Overview

Robalo’s R300 is the latest introduction into its ­center-console lineup, and it’s ­impressively equipped with standard features for beachcombing, touring and, in keeping with ­Robalo’s ­heritage, serious ­fishing.

Robalo reinvented its popular 30 with a Michael Peters running surface and a ­Robalo-engineered fishing-and-­­­fun machine on top. The new hull offered impressively crisp handling during sharp turns and while crossing ­aggressive chop. Top speed tapped nearly 60 mph. At rest, the 10-foot-6-inch beam held steady footing for efficient fishing or comfortable sunbathing. 

Engines

Twin Yamaha 350s with the Helm Master EX Full Maneuverability system, joystick, and integrated autopilot system provides exciting handling and confidence-enhancing easy docking. It also supplies station-­keeping capabilities that can hold the vessel on a GPS point in an orientation that the skipper selects—a feature essential for awaiting a slot at the gas dock. It also allows the vessel to drift in its current orientation along whatever line the seas determine.

Interior and Accessories

A spacious ­10-foot-6-inch beam is equally suited for ­relaxing or battling fish. The console has three adjustable bucket seats with flip-up ­bolsters. Driving seated or standing, the tilt wheel is within comfortable reach. The ­hardtop underside is powder-coated black to contrast with the custom white hull color on our test boat, an effect pleasing to the eye. It seemed to reduce glare from the sea. Overhead handrails stabilize riders in rough water. 

In the cockpit, standard mezzanine seating faces electrically actuated foldaway ­transom seating. There’s a Yeti cooler ­under the mezzanine seat cushion, and seatbacks and cushions for the port and starboard lounges can be stowed for fishing.

For anglers, there are ­ample rod holders in the transom, gunwales and hardtop. Dual 28-gallon livewells with acrylic lids flank the transom seat and are plumbed through a sea chest. Fish can be landed via transom and portside dive doors. The console itself opens from the front, offering easy access to the deep compartment plumbed with a toilet and sink. 

Fishability, performance and family amenities make the R300 a pride to own and a top resale brand in the boater’s ­marketplace.

How We Tested

• Engines: Twin Yamaha 350
• Drive/Prop: Outboard/ SWS II 15″ x 20″ 3-blade stainless steel
• Gear Ratio: 1.75:1 Fuel Load: 140 gal. Crew Weight: 600 lb.

High Points

• Crisp handling with the efficiency of a Michael Peters hull system optimizes speed and fuel efficiency.
• A protective, three-sided bonded-glass windshield opens on sturdy stainless-steel struts while running at sea.
• Silicone upholstery is nearly stain-proof and UV-proof for long, mildew-free life.

Low Point

• The transom seat switched from electrically operated to manual.

Toughest Competitor

Blackfin’s 302CC ($452,108 base with joystick and dual Mercury 350s) also specializes in building tough, fishable and luxurious boats. Blackfin boasts a stepped bottom for efficiency, stowable cushions for convertibility, and a comparably high bow for seaworthy reliability. 

Pricing and Specs

Speed, Efficiency, Operation

The post Boat Test: 2025 Robalo R300 appeared first on Boating Mag.

Suzuki Marine launched six decades ago in 1965, with a one cylinder, two-stroke portable outboard that produced a diminutive 5.5 horsepower. When Suzuki introduced that first outboard engine, no one could have guessed that 60 years later the brand would stand for unmatched reliability, incessant innovation, and industry-leading performance and fuel economy.

One measure of accomplishment is the awards and accolades one garners. Like an athlete who works their way up to an elite league and then lands on the podium, in industry-wide competition, Suzuki Marine has been singled out for recognition time and again. Innovation Awards have been presented to the company by the National Marine Manufacturer’s Association nine times. Eight of these awards have been for four-stroke outboards—the most of any outboard manufacturer in the industry.

Along with the Innovation Awards, Suzuki’s products have been recognized through the years with Boating Industry Magazine’s Top Products awards, including for their most recent introduction, the Stealth lineup. Suzuki Marine has even won the day with its own customers, having received 18 consecutive Customer Satisfaction Index awards since the CSI’s inception in 2006. To win one of these awards, a manufacturer must achieve an independently measured 90 percent customer satisfaction, a bar that Suzuki Marine has never failed to sail over. Considering this competitive nature, it’s no wonder that Suzuki partnered with the Tampa Bay Buccaneers to be the team’s official outboard-motor brand.

Today’s Lineup

For 60 years, Suzuki has been working to establish a full lineup of unmatched outboards, and in 2025 has reached the point where all of its outboards are fully updated and refined to provide the latest looks, performance, and feel. From the tiny 2.5A to the brawny DF350AMD, each engine represents state-of-the-art technology and modern styling. Many would argue that it’s really what’s under the cowl that counts in this regard, whether you’re considering the battery-less EFI found all the way down to the 9.9 hp in its portable lineup, or the dual injector EFI found in the flagship DF350AMD. But these examples merely scratch the tech surface when it comes to Suzuki’s outboards. The company was the first to introduce a 300 hp V-6, the first to utilize electronic remote control, the creator of Selective Rotation, and the first to integrate a microplastic-collecting device that filters the cooling water running through an outboard motor.

This all comes on top of features that apply technology to improve the boating experience. Lean Burn, a Suzuki-patented technology that optimizes the stoichiometric (air/fuel) ratio to reduce fuel consumption, can be found through the lineup. The DF40A and larger engines feature a self-adjusting timing chain running through an oil bath. Offset driveshafts on the DF75A and above move the engine’s center of gravity forward to minimize vibration. Through much of the lineup you’ll find additional techie touches such as multistage induction to optimize airflow, variable valve timing providing increased acceleration and torque, automatic trim to ensure top fuel economy and speed while simplifying life for the operator, and Suzuki Precision Control electronic throttle and shift that make those old cable controls seem archaic. On top of all that, a four-layer anticorrosion finish protects the motor’s exterior aluminum surfaces.

Today’s Commitment

Proving it’s not only a leader in the consumer outboard marketplace but also as a corporate citizen of planet Earth, parallel to offering motors that minimize emissions and maximize efficiency, This includes continuing their participation in the Clean Up the World Campaign, a global effort started in 2011 during which participants from Suzuki Marine head to nearby shorelines and remove trash and plastic from waterways worldwide. It also includes an effort to reduce plastic packaging in all of their products and has already reduced plastic usage by more than 50 tons. And it includes adding marine microplastic-collecting devices to their current 115/140 hp outboards (without affecting engine performance) to help filter existing microplastics out of the waters where we go boating and fishing.

“Protecting the marine environment for future generations has always been important to Suzuki,” says George “Gus” Blakely, Executive vice president of Suzuki Marine, upon the introduction of the microplastics filter. “Whether by innovating new technology; reducing the use of plastics in our products, packaging and shipping; or putting on gloves and rolling up our sleeves to pick up trash off the beach, Suzuki Marine is committed to keeping our waters and shorelines clean and healthy. This filtering system will allow our customers to join our effort simply through the act of using their boats.”

Tomorrow’s Outboards

What’s in store next for Suzuki Marine and its outboards? As part of its 60th-anniversary celebration at this year’s Miami International Boat Show, the company made one announcement that’s sure to grab some headlines: Suzuki has partnered with marine retailer West Marine. Starting in 2025, small outboards, OEM lubricants, maintenance kits and DIY parts for Suzuki outboards will be available through West Marine’s 200 stores, as well as its consumer and BTB websites.

Today we know that there’s more exciting news on the horizon, but the company hasn’t yet disclosed exactly what’s coming up next. We can, however, say one thing for sure: Whatever Suzuki might bring us next, you can bet it will feature new outboard-engine tech that raises the bar, building on the foundation the company has established over six decades—and when that next Suzuki outboard hits the water, we’ll be itching to hit the throttle.

To learn more about Suzuki Marine and its lineup of outboards or about the Clean Ocean Project initiatives, visit suzukimarine.com.

The post Suzuki Celebrates Its Sixtieth appeared first on Boating Mag.

Overview

Punch the throttles at the helm of the Mystic M5200XL, and the acceleration feels so smooth and effortless that you don’t realize how quickly you’re gaining speed or even how fast you’re actually going. That is, until you glance to one side and notice the houses and channel markers along the waterway start to blur. Then you feel like a pilot flying a private jet on a ­bluebird day, experiencing nothing but pure speed in a luxury setting.

Founded in 1996 by John Cosker, Mystic has had a hand in both the offshore-racing and recreational-boating sectors since that time. On the rec side, Mystic has gained a reputation for building opulent speedsters, which is fully evident when you step aboard the M5200XL. The boat is highly customizable, so no two are exactly alike, but our test model had a total of eight helm-style seats—two rows of four—under the hardtop, each with its own flip-up bolster, so everyone can adjust independently to their own comfort level. Step aft to the transom for a wraparound lounge featuring an electrically actuated teak table that can be converted to a sun pad with the add-on cushions. Just aft of the helm stadium seating, there’s a summer kitchen with a sink, grill, and a cooler that slides in and out at the push of a button.

Interior and Accessories

Coaming bolsters adorn the inwales from stem to stern, and the wide walkways to either side of the console provide easy passage to the spacious bow lounge. With 40 inches of freeboard, moving around this boat feels safe and secure. Just forward of the console, Mystic installed three forward-facing lounges with their own cup holders and armrests. The wraparound seating in the bow is ergonomically designed for comfort. Two electrically actuated tables can be deployed to rise from the deck and create another social space. Our tester had a Garmin display, synced to the helm, ­flush-mounted into the bow, so passengers can keep tabs on where the captain is going.

Step belowdecks into a cabin with 6 feet, 4 inches of headroom and a V-berth that converts to a dinette. The head has a vanity with a mounted bowl sink, as well as a VacuFlush ­toilet—all separated from the shower by a full-length glass door. Our test boat had the summer kitchen in the main cockpit rather than a galley belowdecks, but owners can add one ­below if desired. Crank up the air conditioning on a hot summer night to sleep or hang out in climate-controlled comfort. All of it adds up to a boat that’s more than capable of meeting your needs for an overnight cruise.

Engines

But if you’re interested in the Mystic M5200, No. 1 on your checklist is going to be how this boat performs, and on our test day, it came up aces. With four Mercury 600 Verado V-12s on the transom, this 13-ton boat climbed onto plane in an astounding 3.1 seconds and hit the 30 mph mark in just 7.5 seconds en route to a near 80 mph top end. What’s more, our running angle never climbed over 2 degrees on our clinometer, confirming what we already knew—the boat did not squat or hesitate coming out of the hole. That’s important when commanding a boat of this size and speed, so you can always keep your eyes connected to what’s ­happening on the water in front of you. The double-stepped hull ran with a level attitude and felt predictable throughout the speed range.

Handling proved as smooth as silk during hard-over turns at 30 mph, and our view of the water and surrounding area was never compromised. The tall wraparound windshield kept us protected from the wind at speed, and the twin flush-mounted 27-inch ­Garmin displays were easy to read from behind the wheel. Our test boat also featured Garmin’s Surround View, providing a ­360-degree ­video feed of the entire boat. All of that gives the captain an extra level of awareness while operating at high speeds. Mystic ­prerigs its M5200s for a Seakeeper 6 gyrostabilizer—80 percent of its ­customers opt for one—but it’s such a wide, stable boat that it handles well in a beam sea without a gyro.

There aren’t many builders making performance-based 50-footers, but another luxurious choice to consider is the Formula 500 S­uper Sport Crossover, which lists for $3,625,520 with the same quad Mercury 600 Verado ­package. Nor-Tech also offers a 500 Sport that lists for $2,100,000 (starting price).

While every Mystic is highly ­customizable, our test boat had some cool added features that are worth pointing out. The electric ­sliding hardtop lets you bathe the cockpit in natural light and get some natural ventilation on the right day. There’s also an electric sunshade that can be deployed from the hardtop to cover the cockpit aft of the hardtop, and a canvas sunshade that can cover the bow lounge. The extended swim platform helps with boarding at the dock or taking a swim while anchored near the sandbar.

After spending the day running the ­Mystic M5200XL, doing everything from flat-out speed runs to running at idle in no-wake zones to docking it in a current using the joystick controls, there’s no doubt that this boat can satisfy your need for speed while also keeping your crew safe, comfortable and entertained.

Read Next: Mystic M4200

How We Tested

• Engines: Quad Mercury 600 Verado outboards
• Drive/Props: Outboard/Verado 12 16.5″ x 37″ 4-blade stainless steel (outer); Verado 12 16.5″ x 37″ 3-blade stainless steel (inner)
• Gear Ratio: 2.50:1 Fuel Load: 231 gal. Water on Board: 0 gal. Crew Weight: 600 lb.

High Points 

• With 40-inch gunwale height, the freeboard is securely taller than waist-high from stem to stern.
• Carbon-fiber windshield frame and hardtop shaves 300 pounds in weight compared with a fiberglass hardtop.
• Eight helm seats with independent flip-up bolsters means everyone has a plush place to stand or sit under the hardtop.

Low Point

• Bow lounge jumpseat backrest on our test boat didn’t recline enough; Mystic is changing the design starting with the next build.

Pricing and Specs

Speed, Efficiency, Operation

The post Boat Test: 2025 Mystic Powerboats M5200XL appeared first on Boating Mag.

Overview

The 210 Vantage is the newest and smallest of Boston Whaler’s dual-console fleet. It shows its versatility immediately upon entrance to the cockpit, where its comfy, flip-up jump-seat backrests fold down flat to the deck when not in use to create a roomy, raised casting platform for anglers.

Interior and Accessories

Up front, the recliner couches and backrests feature the perfect amount of recline. High gunwales and low-profile grab rails offer excellent security without impeding fishability. An optional side-mounted table ($2,006) supports a filler cushion and transforms the bow into a playpen. Or stow the cushions to create a raised casting ­platform.

Engine

I was surprised that our test Whaler came with a 3.4L V-6 Mercury FourStroke 200—the smallest engine available. But many dual-console buyers ­aren’t go-fast boaters, and with a light load of two people and 30 ­gallons of gas, the 200 reached plane in 4 seconds without excess bowrise and cruised to 30 mph in 8.4 seconds. Top speed? 42.9 mph. You can bump up the power to a 225 hp version of the 3.4L V-6, which posted a top speed of 45.6 mph during Mercury testing, or go for the Merc 4.6L V-8, which cracked 50 mph during another factory test.

The 210 Vantage comes standard with Mercury’s Active Trim, which keeps the boat in proper trim automatically. The 210 weighs a beefy 3,810 pounds, which lent a more substantial feel than some other dual-consoles I’ve tested. A big reason for that is the Whaler’s Unibond construction, wherein closed-cell foam is injected into every available cavity between the hull and liner to make it ­unsinkable. Our test boat’s optional 12-inch Simrad NSX chart plotter ­flush-mounted into the dash. The portside console features a cozy head ­compartment with a pump-out toilet when equipped with the Plumbing Package ($1,568), which also includes a stern ­shower fed by a 9-gallon tank.

Read Next: Boston Whaler 330 Vantage

Other options? Get the portside lounge ($4,690) with its three-position backrest that can provide comfortable seating for two facing rearward or forward when cruising. Anglers will want the Fishing Package ($1,943), which requires the portside lounge option to house the 18-gallon livewell. The bundle also includes raw-water washdown and two ­additional rod holders. The option also includes a lockable rod storage ­compartment.

How We Tested

• Engine: Mercury V-6 FourStroke 200 hp
• Drive/Prop: Outboard/Enertia 16″ x 15″ 3-blade stainless steel
• Gear Ratio: 1.85:1 Fuel Load: 30 gal. Water on Board: 0 gal. Crew Weight: 380 lb.

High Points

• Extended swim platformettes help those boarding from the dock or the water. 
• The 26-inch minimum cockpit depth is above average for a boat this length and improves safety.
• A wind dam in the walk-through reduces the breeze into the cockpit on cool days.

Low Points

• Opening the storage hatches in the bow requires reaching under the cushions. Side paddle latches would be an improvement.
• The backrest on the optional port lounger gives only those sitting in one direction the proper amount of recline. The other side is vertical.
• The head compartment needs a sink for post-use wash-ups.  

Toughest Competitor

The Grady-White Freedom 215 sports eerily similar specs to the 210 Vantage. Boston Whaler offers Mercury exclusively, and the Grady-White is exclusively Yamaha. The Vantage 210 is heavier by 660 pounds and is rated to carry nine people, which is one more than the Freedom 215, which is offered at an MSRP of $114,480 with a Yamaha F200.

Pricing and Specs

Speed, Efficiency, Operation

The post Boat Test: 2025 Boston Whaler 210 Vantage appeared first on Boating Mag.

Flux Marine co-founders Ben Sorkin, Daylin Frantin and Jon Lord say that they began developing an electric outboard ­motor in a garage. That’s a startup plan that worked out for Bill ­Harley and Arthur Davidson, and famously for Bill Hewlett and ­David Packard. It’s too early to tell if Flux ­Marine will scale similar heights of market success, but after 10 years of research and ­development and a claimed investment of $30 million, the founding trio has expanded to 50 employees, the garage has been replaced with a 40,000-square-foot manufacturing facility in Bristol, Rhode Island, and the sleek and sophisticated Flux ­Marine electric ­outboard is in production.

Sorkin started tinkering with electric power for small hydroplane boats while studying mechanical and aerospace ­engineering at Princeton ­University, from which he graduated in 2017. He spent time at Tesla and designing electric propulsion systems for the office of Naval Research before devoting his full attention to the startup.

“The idea behind Flux Marine was that there has to be a better, more-sustainable way to power a boat. We are not trying to do something so radically different that it alienates people,” Sorkin says. “We are trying to do something that evokes excitement and offers innovation but still makes you feel comfortable with what’s powering your boat.”

The Flux Marine outboard went into production in late 2024, and the company is currently providing an OEM propulsion system for the Scout 215 Dorado, the Scout 215 XSF and the Highfield Sport 660. The company also offers the Flux outboard paired with a 24-foot pontoon it sells directly.

Every component of the Flux Marine outboard was designed in-house, according to Sorkin, in an effort to optimize affordability, safety and performance. Sorkin reveals that the system underwent field testing aboard boats from 2022 to 2024, and recently survived 1,300 hours at wide-open throttle in a test tank, with no maintenance issues. The production motors and battery system are all assembled by Flux. A five-year standard warranty covers the Flux drivetrain and the battery pack that powers it.

The outboard is rated at 100 hp sustained and, for bursts of acceleration, 150 peak horsepower. It weighs about 325 pounds. ­Energy is provided by a modular system comprised of three 400-volt 28 kWh batteries, for a total of 84 kWh of storage. Each battery weighs 325 pounds, so the entire system weighs roughly 1,300 pounds. By comparison, it’s about 750 pounds for a 150 hp internal combustion motor, 37 gallons of gas in the Highfield 660, plus a starting and house battery. The charging port below a hatch in the cowl accepts a Level 1, Level 2 or Level 3 connection, so when trailered, it can be plugged into an EV-charging station.

Because it is always working under heavy load when pushing a boat—just as an internal combustion engine must—cooling the motor and inverter is a challenge for an electric motor. Flux was determined to design a cooling system that does not rely on seawater, and so created a system that circulates a glycol solution around the motor and inverter and through passages in the ­aluminum antiventilation plate, which acts as a heat exchanger. This completely closed system does not require maintenance or winterization. There is no need to flush the motor internally after use in salt water, but an exterior wash with fresh water would be advised, as with any outboard.

Read Next: The Differences Between Radial, Axial and Transverse Flux Motors

Another compelling design element of the Flux outboard is its midsection and lower unit. ­Because the outboard does not need an exhaust outlet or ­forward/reverse gears, the Flux team was able to reimagine transfer of power from the motor to the propeller. Flux drives the prop with a 4-inch-wide synchronous belt. The typical midsection is replaced with a “dual strut” ­design that surrounds the belt but is open in the center. This both reduces drag and improves water flow to the propeller.

The Flux outboard powered a 21-foot-10-inch Highfield 660 Sport—a RIB with an aluminum hull—for our short test runs in Michigan. The motor propelled this very light boat from zero to 30 mph in 8.1 seconds, en route to reaching a top speed of 31 mph. The boat heeled over on its inside tube and carved neat turns, and the prop stayed hooked up. The motor would tilt out of the water. Cruising at 21 mph, the display indicated a range of 32 miles while drawing 56 kW, or about 1.5 hours of use. The controls are smooth, and the motor is essentially silent.

This fits the use case of Steve Eddleston, owner of the historic 12-Metre racing yacht Weatherly, berthed in Newport, Rhode Island. Eddleston purchased a Flux-powered Highfield 660 as a tender to commute a 25-mile round trip by water from Bristol to Newport.

“I hate fumes and pollution,” Eddleston says. “This boat has the range I need, great stability and handling with the battery weight low and forward, and I can bump right up to Weatherly. I return to dock in the evening and plug into shore power, and it charges overnight. No gas dock. It’s ­harmonious with my life.”

The Flux-powered Highfield 660 has an MSRP of $110,000, compared with about $83,000 with a 150 hp gas outboard. It will be fun to see how far the young ­entrepreneurs at Flux can fly.

Speed, Efficiency, Operation

The post Flux Marine’s Electric Outboard Advances Propulsion Innovation appeared first on Boating Mag.

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.

The post Suzuki V-6 vs. Inline-4 Outboard Test appeared first on Boating Mag.

Overview

The SDX 250 Outboard incorporates Sea Ray’s new design language, including a defined “jawline,” S sheerline, updated logo and a curved windshield. Though no longer blunt, like a traditional deck boat, the bow still offers wraparound seating for a crowd. Add the Comfort Bundle ($2,825, which includes two teak tables and a filler cushion), and the bow becomes a playpen. Get the bow ladder ($385) for beach excursions. The Water System Bundle ($2,850) includes a bow washdown and a transom shower.

Interior and Accessories

A smaller console to port creates storage and gives the co-pilot control of the Fusion stereo. The starboard console features a corner-opening door and a day berth that’s perfect for kids to rest and recharge. There’s a sink fed by a ­12-gallon tank and a pump-out head ­option ($1,540).

At the helm, our test boat sported dual Simrad 9-inch NSX chart plotters ($4,540). For service, the entire dash hinges open. The skipper sits in a double-wide seat with a convertible backrest like the one to port, so when the key is off, these become aft-facing lounge chair. A big ski locker between the helm seats swallows boards, skis and smaller tubes.

Seating encircles the ­cockpit. Underfoot, faux-teak SeaDek nonskid comes in the Essentials Bundle ($3,840). The star feature of the deck layout is the stern lounge with its two flip-flop backrests. Underneath is a storage compartment large enough to hold a deflated super tube. Order the compressor ($280) to pump it up.

Engine

The SDX 250’s standard ­engine is the Mercury Verado 250 V-8. I recommend the 300 hp Verado upgrade ($3,090, black; $5,310, white) because this boat is meant to carry a crowd. With it, we topped 48 mph. Standard Active Trim optimizes the running angle. The SDX 250’s 21 degrees of transom deadrise will help when running on choppy water. The optional Watersports Tower ($11,035) can be upgraded with tilting board racks and can speakers.

The SDX 250 comes in three flavors. The outboard will prove popular in coastal areas, while the sterndrive model will be favored by those who want a larger swim platform. The third is an SDX 250 Surf model with a forward-facing Bravo Four drive and the NextWave system, which allows controlling the surfing wave from the Simrad screen.

Read Next: Sea Ray SLX 280 Outboard

How We Tested

• Engine: Mercury 300 hp Verado V-8
• Drive/Prop: Outboard/Mercury Revolution 4 14.6″ x 17″ 4-blade -stainless steel 
• Gear Ratio: 1.85:1 Fuel Load: 55 gal. Water on Board: 0 gal. Crew Weight: 380 lb.

High Points

• The SDX 250 is incredibly maneuverable, easily making hard 180-degree turns in a narrow channel during our test.
• The large sunshade on the watersports tower casts a long, wide swath of UV protection. 
• Available with three power choices: ­outboard, sterndrive, and ­forward-facing sterndrive for watersports. 

Low Points

• We’d have thought this robust hull would be rated for more than 300 hp. 
• The large storage compartment under the rear sun lounger shares undivided space with the batteries and fuel tank.

Toughest Competition

The Hurricane 2600 weighs 1,720 pounds less, can take up to a 400 hp outboard and is yacht-certified. The base price is $130,079 with a Mercury Verado 300.  

Pricing and Specs

Speed, Efficiency, Operation

The post Boat Test: 2025 Sea Ray SDX 250 OB appeared first on Boating Mag.

Overview

Scout’s 261 XSS is a 26-foot crossover offshore/bay boat that’s as well-suited for bay-hopping as it is for afternoon sandbar gathering, family watersports outings and, of course, big-water or shallow-water fishing. Scout calls it a “luxury bay/offshore hybrid.” With Mercury’s 400 Verado V-10, it topped out at nearly 60 mph, planed in 7 seconds, and hit 30 mph in 11 seconds. The Merc teams with Scout’s double-stepped hull to deliver efficiency and yee-haw!

Shoppers will note that Regulator’s 26XO compares closely with the Scout on a number of fronts. At $225,395 equipped with a Yamaha 425 hp XTO outboard, the Regulator tops out at 53 mph and also features top quality and versatility.

The 261 XSS’s hull reacts quickly to throttle and steering input, whether at lower or higher speeds. It carves turns sharply and with authority, even if the turn is interrupted or made sharper midway through. The sharp V-entry at the bow flattens to 15 degrees deadrise at the transom, so the hull can ply the flats and shallows while the sharp entry knife-cuts the stiff waves out in the rough. From a forward angle, alongside or viewed from the stern, the 261 XSS shows a sporty, arrowlike profile; it looks fast even when trolling, thanks to the smooth lines of the tumblehome sheerline and reverse-angle transom.

Scout’s build utilizes computer-generated state-of-the-art ­design and no-wood construction. The vacuum-epoxy infused layup uses closed-cell foam for flotation, for sound deadening, and for a high strength-to-weight ratio, as well as an automotive-rated Class A gelcoat finish. The double-stepped hull features a set-back transom to put the engine’s gear case in cleaner water for higher mounting capability, which means less drag, more performance and better efficiency.

Interior and Accessories

Aboard, the cockpit is self-bailing. That provides convenience washing down, and a great comfort on big waters. Spacious raised casting decks fore and aft provide ample room for anglers or sunbathers, depending on your plans. The bow’s large upper foredeck proves a great spot for mounting a trolling motor and houses a large anchor locker. Step down, and the bow seating area features a wraparound three-piece lounge with dry storage underneath, and removable backrests. Cubbies, cup holders and charging ports are at hand. All of the bow cushions stow in the console, adding to the 261 XSS’s versatility.

A great comfort and convenience feature about Scout decks is that the entire deck of the 261 is fitted with SeaDek EVA closed-foam nonskid in an array of colors.

The center console features a large storage box forward, its lid sealed with a rubber gasket to keep contents dry, and mounted to articulating stainless-steel hinges for ease of access. The storage locker is topped with an oversize, diamond-pleated upholstered lounge seat, with foldable armrests and a phone charger. The center console and T-top assembly form an integral part of the boat, crafted from fiberglass, carbon fiber and epoxy. The windshield is automotive safety acrylic, bedded in place, same as on your truck, for a clean, seamless appearance. The T-top features a forward ­laser light bar, spreader light, forward-firing stereo speakers, and a horn. The port side of the console opens to access the inside, where a ­porcelain head resides in a surprisingly open space, not cramped in the least.

The entire dash is a flat screen—“glass helm” is the colloquial description—featuring inset digital graphs and digital switching. Our test rig featured a 24-inch Garmin MFD that provides navigation and fishing information, engine data, and touchscreen boat controls. A panel with traditional push-button switches to control vital functions is positioned overhead in the T-top as backup, as are Mercury’s Vessel View digital gauge and added controls for the Power-Pole shallow-water anchors. The Mercury binnacle control falls easily to hand, and it’s flanked by twin cup ­holders to ­starboard and the JL Audio stereo and Zip Wake ­controls to port. A tilt steering helm with stainless-steel steering wheel for the Mercury power-hydraulic-steering system completes the dash. A cubby underneath offers ­storage for phones, with a built-in wireless charging pad. A two-tier footrest provides choices for the most comfortable piloting position. The leaning post is smartly upholstered and ­features flip-up bolsters.

On the aft side of the leaning post, Scout has equipped the 261 XSS with a fully aerated livewell, freshwater sink, cutting board, trash can, tackle drawers, cup holders, aft spreader light, aft-facing speakers and a Yeti cooler. The cooler is lit inside for ease of use at night (so cool!). A handrail encircles the leaning post, providing stability for aft-standing riders.

At the stern, there’s a large casting deck that converts to three-wide aft seating. Under the starboard-side seat resides a livewell; the center lid hides access to the bilge and all pump, hoses and wiring. The portside seat base hides a second livewell.

Engine

The transom shows off Scout’s factory rigging prowess, with a standard Bob’s Machine Shop 10-inch set-back hydraulic jack plate supporting the big V-10 Mercury outboard. At 26 feet long and capable of 60 mph, the Scout 261 XSS is a formidable angling machine ready to tackle most any water, from backwater bayous to big-water offshore runs.

Read Next: Scout 357 LXF

How We Tested

• Engine: Mercury Verado 400 hp V-10
• Drive/Prop: Outboard/Mercury Revolution X 23-inch pitch 4-blade ­stainless steel
• Gear Ratio: 2.08:1 Fuel Load: 64 gal. Crew Weight: 360 lb.

High Points

• With a sleek appearance and the speed and performance of its double-stepped hull to back it up, the 261 XSS walks the walk.
• The helm is a master class in “a place for everything, and everything in its place.” Controls, touchscreen and steering falls right to hand naturally. Kudos to Scout’s ergonomic focus. 

Low Point

• While the folding stern seats sit flush to the deck when stowed, they could use a bit more padding when open. This would be tough to fit in, but in rough seas, ­comfort rules.

Pricing and Specs

Speed, Efficiency, Operation

The post Boat Test: 2025 Scout 261 XSS appeared first on Boating Mag.

Overview

On our outing aboard the newly revamped Pursuit S 328 Sport, I realized why Pursuit is the perfect name for this builder. Fishermen are always in pursuit, but the conditions, well, they’re not always perfect. This applies equally to boaters simply seeking to head home after a day at the beach or a weekend up the coast. In fact, conditions can be downright crappy, as we discovered after leaving the dock. I’m not exactly inexperienced, having endured everything from meltemis on the Aegean to mistrals in the Med to Santa Anas in the Catalina Channel. But the Gulf Stream—that massive ocean river flowing implacably north at several knots—can turn growlers into whitecapped square-edged opponents.  

Engines

Set the stage: It was blowing a solid 30-plus, and we were heading directly into it at over 50 mph with the twin Yamaha 350s hard against the stops. That gave us an 80 mph breeze across the deck, or easily a Category 1 hurricane. 

Interior and Accessories

I was settled comfortably in the aft-facing foldout couch behind my two companions in the helm seats, who were protected from that hurricane and occasional misting of spray by the dashboard-to-hardtop windshield and side glass. The (remaining) strands of my hair were barely ruffled as I watched the long white ribbon of wake behind us. It may not have been perfect weather, but it was clearly Pursuit weather. Let’s go!

The S 328 is a reimagining of an earlier 328, which was the ­bestselling 32-footer on the market for more than eight years. It takes courage to tinker with success, but Pursuit interrogated owners and dealers to find out how to make it better. And Pursuit did.

Consider the cockpit. It now has a transom cooler with dividers but without sacrificing any transom rod holders (five behind the cooler, eight on the hardtop, with two facing out for ­kingfish, more in the coaming). The opening of the Oceana Blue 24-gallon livewell is bigger to take larger nets and, in the sole, there are two large fish boxes with 2 inches of insulation. Two fold-down lounges face a pair of removable tables (dedicated storage is provided) that can also be used forward. An oversize hatch opens to a mechanical space with filters, plumbing, and the optional 5 kW Fischer-Panda diesel genset ($27,285 with a 16-gallon tank). All are easy to reach and all clearly labeled.  

Unlike many boats with either one or the other, the cockpit seat folds away, revealing an entertainment center with an extra-wide sink—better for laying out your ballyhoo full length—and a Kenyon grill. Tackle storage fills the drawers, and there are ample under-gunwale rod racks, plus more in the hardtop and cabin. And the fully opening port boarding door has hinges and a latch that may have been stolen from Fort Knox, plus a dive-style four-step boarding ladder.

The skipper and one (or two) ­companions get the royal treatment with comfy seats, ­bolsters and flip-down footrests at the helm. The dash features twin 16-inch Garmin recessed monitors above Yamaha throttles, Lenco trim tabs and Carling backlit rocker switches. The monitors also display the custom-configured Pursuit interface as part of the Puretech Suite, which also includes a Siren Marine app-based remote monitoring and security system. JL Audio throughout includes multiple hardtop speakers. A Lewmar electric bow thruster makes maneuvering painless. The sliding hatch above the seating provides a breeze if needed, as does the electric vent at the top of the windshield. A hinged panel under the dash folds down to become a raised floor for skippers who want some extra height. I liked the DC power panel that was knee-high next to the helm seat. 

Forward, D-shaped seating (with electric backrests) wraps around the bow, sharing removable tables with the forward-facing lounge. Kids love the bow, and this Pursuit has high-backs for secure bowriding. A Lewmar horizontal windlass is beneath a foredeck hatch, with through-bow roller and both fresh- and saltwater washdowns. 

Getting forward is both safe and easy, with 35-inch-deep walkways and 22 inches ­between console and coaming. No ­scrunching sideways here!

While the console seems low-profile, it has 6 feet, 2 inches of headroom and a convertible settee that slides out one-handed to become a V-berth. A VacuFlush porcelain toilet is just aft of the berth, and a Skandvik ceramic sink is on a mini vanity. With the Panda genset, you get an air-conditioned cabin for overnighting, and the 40-gallon diesel tank ­provides 40 hours of running time.

Underway, the S 328 Sport was a delight. Even in our “hurricane winds,” the spray was cast aside by the chine flats, the steering was precise and predictable, and the boat seemed immune to the seas and chop that we encountered. A Seakeeper gyrostabilizer is an option, but I don’t think that Aunt Edna would need it to keep from turning green. At trolling speeds, this Pursuit was solid.

Shopping around? Check out the Boston Whaler 330 Outrage, which costs $424,016 with twin Mercury 300s ($464,580 with twin Mercury 400 V-10s) and no berth, just a head inside the console.

A motto often linked to Pursuit is “­Fishing First,” and that’s certainly true, but I think a better adage is “Fishing and ­Family First.” This Pursuit checks a lot of boxes.

Read Next: Pursuit OS 325

How We Tested

• Engines: Twin Yamaha F350 outboards
• Drive/Props: Outboard/15″ x 20″ SWS II 3-blade stainless steel
• Gear Ratio: 1.75:1 Fuel Load: 275 gal. Crew Weight: 700 lb.

High Points

• Flush ports for both engines are easily accessed in aft cockpit.  
• Deep, 2-inch cockpit gutters handle spray, rain and exuberant washdowns.
• Flush transom platform allows walking across. 

Low Points

• Cabin entry is narrow.
• Bow seating cushions are not removable. They won’t blow away, but this might ­hinder some casting efforts.

Pricing and Specs

Speed, Efficiency, Operation

The post Boat Test: 2025 Pursuit S 328 Sport appeared first on Boating Mag.

Join Kevin Falvey and Alan Jones in Panama City, Florida at Suzuki’s Test Center as they re-evaluate the recently re-introduced V6 200hp and Inline 4 200hp. Wondering which of these engines is best for you? Watch now as we run the same Carolina Skiff 21 Ultra Elite with each of these engines.

The post Suzuki Engine Test: V6 vs Inline 4 appeared first on Boating Mag.