“When we tested the boat, we knew it was exactly what we had been seeking for years because we know that our customers now can use the boat as they are using their car.” 
-Laurent Fabre, Directeur Projet Moteur, Beneteau

“It's going to allow for a lot less space to be allocated to the machinery area and be able to achieve similar or superior performance to conventional inboard propulsion of much higher horsepower levels…we believe Volvo Penta IPS is going to have a huge impact on our industry.”  - Dan Springer, VP Product Development, Tiara Yachts

Changing Boating Forever Since the 1700's, the way in which we move a boat through the water has changed very little. Starting with oar power, we have seen the development of the paddle-wheel, screw propeller, outboards, turbines, sterndrives, water jets and surface-piercing propellers. What each of these systems has in common is the relative inefficiency of the propulsion system itself. In the case of the inboard shaft, as a vessel’s speed increases, the efficiency of the inboard shaft actually decreases proportionally. As a result, more and more horsepower is needed to achieve increasingly modest speed improvements. So, the question is: How to achieve greater vessel performance without simply throwing horsepower at the problem? The answer is start from a blank sheet of paper and redesign the means of transmitting the engine’s mechanical energy into vessel momentum. In short, start a revolution. The Result is Volvo Penta's Inboard Performance System 400/500 The Volvo Penta Inboard Performance System is more than just a marine engine: it is a complete helm to propeller inboard performance system designed to make your boat perform better and your boating more enjoyable. The combination of the Volvo Penta’s D6 marine diesel with Electronic Vessel Control (EVC) and a revolutionary new propulsion unit--employing dual counter-rotating propeller technology--results in performance that is faster, leaner, cleaner and quieter. But these breakthroughs in marine performance and efficiency pale in comparison to how much fun running a boat is once again. Driving a Volvo Penta IPS powered boat is like being at the wheel of a sports car: the handling characteristics are nimble, agile, precise and, yes, fast. “Marvelous to drive, fun to drive, like a hot rod.” What Makes The Volvo Penta Inboard Performance System Superior? Volvo Penta’s D6 incorporates the cutting edge of marine diesel engine technology and is available in two configurations: the Volvo Penta IPS 400 (310HP) or the Volvo Penta IPS 500 (370HP). Because of superior efficiency, the Volvo Penta product designations 400 and 500 suggest the horsepower required of a conventional inboard shaft system to achieve comparable performance. Engine features include common rail fuel injection, double overhead camshafts, 4 valves per cylinder, turbo charging and after cooling. The Volvo Penta IPS 500 has the added benefit of a Compressor for even greater acceleration. The combination of the Volvo Penta D6’s large swept engine volume with EVC minimizes engine emissions and maximizes performance. World class marine diesel performance is the hallmark of the Volvo Penta Inboard Performance System. “When we tested the boat, we knew it was exactly what we had been seeking for years because we know that our customers now can use the boat as they are using their car.” Laurent Fabre, Directeur Projet Moteur, Beneteau Common Rail Fuel Injection is at the core of Volvo Penta’s efficient D6 marine engine. Diesel Technology Forum (dieselforum.org) describes and defines common rail fuel injection as a technological advancement that has vastly improved the efficiency of the diesel engine. All internal combustion engines need two key ingredients to operate: air and fuel. The precise delivery of these ingredients is what makes clean and powerful combustion possible. Just as turbochargers help deliver copious amounts of air to help diesels operate cleanly, efficiently and powerfully, the parallel revolution in fuel delivery has ushered in the renaissance of diesels. The way in which fuel is injected into the cylinders determines the torque, fuel consumption, emissions and noise of diesels. Two factors are important: the fuel pressure as it enters the cylinder, and the shape and number of the injections. A common-rail injection system separates the two functions — generating pressure and injecting — by first storing the fuel under high pressure in a central accumulator rail, then delivering it to the individual electronically-controlled injectors on demand. This ensures that incredibly high injection pressures are available at all times, even at low engine speeds. High fuel pressure produces a fine mist of fuel that burns better and cleaner in the combustion chamber. Not only that, but for each combustion cycle, the common rail allows up to five injections per cycle. Benefits are lower fuel consumption, better engine performance and less noise. Common Rail also eliminates typical “diesel knocks.” Electronic Vessel Control is complete instrumentation and an engine control management system for Volvo Penta marine diesels. EVC offers a high level of onboard systems integration: electrical shift and throttle for smooth and safe control, a complete range of easy to read data link gauges, a large liquid crystal display (LCD) all delivered through a single CAN (Controller Area Network) cable. With EVC, boating is safe and easy while installation diesel forumis a snap. Standard features include engine synchronization, scalable information systems and intelligent engine management that maintains constant power output regardless of temperature or fuel quality. "The fact that you can do more with less impresses me: Speed versus maneuverability with less horsepower, less engine size, and less fuel consumption … that’s all a plus."

The Onboard Experience Leading marine professionals were invited to be among the first to experience and comment on Volvo Penta’s Inboard Performance System. One such marine professional shared comments on the experience of running the Tiara Yacht 3800 Open prototype equipped with Volvo Penta-IPS in the waters off Chesapeake, Virginia, during the Fall of 2004. Comments contributed by Soren Ericson... The Volvo Penta IPS 500 D6-370 powered 3800 Tiara has forward-facing counter-rotating propellers that “pull” rather than “push,” with their discharge race flowing by a rudder-like support assembly that does double duty handling underwater exhaust discharge. Part of the reason for the Volvo Penta IPS substantial improvement in propulsion efficiency over inclined-shaft inboards is that the propellers operate in clean, undisturbed water, rather than in the mini-maelstrom stirred up by conventional propeller shaft and struts.     Handling Offshore Running the Tiara 3800 at cruising speeds offshore was very much like handling a conventional inboard but with a more reactive helm. Calibrated to deliver 3.25 turns lock-to-lock, the Volvo Penta IPS helm response was about a turn faster than the conventionally propelled model. At the helm, the difference was noticeable and appreciated, since any 30-plus-knot boat should be instantly responsive for safety reasons. The term “fingertip control” actually applies in this case—the “steering by wire” allowed me to easily manage a 360-degree turn in 30 seconds with the touch of only two fingers. While conventional inboard rudders act like brakes, slowing the boat considerably in a hard, prolonged turn, the Volvo Penta IPS powered Tiara slowed considerably less in a turn since propeller thrust is redirected rather than deflected. The Volvo Penta IPS is designed to operate on any planing, 13-24 degree V-hull with operational speeds up to 45 knots; so this system will be suitable for many smaller and lighter boats as well. Sport fishing enthusiasts will delight in the Volvo Penta IPS’ astern responsiveness. The boat simply goes where you point it when backing down. It even readily backs downwind without any shift-and-throttle jockeying. No conventional inboard will do that without plenty of throttle-working of opposed engines. Mid-Range Performance Mid-range thrust is equally impressive. Getting on plane at 13 knots at 2150 RPM (the same speed at which the conventional inboard planes) was a surprise considering the smaller diameter counter-rotating props. It is just more evidence of Volvo Penta’s engineering genius that produces so much thrust throughout the entire operating spectrum from so little fuel. Get-home power on one engine delivers about 8 knots. The hydraulics allow the stopped engine to trail shaft, with the propeller free-wheeling in the surrounding water flow, reducing drag. There’s no wear- or temperature-related reasons to limit the amount of time you can trail shaft as is the case with some conventional inboards. While running on one engine, less than half a turn on the wheel keeps the boat running straight, meaning you can easily turn into the running engine, unlike most inboards. You can also back toward the running engine, even downwind— try doing that with an inboard! "More maneuverable than I would have thought possible."

Volvo Penta IPS Propeller Advantages Volvo Penta IPS Twin Counter Rotating Propeller Technology Twin Counter Rotating Propeller Technology is an integral part of Volvo Penta IPS that offers dramatically improved performance on 35-50 foot yachts that are typically propelled with inboard shafts, struts and rudders. The Volvo Penta IPS propulsion unit integrates the vessels steering, water intake and exhausts as well as propellers. Volvo Penta IPS incorporates aviation propeller theory by locating the propellers at the front of the propulsion unit so that they operate in an undisturbed medium with minimal reflected pressure pulses because there is a greater distance from propeller to the hull bottom. Conversely, conventional shaft systems are less efficient than Volvo Penta IPS because the propeller thrust of an inboard shaft is angled downward causing the propellers themselves to battle against the turbulence generated by the strut and shaft moving ahead of the propeller. Volvo Penta IPS patented propellers feature increased blade area which reduces the load on each individual propeller by better distributing the forces. Using two smaller-diameter counter-rotating propellers further minimizes propeller tip losses and cavitation. By design, rotational losses are prevented and no lateral forces are created. All of the propeller thrust generated is in concert with the horizontal momentum of the vessel. The Steerable Propulsion Unit, responsible for the outstanding maneuverability, handling and driving pleasure, is what truly distinguishes Volvo Penta IPS. The Volvo Penta IPS propulsion unit turns and points the entire thrust of the propeller in the desired direction. The result is a much higher propulsion efficiency and, due to the aerodynamically designed propulsion unit surface area, greater helm responsiveness. With raw water intakes integral to the propulsion unit, the need for seacocks are eliminated. With the intakes deeper in the water below the hull, fouling from surface debris is impossible. Helm response is precise as the propulsion units serve as highly efficient rudders yielding the truly unique benefit of positive and accurate steering in reverse. Employing two counter-rotating propellers on each propulsion unit means that there are no lateral forces affecting steering and, therefore, course tracking is straight on. Propulsion forces and transmitted vibrations are absorbed by the combined rubber suspension and sealing, while a U-joint in the drive shaft makes it possible to have the engine soft suspended further reducing transmitted engine vibration. Electronic throttle and shifting give a distinct and precise feeling at the helm, and shifting is immediate. Thanks to the progressive, electronic steering by wire, the helm of even a large yacht spins easily at low speeds. The shorter steering ratio which produces greater helm resistance at higher speeds, enhances vessel control. "Loved it—it’s a fun boat. Big Boat with a small boat feel."

What Are The Advantages of Inboard Performance System? Volvo Penta IPS sets a new, higher standard for marine diesel engine efficiency, vessel performance, operator enjoyment and boat builder ease of installation. In a comparative sea trial between two identical boats with the same installed diesel power (370HP), Volvo Penta IPS achieved 6 knots faster top speed, consumed 30% less fuel at 30 knots and had 15% better acceleration time out of the hole. In the same test, sound decibel level readings were up to 50% lower on board the Volvo Penta IPS compared to the conventionally propelled sister ship. Exhaust fumes are truly minimized with the Inboard Performance System because the Volvo Penta D6 has very low exhaust emissions. The exhaust is emitted underwater into the propeller wash through the propulsion unit. Volvo Penta IPS has extremely low service requirements since there is no need for shaft alignment, and all running gear exposed to seawater is fabricated of either bronze or stainless steel, yielding excellent corrosion resistance. Routine maintenance includes an annual visual inspection and anode change while an oil and filter change is to be scheduled at the earlier of 2 years or 400 hours of operation. Should there be a severe impact or grounding, the propulsion unit is designed to part from the vessel at predetermined separation points. This may reduce the likelihood of hull penetration and resultant fiberglass repair which is common in groundings of a conventional inboard shaft, strut and rudder arrangement. Overall engine maintenance is made easier by the space created by the system’s compact envelope. With no need for a large exhaust muffler system in the engine room, engine access and inspections are facilitated. Whether you are a boat owner looking to improve performance without sacrificing fuel economy or a boat builder looking for ways to offer more value to your customers, Volvo Penta’s Inboard Performance System is without a doubt, the solution. I for one will want it on any powerboat I buy over 38 feet... just for the performance improvement alone. Or, is that performance savings?

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. “What the Volvo Penta IPS system is going to allow is for a lot less space to be allocated to the machinery area and be able to achieve similar or superior performance to conventional inboard propulsion of much higher horsepower levels. And the second thing ... we’ll have an entire second stateroom in this boat with its own head and shower that would not have been possible with a conventional inboard system…we believe Volvo Penta IPS is going to have a huge impact on our industry.” Dan Springer, VP Product Development, Tiara Yachts 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. “From an installation perspective certainly our own figures suggest it is approximately five times quicker to fit the Volvo Penta IPS system than a traditional shaft drive arrangement.” Adam Greenwood, Technical Director, Fairline Boats 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.

A Positive Design Spiral Lowering power requirements to make design speed has the very beneficial effect of lowering fuel capacity to make a given range. Less fuel means less weight, which means yet more speed, and frees up interior volume for accommodations or storage. For the owner, ... here’s a propulsion system that can improve fuel economy by some 30 percent, reduce noise levels by 6 dBA or more, open up interior volume for better use, allows for better weight balance, handles markedly better dockside and offshore, promises less downtime in the event of major engine repair, and costs no more than an inclined-shaft installation that delivers equivalent top speed. For the builder, ... installation is faster and simpler, and the door to new layout options is thrown wide open by the Volvo Penta IPS compact size, modest weight and low installed profile. If this doesn’t make a lot of inboard cruiser and sport fishermen builders sit up and take notice, I don’t know what will. What does this mean for you? Superior Performance at Less Cost than non IPS equipped boats. A Better more Pleasurable boating Experience. No More and No Less. One thing is for sure -Volvo Penta has thrown down the gauntlet to its engine competitors in the powerboat industry. "Volvo Penta IPS is Out, Ahead and Running Strong"