volvo ips problems

DAKA

Well-known member
Joined
7 Jan 2005
Messages
9,236
Location
Nomadic
Visit site
to be fair to Volvopaul I think he posted that 2-3 years ago, at that time there were very few boat engines that could take advantage of higher grade fuel.
Cummins-mercruiser D300, D320 had smart engine management systems.

The new Volvo D4 and D6 might now also be able to take advantage of the higher grade but at that time those engines were struggling to get out the marinas with teething problems the D12 can not take advantage of higher octane fuel.

The highest speed I got from my boat was with white road diesel and I think it was shell but that could be a fluke.

As a side issue re petrol, as far as I am aware the shell tankers come out of the same refinery as the Tescos lorries, however Tesco can also buy petrol from Holland that over produces Petrol, sometimes this petrol can be sold cheap as it starts to deteriorate after 3 months , not a problem if you use it in a car but not the stuff to leave in your outboard or boat for another 6 months.
 

BartW

Well-known member
Joined
9 Oct 2007
Messages
5,236
Location
Belgium
www.amptec.be
only after reading half way through this post, I discovered this was started 2 years ago.

I am surprised that the outcome of the problem was not further negociated, although some very serious threats to VP were posted on here,

This makes me believe that Volvo cured the problem.

I am also surprised that on this forum apart from this 2 year old post,
there is rarely a post about trouble with IPS (or I might have missed some)

so therefor it really interests me to know the outcome of this problem.

IMHO most mentioned problems are due to electronic failurs (or better "a mechanical failure of the electronics", false contact, ....)
And seems normal for modern engines in a boat, so not only VP. ( I am not saying it is acceptable)
but really nothing to do with IPS on its own.
 

DAKA

Well-known member
Joined
7 Jan 2005
Messages
9,236
Location
Nomadic
Visit site
only after reading half way through this post, I discovered this was started 2 years ago.

I am surprised that the outcome of the problem was not further negociated, although some very serious threats to VP were posted on here,

This makes me believe that Volvo cured the problem.

I am also surprised that on this forum apart from this 2 year old post,
there is rarely a post about trouble with IPS (or I might have missed some)

so therefor it really interests me to know the outcome of this problem.

IMHO most mentioned problems are due to electronic failurs (or better "a mechanical failure of the electronics", false contact, ....)
And seems normal for modern engines in a boat, so not only VP. ( I am not saying it is acceptable)
but really nothing to do with IPS on its own.

There have been a lot of problems including them disintegrating, they dont like salt water try this search engine, there are far too many posts to link to.

http://www.altavista.com/web/adv

copy this ready to paste into the search engine----------- http://www.ybw.com/forums
 

Lowland Ranger

New member
Joined
5 Aug 2010
Messages
1
Visit site
Want an expensive headache ?

Have tried to enjoy my Volvo IPS 500 motorized Rodman 41 (bought new) for the last two years. Great Yacht, sturdy and well built, riding the waves like a dolphin, well yes, when the drive end of the boat cooperates.

Want to hear a horrror story ? Brace !

The hardest part is to keep this post short or nobody will read it and that's not the purpose.

The boat is Volvo Belgium maintained according to their shedule, no expense is spared - it is stored in a dry and heated hangar from the middle of October until half April and I am an absolute control freak and I am gentle and respectfully managing (when they work) the systems and the engine.
I have also been flying since 1979 and use a Turbine driven Piper PA46 'Jetprop' for my flying - no mechanical problems - ever - a 100% dispatch rate at a fraction of what these IPS 500 engines are costing me for a craft that is much more complex, flies at 265 knots and transits from 27000 feet where the temperatures routinely reach -40 C. to sea level and 15 C in 15 minutes without any problem EVER. And this in whatever weather.

The list of recurring and new problems with my IPS system is desperately endless and yes indeed Volvo is like an Ostrich - head in the sand and it is not their problem. Defective sensors, kaput computers, IPS going out of rig every twenty hours, the system blowing alarms at random reducing Engine RPM to 1500 RPM and 8.5 Kts 45 miles from shore. Also, it took me over a year to put a firm finger on an autopilot problem - Volvo was blaming Simrad and vice-versa guess what, yes, it's a kaput Volvo interface.

And when you have pinpointed the problem just build in an average of 6 weeks to get the spare parts/computers etc. "The management" has decided to reduce inventories to "reduce" costs - Why are we so polite ?

The Volvo IPS system is, in my eyes, just a heap of Mickey Mouse **** probably very cheaply made and this is totally unacceptable.

To all of you folks out there : Learn to fly and buy a plane or stay, at least, away from that Volvo ****. I get more fun from my 1500 euro honda outboard powered dinghy. Catch my drift ?

What a disappointment, what an expensive waste of time and hard earned money. Shame on you Volvo, you are ruining my dreams - the rest of what I think I will keep to my self.
 
Last edited:
D

Deleted User YDKXO

Guest
I'm not surprised by this post and I was beginning to wonder when we'd start to hear from more end users about their IPS problems. There have been rumours about probs with IPS for some time. You have to hand to Volvo for having the balls to introduce this product but I'm afraid the stories of Volvo back up for the product, or lack of it, are all too typical of Volvo
 

Imperial One

Active member
Joined
24 Feb 2010
Messages
608
Location
Hampshire
www.imperial-yachtbrokers.com
Have had similar issues recently which Volvo UK failed to diagnose.

It took some time to find a "European" Volvo engineer who looked at the helm display information and diagnosed the problem in about two minutes - why are the UK technicians not educated to the same ability one wonders?

The fault turned out to be a faulty temperature sender and the software shut the engine down to limp home mode. Cost of part as negligible, from memory about twelve Euros!
 

volvopaul

Well-known member
Joined
1 Apr 2007
Messages
8,951
Location
midlands
hotmail.co.uk
Hmmmmm I have wondered when this post might come alive again, and yes here it is,

Think about it.

Princess have never gone near IPS as far as I know though im sure there may be a boat at the factory tucked away somewhere.

Fairline have only put them in the targa 44 and it been dropped like a stone.

I get calls to service IPS as the cost is horrendous, I dont even want to go there as ill admit ive not been trained for IPS.

From what I hear from dealers they are a nightmare, pod drive in its infancy, though to be fair after talking tp a CMD engineer a few weeks back on the Hamble they are always issuing new software and updates to sealines as they are failing, usually in the middle of a channel, when your going to moor up or halfway across from Guernsey!
 

Imperial One

Active member
Joined
24 Feb 2010
Messages
608
Location
Hampshire
www.imperial-yachtbrokers.com
We offer them as an alternative in a number of our Dutch boats and they have all been very reliable and are proving to be extremely fuel efficient so apart from the one issue referred to above, they have been good.

I have to say that I wonder how much of the trouble with them in the UK is down to installation and techie know how?
But I am not qualified to know the answer to that one!:)
 

tristan.mortlock

New member
Joined
2 Sep 2010
Messages
1
Visit site
I am running a Lazzara 75 LSX Quad with 4 IPS D6, We have logged just over 900 hours and we have not had any major issues, we have replaced 2 raw water pumps and thats just about it.

Did the Volvo engineers test the fuel pump? I use to run a Ferreti 680 with twin MAN 1200, we had the exact same issues as you, The MAN engineers couldn't find any faults, turns out we had a faulty fuel pump.

The other thing to check is to see if the battery power coming to the engine is consistent. If you have week batteries, the engine electronics will start to fail and random mechanical components will start to fail.
 

Mark Anderson

New member
Joined
2 Dec 2011
Messages
6
Visit site
Dead in the water for Six Months with Volvo IPS

Dead in the Water for six Months with Volvo IPS—Help!!!

Help!! I have an IPS 500 system on a 2006 Silverton with 350 hours that I purchased in June 2011. I have not been able to use the boat since I purchased it, due to problems with the IPS drive trains, and despite at least five repair attempts by Volvo mechanics and technicians. As I write this blog I have now been waiting, for nine days, for approval to replace a transmission identified by a Volvo mechanic as conclusively defective and covered under Volvo replacement/service agreements. The request was apparently forwarded "to Sweden" four days ago.

This is beyond unacceptable. My wife and I purchased this boat in fulfillment of a lifelong dream, and planned to begin in October cruising on the boat to Florida and the Bahamas, and to cruise for the better part of two years. Instead, we have flown back and forth from our home in Colorado to the boat, each time after Volvo said it is ready, only to find pools of transmission oil under one or both transmissions either before use or after only a few minutes of use.

A brief (and partial for brevity) history:
April-May, 2011: The port pod/transmission went out (loud noises). The system had been professionally maintained. Volvo eventually replaced the port IPS and transmission with rebuilt units, and "serviced" the starboard drivetrain.
June 2011: After being guaranteed that the drives had been completely repaired, tested, and serviced I flew to the dealership, took a short demonstration ride, then I flew home to Colorado and bought the boat.
July 2011: The dealer apparently discovered a problem with the port drive (transmission fluid leak) after my demo ride and had the boat pulled and worked again by Volvo mechanics.
October 2011: After being assured again that the drives were fully repaired I fly back to the boat for a week of use. Upon my arrival I discover that the top of the port pod is flooded with transmission fluid (before ever moving the boat). With the dealer captain present I cleaned up the mess, and sea trialed the boat for 45 minutes. Upon our return to the dock we discover that the top of the port pod was again flooded with transmission fluid. After five days of waiting a Volvo team arrived, worked on the boat, and declared it repaired and read -to-go. I took the boat out again only to discover transmission fluid continued to leak. I flew home. Two week later Volvo mechanics again pull the boat and worked on the system.
November 2011: After being assured once again that the drives were fully repaired I flew back to the boat with my wife to live on it for the winter (after spending $40K rigging and preparing the boat). I took the boat out for 35 minutes with the dealer service manager to check it out before our journey. Upon our return we discovered now that the top of both the port and starboard pods (under the transmissions) were flooded with transmission fluid. The dealer then found a different independent Volvo certified mechanic (who is clearly very competent). The new mechanic worked on the system for two days while we waited, and replaced seals and gaskets on both drive trains and the oil pump on the port drive. A sea trial revealed that the problem was fixed on the starboard side, but it was determined conclusively that the re-built port transmission is defective and must be replaced.
November 23, 2011: The defective re-built transmission is supposed to be warranted by Volvo. The mechanic requested authorization from Volvo to replace the unit, and expect the authorization on November 28th.
November 28, 2011: I am told that Volvo America forwarded the request "to Sweden" for approval.

This is unbelievable. After some consideration I decided to buy an IPS boat--largely based on published assurances by Volvo that they are very responsive to IPS service issues. I bought this specific boat only after being repeatedly assured by the dealership (based, I presume, on Volvo input) that the drives were fully repaired and serviced. I think this history speaks for itself. In the meantime, as the days (and weeks?) pass we wait to hear back from Sweden.

Volvo--HELP
 
D

Deleted User YDKXO

Guest
This is unbelievable. After some consideration I decided to buy an IPS boat--largely based on published assurances by Volvo that they are very responsive to IPS service issues. I bought this specific boat only after being repeatedly assured by the dealership (based, I presume, on Volvo input) that the drives were fully repaired and serviced. I think this history speaks for itself. In the meantime, as the days (and weeks?) pass we wait to hear back from Sweden.

Volvo--HELP

I'm sorry to hear your story and IMHO you have been badly advised. IPS was launched around 2005 so your boat would have been one of the earliest examples of an IPS equipped boat with all the potential problems that might involve. Not only that but it sounds like you bought your boat for liveaboard bluewater cruising and I think that the simplicity of traditional shafts would have been a far wiser choice than the complex and not yet proven IPS system for that kind of cruising
 

LukcyOne

Member
Joined
13 Nov 2009
Messages
68
Location
England
Visit site
Well, I for one am very glad to see this thread come back to life - for the simple reason that I didn't know it existed and thought I was the only one with this problem.

We have recently bought a boat with twin IPS600 - D6 - 435.

The boat is a year old and on the return journey from the purchase, the port engine suddenly went into limp mode. We were driving from the flybridge at the time.

The same thing happened the next day on the port engine, then it also happened on the starboard engine...

Now, the strange thing:-

When it happened the second time on the port engine, instead of just turning everything off and resetting, I changed the helm position from the flybridge to downstairs and everything worked fine !! Didn't turn the engines off or anything, just simply swapped positions !! The same when the starboard engine went into limp mode. You can either turn the engines off, or go to the other helm position....

Volvo are very much aware of our problem. There are no faults noted on the diagnostics and they do not know what the problem is.

I will be directing them to this thread as as far as they are aware (or I am being told) they haven't come across this before. I have to say that the engineer we have had on board is excellent, but he just can't find the problem.

So, if anyone has had this, then found out exactly what the problem is, please let me know, either on the thread or by pm.

The problem is, is that when cruising at 30 knots on autopilot and you suddenly lose one engine, the boat immediately veers off !

We haven't had any other problems at all - in fact, it is a joy to use - just this problem to sort out !!
 

Latestarter1

New member
Joined
6 Feb 2008
Messages
2,733
Location
Somerset
Visit site
Dead in the Water for six Months with Volvo IPS—Help!!!

Help!! I have an IPS 500 system on a 2006 Silverton with 350 hours that I purchased in June 2011. I have not been able to use the boat since I purchased it, due to problems with the IPS drive trains, and despite at least five repair attempts by Volvo mechanics and technicians. As I write this blog I have now been waiting, for nine days, for approval to replace a transmission identified by a Volvo mechanic as conclusively defective and covered under Volvo replacement/service agreements. The request was apparently forwarded "to Sweden" four days ago.

This is beyond unacceptable. My wife and I purchased this boat in fulfillment of a lifelong dream, and planned to begin in October cruising on the boat to Florida and the Bahamas, and to cruise for the better part of two years. Instead, we have flown back and forth from our home in Colorado to the boat, each time after Volvo said it is ready, only to find pools of transmission oil under one or both transmissions either before use or after only a few minutes of use.

A brief (and partial for brevity) history:
April-May, 2011: The port pod/transmission went out (loud noises). The system had been professionally maintained. Volvo eventually replaced the port IPS and transmission with rebuilt units, and "serviced" the starboard drivetrain.
June 2011: After being guaranteed that the drives had been completely repaired, tested, and serviced I flew to the dealership, took a short demonstration ride, then I flew home to Colorado and bought the boat.
July 2011: The dealer apparently discovered a problem with the port drive (transmission fluid leak) after my demo ride and had the boat pulled and worked again by Volvo mechanics.
October 2011: After being assured again that the drives were fully repaired I fly back to the boat for a week of use. Upon my arrival I discover that the top of the port pod is flooded with transmission fluid (before ever moving the boat). With the dealer captain present I cleaned up the mess, and sea trialed the boat for 45 minutes. Upon our return to the dock we discover that the top of the port pod was again flooded with transmission fluid. After five days of waiting a Volvo team arrived, worked on the boat, and declared it repaired and read -to-go. I took the boat out again only to discover transmission fluid continued to leak. I flew home. Two week later Volvo mechanics again pull the boat and worked on the system.
November 2011: After being assured once again that the drives were fully repaired I flew back to the boat with my wife to live on it for the winter (after spending $40K rigging and preparing the boat). I took the boat out for 35 minutes with the dealer service manager to check it out before our journey. Upon our return we discovered now that the top of both the port and starboard pods (under the transmissions) were flooded with transmission fluid. The dealer then found a different independent Volvo certified mechanic (who is clearly very competent). The new mechanic worked on the system for two days while we waited, and replaced seals and gaskets on both drive trains and the oil pump on the port drive. A sea trial revealed that the problem was fixed on the starboard side, but it was determined conclusively that the re-built port transmission is defective and must be replaced.
November 23, 2011: The defective re-built transmission is supposed to be warranted by Volvo. The mechanic requested authorization from Volvo to replace the unit, and expect the authorization on November 28th.
November 28, 2011: I am told that Volvo America forwarded the request "to Sweden" for approval.

This is unbelievable. After some consideration I decided to buy an IPS boat--largely based on published assurances by Volvo that they are very responsive to IPS service issues. I bought this specific boat only after being repeatedly assured by the dealership (based, I presume, on Volvo input) that the drives were fully repaired and serviced. I think this history speaks for itself. In the meantime, as the days (and weeks?) pass we wait to hear back from Sweden.

Volvo--HELP

Mark,

Sadly you have posted on a European site. Over here customers are not kings they are tigers, toothless tigers! In addition Volvo Penta is in totally dominant market position over here, unlike the U.S. where Volvo is still chasing CMD and Yanmar.

I would suggest that you simply cut and paste your post here on boatdiesel.com, then sit back and wait................As soon as you get a reply from 'Karl' you have hit paydirt!

I cannot reveal who 'Karl' is, however suffice to say that it is the non de plume of a very senior guy in the Volvo Penta North America organisation, and he misses nothing to do with Volvo on Boatdiesel forum.

Good luck
 
Last edited:

Mark Anderson

New member
Joined
2 Dec 2011
Messages
6
Visit site
Thanks you for the responses. I agree that I should have gone with a traditional drive for my purposes (though I am too late coming to this realization). We like to boat in the Inside Passage from Seattle to Alaska where there is significant debris in the water, and I have concerns regarding the vulnerability of the props to damage in this environment. I don't know if this has been an issue in Europe?

I also posted the same comments on the Volvo IPS users website, and have just been notified that Volvo has approved replacement of the defective drive. At least some progress.
 
D

Deleted User YDKXO

Guest
Thanks you for the responses. I agree that I should have gone with a traditional drive for my purposes (though I am too late coming to this realization). We like to boat in the Inside Passage from Seattle to Alaska where there is significant debris in the water, and I have concerns regarding the vulnerability of the props to damage in this environment. I don't know if this has been an issue in Europe?

I also posted the same comments on the Volvo IPS users website, and have just been notified that Volvo has approved replacement of the defective drive. At least some progress.

Mark that seems like good news. With regard to debris, both traditional shafts and IPS would be prone to damage although IMHO IPS more so because the IPS props face forwards. At least with shafts, the prop is partially protected by the shaft itself and the P bracket. The difference is that damage to a shaft/prop can likely be repaired by any competent boatyard and you can carry a spare shaft and prop just in case anyway. With IPS however, if you damage the pod itself, then that is a specialist Volvo job I guess to repair/replace. In extremis, the pod is designed to shear off without holing the boat and obviously replacing that is definitely a Volvo job. Repairing a shaft/prop may cost a few hundred dollars; I dare not think what repairing or replacing an IPS pod would cost.
Underwater debris is always a danger anywhere including Europe but I guess you're referring to timber logs which you might encounter on the Inside Passage? That would be very unusual in Europe. If underwater debris is an issue then the best kind of boat would be one with a substantial keel to give the props some additional protection but you're unlikely to find an IPS powered boat with a keel of any kind
 

Mark Anderson

New member
Joined
2 Dec 2011
Messages
6
Visit site
Mike,

In the US you can figure about $13,000 US for the upper unit (transmission) plus labor, and about the same for the lower unit (pod). Traditional shafts sound very nice right now!

Mark
 

Mark Anderson

New member
Joined
2 Dec 2011
Messages
6
Visit site
IPS Problem

My problems with the IPS drives have finally been corrected. The work was performed by an excellent independent diesel mechanic with Volvo certification (an in-house Volvo mechanic had worked on the unit five times without fixing the problem--he is no longer with Volvo). The problem with the port drive turned out to be a defective transmission with surface irregularities that would not permit a tight seal. A gasket on the starboard oil cooler corrected the problem on the starboard drive. Volvo did finally agree to provide the port transmission under warranty due to previous failed work. I am grateful for the support I finally received from Volvo, but it should never have taken seven months to fix the problems.

I hope that the IPS proves to be a durable long lasting unit. I do not know if any IPS drives have been in service long enough to see their expected lifetimes prior to rebuild. Are they comparable to traditional diesel engine drive trains of about 10,000 hours between re-builds. If anybody has this answer I would like to hear from them. At this point I would not consider buying another IPS system. Great progress has been made recently with traditional shaft drives in combination with thrusters to produce easier docking. The IPS does not produce any improved fuel economy on my boat.
 
Top