around screw threads, After five seeouds or when no air bubbles are noticed, close air bleed screw (A), CHECKING OIL PIJMP OUTLET. Start engine and allow to warm·up for

Fig. SZ14-S-Exploftd vSew of diaphragm type '"*1 pump and fuel flit., assemblies.

1. Cnwr 2, 3.

4.

5.

Ii. 1.

8.

Dlaph""",,

9.

10.

11.

12.

13.

Fuel filter body Packing "0" ring Filter Bowl 1. 1Mt O. OIIt:et

Body

Dmphragrn SPring Body "O~ rillgl>

lnsulator bhxk

approximately five minutes, then stop engine. Disconnect oil pump control cable (C - Fig, SZI4-7) at carburetor throttle lever, Detech oil supply line at oil tank outlet, Connect oil gage 09900-21602 to oil supply line, Fill oil gage with a recommended two-stroke oil unit even with an upper reference mark.

With oil pump control cable (C) in released position, start engine and main~ taln engine speed at 1500 rpm, Allow engine to run for five minutes. After five minutes, stop the engine and observe oil gage. Recommended oil consumption is 2,7-3,5 mL (0.09,0,12 oz,) in five minutes at 1500 rpm.

To check oil pump at maximum output position, repeat previous procedure except use a suitable tool and hold oil pump control cable (C) in fully extended position, Recommended oil consumption is 4,6-5.6 mL (O.16-l),19 oz,) in five minutes at 1500 rpm, If the obtained oil consumption measurements are not within the recommended limite. then oil pump must be renewed.

IGNITION All models are equipped with either an independent or simultaneous pointless electronic ignition system, Simultaneous ignition system models are identified by the use of one ignition coil while two iguition coils are used on models with an independent ignition system, Simultaneous ignition models may have mechanical or electronic advance, Stator plate is movable on simultaneous ignition models with mechanical advance

I~'-LI

~c

I[ L

'L.I

S,\ \ <;

<"'\

\\ \

,

:,~ @I Fig_ SZ14-1-11lsconn.ct 011 pump conftol c.ble

(e) at carburetor thrQttle lev., and ,eler to fe.t for checking 011 pump output

while the stator plate is fIxed on models with electronic advance. Refer to Fig, SZ14-8 for a typical wiring diagram of models with independent ignition.

Models with simultaneous ignition systems are similar.

IGNITION TIMING. On independent ignition models, ignition timing should he 4· ATDC at 1000 rpm and 21 0 BTDC on DT60 models and 25° BTDC on all other models at 5000 rpm. On simultaneous ignition models with mechanical advance, ignition timing should he 3° ATDC at 1000 rpm and 25° BTDC at 5000 rpm, On simultaneous ignition models with electronic advance (fixed stator plate), ignition timing should be go BTDC at 1000 rpm and 25° BTDC at 5000 rpm, Iuitial setting of ignition timing on all models with mechanical advance may be accomplished as follows: Set throttle at full advanL'C position, then align mark

OUTBOARD MOTOR

Suzuki DT50, DT60 & DT65 (Prior to 1985)

C3

Fig. SZ14~- Typical wlrlrJ{l dJ.gram 101 models with independent Ignition. Other moftla ItJ "Down~ solenoid L Ignition switch 2. Emergency swp !;witch 3. Hour roetlJt 4. Volt meter 5. Tachom~tel'

6. Overheat buuer 7. TIlt and trim ~itch

8. 1'ilt and trim ~tm

!f.

~Up"

oolenoid

(.\I-Fig. SZ14-9) on stator plate with stationary mark (S) on upper seal housing. Loosen nut (N) on stator plate link to rep<Jsition stator plate.

Initial setting of ignition timing on all models with electronic advance may be accomplished by aligning mark (M - Fig. SZ14-10) on stator plata with center of stator plate retaining screw hole (H).

Final ignition timing check can be made using a suitable power timing light. Immerse lower unit of outboard motor in water and connect timing light to upper spark plug. Set engine throttle at full retard position and start engine.

Refer to ignition timing specifications stated previously and check alignment of flywheel timing marks with index mark on electric starter cap on models with mechanical ad1la.IlCe or v.ith index mark on flywheel housing on models with electronic advance. To check ad·

1l.

12.

13.

14.

Choke $(>lenO'id Regulator Reetif'w CD iguitinn mod...

15, Stator

hi.

17.

18.

19.

26,

Starter mowr Starter 5Olenoid Spark plugs Overheat sensor Neutral switch 2}, 2U amp fuse

vance ignition timing. run engine at wide open throttle and note timing marks.

On models with mechanical advance, full reterd timing may be adjusted by turning bolt (B-Fig. SZl4-l1j in or out as requirad and full advance timing may bo adjusted by loosening nut (N) and

.r.

Bl

similar,

22. Battery

B. Blad: BL. Blue BR. Browll G. Green

GR. Gray

LtBL Light blue

~:~~ R a.d

W, White Y. Yellow

rep<:>sitioning stator plate. On models with electronic advance, reposition stator plate to adjust ignition timing.

TROUBLE-SHOOTING. If ignition malfunction t){.'Curs, use only approved procedures to prevent damage to the

M

Fig. 5214-9-0n model. with meclulnlc.1 ad· ~anc.,

s.t Ignition ttmlng statically by 111I9nlnll mark (AI) on st.ttor plahl with ,t.tlonary mark (S) whe" 1$ In the full Itd~ance position.

,,,,attl.

Fig. SZ14·10-0n moeN/' ",Jth ./ecfronlc ad-

fanee, Ht IfnWon timing .odlcally by aligning

m.rt (II) on .t.tor pl.,. wtth hoi. (11).

ten""

of screw

Suzuki DTSO, DTGO & DTGS (Prior to 1985)

SERVICE MANUAL components. The fuel system should be checked first to make certain that faulty running is not .caused by incorrect mixture or contaminated fueL Make sure malfunction is not due to spark plug, wiring or wiring connection failure.

Trouble-shoot ignition circuit using Suzuki pocket tester number 0990025002 or ohmmeter as follows: Simultaneous Ignition Models_ On simultaneous ignition models with electronic advance (fixed stator plate), check condition of low-speed capacitor charge coil by separating the redlblack wire eonnector at stator and attach a tester lead. Attach the other tester lead to engine ground. Low-speed charge coil may be considered satisfactory if resistance reading is within the limits of 112-149 ohms. Check condition of highspeed charge coil by separating the redlblack wire connector and blue/red wire connector at stator and attach a tester lead to each wire. High-speed

Fig. SZ14-U-VI.w

0' .pHd contro'mane "oleag.

•.

und on models with mechanical

Mod./s with .'ectronlc advanc. ("xed stator pl.f.) are slmll,r.

~I~",;" """'go «000'1''''''''' lee.d Pu KI'

-+'r.... tu

I

hac'!

CNir-ue Slut! &pulw' ~td

ChM~' RedT Grounoli

Itnition

Stop

."'."'""

..

\'VhiU/

'"

I ~""I Rod

Sklel

Rldl

R«I

81ae1c

fJ~ 1Whit., I 61.clo:

"'Tenter: le.d

Pubor

8 1uel

Wt.:tel

''''

Rod

Ground

Black

U..

Fig. SZ14·12chart .how" aboN and tts/un listed below to tft! condition of CD Ignl· tl<tn module und on .imulfaM0U4 ignition mQdBls with electronic . . .no..

C" Tester Medle alAAlld IIlmw deflection then return tuwtlrtl inumtc remstalli*

To check condition of ignition coil, separate the black/white wire connector at coil and remove high tension wires from spark plugs. Attach tester positive lead to black/white wire and nElb",tive lead to coil ground. Primary coil resistance reading should be within the limits of 0.076-0.104 ohms. Attach a tester lead to each high tension wire.

Secondary coil resistance reading should be within the limits of 2980-4030 ohms.

To check condition of CD ignition module, use tester or ohmmeter in conjunction with test chart shown in Fig_ SZ14·13. Renew CD ignition module if required.

:Iqtlj~;on

Blue! : Black!

''''

: Whitt

A B C

A B

A A

Fig. SZ14·13-U.. chaff shown above and v.luesllsted In FiU. $Z14·12 to t.st condition of CD Ignition module used on s/multanltOVs Igni. tlon models with mechanical sdYance.

charge coil may be considered satisfactory if resistance reading is within the limits of 1.62-1.98 ohms.

To check condition of ignition coil, separate the white/black wire connector at coil and remove high tension wires from spark plugs. Attach tester positive lead to white/black wire and negative lead to coil ground. Primary coil resistance reading should be within the limits of 0.28-0.38 ohms. Attach a tester lead to each high tension wire. Secondary coil resistance reading should be within the limits of 2980-4030 ohms.

To check condition of CD ignition module, use tester or ohmmeter in con" junction with test chart shovm in Fig_ SZ14-12. Renew CD ignition module if required.

On simultaneous ignition models with mechanical advance, check condition of capacitor charge coil by separating the blue/red connector and black wire connector at stator and attach a tester lead to each wire. Charge coil may be considered satisfactory if resistance reading is within tbe limits of 135-165 ohms.

Check condition of pulser coil by separating the white/red wire connector and black wire connector at stator and attach a tester lead to each wire. Pulser coil may be considered satisfactory if resistance reading is within the limits of 7.29-8.91 ohms.

~

A«I

"-

Stop

C

St.p 8",.;

I A ~ 8 A A .._C I~ A A A A A C B C B C ~ C A B A A ~

A. lOOk ohms or leM B. lOOk ooms Qr more

-h.t4lr ChMlIl! :l!tlu'l

C.,.'O-

l.ad

+T •• ter

Green

lell<l

Ch.r~

Fig. SZ1.f.14-Use chart adJac.ttt and values tlsled In Fig. SZf4·12 to fest cotrdl· flon 01 CD illn't/on module UNd on Independelff Ignlflon model..

G,_

p- I

artv

St""

.,,..}

s.... .od

0 ..""

I~ition

.....

litht

.""'1

Whitt

Pulttr

-..-Pink

Gr....

~ ..~....

pi!'1k

GJ:OtIn(!

Independent Ignition Models_ On independent ignition models, check condition of capacitor charge coil by separating the green wire connector and black wire connector at stator and attach a tester lead to each wire. Charge coil may be considered satisfactory if resistance roading is within tbe limits of 225-275 ohms.

Check condition of pulser coils by separating the gray wire connector, pink wire connector and black wire con· nectar at stator. Attach tester positive lead to black wire. Attach negative lead to gray wire and note tester reading, then attach negative lead to pink wire and npte tJ;Ster reading. Resistance reading for each pulser coil should be within the limits of 180-220 ohms.

Check condition of each ignition coil as follows: Separate the orange wire connector and blar.kiwhite -wire connector at coil for top cylinder, then attach a tester lead to each wire and note tester reading. Separate light blue wire connector and black/white wire connector at coil for bottom cylinder, then attach a tester lead to each wire and note tester reading. Primary coil resistance reading should be within the limits of 0.87-1.17 ohms for each coil. Diseonnect high tension wires from spark plugs. Attach tester positive lead to high tension wire and negative lead to black/white wire.

I

B ~.

B 8 A B i B B

B A

B A

A

B

"A B B B A

Ground

Stop

.,""

Glue

I.,ltion

Or• •

Light

8111Ckl

blue

Whltlt

B C ..... ..

B B B B ~ A C B ~ B B I B I~ 8 B B

C B B C

C B

A B B

A

Rod ~

8

A

8 8

"-

B C B B

B A ~

Thank you very much for your reading.

Please Click Here Then Get More Information.