Many boaters live in the age of outboards. These engines are often considered the only choice for center-console saltwater fishing boats. Yet Volvo Penta is bent on opening boaters’ eyes to the advantages of alternative marine power for saltwater fishing, namely Volvo Penta’s diesel inboards coupled with Aquamatic Duoprop sterndrives.

To prove the point, Volvo Penta invited me to spend a few days fishing with them in the waters of Nantucket Sound, south of Chatham, Massachusetts, targeting bluefish, striped bass and false ­albacore.

We fished aboard two center-consoles, including a Solace 415CS powered by twin Volvo Penta diesels. The second center-console was a Southport 30 FE, and that was the boat which really captured my attention and admiration. 

The Southport featured a single-engine configuration. A 440 hp Volvo Penta D6 diesel was mounted amidships ­under the seat console and connected to an Aquamatic DPI sterndrive with a ­jackshaft. This completely freed up the aft cockpit to ­create a ­wide-open fishing area, with no ­outboards to ­obstruct lines. A big swim platform let us walk aft through a transom door to follow hooked fish across the stern. 

The Volvo Penta D6 is a ­super-sophisticated turbo- and super-charged common-rail inline-six cylinder engine with twin overhead cams and 5.5 liters of displacement. If the 440 hp sounds a bit light for the 11,864-pound Southport, remember that a diesel generates far more torque than an equivalent-horsepower gas outboard, and so the diesel can swing a bigger propeller—in this case, an H5 stainless-steel Duoprop set—resulting in ­solid performance numbers.

Running to and from the legendary shallow bars and roiling rips of Nantucket Sound confirmed this axiom. The Volvo diesel propelled the 30 FE to 20 mph in 4.8 seconds and 30 mph in 8.1 seconds, and it achieved a top speed of 43.1 mph at 3,800 rpm. The boat was quiet and smooth underway, with none of the loud rattle or smelly exhaust traditionally associated with diesel engines.

That strong acceleration came in handy when one of Nantucket’s infamous rogue waves reared up suddenly on our port beam. Volvo’s Jens Bering was at the wheel, and immediately turned into the wave and hammered the electronic throttle to climb the face of the 12-foot roller. Without the diesel torque and superb control offered by the Duoprop drive, not to ­mention Bering’s quick ­response, the episode may have ended ­quite differently.

Speaking of control, I was impressed with the Volvo Penta joystick system for the single diesel sterndrive. The 30 FE was the first in the US to offer this system. Steering, gear control, bow thruster and throttle are controlled ­easily with just one hand. To engage the system, you press the Docking button on the base of the joystick control. The system can also hold the boat’s speed and heading at the push of a button. 

The joystick was mounted in the armrest of the helm seat of the 30 FE, which made using it ultra-easy, intuitive and comfortable as we maneuvered to troll lures around Nantucket’s ­treacherous rips. The Aquamatic hydraulic ­transmission allows for smooth, quiet shifting and pleasantly good ­low-speed trolling functionality. Some diesels have a ­tendency to troll too fast. Not so with this system. 

I marveled over the ­optimal fuel efficiency: 2.5 mpg at 2,800 rpm and 27.9 mph, resulting in a cruising range of 359 miles based on 90 percent of its smaller 160-gallon diesel fuel tank. For comparison’s sake, an earlier test of a twin 300 hp Mercury outboard version of this boat achieved optimal efficiency of 1.6 mpg at 3,500 rpm and 26.7 mph, resulting in a cruising range of 334 miles based on 90 ­percent of its larger 232-gallon ­gasoline fuel tank. 

Read Next: Volvo Penta’s Diesel Engines and Drives

The biggest issue that ­saltwater boaters have with sterndrives is the inability to tilt the drive out of the water, as it done with outboards, while docked between trips. To prevent sterndrive corrosion in ­areas such as New England, Volvo Penta’s Arjen ­Steegstra points out a special paint process and ­Active Corrosion ­Protection system engineered for ­Aquamatic sterndrives. 

“The ACP system has been used on our IPS boats for more than 12 years,” Steegstra says. “It protects the drive from galvanic corrosion without sacrificial anodes, and offers a lot of peace of mind for our customers who boat in both ­brackish and salt water.” Of course, those who use a ­high-and-dry service, or own a boat lift, needn’t concern themselves.

In an age when filling up a boat can max out a credit card, it’s nice to know that the Volvo Penta D6 diesel DPI power ­system can save you money at the fuel dock, as well as open up the aft cockpit for better fishing access, and do it all without sacrificing ­performance or easy handling.

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The very phrase “diesel outboard” seems like an oxymoron. Diesels, by and large, are clunky, smelly, low-powered and oily creatures that reside deep in the bilges of yachts. Figuring out how to hang one on the stern of a recreational boat boggles the imagination.

But think of it this way: as a quick-revving 350 hp powerhouse with far lower fuel consumption, nearly double the torque of comparable gas outboards, and eco-friendly too.  

Let me introduce the new Cox Marine 350. A follow-up to the Cox 300 diesel outboard, this amped-up version from UK-based Cox Marine is making large inroads into the US market, where builders such as Jupiter, Freeman, and Intrepid are offering them to power center-consoles and more.  The US Coast Guard already installs them on Boston Whaler 37s, and the Fort Lauderdale Marine Patrol powers a pair of RIBs with the 350s.

This purpose-built V-8 features twin turbos. The powerhead and direct-drive crankshaft is vertical, bathed in oil for longevity, which allows a narrower package for multiple-­outboard rigs. It has a 1.25-inch-diameter prop shaft with 19 splines, so a wealth of standard props are available.

More important, this 350 has immense torque: A ­Yamaha 425 hp gas outboard puts out about 400 pound-feet, while the Cox 350 offers 776 pound-feet to quickly jump a big ­center-console full of ­anglers onto plane.  

While doing that, it’s saving on fuel. The aforementioned 425 hp gas outboard burns about 37 gph at wide-open throttle, according to published tests, while the Cox uses 21 gph at max speed, according to our test aboard a Hammercat. That means less of a dent in your credit card for fuel, and you can range farther on the same size tank as well.

Speaking of fuel, the Cox ­diesel-powered 350 can also run on hydrotreated vegetable oil, a synthetically produced fuel that is processed using renewable waste lipids without using petroleum resources. It even runs on jet fuel, available everywhere in the world.

Cox made it easy to switch to this diesel. The 350 has three shaft lengths (25, 30 and 35 inches) for varying transoms, and the 30-inch bolt pattern is universal: Lift off your current gas outboard and bolt on a Cox—no rebuilding transoms. Because the Cox 350 is NMEA 2000-compatible, it networks with most models of MFDs, and each engine comes with its own full-color LCD engine ­display, touchscreen optional. 

The 350 has wireless start, so you can drift-fish and then light the fires from anywhere on board. There’s also a man, oops, person-overboard detector that shuts down the engines if someone goes into the drink.

The standard Optimus electric steering is programmable: Set the lock-to-lock turns for maneuvering or long runs, as well as stiffer or lighter “feel.”

Read Next: Reasons to Repower Your Boat With an Outboard Engine

If you’re used to gas outboards, you’ll love the flat five-year/1,500-hour warranty and, even more, the 250-hour service interval, which is just for fluids and adjustments—no lengthy shop time. And Cox has created a global ­supply ­network for full parts and ­service support.

We ran the Cox 350 on a Hammercat 35, a new center-console catamaran from South Africa, which is ­challenging the North American cat world. With the 350s hung on the widely spaced transom, we were running with nearly full twin 200-gallon tanks and a handful of husky guys: all-up weight around 9,000 pounds.  

Cut to the chase: In lumpy water, we topped out at 50 mph (44 knots), but the ­convincer is that we could cruise ­comfortably on plane at ­23-ish mph (20-ish knots) while ­sipping just 13.3 gph. For the mathematically challenged, that’s a range of 600 nautical miles! 

Hammer down a bit more, and 30 knots would get us to faraway fishing grounds at 29 gph. At that speed, the Cox 350s were really quiet too, registering just 63 dB(A) on my sound meter at the helm, where we’re talking normally.

The Cox is also good for the world, with about 36 percent less emissions than a similar gas outboard, according to Cox. It is certified EPA Tier 3, RCD II, and IMO II, making it the most environmentally friendly high-horsepower outboard available.  

Quiet, powerful, buckets of torque, no smoke, user-friendly, and low on fuel consumption. The Cox 350 diesel outboard might be the best British import since The Beatles.

Specifications

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Overview

Wanting to create a new flagship for its fleet, someone at Tiara obviously said, “Go big or go home.” And thus was born the largest and most luxurious Tiara ever built: an inboard IPS-powered yacht that, at 60 feet, 3 inches, is the queen of the fleet by a full 10 feet. Tiara also created a new EX line, which I can only assume stands for excellent or exceptional. 

The EX 60 is simply brilliant in many ways, allowing owners to tailor the layout to fit their needs. To create this newest crown jewel required combining the superb quality in construction and finish that Tiara is known for with a satisfying level of performance—in this case, 46 mph.  

I found the interior serene and surprising. It features a full-beam master amidships (you can walk around both sides of the centerline berth) and an equally spacious VIP forward, each en suite. A guest cabin with slide-together berths shares the VIP head. 

But the appeal of the EX 60 is the flow of the main deck from the windshield to the hydraulic swim platform. This is a yacht for enjoying the outdoors, with oversize folding doors in the salon and a power window to embrace the aft deck. Here, Tiara offers several seating modules to tailor the cockpit for every need. Our test boat had the aft lounge and breakfast bar, creating an alfresco dining area with a folding table, a galley with a grill, sink and fridge, and an aft-facing bar with stools. Perfect for relaxing on anchor, the cockpit also expands like an origami butterfly thanks to hinged sides that stretch the beam to more than 20 feet.  

Power for the Tiara EX 60 consists of twin 1,000 hp Volvo Penta D13 turbo diesels. These inline-six 12.8-liter engines connect by jack shafts to IPS pod drives. 

It was everything you’d expect. When hammered down, we hit 30 mph in just 17 seconds and topped out at 46 mph. At a mile-eating 29 mph, we were sipping fuel at 52 gph (besting 0.5 mpg is great economy for a boat this size), and joystick maneuvering takes the white knuckles out of tough docking situations.

How We Tested

• Engines: Twin 1,000 hp Volvo D13 turbo diesels linked by a jack shaft to IPS pods
• Drive/Prop: IPS/Volvo Q6 nibral contra-rotating prop sets 3- and 4- blade
• Gear Ratio: 1.88:1 Fuel Load: 700 gal. Water on Board: 25 gal. Crew Weight: 1,000 lb.

High Points

• Shhh! Just 69 decibels at cruise and only 72 decibels flat-out, making conversation easy.
• Elegant decor by Mary Flores. Plus, Tiara’s design team created carved wood headboards in the staterooms and jewellike welds on rails and other metalwork throughout the boat.
• Seakeeper 9 gyro kept the EX 60 rock-solid, and Volvo Interceptor trim flaps had the boat running flat, even during hard acceleration.

Low Points

• A two-burner cooktop on a 60-footer (not counting the cockpit grill) hints strongly at dining ashore.
• Deck has a lot of ups and downs: Step up to the helm level, up to the dinette, down two steps to the cockpit seating, and down two steps to the swim platform. Sure-footed guests are welcome.

Toughest Competitor

Sixty-footers without a flybridge aren’t common, but the Sunseeker Evo 60 ($2.4 million) or the Princess V60 ($2.6 million) are similar, although missing the fold-down cockpit sides and flexible cockpit layouts.

Pricing and Specs

Speed, Efficiency, Operation

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Overview

The Back Cove 372 is a single-engine cruiser that can be easily handled by a couple, especially with a standard Side-Power bow thruster and optional stern thruster. It offers great visibility from the helm and companion seat through the large tri-pane windshield framed with glare-reducing black mullions. A bi-fold stainless-and-glass door connects the salon and cockpit and provides outstanding sightlines aft. A convenient helm pod on the Llebroc Ultra-leather adjustable helm seat gives access to controls and electronics. 

Engine

The 372 accelerated smoothly as we throttled up to a wide-open speed of 33 mph. Settling back to 2,500 rpm for a fast cruise of 26.5 mph, the engine used 21.1 gph, yielding 1.26 mpg. The single 600 hp Cummins QSC8.3 diesel provides a range of 340 miles, a respectable distance for long coastal cruises. Running the Back Cove provided us with an overall feel of comfort and security. At 22,100 pounds, the boat tracked evenly and cut through wakes without notice. The hull is a modified-V forward, with camber from the bow to the transom creating a curved surface that softens the ride. The prop resides in a tunnel, partially protected by a keel, skeg and rudder, creating a reasonable 3-foot-7-inch draft.

Like the lobster boats from which it loosely derives, the 372 can handle the rugged conditions of coastal Maine, where it is built. Back Cove cores the hull bottom with PVC foam, then vacuum-infuses and reinforces it with a resin-infused foam-core stringer system. For the deck, end-grain balsa is scored into a fabric-backed grid, and resin infusion encapsulates each cell, preventing water intrusion. Back Cove mounts cleats, rails and fittings through solid sections, so fasteners don’t penetrate the coring. Balsa retains strength in thinner panels, reducing weight in long stretches of deck.

Read Next: Back Cove 340

Interior and Accessories

Two cabins, a salon table that converts to another berth, a head with a separate shower, a fully equipped galley, and 120-gallon freshwater capacity make the Back Cove 372 an ideal boat for couples or a cruising family.

How We Tested

• Engine: Single 600 hp Cummins QSC8.3 diesel
• Drive/Prop: Straight inboard/28″ x 30″ 4-blade nibral RH
• Gear Ratio: 2.40:1
• Fuel Load: 300 gal. Water On Board: 0 gal. Crew Weight: 450 lb.

High Points 

• Durable construction and curved hull sections provide a smooth, quiet ride.
• Blue hull and Down East lines blend traditional with modern styling in a contemporary but distinctly nautical look.
• Single-diesel power means less fuel burn and less maintenance, extends cruising range, and saves money.

Low Points

• At 3 feet, 10 inches wide by 6 feet long, the guest berth is tight for two adults.
• Interior lounge seats are too low to see out the windshield when running.
• Companion seat adjacent to the helm seat hems in the helmsman.

Toughest Competitor

A similar Down East-style cruiser is the Legacy 36, which is slightly smaller and boasts epoxy composite construction (starting at $850,000). Another boat in the category is the John Williams Boat Co. Stanley 38 ($950,000).

Pricing and Specs

Speed, Efficiency, Operation

Back Cove Yachts – Rockland, Maine; 207-594-8821; backcoveyachts.com

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There’s little question that the gasoline-fueled outboard engine currently ranks as the most popular power choice for for large center-consoles, whether used as hardcore fishing boats, spacious multipurpose dayboats or tenders for large yachts. It’s certainly true that outboards represent some of the most advanced marine propulsion available. They run quietly and virtually smoke-free. They deliver outstanding power for their weight, along with low drag and trimmable thrust, all of which contributes to their great efficiency. But do these attributes and others make outboards the best choice?

Not according to Volvo Penta. The longtime manufacturer of marine engines debuted its diesel Aquamatic system to challenge the outboard’s ascendancy. Partnering with Sōlace Boats, Volvo Penta installed the first pair of diesel Aquamatics in Sōlace’s 415 CS, a 41-foot center-console. It’s long established that diesel engines offer great efficiency, reliability and durability. The Aquamatic drives also offer low drag and trimmable thrust to rival that of outboards. And the diesel Aquamatic system delivers other benefits too.

To better understand how these two marine engine choices perform powering a large center-console, and to discover if Volvo Penta’s diesel Aquamatic system can challenge outboards, we ran two Sōlace 41-footers to the Bahamas. We put over 600 sea miles on each boat over the course of four days. One boat, the Sōlace 41 CS, featured four Mercury Verado 400 outboards, and the other, a 415 CS, boasted twin Volvo Penta Aquamatic diesels. We ran in open ocean, crossing the Gulf Stream in rough conditions. We also beached the boats in quiet water. In between, we fished, snorkeled, cruised, took the boats to dinner and various marinas, and more, putting the two propulsion choices in as much a real-world comparison as possible. What did we find out? Will Volvo Penta’s Aquamatic displace the outboard as the power of choice for center-consoles? Read on to learn what we discovered during this extensive test.

Seakeeping

We headed offshore from the Florida coast into the teeth of a stiff headwind that generated 4- to 6-foot seas right on our nose. Both Sōlace models handled the waves safely and with confidence. But our test team agreed that the Aquamatic-powered 415 CS made easier work of it. Unlike its outboard-powered counterpart with the engine weight aft, the D6 diesel engines turn the Aquamatic drives using jack shafts, which allows installing the engines several feet forward of the transom, under the cockpit sole. Moving the center of gravity largely results in the 415 CS running more level and with less pitching. Both boats could maintain the same speed, but the Aquamatic boat could do so while delivering more crew comfort.

We also discovered that the outboard-powered boat offered more bow trim for those times when one wants to optimize the ride for running in a following sea or trying to maximize speed.

We record minimum planing speed when testing offshore boats. This is because the ability to slow down while retaining the maneuverability and dynamic stability provided by planing allows for better control and more comfort in rough conditions than going so slow as to operate in displacement mode (aka trolling speeds). The ability to hold plane at lower speed is better. We test minimum planing speed with full negative drive trim and the trim tabs fully deployed.

In our test, the Volvo Penta Aquamatic provided the Sōlace 415 CS with a minimum planing speed of 15 mph with minimal bow rise. The Mercury Marine outboards powering the Sōlace 41 CS provided a minimum planing speed of 17.6 mph with somewhat higher bow rise. Both are excellent numbers.

Top Speed and Acceleration

We loaded both boats to the hilt with people, gear, camera equipment and provisions for a week in the islands. Speed with lighter, typical loads will be significantly faster. The Aquamatic-powered 415 CS hit 50.6 mph at wide-open throttle. Accelerating to 30 mph took 12.2 seconds. Each Aquamatic turns a stainless-steel H8 Duoprop propset (Volvo Penta does not reveal Duoprop prop pitch) consisting of two contra-rotating propellers spinning through a 1.69-to-1 reduction. So, this Aquamatic propulsion package spins four propellers in two in-line pairs.

The outboard-powered Sōlace 41 CS hit 62.7 mph at wide-open throttle. Accelerating to 30 mph took 14.5 seconds. Each of the four outboards spins a 14.6-by-21-inch four-blade prop through a 1.75-to-1 reduction. That’s four individual propellers for this outboard-propulsion package.

Exhilarating describes the outboard-powered boat’s top speed, a result of more power and more available bow trim. Surprising describes our initial reaction regarding the superior acceleration of the boat powered by the Volvo Penta diesel Aquamatic. We attribute this off-the-line performance to the D6’s high torque at low rpm and the Duoprop’s ability to transmit that diesel torque to the water better than conventional props. Finally, the reduced drag of two versus four gear cases helped.

Fuel Economy and Range

Because the power and torque characteristics of gas and diesel engines, as well as inboards and outboards, vary, it is helpful to make efficiency comparisons using boat speed as well as rpm. At 25 mph, the outboard boat netted 0.53 mpg, and the Aquamatic boat netted 1.13 mpg. At 30 mpg, the gas boat netted 0.6 mpg and the diesel boat 1.28 mpg. At 40 mph, we recorded 0.63 mpg and 1.2 mpg, respectively. 

Note that the outboard-powered 41 CS carries 525 gallons of fuel, and the 415 CS carries 445 gallons. Also note that each D6 engine with an Aquamatic drive weighs about 1,760 pounds dry, whereas each Mercury 400 Verado weighs in at 670 pounds dry.

Also note that an outboard’s power rating describes prop-shaft power, and an inboard’s power rating describes crankshaft power. Each Volvo Penta D6 Aquamatic delivers 422 hp at the prop.

It became apparent the minute we arrived at Abaco Harbor Resort that the Volvo Penta Aquamatic-powered 415 CS offered much more range than the Mercury Verado-powered 41 CS. The 415 CS still possessed plenty of fuel after making the 215-mile run from Palm Beach to Abaco. The gas-powered 41 CS, while not running on fumes upon arrival, needed to fuel up during our stay so as to have enough fuel to safely conduct our tests over a couple of days and head back over the same 215 miles.

Noise Levels

You can view the accompanying performance charts for noise-level comparisons at various rpm and boat speeds. Simply put, each boat produced between 86 and 88 dB(A) at speeds between 25 and 40 mph, our nominally selected cruising range. At slow and no-wake speeds, the gasoline Verado-powered boat proved much quieter than the diesel Aquamatic, posting 65 dB(A) compared to 70 dB(A).

Docking

Both Volvo Penta and Mercury offer joystick systems for slow-speed, close-quarters operation of the boats they power. The Volvo Penta Joystick, integral with the Electronic Vessel Control (EVC) system, and Mercury Joystick Piloting for Outboard (JPO) system both enabled easier, controlled docking of our respective test boats. While there are some differences in features, both systems worked well in gusty, tidal Bahamian winter conditions.

Corrosion Resistance

The Mercury outboards tilt completely clear of the water. Additionally, the outboards are made from a corrosion-resistant aluminum alloy, bonded to control the electrical potential, and feature a multistep coating process called MerCathode. Their successful operation in salt water is long-proven.

“These are not your daddy’s marine engines,” Volvo Penta’s Arjen Steegstra states. The Aquamatic drives are made from a special alloy, bonded to control electrical potential and fitted with sacrificial anodes. The stainless-steel propsets are isolated to prevent corrosion, and a special coating protects the drive. Furthermore, an impressed current anti-corrosion system, the same one that has protected Volvo Penta IPS for years, thwarts the ravages on water-stored boats.

The D6 diesel engines are freshwater-cooled, made from a corrosion-resistant alloy, protected by sacrificial anodes and specially painted. Volvo Penta D6 diesel engines boast a long history of saltwater service.

Serviceability

Both propulsion systems offer excellent electronic monitoring of engine functions and maintenance, with fuel contamination, oil levels and more easy to see via touchscreen MFDs without leaving the helm. 

Access to the Verados from within the boat, or if out on the water, requires climbing over the transom. At the dock, you can step directly aboard the 41 CS’s aft platform.

Aboard the 415 CS, access to the Volvo Penta engines is easy from within the boat. The hatch (lounge) opens electrically with a switch or the provided key fob. Access to belts (via the stowage area in front of the engine box), filters, sticks, strainers and more proved easy to lay our hands on.

Effect on Layout

From the console forward, both of these Sōlace boats are the same, offering private overnight accommodations for a couple, and a comfortable head and shower belowdecks. A large multipurpose bow cockpit forward combines seating with stowage, and functionality for fishing, anchoring or docking is as good as can be found aboard boats of this type. It is aft where the layout—and perhaps the intended buyer—changes.

With four outboards mounted on the transom, the cockpit of the 41 CS affords a tremendous 83-square-foot unobstructed cockpit. Highlights include twin livewells in the aft corners, and a huge transom fish box to complement those in the aft cockpit sole and the bow space. There is mezzanine seating atop the tackle station/entertainment center, with its stowage, sink and optional grill. There’s hideaway bench seating for three at the transom, and with the huge cockpit and stowage space below the sole—which swallowed provisions for six for a week, plus spares and safety gear—the 41 CS boasts plenty of room to stow folding chairs and beanbags. The solid transom aft provides great security for fighting a fish in rough seas, or simply moving around the aft part of the boat while underway. Water access for crew or hauling aboard a big fish is through a generous portside door with a hidden ladder. This is a fishing cockpit that can also entertain.

The Aquamatic-powered 415 CS sports twin D6 diesel engines installed in the cockpit, leaving two broad walkways to a transom that is wide-open for water access or easy dockside boarding and entertaining. The actual engine box is a plush convertible lounge that allows guests to recline, sit facing forward or aft, or lie completely prone. Unobstructed cockpit space is smaller than that aboard the 41 CS—about half the size between the entertainment center and the base of the lounge. You must add in the walkways, though, because they provide another 24 or so square feet of usable space on both sides of the lounge; we had no trouble working rods in the aft corner’s rod holders while trolling. We will say that the doors that close off each walkway on the 415 CS are less secure compared to the solid bulwark found aboard the 41 CS. Excepting the transom livewells and fish box, the fishing accoutrements are the same. The in-sole stowage is smaller, but still plenty big. In short, this is a multiuse cockpit optimized for entertaining and ease of water access that can fish too.

Read Next: New Solace 41 Equipped With Volvo Aquamatic System

Conclusion

We set out to discover whether Volvo Penta’s diesel Aquamatic system could challenge gasoline-fueled outboards as power for a large center-console. We ran two boats as nearly identical as possible, each with different power, and covered 600 miles of ocean over four days while pursuing a wide range of activities. Our take?

We’ll leave aside yacht owners who might prefer an Aquamatic-powered vessel as a tender for its use of diesel fuel. Also, a Sōlace powered by Mercury’s V-12 600 outboards was not available, but we will look for an opportunity to run that boat soon. Certainly, outboards prove a better choice for those seeking the fastest boat, or the boat with the most stowage. But for boaters seeking maximum range, improved rough-water capability, or maximum access to the water for a variety of activities, a boat powered by Volvo Penta’s Aquamatic diesel system should absolutely make their short list to sea-trial. Pass the conch.

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Volvo Penta D13.

Let’s start with a point of clarification. The D13 is offered in two configurations. The inboard “version”, if you will, is the labeled the D-13 1000. It is also offered as the D13-IPS 1350. The difference in nomenclature comes from the fact that, when coupled to a Volvo Penta’s IPS drive, the boat into which the IPS system is installed will experience the performance equivalent of a 1,350 hp diesel inboard. Basically, since IPS features lower drag, having no shaft and struts, and forward-facing, dual-prop propsets for loads of blade area in a smaller diameter, it can deliver higher performance than the inboard equivalent. Boating’s tests over the years corroborate this relationship.

Inboard or IPS, the D13 is a 12.8 liter ( 781 cubic inches, for you old school motorheads), inline-6, that produces 1,000 horsepower at the crankshaft. It boasts a 131 mm (5.1 in) bore and a 158 mm (6.2 in) stroke. The maximum rated engine speed is 2400 rpm. It weighs 3,605 pounds as a bobtail ( with no gear).

Historically, a key characteristics of Volvo Penta diesel engines has been torque, and, according to Bering, the D-13 continues that tradition. The D13 produces near peak torque at just 1100 rpm, peaks at 1900 rpm and falls of at a very shallow angle from that engine speed to WOT. That shallow decline is what Bering described as a torque rise, stating that it is a design mandate that, ” every Volvo Penta diesel exhibit a torque rise in the cruising band of rpm.” What this means is, that, as horsepower decreases, torque increases.

In actual running-the-boat terms,consider a following sea scenario. The boat drives into the back of a wave. Power drops. But since torque increases, the boat climbs the backside with authority. At the helm, you may not have even needed to advance the throttle. This characteristic delivers a feeling of confidence and authority to the skipper. Especially, Bering adds, when coupled to the dual-propeller IPS drives: “ Its one of the best ways to get the torque from the engine actually into the water.”

Bering also maintains that reliability and durability are built in, evidenced by many features He points out the ladder frame installed between the oil pan and the bottom of the engine that provides super rigidity, while helping keep weight down.

There’s also new camshafts, featuring lobes shaped to deliver what’s called, “Miller timing.” This helps the engine breath better. In effect, the compression stroke is two discrete cycles: the initial portion when the intake valve is open and final portion when the intake valve is closed. This two-stage intake stroke creates a “fifth” stroke that the Miller cycle introduces.

Bering noted that the D13 boasts steel pistons, rather than those made from aluminum, and that newly designed connecting rods have also been created to help the D13 achieve its high-power, massive torque and enhanced durability. The heat exchanger capacity is increased, there is a new inlet manifold design to help the engine breath better and there are new high flow injectors.

All of this is controlled by Volvo Penta’s Electronic Vessel Control (EVC) system. With a D13 installed in a new boat, or repowering an older vessel, the boat owner gets everything from helm displays to propellers from one supplier.

Bering cautioned that one must not look at individual engine features as much as consider all the engine systems and how they work in relationship to one another. Space precludes our doing this here. We suggest checking out the Volvo Penta D13—or any engine you are considering—in detail and in person at one of the upcoming boat shows.

The post Motorhead: Volvo Penta D13 appeared first on Boating Mag.

The D13-IPS1350 further strengthens the exciting new line-up, delivering more power and increased durability for yachts up to 120 feet. Volvo Penta’s complementary IPS pod drive, which was also revealed at the show, has been upgraded to match the higher power of the engine.

The new D13-1000 sees Volvo Penta move into the 1000hp marine leisure engine market for the first time, and provides higher performance, greater durability and more comfort than ever before. The inboard engine and its equivalent from Volvo Penta’s Inboard Performance System (IPS) range – the D13-IPS1350 – have been designed for the benefit of customers operating yachts of up to 120ft.

“This is hugely exciting for us to create our most powerful engine yet,” says Johan Wästeräng, vice president for product management in the marine leisure segment at Volvo Penta. “It’s truly a landmark product for our marine range, and really gives us a bigger step into the large yacht market. We’ve spent a long time talking to customers about what they want, and refining our engine and IPS designs, so that we can offer unique experiences with exceptional products that are ideal for world-class vessels.”

Taking performance to the next level

As a mark of its commitment to the marine leisure industry, Volvo Penta has carried out a major redesign of the 13-liter engine model and drivetrain in order to offer an outstanding new product. High-end yacht customers will be able to reap the benefits, as features such as new pistons, highly efficient injectors and improved cooling systems, combine to produce 11 per cent more power than on previous engines. The optimized power-to-weight ratio and excellent low-end torque of the D13-1000 provide incredible power on demand. With this new engine, Volvo Penta is giving premium boat owners the possibility to go further and faster than ever before.

“The engineering excellence and attention to detail of our design teams mean that we’ve created an engine with superior performance, comfort and reliability – taking it to the next level,” says Wästeräng. “Our aim is to help yacht owners realize their dreams and enjoy great adventures, whether that means having fun at high speeds or simply relaxing on board for longer before refueling. It’s all part of our easy boating philosophy.”

The post Volvo Penta’s Biggest Marine Engine: The D13 appeared first on Boating Mag.

Volvo Penta casts its own blocks from proprietary alloys, and mills and assembles them with precision in a state-of-the-art factory in Skovde, Sweden. I visited that factory a few years ago on a day after the foundry had poured a dozen or so heads that were still cooling in a temperature-controlled chamber. Some were still glowing red.

Controlled cooling makes sure the iron is true to form and hard yet not brittle. A combination of skilled technicians, craftsmen and robotic assemblers mill each head to exact specifications and repeatedly and precisely set valve seats, springs and rocker arms while the technicians make final inspections and assembly touches to ensure each engine is as perfect as the one before it.

The D8 engines we tested in the Cruisers Yachts 54 Cantius were assembled there. Each cast-iron block has replaceable valve guides and seats. This gives each Volvo Penta engine a long life while ensuring that seasoned engines can later be brought back to life, refitted with new parts. The crankshaft is drop-forged, and its seven bearing surfaces are induction-heated and cooled for consistent hardness. The process uses electromagnetic charging to heat and then cool the surfaces for optimum hardness. Too much and they are brittle. Too little and they are soft, loosening over time. In the factory, all processes are computer-controlled and robotically executed while technicians monitor every step of the process to ensure the machinery is doing its proper job.

In our test, we found the six-cylinder double-overhead-valve engines boasted a midposition turbocharger, with induction ports on either end. The result is a quick, responsive spin up that, in turn, offers rapid acceleration.

And there was also a supercharger. The next obvious question: Why the supercharger too? For even more acceleration and enhanced joystick response in close quarters. The surpercharger kicks in, adding air to the combustion mix before the turbo spools up at higher rpm. All this is controlled by the Electronic Vessel Control system, which enables full integration of engine functions, from the helm and joystick to the contra-rotating IPS propsets. Even better, all this is monitored and even controlled when equipped with Volvo Penta’s Glass Cockpit system formed in partnership with Garmin Marine electronics.

If that’s not enough enticement, Volvo Penta D8 diesel engines are EPA Tier 3 and EU RCD Stage II compliant without losing the power you’re paying for, whether you connect them to shafts and struts or to Volvo Penta’s IPS drives.

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Yanmar Common Rail Diesel

Give your diesel engine a little TLC and it will keep going and going and going, but neglect that maintenance and it will die an untimely death.

I recently attended the 3-day boat owner diesel training seminar at Mack Boring in Union, New Jersey. Mack Boring has been in the diesel engine business since the 1920s and is one of the largest distributors of Yanmar engines in the world. The company trains over 1,000 people on the ways of diesel engines every year, so its instructors know what they are talking about. Here are 20 quick tips I learned while attending diesel school:

–Change your engine oil every fall; old oil left in the engine becomes acidic and can corrode the inside of your engine.

–Live in a year-round boating climate? Keep track of your engine hours and change the oil accordingly.

–Don’t forget to change the old sealer O-ring when you install a new oil filter.

–When taking apart any part of the engine, snap step-by-step photos with your cell phone to keep track of the order for reassembly.

–Using additives in your engine oil could void your warranty.

–Check your raw-water sea strainers before every trip to make sure they’re not clogged

–Dive under your boat and check the raw-water intake to make sure the seacock is free of debris and barnacles.

–Remove your raw-water pump impeller during winterization; if you save it store it in a jar of extra-virgin olive oil, which won’t corrode the rubber.

–Take out a bolt? Follow your engine’s service manual and use a torque wrench to retighten it to the proper torque specs.

–Change your engine’s antifreeze every two years; use pink extended life antifreeze and mix it properly with distilled water.

–Change your engine’s mixing elbow every three years.

–Test the pressure cap with an automotive cap tester from an auto parts store.

–Check your engine’s electrical wiring for loose or dirty connections.

–Use a belt tension jack to make sure your engine’s belts are properly tightened.

–Never use automotive belts on a boat engine; they don’t hold up well in a marine engine room environment.

–Use a thread gauge to make sure you’re putting the right-size bolt into the right hole.

–Check your propshaft alignment; a misaligned shaft can cause your engine to smoke and/or overheat.

–Stick a piece of paper towel in a socket wrench to hold a bolt in place so it doesn’t fall into the bilge while tightening it.

–Never fully tighten a bolt on your engine right off the bat; tighten in stages according to the torque sequence in your service manual.

–Keep your diesel tank full to avoid microbial growth in the tank.

SUGGESTED READING:

HOW TO PROPERLY WINTERIZE YOUR DIESEL ENGINE

IS DIESEL HORSEPOWER GREEN?

TOP TEN MOTORS OF THE 2013 MIAMI BOAT SHOW

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