Volvo Penta D13 IPS Hybrid Test: How the New Integrated Hybrid Works

Krossholment (Sweden) – During the press presentation of the D13 Ips Hybrid, SUPER YACHT 24 had the opportunity to test both the new propulsion system and the Ips40 presented at the 2024 Monaco Yacht Show. The tests took place aboard two boats owned by the Swedish manufacturer, specially outfitted for the occasion and part of the fleet with which Volvo Penta tests all new products in real-world conditions – after bench testing – before launching them on the market, a moment that for the hybrid system will arrive in the second half of 2026. It is worth noting that the hybrid system has already been seen aboard the Azimut Seadeck 7 presented at the 2025 Cannes Yachting Festival and will therefore be included in the price list within a few months.

By combining propulsion, electric motors, batteries, energy management, and controls into a single package, the system reduces complexity for owners, captains, designers, and shipyards. According to Hanna Ljungqvist, Senior Vice President of Volvo Penta's Marine Division, "Our new Volvo Penta D13 IPS Hybrid is a complete marine solution, from steering to propeller. By offering a fully integrated package with a single point of responsibility, we simplify everything from design and installation to operation and service, while simultaneously enhancing onboard comfort and performance."

The critical point of most hybrid systems is the integration and management of the individual components—thermal and electric engines, batteries, interfaces, and support services. When everything works properly, no problems arise, but when they don't, identifying the causes of a malfunction is complex, as is defining responsibilities among the various suppliers involved. The result is almost always the same: rising costs, a downed vessel, and a dissatisfied owner. The advantage of the 'plug-and-play' solution developed by Volvo Penta lies in the single point of contact for the entire system, designed, built, and validated in-house before being released to the market. Even in this case, problems can arise, but they are managed and resolved by a single point of contact: Volvo Penta, responsible for the entire propulsion package. The company's global service network guarantees access to qualified technicians and advanced diagnostics, helping to ensure reliable operation and efficient problem resolution wherever the vessel is located. Nicola Pomi, Vice President of Yacht & Superyacht Sales, explained: "By operating as a single partner for the entire system, we can support clients from initial design through installation and operation. This level of co-engineering and collaboration enables more efficient construction, optimized performance, and greater flexibility in yacht design. It's about providing peace of mind as much as performance. With a single partner guaranteeing the entire system, our clients can focus on enjoying the sea, knowing they can count on expert support every step of the way."

The system consists of a pair of D13 IPS900 or IPS1350 diesel engines, each coupled to a 160 kW electric motor and a 4- or 6-module battery pack with a capacity of 147 or 221 kWh, designed exclusively for Volvo Penta with DNV (Det Norske Veritas) approval. The system also includes a power distribution and cooling unit, control software, and an EVC (electronic vessel control) interface on the dashboard. This is why Volvo Penta calls it an integrated "helm to propeller" system, meaning that everything from the dashboard to the propellers is designed, tested, and integrated by the manufacturer. If the system has a problem, the owner simply calls Volvo Penta. They don't have to find the source of the problem to determine whether to contact the engine manufacturer, the supplier of the batteries, the electric motor, or the other units. The test was conducted on the Penta 80, one of the many vessels in the Volvo Penta fleet used as a test vessel. The IPS1350s with a 6-cell battery pack are installed here, making them the most powerful version. The Glass Cockpit System allows you to manage and control the various navigation modes, and once you're seated in the pilot's chair, everything is very clear and immediate. Understanding power consumption, charging capacity, and navigation modes is fairly straightforward. Once you take the controls, you have four propulsion modes to choose from: pure electric, hybrid electric, hybrid fuel, and cross-over. The first completely excludes the diesel engines and is primarily used for maneuvering in harbors, accessing protected areas, or short trips at a speed of up to 10 knots. With the Penta 80, the maximum speed is 11 knots, which is possible for 30 minutes. At 6 knots, the range reaches 6 hours of navigation. The power available comes from the two 160 kW electric motors. In Hybrid Electric mode, the system decides which source to use (electric or diesel) based on the power required: the electric motors operate up to 1.000 rpm. In Hybrid Fuel, diesel engines are prioritized for propulsion, while electric ones assist during acceleration and when power is needed most; the batteries can be recharged at low speed. Finally, in Hybrid Crossover, one diesel engine runs while the other recharges the batteries, and the system switches between the engines to minimize engine hours and increase maintenance intervals. This mode is useful for leisurely cruising or transfers, when it's possible to go slowly. The batteries can be recharged even at anchor, in about 45 minutes depending on the battery pack (4 or 6 slots), while this is not possible in full electric mode or in the other modes when cruising at full speed.

The display is incredibly easy to understand: four paddles at the top indicate the selected navigation mode, and simply tap them to switch between them. The center always displays the current performance of the four diesel/electric engines, using clear symbols (a propeller, a lightning bolt, and a droplet). Fuel consumption, cruising range, and power balance are highlighted on the sides. The D13 IPS Hybrid is also compatible with HVO100, a renewable paraffinic fuel that can reduce emissions by up to 90% compared to conventional diesel. The system also features a compact aftertreatment system that complies with IMO III, the most stringent emissions standard in force.

During the trials, SUPER YACHT 24 had the opportunity to speak with Hanna Ljungqvist, Senior Vice President of Volvo Penta's Marine Division.

Hanna, what do you expect from the future of hybrid propulsion?

I'd say that today, looking at all sectors—automotive, construction, and marine—the acceleration is slightly slower than we thought five years ago. But it will come, and the direction is clear, but if they don't know how fast it will happen, it also depends on factors like infrastructure and incentives. There are areas where demand is present and there's a perceived real value, and I think when we talk about yachts and superyachts, it's a question of comfort: it's the technology that will add value, beyond the ability to silently enter and exit a port, be in an environmentally sensitive area, or, at anchor, turn off the generator and dine, socialize, and sleep in complete silence. A feature perhaps not driven by sustainability but by comfort, but it goes hand in hand. The path starts with larger vessels, and gradually the technology will mature, battery prices will drop, and in the future it will also be relevant for smaller vessels. The same dynamic has already been seen with gyroscopes and joysticks: now everyone wants them, even on small boats and outboard motors.

So you're aiming to extend the hybrid to smaller units as well?

"It's a scalable platform. We'll scale down to smaller sizes when we see the market is mature and customers are ready to support this investment. So over time, yes. But without a fixed date."

In case of a refit, what is the impact on the vessel?

It depends first and foremost on whether the vessel was already equipped with IPS. In that case, it's mainly a matter of finding space for the batteries—the key question is where to place them, and in some cases, it may be necessary to give up a cabin. If IPS wasn't present, however, the variables change. Repowering is still possible on a vessel with a shaft drive: as we saw on the ferry we tested with the IPS40, switching from shaft drive to IPS frees up a significant amount of space, which becomes available specifically for installing the batteries. In any case, any repowering on vessels in this category is a major undertaking. With the integrated Volvo Penta system, however, management is simpler than a multi-supplier approach, where each component comes from a different manufacturer.

You mentioned the IPS 40, how do you judge the first installations in the superyacht world?

The results speak for themselves. We've initiated relationships with new shipyards like Baglietto thanks to the 48-meter yacht, while also strengthening established partnerships: we'll be on board the Mangusta 38 GranSport, the Sanlorenzo SX 136 and SX 120, and the Amer 42 and 50 meters. The market response has been quicker than expected, and that surprised me. Consider that a new 50-meter build takes about three years, and the official launch of the IPS40 is scheduled for September 2024: so we're under two years away. The key players in this process are not just the shipyards, but also owners, captains, naval architects, and designers, and the feedback from all of them has been positive.

How important is the Italian market?

“Fundamental. In the yacht and superyacht segment, Italy represents half the market in terms of production and stakeholders. We have a strong presence, a solid team, and close relationships that we value very highly. Whenever we can, we bring shipyards and their representatives to our test center to foster this dialogue of sharing and mutual learning. 55% of the global order book is located in Italy; the superyacht is not just an Italian issue, but the numbers speak for themselves. And we are in a fortunate and solid position because we have established relationships with all the major Italian shipyards. Some of them have a range from 50-60 feet to 100 meters: they have already tested the IPS, they trust the system, and now that we are launching the IPS40, trust and relationships have already been built. The new product also allows us to establish relationships with shipyards focused on the superyacht range that we did not have before. Baglietto is one example, and others will follow in the near future.”

Do you see a future for the integration of electric propulsion on sailing superyachts as well?

"Yes, absolutely. Even for sailing superyachts, comfort is probably the primary consideration, and perhaps even more so for those who choose a motorsailer: silence and tranquility on board are truly valuable. We will also consider shaft solutions in this direction. It will start with a few projects, small volumes, with gradual growth, as is right, to ensure maximum attention to each client and grow with them."

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