Volvo Penta IPS: The future of Inboard Marine Performance
Article Page 6: Space Saving Design

Space Saving Design

Keep in mind that this Tiara was right off the shelf, in the same structural configuration as a conventional inboard. The big difference is that the compact, Volvo Penta diesel engines were mounted snugly under the cockpit, with the Inboard Performance System directly aft of the engines.

The bottom line is that, due to its compact dimensions and reduced weight, Volvo Penta IPS opens up design and layout possibilities for boat manufacturers that didn’t exist before.

Keeping in mind that a less powerful but more efficient performance system is doing the work, mounting the lightweight and compact twin Volvo Penta IPS instead of heavier, higher HP conventional inboards opens up a lot of real estate for the people compartment while less weight further improves performance.

Engine Noise Levels

Situating the engines aft also makes the boat much quieter overall where people are likely to be situated at cruise speeds. On a conventional 450 HP with the engines running directly underfoot at the helm, the noise levels recorded were 88 dBA. On the Tiara 3800 prototype, which had not been acoustically engineered for Volvo Penta IPS, dBA levels at the helm at 30 knots were still only 82 dBA.

In addition to low radiated machinery noise levels, exhaust noise and fumes were also minimized through the Volvo Penta IPS underwater exhaust system. Directing engine exhaust fumes into the propeller wash means the “station wagon effect” is a thing of the past. Cooling water intake is also integral to the Volvo Penta IPS which further reduces the number of holes in the hull and associated appendage drag.

Reduced Downtime

If you manage to find that uncharted reef two feet below the surface at 30 knots and need to make repairs, you can take comfort in the knowledge that compared to the cost of replacing a conventional inclined propeller, shaft, struts and rudders, and likely having to do fiberglass repair work in way of the strut pads and rudders, you’ll most certainly be back up and running for less money—and a lot faster—with Volvo Penta IPS.

Easy Installation and Change Out

One substantial advantage for the boatbuilder is the simplicity of installing the Volvo Penta IPS over conventional inboards. It seems that all boatbuilders have their own way of installing and aligning a conventional inboard. But no matter how they do it, it’s a painstaking and time-consuming process to do well because so many components have to be aligned within a few thousandths of an inch on a hull that is anything but rigid.

Since the Volvo Penta IPS is isolated from the diesel by a short driveshaft connected by universal joints, alignment is much less of an issue in terms of tolerances and, therefore, time. One boatbuilder reports being able to install Volvo Penta IPS in less than a day whereas the same hull used to require four days at the boat manufacturers’ engine installation station.

Between the simple and forgiving installation requirements and the ease and efficiency of an electronic controlled engine system without hydraulics or cumbersome cable connections, it is estimated that the builder will realize a 50% time savings when installing the Volvo Penta IPS. The boat builder will also enjoy the obvious convenience of a single source of engine room supply, eliminating the need to coordinate purchasing among dozens of vendors. Similarly, it is projected that replacing an entire Inboard Performance System would take as little as four hours.

When getting the boat up and running quickly is a high priority--and I can’t think of when it wouldn’t be in-season—try getting a conventional inboard engine, shaft, transmission, struts, rudders and controls replaced in four hours.