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 TIGHTENING TORQUES

Hp/rpm: Cylinder Head:
DT50 ."." .............. " ....... " .50/4801)..5500 6mm ............... _.......... " _...... 8·12N-m
DT60 .... """,, ..... " . " . " ....... 60/4800·5500 (6·9 ft.·lbs.)
DT65 .. " .... " ...................... 65/4800·5500 10mm ............................... AO·60N-mt
Bore: (29-44 ftAbs.)
DT50 (Prior to 1984) ......................... 80mm Crankcase .............................. .40·60 N -mt
(3.15 in.) (29-44 ft.·lbs.)
DT50 (1984), DT60 & DT65 .................... 84 mm ExhaustCover ............................. 8·12N·m
(3.31 in.) . (6-9 fUbs.)
Stroke ...................................... 72mm FlywheelNut ........................... 200·210N·m
(2.83 in.) (145·152 ft.·lbs.)
Number of Cylinders ............................... 2 GearcasePinionNut ....................... 31)..40 N'm
Displacement: (22-29 ft.·lbs.)
DT50 (Prior to 1984) .......................... 723 cc Propeller Shaft Nut ........................ 50·60 N· m
(44.12 cu. in.) (36-44 ft.·lbs.)
DT50 (1984), DT60 & DTS5 .................... 798 cc Standard Screws:
(48.69 cu. in.) Unmarked or Marked "4"'
Spark Plug; 5mm ................................... 2·4N·m
:>rGK ..... " ............................... B8HS' (2·3 ft.·lbs.)
Electrode Gap ............. " ............ 0.8-0.9 mm 6mm ................................... 4·7N·m
(0.031·0.035 in.) (3·5 ft.·lbs.)
Ignition 1)'P" ............................ Breakerless 8mrn ................................. lO·16N-m
Carburetor: (7·12 ft.·lbs.)
Make ...................................... Mikuni 10mm ................................ 22·35N"m
Model ..................................... B40·32 (16·26 ft.·lbs.)
Fuel:Oil Ratio ........ " ....................... 50;1 t Stainless Steel
'1984 DT50 models use NGK B8HS·1O spark plugs with an 5mm ................................... 2·4N·m
electrode gap of 1 mm (0.040 in.). (2·3 ft.·lbs.)
t1984 DT50 and 1983 and 1984 DT60 models are equipped 6mm .................................. 6·ION-m
with oil injection. (6-7 ft.·lbs.)
gmm ................................. 15·20N-m
SIZES-CLEARANCES (11·15 ft. ·lbs.)
Piston Riug End Gap ....................... 0.2·0.4 mm lOmm ................................ 34·41N·m
(0.008-0.016 in.) (25·30 ft. ·lbs.)
Piston Pin Diameter ................. 19.995·20.oo0mm Marked "7" or SAE Grade 5
(0.7872·0.7874 in.) Omm ................................... 3·6N·m
Piston to Cylinder Wall Clearance: (2·5 ft.·lbs.)
DT50 (Prior to 1984) .................. 0.097·0.112 mm 6mm .................................. g·12N·m
(0.0038·0.0044 in.) (6·9 ft.·lbs.)
DT50(1984),DT60&DT65 ............ 0.112·0.127 mm 8mm ................................. 18·28N·m
(0.0044-0.0050 in.) (13·20 ft.·lbs.)
Max. Cranksbaft Runout at Main 10mm .................... '" ......... 40-60N·m
Bearing Journal ........................... 0.05mm (29-44 ftAbs.)
(0.002 in.)
Max. Connecting Rod Small End
Side Shake ................................. S.Omm tTorque values should be 46·54 N • m (34·39 ft. ·lbs.) on DT50
(0.20 in.) (1984) and DT60 models.

Suzuki OT50, OT60 & OT65 (Prior to 1985)
LUBRICATION
The power head is lubricated by oil
mixed with the fuel. On models with·
out oil it\iection! fuel:oH ratios should
be 30:1 during break-in of a new or
rebuilt engine and 50:1 for normal servo
ice when using a NMMA certified TC-
WII 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 two-
strokE' 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 recom-
mends 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
lL Spring
9. Main nouIe
3. Spri.'lg 10. Main jet
4. PilotjM 11, lnkt valve
5. ThroW", llhaft 12. Float pin
connector 13.. FIQ8,t
6, Choke shaft <:OClneetol' 14. Gasket
7. r'-IPt air screw 15. Fknit bow!
t
A
Fig. $%14-2-1«,.,., to htd tOt float ,.~
,pec#flc.Uoos,
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 ob-
tain 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 ad-
justment at throttle shaft connector
(5-Fig. SZI4-1).
I
OUTBOARD MOTOR
SPEED CONTROL LINKAGE. The
carburetor throttle valves must be oor-
rectly synchronized to open as the igni-
tion is advanced to obtain optimum per-
formance. To adjust the speed control
linkage, it is necessary to first check
(and adjust if required) the ignition max-
imum 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 car-
lA>
burewr 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 in-
stall a bent or damaged reed. Seating
surface of reed plate should be smooth
e' """"'1
6
1
Fig. SZ1.f..3- Exploftd yl.1M of Int.", nMn1iold
lHld rHd valv. ....mbly.
1. Manifold 4. Reed pet.als
2. Gasket 5. Reed stop
:'t Reed plate 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.
Fig. SZ14-S-Exploftd vSew of diaphragm type

and flat. When installing reeds or reed 2,

'"*1 pump and fuel flit., assemblies.
1. Cnwr
Dlaph""",, 9.Fuel filter body
I~'-LI
stop, make sure that petals are centered 3. Body 10.Packing

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 ques-
tionable parts should be renewed, Dia-
phragm 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
4. Dmphragrn 11."0" ring
5. SPring 12.Filter
Ii. Body 13.Bowl
1.
8.
"O~ rillgl>
lnsulator bhxk
1. 1Mt
O. OIIt:et
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 re-
leased 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 ex-
cept use a suitable tool and hold oil pump
control cable (C) in fully extended posi-
tion, 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 recom-
mended 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 ig-
uition coils are used on models with an
independent ignition system, Simultane-
ous ignition models may have
mechanical or electronic advance, Stator
plate is movable on simultaneous igni-
tion models with mechanical advance
~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 ig-
nition 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
Suzuki DT50, DT60 & DT65 (Prior to 1985) OUTBOARD MOTOR

C3 Bl

Fig. SZ14~- Typical wlrlrJ{l dJ.gram 101 models with independent Ignition. Other moftla
ItJ "Down~ solenoid
.r. similar,
GR. Gray
L Ignition switch 6. Overheat buuer 1l. Choke $(>lenO'id hi. Starter mowr LtBL Light blue
7. TIlt and trim 12. Regulator
~:~~
2. Emergency swp 17. Starter 5Olenoid 22. Battery
!;witch ~itch 13. Reetif'w 18. Spark plugs B. Blad:
3. Hour roetlJt 8. 1'ilt and trim 14. CD iguitinn 19. Overheat sensor BL. Blue R a.d
4. Volt meter ~tm mod... 26, Neutral switch BR. Browll W, White
5. Tachom~tel' !f. ~Up" oolenoid 15, Stator 2}, 2U amp fuse G. Green Y. Yellow

(.\I-Fig. SZ14-9) on stator plate with vance ignition timing. run engine at rep<:>sitioning stator plate. On models
stationary mark (S) on upper seal hous- wide open throttle and note timing with electronic advance, reposition
ing. Loosen nut (N) on stator plate link marks. stator plate to adjust ignition timing.
to rep<Jsition stator plate. On models with mechanical advance,
Initial setting of ignition timing on all full reterd timing may be adjusted by TROUBLE-SHOOTING. If ignition
models with electronic advance may be turning bolt (B-Fig. SZl4-l1j in or out malfunction t){.'Curs, use only approved
accomplished by aligning mark (M - Fig. as requirad and full advance timing may procedures to prevent damage to the
SZ14-10) on stator plata with center of bo adjusted by loosening nut (N) and
stator plate retaining screw hole (H).
Final ignition timing check can be
made using a suitable power timing M
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 Fig. 5214-9-0n model. with meclulnlc.1 ad· Fig. SZ14·10-0n moeN/' ",Jth ./ecfronlc ad-
~anc., s.t Ignition ttmlng statically by 111I9nlnll fanee, Ht IfnWon timing .odlcally by aligning
mark on flywheel housing on models
with electronic advance. To check ad·
mark (AI) on st.ttor plahl with ,t.tlonary mark (S)
whe" ,,,,attl.
1$ In the full Itd~ance position.
m.rt (II) on .t.tor pl.,. wtth
hoi. (11).
ten"" of screw
SERVICE MANUAL
components. The fuel system should be
checked first to make certain that faulty
running is not .caused by incorrect mix-
ture 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 09900-
25002 or ohmmeter as follows:
Simultaneous Ignition Models_ On
simultaneous ignition models with elec-
tronic 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 high-
speed 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
und on models with mechanical
0' .pHd contro'mane
"oleag.
•.
Mod./s with .'ectronlc advanc. ("xed stator
pl.f.) are slmll,r.
~I~",;"
lee.d Pu """'go «000'1'''''''''
KI'
fJ~ 1Whit.,
Suzuki DTSO, DTGO & DTGS (Prior to 1985)
-h.t4lr ChMlIl! Pubor Ground
"'Tenter:
:l!tlu'l
8 1uel Wt.:tel
Black
le.d
'''' Rod
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 satisfac-
tory 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 re-
sistance reading should be within the
limits of 0.28-0.38 ohms. Attach a tester
lead to each high tension wire. Second-
ary 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 con-
nector at stator and attach a tester lead
to each wire. Charge coil may be con-
sidered 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.
St.p
Stop :Iqtlj~;on To check condition of ignition coil,
Blue! : Black! separate the black/white wire connector
'''' : Whitt at coil and remove high tension wires
A A from spark plugs. Attach tester positive
lead to black/white wire and nElb",tive
B B lead to coil ground. Primary coil re-
C A sistance reading should be within the
limits of 0.076-0.104 ohms. Attach a
A tester lead to each high tension wire.
C 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 shown in Fig_
SZ14·13. Renew CD ignition module if
required.
Independent Ignition Models_ On in-
dependent ignition models, check condi-
tion of capacitor charge coil by
separating the green wire connector and
black wire connector at stator and at-
tach 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 con-
nector 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 con-
nector 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 ten-
sion wires from spark plugs. Attach
tester positive lead to high tension wire
and negative lead to black/white wire.

~
-+'r.... tu Sklel Rldl 8",.;
I
C.,.'O- Pulttr Ground Stop I.,ltion
hac'! R«I 81ae1c I 61.clo: A«I l.ad -..-Pink
CNir-ue Slut!
&pulw' ~td
I
~ 8 A A .._-
A
+T •• ter
lell<l Green Gr.... .,"" Glue
Rod Or• •
Light
blue
8111Ckl
Whltlt

ChM~' RedT
~ ..~....
G,_
C I~ A A A Ch.r~ A A B C C C
."'."'"" p- I ..... ..~

.. C B A A "- artv B ~. B B B B B B
Grounoli Fig. SZ1.f.14-Use chart ad-
\'VhiU/ Jac.ttt and values tlsled In
Itnition
'" C B C ~ C Fig. SZf4·12 to fest cotrdl·
pi!'1k
B 8 "- B B B B B
I ~""I flon 01 CD illn't/on module
Stop
Rod A B A A ~ UNd on Independelff Ignl-
GJ:OtIn(! St""
.,,..} A A ~ A C C C
Fig. SZ14·12- U..
chart .how" aboN and
tts/un listed below to tft! condition of CD Ignl·
flon model.. s.... .od I B B B ~ B 8 B
tl<tn module und on .imulfaM0U4 ignition 0 .."" i
B B B B I B I~ 8 B
mQdBls with electronic . . .no..
C" Tester Medle alAAlld
I~ition
.....
litht
B B B 8 B B "- B
A. lOOk ohms or leM
IIlmw deflection then
return tuwtlrtl inumtc .""'1
Whitt A A A A 8 A A ~
B. lOOk ooms Qr more remstalli*
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