Beneteau Flyer 12 Volvo Penta IPS: USA's First Look
Article Page 5: IPS vs Conventional Drives

Volvo's IPS vs Conventional Shaft Drive

Beneteau's New Flyer 12 with Volvo Penta's IPS

Volvo Penta IPS (Inboard Performance System) is a evolutionary marine propulsion system, setting new standards in relation to the conventional propeller shaft system: much improved efficiency, higher top speed, reduced fuel consumption/extended range, and great acceleration (noise reduced by 50%, acceleration improved by 15%, fuel range increased by 20%, max speed increased by 10%).

Also, low-speed maneuvering is easier than ever before and high speed handling is a dream. Onboard comfort is greatly enhanced thanks to much lower levels of sound and vibrations, and installation is greatly simplified. IPS is easy to service, and the complete system can be supported by one supplier. All this is combined with the usual benefits of a traditional inboard such as a robust, high strength construction, excellent corrosion resistance and the propellers under the hull.

IPS Flyer 12 vs Antares 12 Boat Test Comparison

Translated from an Naucat review on IPS

Beneteau's Flyer 12 turned out to be an ideal boat for comparing the IPS system to that of straight drive shafts. The Flyer 12 test included their new Antares 12 (not currently being introduced in the US) as well, which is built on an identical progressive planing deep-V hull, with the difference being it's modification for IPS propulsion.

The test boat (prototypic hull number 2) had been equipped with twin engines - Volvo D6 370 EVC, IPS 500 propulsion system and T5 DPS propellers vs Beneteau's Antares 12 which has had identical engines but shaft drive.

Upon leaving the marina with minimal speed of less than 3 knots, it was obvious IPS was easily maneuverable. True, inside the marina conditions were just perfect, but the fact is the Flyer was obedient like a best-trained race horse, moving predictably and without any deviation in any given direction.

Outside, on the open sea, with the throttle to maximum, the Flyer 12 virtually took off. We reached 15 knots in a mere 7 seconds and 20 knots in 9 seconds, while soon reaching a maximum speed of 35 knots with total fuel consumption of 41 gallons per hour.

Since we did not consider speed to be the most important feature, we paid more attention to stability and maneuvering abilities under maximum strain. Although trying our best and turning the wheel in every possible direction, we were not able to find any fault. It was not solely due to IPS, but also because of a very nicely designed underwater part of the Flyer´s hull (which was additionally confirmed by testing Antares 12).

IPS is only an addition to a soundly done job of EDS Design studio and Beneteau´s engineers; since, if you had a deficient hull, not even IPS is omnipotent.

Volvo Penta's IPS drives vs Conventional Drives
Beneteau's Flyer 12 vs Antares 12 (identical hull designs)

By comparing Flyer´s and Antares´ values, we get a true test comparison on consumption and speed (all based on the same engines, same weather conditions and approximate displacement values including fuel and water quantity and number of crew members.

If the comparison is made by the same rpm, the Flyer 12 has better speeds and also the bigger consumption of Antares 12.

Comparing speed and consumption, consumption is considerably favored with the IPS Flyer. By the speed of 20 knots, Flyer 12 has consumption of 18 gal./h and Antares 12, 75 and by 30 knots Flyer 12 has 30 gal./h and Antares 12 40. IPS comes into its own at higher speeds and test results were consistent with the manufacturer's claim of a 35% gain in efficiency.

Comparisons of RPM support these findings: at 2800 rpm Flyer 12 attains 27 knots beside the consumption of 24 gal./h, and Antares 12 20 knots and 20 gal./h, while by 3600 rpm Flyer 12 attains 35 knots beside the consumption of 41 gal./h, and Antares 12 30.5 knots and identical 41 gal./h.