Design and Function

Marine transmissions

Gearboxes, drives, IPS

 Table of Content
Foreword ...................................................................................................... 2
General Information .................................................................................. 2
Marine transmissions ................................................................................. 4
General ...................................................................................................... 4
Gear wheel shimming ............................................................................ 4
Transmission Oil .................................................................................... 8
Reverse Gear ............................................................................................ 9
MS reverse gear .................................................................................... 9
HS reverse gear ................................................................................... 11
S-drive ..................................................................................................... 13
Aquamatic drive ..................................................................................... 14
DPI ......................................................................................................... 14
DPH/DPR ............................................................................................... 25
SX, DPS, FWD ....................................................................................... 35
Powertrim .............................................................................................. 43
IPS ........................................................................................................... 49
IPS general .......................................................................................... 49
IPS1/IPS10 .......................................................................................... 53
IPS1 generations ................................................................................. 63
IPS2 / IPS3 / IPS15 / IPS20 / IPS30 .................................................... 66
IPS2 / IPS3 / IPS15 / IPS20 / IPS30 generations ................................ 71
Propellers ................................................................................................ 75
Index ........................................................................................................... 77

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Foreword
General Information
The Design and Function literature contains
information concerning Volvo Penta's products in their
standard versions such as hydraulic circuit diagrams,
electrical circuit diagrams, component descriptions
and the differences between engine models.

The product designation and the serial number and

specification are shown on the engine decal or type
plate. This information must be included in all
correspondence regarding the product.

Volvo Penta is constantly developing its products. We

therefore reserve the right to make changes. All
information in this manual is based on product data
that was available at the time the manual was printed.
New working methods and significant changes
introduced to the product after this date are announced
as Service bulletins.

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 Foreword

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Marine transmissions, General

Marine transmissions
General
Gear wheel shimming
To achieve quiet running and long service life the gears
in our transmissions require precise adjustment
regarding how they grip each other. It is the gear
contact points that are adjusted – the play gear teeth
have between one another – and the turning resistance
of the bearing housings.

The illustration shows a typical duoprop lower gear.

When ahead is selected the vertical shaft (1) rotates
clockwise.
The driving gear (2) is defined as the pinion and the
two driven gears (3, 4) are defined as gears.

P0018178

Tolerances
Gears are usually sold as a set by Volvo Penta. The
gears are then matched to each other and marked with
e.g. tolerance deviations.

The following marking can be seen on the gear set in

a lower gear.

1 Part number, complete set.

2 Cog number (for production only)
F Deviation, Front gear.
R Deviation, Rear gear.
P Deviation, Pinion.

Example:
P0018179
P05 = the pinion has +0.05 mm tolerance, i.e. the
pinion must be shimmed 0.05 mm further out than the
nominal measurement.

Note that e.g. the tubular shaft is designated “F” on IPS

drives but “R” on AQ drives.

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 Marine transmissions, General

When it comes to tolerances in a gear housing for e.g.

IPS or AQ drives, marking is done differently than for
gear sets.
The housings are not stamped with the deviations but
with the decimals of the nominal measurements in one
hundredths of a millimeter.

Example:
The nominal measurement for D is 300.35 ± 0.1 mm.
The actual housing dimension is 300.38 mm.
The housing will be stamped D38.

P0018180

Conical roller bearings are the biggest source of

uncertainty when it comes to shimming gears.
It is extremely difficult to determine the vertical
dimensions of the bearings when they are not under
load.
The bearings also have relatively large tolerance
results and conditions change when the bearing race
or internal race are pressed into position.
This means it is only possible to estimate shim
thickness through calculations.
The estimated shim thicknesses usually come close to
the correct values, but practical tests with cog contact,
gear lash and turning resistance are crucial.

P0018181

We use excel spreadsheets or calculation tables to

make it easier to calculate suitable shim thicknesses.
Calculation tables are available in the Workshop
Manual and the Excel file can be downloaded from
www.vppn.com under Service > Transmission Shim
Estimator.

P0018182

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Marine transmissions, General

Cog contact
To check whereabouts on a cog contact takes place a
special dye is brushed onto the gear. The dye must be
brushed in a very thin layer as 'dry' as possible.
Check that cog contact is always on the driven gear
and in this case on the convex side of the cog.
The sought-for contact point is in the center height-
wise and offset a little inwards as illustrated.

P0018183

Gear lash
Gear lash (X) is measured with one gear fixed, in this
case the pinion.
A rocker gauge is used to record how far the gear can
be moved in the direction of the tangent.
It is important that the rocker gauge be adjusted such
that the measurement is taken in the actual direction
of the tangent at the point of contact on the gear.

In many cases it is practically impossible to install a

rocker gauge e.g. inside a gear housing. In this case a
special tool is used to facilitate measurement.

P0018184

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 Marine transmissions, General

Adjustment / shimming of gear position (applies to right helix gear)

P0018185 P0018186

Moving the pinion down causes: Moving the pinion up causes:

• Cog contact to move outward. • Cog contact to move inward.
• A reduction in gear lash. • An increase in gear lash.

P0018187 P0018188

Moving the gear inwards causes: Moving the gear outwards causes:
• Cog contact to move inward. • Cog contact to move outward.
• A reduction in gear lash. • An increase in gear lash.

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Marine transmissions, General

Transmission Oil
In a marine environment it is vitally important that the
correct gear lubricant be used for the product
concerned. There are not as many gear lubricants to
choose from as there are e.g. engine oils.
But in contrast to many other applications where the
wrong oil will not cause very much harm in the short
term, the wrong gear lubricant can very quickly affect
transmission lifetime and function.
Transmission disk packs, cone clutches, gears and
bearings are tested for use with the oil that proved to
be most suitable in comprehensive trials during the
R&D phase.

Is it possible that a gear lubricant with the same

P0018494 designation as genuine Volvo Penta lubricant will differ
with respect to the function of our transmissions?

The answer to that question is: Yes, definitely.

Despite an oil's compliance with SAE (viscosity) and

API (quality) classifications, there can be a great deal
of difference in respect of additives.
These additives, which may make up 35% of an oil's
total volume, are crucial for how an oil is able to cope
with water content while maintaining the necessary
lubrication qualities, or how an additive affects friction
between the disks in an IPS drive.
These are a crucial factors in a well functioning
transmission.

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 Marine transmissions, Reverse Gear

Reverse Gear
MS reverse gear
MS (mechanical shift) reverse gears are used on our
less powerful engines such as D1 and D2.
Mechanical shift reverse gears contain no hydraulics
for shifting between ahead and astern.

P0018189

Gear engagement and disengagement is achieved

entirely mechanically with the aid of a shift fork and
gear sleeve. The illustration shows the shift arm (1)
situated on a shaft (2) with a cam (eccentric). The
eccentric part affects in turn the shift shaft (3) which
slides a gear sleeve forwards and backwards.

P0018190

The operating principle for an MS reverse gear

involves two parallel shafts with a clutch system on the
output shaft.
On the input shaft the gears rotate with the shaft.
On the output shaft the gears are on bearings with the
clutch assembly for the astern gear (1) and ahead gear
(2) and are therefore able to rotate freely.
When the ahead gear is selected the clutch assembly
(2) locks the gear to the shaft thus engaging the ahead
gear. When the astern gear is selected the clutch
assembly (1) is locked ensuring, via an intermediate
gear, the direction of rotation (R).

P0018191

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Marine transmissions, Reverse Gear

System description, MS reverse gear

P0018192

The MS reverse gear uses a mechanically operated

1 Input shaft clutch system of the multi-disk type installed on the
output shaft.
2 Gear sleeve
The axial force necessary for the friction clutch is
3 Disk holder provided by a servo-mechanical system.
4 Balls The system consists mainly of a number of balls, 3 on
5 Disk pack each side, which are pressed against inclined
surfaces (A) due to the rotational movement of the
6 Gear (ahead) disks.
7 Output shaft The axial force (F), and consequently the transferable
frictional torque, is thus proportional to the applied
input torque; see pos (B).

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 Marine transmissions, Reverse Gear

HS reverse gear
HS (Hydraulic Shift) reverse gears are used on
engines with an output of around 50 hp (HS25) to over
400 hp (HS85).
The reverse gears are available in a number of
different versions and gear ratios but in principle they
all work the same way.
1 Oil breather
2 Oil filter
3 Oil dipstick
4 Valve / reducer
5 Shift valve
6 Shift valve
P0018193

Ahead is selected when gear “A” is locked to the input

shaft via the hydraulically operated clutch (A).
If the reverse gear is in neutral neither “A” nor “B” gears
are locked against the input shaft.

P0018194

Astern is selected when gear “B” is locked to the input

shaft via the hydraulically operated clutch (B).
The power is transferred via an intermediate shaft in
order to switch the direction of rotation.

P0018195

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Marine transmissions, Reverse Gear

Hydraulic schematic, HS reverse gear

P0018196

1 Oil cooler
2 Connection for temperature gauge
3 Reducing valve for shift pressure
4 Neutral gear contact
5 Shift valve for ahead, neutral and astern
6 Oil filter
7 Oil pump
8 Orifice for cooling and basic lubrication
9 Reducing valve for cooling and basic lubrication
10 Measuring point for shift pressure

P0 Oil for cooling and lubrication (2.0-2.5 bar, 29-36 psi)

P1 Return oil
P2 Oil pressure for shifting (~ 21.5 bar, 312 psi)

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 Marine transmissions, S-drive

S-drive
System Description, S-drive (130, 150)

P0018197

1 Input shaft S Drives use the same principle for their shift systems
as MS reverse gears, i.e. a mechanically operated
2 Shift fork
clutch system of multi-disk type.
3 Gear sleeve
The axial force necessary for the friction clutch is
4 Disk holder provided by a servo-mechanical system with 3 pcs
5 Gear (ahead) balls (see MS reverse gear, page 9).

6 Locating pin
7 Output shaft

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Marine transmissions, Aquamatic drive

Aquamatic drive
DPI
DPI, which is basically a development of the DPH drive, became available on the market in 2019.
The sterndrive is manufactured in Köping in Sweden and uses a D4 or D6 engine as a power source.
Not only is the sterndrive designed to cope with higher outputs than the DPH, the gear (forward/astern) is also of
disc type (same type as IPS).
This makes it possible to engage and disengage gears much more smoothly and to troll the clutch on engagement.
The DPI also differs from the DPH in that it has electro-hydraulic control as standard.

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 Marine transmissions, Aquamatic drive

1 Electrical connections 9 Gear with disc clutch

2 U-joint 10 Oil filter
3 Oil pump 11 Shift solenoids
4 Hose attachment, coolant inlet 12 Sensor, oil quality
5 Oil strainer 13 Sacrificial anode
6 Exhaust connection 14 Exhaust Emissions
7 Sensor, steering angle 15 Propeller, series H (stainless)
8 Coolant inlet 16 Line cutter

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Marine transmissions, Aquamatic drive

Lubrication and hydraulic system

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 Marine transmissions, Aquamatic drive

Lubrication and hydraulic system (2). Oil is drawn via

the filter (1) from the drive leg to ensure good
circulation and low oil temperature.
The oil pump housing is equipped with a venting plug
(3) that must be removed when filling oil.
Venting ensures that oil fills the space up to the oil
pump when refilling.
The oil is forced from the oil pump to the valve housing
(4) on the back of the sterndrive.
All oil passes through the oil filter (5) (high-pressure
filtration) and on to the gearshift valve (6, 8) and the
system pressure valve (9). The system pressure valve
releases surplus oil straight down. From there, the oil
recirculates to the drive leg.
Oil system temperature and pressure is monitored via
the sensor (7).
The gearshift valves are connected via channels (10,
11) to the unitary bearing which also has a central oil
channel with a constant oil flow.
The vertical shaft is equipped with channels that
transport oil to the disc packs for cooling/lubrication
and to the piston when engaging a gear.

1 Oil strainer
2 Oil pump
3 Venting plug
4 Inlet, valve housing
5 Oil filter
6 Shift solenoid, ahead
7 Sensor, temperature/pressure
8 Shift solenoid, astern
9 System pressure valve, (15–18 bar)
10 Pressurized when ahead selected
11 Pressurized when astern selected

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Marine transmissions, Aquamatic drive

Hydraulic schematic DPI-A (std)

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 Marine transmissions, Aquamatic drive

A hose runs from the transom shield bypass water

discharge to the upper part of the sterndrive to further
ensure a favorable oil temperature in the upper gear.
Cooling water constantly passes beneath the cover
when the engine is running.

A number of electrical components and the oil filter

are located under the sterndrive cover.
It is important to keep this space dry, and the cover
seal must be replaced every time the cover is
removed.
1 Steering angle sensor grommet
2 Oil quality sensor
3 Water-under-the-cover sensor
4 Transom shield harness grommet
5 Sensor, oil pressure/temp
6 Shift solenoid, astern
7 Sensor, rpm, output shaft

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Marine transmissions, Aquamatic drive

Powertrim

A Thermal dump valve, 310 ±20 bar

B Reducing valve 195 +10/-5 bar
C Back pressure valve ~ 10 bar
D Shock valve

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 Marine transmissions, Aquamatic drive

The sterndrive trim angle sensor is located on the

inside of the transom shield; it senses cylinder
attachment rotation and converts it to sterndrive angle.

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Marine transmissions, Aquamatic drive

Steering

The electro-hydraulic control on the DPI drive consists

of a steering control module (SCM) that controls an
electric motor connected to a hydraulic pump.
The hydraulic pump operates the steering cylinders
fitted to the sterndrive.
The sterndrive steering position (angle) is fed back via
a sensor to the SCM.

The SCM (A) is mounted on a bracket together with

the hydraulic pump for the steering (B).
The power trim pump is installed on the same bracket.
The hydraulic pump motor is brushless.
Emergency steering can be connected beneath the
plug on the upper part of the motor (C).

Sterndrive position (angle) feedback is provided via a

touchless sensor comprising an active upper part and
a passive lower part.
The passive part consists of 2 pcs permanent
magnets whose magnetic fields are detected by the
active part.

The sterndrive can be steered through approx 25

degrees in each direction.

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 Marine transmissions, Aquamatic drive

The sensor receives 5 V power via the SCM (Uout).

The sensors two output signals are 0.5 – 4.5 V
depending on sterndrive angle.
For example, when the sterndrive is in the center
position, output signal voltage is approx 2.5 V (Ub =
50 % av Uout).

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Marine transmissions, Aquamatic drive

Hydraulic schematic (Steering)

A Thermal dump valve, 235 ±35 bar

B Reducing valve, 150 +10/-5 bar

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 Marine transmissions, Aquamatic drive

DPH/DPR
The new D4 and D6 engine series with enhanced power and torque are the reason Volvo Penta developed the
DPH and DPR sterndrives. The sterndrives are manufactured in Köping, Sweden.
The upper gear housing and drive leg are made of aluminum while the covers for the shift mechanism and anti-
spray plate (DPH only) are made of plastic.

DPH

P0018198

1 U-joint 7 Sacrificial anode

2 Hose connection (cooling water to transom 8 Exhaust outlet
shield)
3 Exhaust inlet 9 Forward propeller shaft (tubular shaft)
4 Suspension yoke 10 Rear propeller shaft
5 Cooling water intake 11 Propeller cone
6 Gear shift mechanism

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Marine transmissions, Aquamatic drive

DPR

P0018199

DPR was the high-speed version of the DPH. It ceased production in 2012. The design of the drive leg allowed
speeds approaching 70 knots.
The upper gear was shared with the DPH (except the gear ratio). The main difference is that the propeller shaft
center is higher on the DPR (256.50 mm) compared to the DPH (329.00 mm) and that the DPR had partial exhaust
flow through the center of the propeller.

Ratios

DPH DPR
1.59:1 1.36:1
1.63:1 1.46:1
1.69:1
1.76:1
1.85:1
1.96:1
2.08:1

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 Marine transmissions, Aquamatic drive

Upper Gear

P0018202

1 Coolant duct 12 Upper gear (astern gear)

2 Input bearing housing 13 Sliding sleeve
3 Sealing ring 14 Gear shift mechanism
4 U-joint 15 Sealing ring
5 Roller bearing 16 Eccentric piston
6 Roller bearing 17 Sliding shoe
7 Pinion 18 Lower gear (ahead gear)
8 Ball bearing 19 Ball bearing
9 Needle bearing 20 Needle bearing
10 Nut (left-hand thread) 21 Splined sleeve
11 Vertical shaft

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Marine transmissions, Aquamatic drive

1 Connection to shift cable

2 Eccentric piston
3 Shift fork shoe
4 Astern gear with clutch cup
5 Pinion
6 Sliding sleeve
7 Ahead gear with clutch cup
8 Upper vertical shaft

P0018203

The illustration shows the upper gear with the astern

gear engaged. The shift fork shoe (1) is not under load
and has a back and forth motion because the tracks
for the sliding sleeve are not symmetrical with the
remainder of the sliding sleeve.
The helical splines (2) on the vertical shaft cause the
sliding sleeve to be pressed harder as torque
increases. The gear is thus self locking.

P0018204

To disengage the astern gear the eccentric piston is

turned clockwise. The eccentric piston moves inwards
when the pin (1) follows the shift mechanism's
contours.
The shift fork shoe (2) bottoms on the eccentric piston
and because of the back and forth motion the sliding
sleeve decelerates and tips out of the astern gear's
shift position.

P0018205

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 Marine transmissions, Aquamatic drive

The gear is now in the neutral position and the shift fork
shoe holds the sliding sleeve in position.

P0018206

D6-400 with shift interrupt

A Shift actuator movement
B Engine speed (rpm)
C Shift actuator force

The graph shows a typical shift from ahead (FWD) to

Neutral (N) when shift interrupt was triggered.
When the EVC system detects the command to shift
from FWD to the neutral position, a signal is sent that
causes the shift actuator to begin moving toward the
central position (N).
Because the shift system per se is self-locking when a
gear is engaged, it requires more force to disengage a
gear than to engage one (especially when engine
torque is high). To disengage a gear the EVC system
monitors time and actuator speed during the
P0018207
disengagement process.
If the system detects a drop in actuator speed below a
certain threshold the system will trigger a shift interrupt
(1). This causes engine fuel injection to be shut off for
a short interval (2) and engine speed falls more quickly
than the speed of the output propeller shaft in the drive.
This means that torque across the cone clutch drops
making it easier to move the cone clutch to the neutral
position.
Shift interrupt is only triggered once per shift and only
when necessary. If the system detects that the actuator
is not in the neutral position (N) after 1800 ms it will
stop the engine.

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Marine transmissions, Aquamatic drive

Lower Gear

P0018208

1 Rear roller bearing 7 Pinion 13 Exhaust duct

2 Rear gear (tubular shaft) 8 Coolant duct 14 Bearing housing
3 Intermediate bearing 9 Needle bearing 15 Needle bearing
4 Shim washers 10 Ball bearing 16 Seal ring 2 pcs
5 Front gear 11 Roller bearing 17 Needle bearing
6 Front roller bearing 12 Vertical shaft 18 Seal ring 2 pcs

A splined sleeve is used to connect the upper gear and

drive leg vertical shafts. The sleeve has two grooves.
The groove (1) creates an incipient fracture in the
splined sleeve which constitutes the weakest link in the
drive's overall driveline.
This means that if the torque in the driveline should for
any reason be so high that it would damage gears or
shafts in general, the sleeve will shear. The sleeve is
relatively easy to replace and very cheap in relation to
shafts and gears.
The sleeve must always be installed with the groove
(2) uppermost to ensure that it is always loaded in the
same direction of rotation.

P0018209

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 Marine transmissions, Aquamatic drive

Transom shield

P0018210

1 Sacrificial anode 9 Ground cable

2 Coolant bypass 10 Cooling water intake
3 Pivot pin 11 Steering hose, high pressure
4 Power Trim sensor 12 Steering hose, low pressure
5 Ground cable 13 Power Trim cylinder
6 Coolant connection, engine 14 Exhaust bellows
7 Power Trim, low pressure 15 Steering cylinder
8 Power Trim, high pressure

DPH and DPR transom shields are identical.

The Power Trim sensor, which is located on the inside of the transom, detects the Power Trim cylinder's rotational
movement when trimming up or down.

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Marine transmissions, Aquamatic drive

DPH generations
DPH-A: Introduced in 2003 together with the D6 engine. The gear ratios are 1.69:1, 1:76:1, 1.85:1 and 2.08:1.

DPH-B: Introduced in 2004.

The shield is being modified for a new, improved trim sensor. The stern drive is only undergoing minor changes.

P0018478

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 Marine transmissions, Aquamatic drive

DPH-C: Introduced in 2011.

P0018479

1 Reinforced suspension fork.

2 New bearing housing for the upper gear pinion.
3 New, reinforced gear set with more robust bearing in the upper gear (astern gear is shimmed).
4 New, reinforced upper housing
5 New, reinforced gear set in the drive leg.

Trim pump modified to handle higher pressures.

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Marine transmissions, Aquamatic drive

DPH-D / DPH-D1: Introduced in 2014.

P0018480

1 DPH-D1: New upper gear housing for improved oil circulation and a new plane facing the drive leg and a
level bolt.
2 DPH-D1: New, improved design of the shift mechanism (shift plate).
3 DPH-D1: New top cover with integrated oil ducts to the new vertical shaft. New cover surrounding the input
pinion and a new input case for improved oil control. New bearings (open) for improved oil circulation.
4 DPH-D: New version propeller cone with lock bolt.
5 DPH-D: New plane facing the upper gear housing. Gasket replaced by O-ring. Magnet introduced.
6 DPH-D: New bearing housing. The propeller shaft and tubular shaft are modified for the new design propeller
shaft seals.

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 Marine transmissions, Aquamatic drive

SX, DPS, FWD

The SX, DPS, and FWD sterndrives are manufactured in Lexington, Tennessee. These series of drives are offered
for sterndrive gasoline engines and D3 diesel engine.
Each of these drives share the same upper unit. The upper gear housing and drive leg are made of aluminum
and their rear covers, which cover the shift mechanism, are made of a composite material.
A cone clutch is used for smoother shifting. Pattern-matched spiral bevel gears reduce noise and improve
reliability. The difference between the SX, DPS, and FWD sterndrives is in the design of the lower unit, shown in
the following diagrams.

FWD

P0022019

1 Propeller cone Ratios

2 Cooling water intake SX-A DPS-A/B FWD
3 Exhaust inlet 1.97:1 2.32:1 2.32:1
4 Hose connection (cooling water to engine) 1.89:1 2.14:1 2.14:1
5 U-joint 1.79:1 1.95:1 1.95:1
6 Gear shift mechanism 1.66:1 1.78:1
7 Sacrificial anode 1.60:1
8 Exhaust outlet 1.51:1
9 Outer propeller shaft
10 Inner propeller shaft

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Marine transmissions, Aquamatic drive

Upper Gear

SX, DPS, FWD

P0022020

1 O-ring 18 Shift bracket

2 U-joint 19 Shift shoe
3 Pinion bearing housing 20 Plug, oil drain. O-ring.
4 Bearings, pinion 21 Shim position
5 Shim position 22 Exhaust passage
6 Bearings, pinion 23 Oil passage
7 Top nut 24 Shift cone
8 Dipstick 25 Oil passage
9 Drive gear 26 Water passage
10 Top cover. Seal. 27 Pilot passage
11 Bearing, drive gear 28 Vertical shaft
12 Shim position 29 Bearing, drive gear
13 Shim position. Ring, upper gear. 30 Drive gear
14 Shift housing 31 Pinion
15 Seal 32 Retainer and screw, pinion
16 Shift eccentric 33 Crush sleeve
17 Shift rod 34 Seal, pinion

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 Marine transmissions, Aquamatic drive

Lower Gear

SX

P0022021

1 Seal 17 Spacer, propeller

2 Shim position 18 Seal, propeller shaft
3 Seal 19 Plug, oil drain. O-ring.
4 O-ring 20 Shim position
5 Spline 21 Roller bearing, propeller shaft
6 Vertical shaft 22 O-ring
7 Retainer, vertical shaft 23 Oil passage
8 Seal 24 Drive gear
9 Bearing, vertical shaft 25 Roller bearing, drive gear
10 Oil passage 26 Shim position
11 Anode 27 Magnet
12 Exhaust passage 28 Pinion
13 Propeller shaft bearing housing 29 Needle bearing, pinion
14 Thrust washer, propeller 30 Water intake
15 Propeller shaft 31 Pilot passage
16 Nut and cotter pin, propeller 32 Water passage

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Marine transmissions, Aquamatic drive

Lower Gear

DPS

P0022022

1 Seal 17 Seal, propeller shaft

2 Shim position 18 Plug, oil drain. O-ring.
3 Seal 19 Shim position
4 O-ring 20 Needle bearing, propeller
5 Spline 21 O-ring
6 Vertical shaft 22 Roller bearing, drive gear
7 Retainer, vertical shaft 23 Oil passage
8 Seal 24 Shim position
9 Bearing, vertical shaft 25 Drive gear
10 Oil passage 26 Roller bearing, drive gear
11 Anode 27 Shim position
12 Exhaust passage 28 Magnet
13 Propeller shaft bearing housing 29 Pinion
14 Drive gear 30 Needle bearing, pinion
15 Propeller shaft 31 Water intake
16 Needle bearing, propeller 32 Pilot passage
33 Water passage

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 Marine transmissions, Aquamatic drive

Lower Gear

FWD

P0022023

1 Drive gear (inner shaft) 10 Coolant duct

2 Shim washers 11 Tapered roller bearing
3 Roller bearing 12 Tapered roller bearing
4 Drive gear (outer shaft) 13 Vertical shaft
5 Roller bearing 14 Exhaust duct
6 Needle roller bearing 15 Needle bearing
7 Seal ring (2 pcs) 16 Pinion
8 Needle bearing 17 Roller bearing
9 Seal ring (2 pcs)

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Marine transmissions, Aquamatic drive

Transom shield

SX-A, DPS-A/B, FWD

P0022024

1 Exhaust bellows 5 Trim pump

2 U-joint bellows 6 Power trim cylinder
3 Steering cylinder 7 Sacrificial anode
4 Transom inner plate

Safety features
There is a built-in release function that allows the drive to kick-up quickly if the drive strikes an underwater object,
reducing drive damage.
The release function consists of spring loaded check valves in the trim cylinders. If the pressure gets too high on
the rod side of the cylinder due to a load pushing the drive back, they will open and allow the drive to move up.
There is also a break-away coupling between vertical shafts that can reduce damage to the drive.

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 Marine transmissions, Aquamatic drive

Trim Pump
The trim pump is responsible for supplying the trim
cylinders with hydraulic oil pressure to raise and lower
the drive unit.
It is a high capacity pump that is mounted to the inside
of the transom shield.
The trim pump is completely sealed and externally
mounted resulting in easier installation, quieter
operation, and more space inside the boat.

P0022025

DPS steering cylinder

The DPS steering cylinder is included in the electronic
steering kit.
Only one DPS steering cylinder is used to maneuver
P0022026 the drive port and starboard. It is mounted to the inner
transom plate, located inside the boat. There are two
position sensors per cylinder.
The power steering hook-up is positioned as shown on
the picture.

U-joint bellows
The U-joint bellows are made of a highly durable
material, called Hytrel. The design allows for the rigid
material to flex; this helps reduce self-vibration caused
by a running engine.
The bellows protects the U-joint from the environment
and prevents leakage.
P0022027

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Marine transmissions, Aquamatic drive

OceanX drive
All Volvo Penta drives are designed to withstand the
corrosive effects of saltwater. The OceanX drive is a
modified DPS-A drive that provides added protection
against corrosion.
The drive is protected by a revolutionary titanium-
ceramic coating and a new sensor technology.
OceanX’s titanium-ceramic coating is applied using a
state-of-the-art electro-deposition process. The
coating greatly improves corrosion resistance - up to
four times more resistant - making OceanX perfect for
salt water boating. The titanium ceramic coating is
highly durable, flexible and covers the entire drive for
maximum protection. It is a chromate-free coating.

Sensors
In addition to the new OceanX coating, Volvo Penta
added two electronic sensors to help protect internal
components of the drive.
The water in bellows (WIB) sensor (1) is designed to
alert the driver if water intrudes the drive shaft U-joint
bellows area. The drive oil quality sensor (2) monitors
the quality and level of the drive’s critical gear lubricant.
P0022028 These sensors provide audible and visual(1) warning
alerts for the driver. Water-in-Drive and Water-in-
Bellows sensors are not available with diesel engines.

1 Water in bellows sensor

2 Drive oil quality sensor
3 Module

P0022043

1. Visual warnings only available with optional EVC displays.

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 Marine transmissions, Aquamatic drive

Powertrim

P0018211

Type of valve DPH/DPR alt. A/B DPH/DPR alt. C

A Thermal reducing valve. ~ 275 bar (4000 PSI) ~ 275 bar (4000 PSI)
Opens if oil volume expands due to temperature
increase.
B Reducer valve – UP. ~ 180 bar (2600 PSI) ~ 195 bar (2800 PSI)
C Reducer valve – DOWN. ~ 40 bar (600 PSI) ~ 70 bar (1000 PSI)

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Marine transmissions, Aquamatic drive

Example: Trimming up
The electric motor drives a the gearwheel pump (3) that
delivers oil to the high-pressure side.
The oil tank check valve closes and oil pressure moves
the control valve (2) so that return flow from the
cylinders is possible. The oil passes the check valve
(1) and presses the piston in the trim cylinders
outwards. The return oil returns to the gearwheel pump
via the control valve (2).
Because the volume of oil in the trim cylinder pressure
side is greater than the volume on the return side a
pressure drop occurs at the gearwheel pump inlet. This
cause the check valve (4) to open to make up the
difference in volume.
When the pistons in the trim cylinder reach their
outermost positions the reducing valve (5) for the UP
position opens.

P0018212

Hydraulic steering
Hydraulic steering is standard on DPH and DPR.
However, electro-hydraulic steering is available as an
option.

The illustration describes the function of the hydraulic

block, which is installed at the top of the transom
shield.
The engine power steering pump (1) which is able to
deliver a pressure of ~100 bar (1450 PSI), delivers
pressure to the control valve.
Given that the helm is not moved the steering cylinder
high-pressure sides (6) are pressurized equally and
return oil flows via the control valve (2) to the oil cooler
(3) and back to the tank (4).
The steering pump (5) pumps oil from one side to the
other. Oil is then moved at relatively low pressure to
the low-pressure side of one cylinder (7) and oil is
returned via the opposite cylinder's low-pressure side.
If the steering force is sufficiently great the pressure
will overcome the force of the control valve (2) spring.
In this position the high-pressure section of the control
valve (2) regulates a flow to the high-pressure side of
one of the steering cylinders and allows flow from the
other cylinder's high-pressure side to return.

A small internal oil leakage takes place from the control

valve's high-pressure side to the low-pressure side.
This excess volume on the low-pressure side drains
back to the tank via the steering pump (5).

P0018213

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 Marine transmissions, Aquamatic drive

Electro-hydraulic steering
Electronic sterndrive steering enable the drives in a
twin installation to be steered independently of each
other. This is necessary when maneuvering with the
aid of a VP joystick.
The drive's position is monitored and controlled by an
SCU (Steering Control Unit).
The SCU receives the desired steering angle via the
EVC bus and compares it with the actual position of
the drive. The actual position of the drive is provided
by the drive steering cylinders, which are fitted with
contactless sensors. A hydraulic block fitted with
proportional valves controls the oil flow to the
sterndrive steering cylinders.
P0018214

Hydraulic schematic

1 Return flow, starboard cylinder

2 Return flow, port cylinder
3 Pressure side, port
4 Pressure side, starboard
SV1 Service valve
DC1 Check valve, Dual Pilot-to-open valve
LS1 Load shuttle, load type valve
SP1 Proportional directional control
EP1 Piloted, spool-type logic element valve
FLT1 Filter
CV1 Safety valve
TP4 Temperature sensor
P1 Power steering pump connection (~ 100 bar,
1450 psi)
T1 Return flow

P0018215

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Marine transmissions, Aquamatic drive

Hydraulic block, version 1:

P0010672

Hydraulic block, version 2:

P0018486

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 Marine transmissions, Aquamatic drive

Example (DPH/DPR): Ignition on, engine stopped

The system is not pressurized. SV1 is energized and
the system's steering cylinders can be moved by hand.

P0018216

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Marine transmissions, Aquamatic drive

DPH/DPR SX/DPS/FWD

P0018217
P0021992

Example: Ignition on, engine running, turn to port

1 SP1, port solenoid valve, is energized.
2 Pressure via LS1 causes EP1 to switch positions.
3 The pressure increases and DC1 opens to allow flow to the starboard cylinder.
4 The pressure through DC1 also opens the return flow from the port cylinder.

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 Marine transmissions, IPS

IPS
IPS general
The IPS (Inboard Propulsion System) was introduced
in 2004 together with the D6 engine.
IPS is superior to straight shafts in every respect, such
as handling, comfort on board and performance.
Success was guaranteed, and IPS2 has since been
developed for the D11 engine, IPS3 for the D13 and
IPS15 for the D8.

The basic design is relatively similar for all IPS drives,

e.g. puller propellers, a clamping ring joint against the
hull and an exhaust system and all components
exposed to seawater made from NIBRAL (Nickel-
Bronze-Aluminum) alloy or stainless steel.
P0018218
A drive leg that can be turned to port and starboard by
around 26-27 degrees from its center position is
common to all IPS drives. Rudder angle is controlled
entirely electronically.
The drives are also relatively similar internally and the
operating principles of the different functions are
described below.

Boat hull with Interface

The various IPS units have the same type of basic
interface to the hull, even though they are of different
sizes. The unit is clamped securely with the aid of a
clamping ring and two heavy rubber rings.

So that the unit will stay in place and not move relative
to the hull while under heavy loading, it is important
during the disassembly of a bolted joint not to use any
lubricant other than one recommended by Volvo
Penta.
It is also important when, for instance, changing the oil
filter, not to spill any oil into the gap between the
intermediate housing and the clamping ring. Spilled oil
may creep into the space between the rubber rings and
P0023353
thus reduce the friction relative to the hull.

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Marine transmissions, IPS

Steering
SUS (1) (Servo Unit Steering), which is the IPS drive
steering unit for controlling and turning the drive leg,
receives the desired steering angle via the EVC bus.
The SUS with its integrated brushless motors drives
the twin planetary gears. The steering shaft (3) drives
the sprocket segment (4) connected to the drive leg.
Drive leg position is determined by resolver (5)
position.

Example IPS2:
The gear ratio between the planetary gear input (2) to
the planetary gears (3) is around 107:1, and the gear
ratio between the steering shaft (3) and the sprocket
segment (4) is 11:1.
The overall gear ratio between the SUS and the drive
P0018219 leg is thus 1177:1.
The ratio between the steering shaft (3) to the resolver
(5) is 2.5:1.
The resolver's end-to-end operational range is around
270 degrees.

Drive leg steering angles

A, C: Max drive leg steering angle relative to the
intermediate housing. These angles are calibrated at
the factory in Köping and are known as factory settings.
These angles must be recalibrated if the resolver or
drive leg are replaced or if the SUS is replaced or for
some reason has incorrect drive unit values.

B: The drive unit's internal center (relative to the

intermediate housing). The values are calculated from
A and C.
IPS1 drive units are usually installed with 2° toe-in.

D: Calibrated angle with the drive leg parallel with the

keel. This calibration is done by the OEM (boat
builder). This angle must be recalibrated if the drive
has been removed or if the SUS is replaced or for some
reason has incorrect drive unit values.

Recalibration of the angles (not B) is done with the aid

of VODIA.

P0018220

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 Marine transmissions, IPS

A resolver is used to ensure drive leg angle (steering

angle).
The SUS generates a constant sine wave signal of 10
kHz (A) to the resolver. The resolver generates in turn
two return signals that are displaced 90 degrees
relative to each other (B).
Depending on the angle the resolver has the two
signals are returned with different amplitudes.
These return signals are interpreted by the SUS and
translated to the drive leg steering angle.

P0018221

Ahead/astern gear
The ahead and astern gears are controlled by means
of hydraulics. The duocentric type oil pump is driven
by the input shaft.
The oil is cooled and reduced to a pressure of around
15-18 bar (218-261 PSI).

P0018222

The oil is forced into the center of the hydraulics block

(2) and on to the center of the vertical shaft. This oil
flow cools and lubricates the clutch assembly.
The shift solenoid (1) opens oil pressure to the channel
(4) which in turn activates the astern gear. The channel
(3) is the corresponding channel for activating the
ahead gear.
The shift solenoid (1) is a proportional valve that
enables control of the flow forced into the channel. The
allows control over the degree of engagement in the
clutch assembly, i.e. to troll (slow speed).

P0018223

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Marine transmissions, IPS

When the astern gear is activated the oil is forced into

the astern gear cylinder (2) via the channel (1) in the
vertical shaft. This causes the piston (3) to compress
a disk pack consisting of alternate steel disks (4) and
fiber disks (5). Disk separation springs (6) are used on
IPS2 and IPS15. This is to reduce the friction when the
gear is not activated.

P0018224

The graph shows a typical shift from neutral to ahead

at an oil temperature of around 50 °C (122 °F).
The graph (A) shows current to the shift solenoid which
uses around 500 mA/12 V (250 mA/24 V).
The time taken from the moment the solenoid is
energized until the output shaft rotates is around
400-500 ms. System pressure (C) drops, in this case
to 10 bar (145 PSI), while the piston in the clutch
assembly is in motion. When the clutch assembly is
fully compressed pressure climbs again to around 16
bar (232 PSI).
P0018225 A Current, shift solenoid
B Degree of engagement (100% = fully engaged)
C Oil pressure (system pressure)

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 Marine transmissions, IPS

IPS1/IPS10

P0018227

1 Propeller cone 14 Oil level, oil dipstick

2 Forward propeller nut 15 Planetary gear for steering
3 Rear propeller nut 16 Exhaust duct
4 Seawater inlet 17 Resolver (steering feedback)
5 Gear / clutch ahead 18 Gear segment, steering
6 Seawater inlet to engine 19 Clamping ring
7 Driveshaft 20 Seal rings
8 Oil pump 21 Seals
9 Gear / clutch astern 22 Sealing strip for exhaust duct
10 Reluctor wheel for RPM sensor, output shaft 23 Exhaust outlet
11 Filler cap, oil 24 Sacrificial anode
12 SUS (Servo Unit Steering) 25 Drain plug, oil
13 Connection for 12 V / 24 V 26 Solenoid

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Marine transmissions, IPS
P0018228
Lubrication System
Oil is drawn in via ducts (1) to the oil pump (2). The oil
passes through a cooler and a reducer valve to
ensure the oil has a pressure of around 15-18 bar
(218-261 PSI) (system pressure). Oil is forced
constantly into the duct (10) which transfers the oil to
channels drilled internally in the vertical shaft (8) to
lubricate and cool the disk pack in the upper (5) and
lower clutch assemblies. If e.g. astern is selected a
solenoid will allow oil into the channel (9) which is then
transferred to a channel drilled in the vertical shaft (8)
to a chamber (7) above the upper clutch piston (6).
This causes the piston (6) to press down with a force
of ~13 kN.
This locks the rotating gear (3) to the inner hub (4) via
the disk pack (5) thus engaging the astern gear.
54
The extra oil pump (11) introduced on the IPS-C
lubricates and cools the disk pack when the engine
for the drive concerned is shut down but the boat is
still being driven ahead by e.g. the other drive train.
The oil pump (2) is then stationary but the propellers
cause the vertical shaft (8) to rotate. The pump (11)
then pumps oil up via the vertical shaft (8) to the two
disk packs.
The oil system has been modified from and including
IPS-D (refer to the hydraulic schematics); the
modification enhances the cooling capacity of the oil.
The operating temperature of an IPS1-A/B/C in
normal operations is up to 95 °C (203 °F) (sometimes
higher), while IPS1-D and later are around 15 °C (27
°F) cooler and have more stable temperature graphs.
47704920 08-2019 © AB VOLVO PENTA
 Marine transmissions, IPS

IPS10

1 Pressure sensor 7 Oil quality sensor

2 Pressure/temp sensor 8 SUS (Servo Unit Steering)
3 Oil filter 9 RPM (output shaft)
4 Oil cooler 10 Oil level sensor
5 Oil filler cap 11 Shift solenoids
6 Oil pump

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Marine transmissions, IPS

Oil system IPS10

The oil system is a little different on the IPS10, and has

high-pressure filtering.
The oil passes through a filter before proceeding to the
sterndrive (see hydraulic schematic for IPS10).
The engine-mounted filter bracket is also fitted with 2
pcs sensors (pressure and temperature), an oil cooler
and a bypass valve.

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 Marine transmissions, IPS

Hydraulic schematic, IPS1-A/B

P0018229

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Marine transmissions, IPS

Hydraulic schematic, IPS1-C

P0018230

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 Marine transmissions, IPS

Hydraulic schematic, IPS1-D/E/F

P0018231

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Marine transmissions, IPS

Hydraulic schematic, IPS10

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 Marine transmissions, IPS

Lower Gear
The steering shaft (4) is bolted to the drive leg (1).
The steering shaft is designed to be the weakest link
and in almost every case a break will mean the drive
leg will detach, usually leaving the drive's watertight
section intact.
The seal rings seal against a separate seal ring (2),
which is bolted to the drive leg.
The steering shaft (4) is supported by the needle
bearings (3) and (6). Note that the needle bearing (6)
belongs to the upper gear, not the intermediate
housing. Remove the steering segment (5) to remove
the drive leg.

P0018232

It is possible to change the oil on the IPS10 from

inside the boat. In this case, the oil is pumped out via
a number of ducts from the lowest point in the drive
leg.

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Marine transmissions, IPS

When replacing gear sets, bearings or axles, the drive

leg gears should be re-shimmed.

Shim position / function:

1 Preload, vertical shaft bearing housing
2 Pinion position
3 Rear gear position.
4 Preload, propeller shafts bearing housing
5 Front gear position.

P0018233

Propeller shaft seals (1, 2) consist of twin seals, i.e.

one facing the water and the other facing the oil.
The larger seals (2) are installed in a 'cassette' which
is replaced as a unit.

P0018234

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 Marine transmissions, IPS

IPS1 generations
IPS-A: Introduced in 2004 (week 50) together with the D6 engine. Gear ratio is 1.94:1.

IPS-B: Introduced in 2006 (week 19).

P0018487

1 More disks in the disk pack and a new version of the vertical shaft unit bearings.
2 New version of the connection between the resolver and the SUS. From 2008 (week 3), SN 3194005812-.
3 New version propeller shaft seal (cassette type).
4 Aluminum anode on the transom.

More gear ratios: 1.82:1 (D6), 2.08:1 (D4), 2.40:1 (V8)

IPS-C: Introduced in 2008 (week 19).

P0018488

1 The vertical shaft oil pump provides increased lubrication of the disks when propellers are rotating freely.
2 ACP (Active Corrosion Protection)

Triple and Quad installations possible and docking station introduced.

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Marine transmissions, IPS

IPS-D: Introduced in 2009 (week 36).

P0018489

1 New version disks to handle trolling.

2 New cover with outlet for tachometer sensor. Vertical shaft extended slightly. Reluctor wheel for output rpm.
3 New version hydraulic block and new shift solenoids for trolling control.
4 New anodized version of the oil pump housing.
5 Modified oil cooling system.
6 New version propeller cone.

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 Marine transmissions, IPS

IPS-E: Introduced in 2010 (week 19).

P0018490

1 New steering shaft.

2 New SUS.

Ability to run semi-planing with new propeller series (TS).

IPS-F: Introduced in 2011 (week 19).

P0018491

1 New upper gear housing.

2 New SUS.
3 New intermediate housing and clamping ring.
4 New stainless steel ring as surface facing the steering seals.

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Marine transmissions, IPS

IPS2 / IPS3 / IPS15 / IPS20 / IPS30

P0018235

1 Propeller cone 13 Connection, 24 V

2 Forward propeller nut 14 Circuit breaker (90 A)
3 Propeller shaft seal (unit seal) 15 SUS (Servo Unit Steering)
4 Rear propeller nut 16 Valve, exhaust outlet
5 Propeller shaft seal (unit seal) 17 Resolver (steering feedback)
6 Seal rings 18 Gear segment, steering
7 Gear / clutch ahead 19 Seal rings, clamping ring
8 Sensor, oil quality 20 Sealing strip for exhaust duct
9 Companion flange, drive shaft 21 Exhaust outlet
10 Oil pump 22 Sacrificial anode
11 Gear / clutch astern 23 Drain plug, oil
12 Filler cap, oil

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P0018236
1 Oil pump
2 Oil flow to oil cooler
3 Oil flow from oil cooler
4 Bypass valve, 1.5 bar (21.8 PSI)
5 Shift solenoids
47704920 08-2019 © AB VOLVO PENTA
Marine transmissions, IPS
Lubrication System
Oil is forced from the oil pump (1) to the oil cooler (2).
Oil returns from the oil cooler to the connection (3). If
the pressure drop across the cooler exceeds 1.5 bar
(21.8 PSI), i.e. when the oil is cold, the bypass valve
(4) opens and oil bypasses the oil cooler. This
contributes to faster warm-up and even oil
temperatures.
The oil passes the temperature and pressure sensors
and on to the shift solenoids (5). Some of the oil is
forced into the unit bearing at the vertical shaft; the
remainder goes on to the system pressure valve.
67
Marine transmissions, IPS
P0018237
The system pressure valve (1) opens at 15-18 bar
(218-261 PSI) and the excess oil is sent to the oil filter
(2). The filtered oil is forced back into the duct or oil
strainer on its way up to the oil pump.
The operating temperature of IPS2 , IPS3 and IPS15
drives in normal operations is up to 80 °C (176 °F).
Oil temperature is monitored by the EVC once ignition
is on. If the oil temperature > 95 °C (203 °F) for more
than 4 seconds an alarm is triggered.
Oil pressure is monitored by the EVC for 60 seconds
after start. If oil pressure < 7 bar (102 PSI) for more
than 4 seconds, an alarm is triggered.
68
1 System pressure valve (15-18 bar 218-261 psi)
2 Oil filter
3 Oil quality sensor
The oil quantity sensor (3) measures oil conductivity,
i.e. the electrical conductivity inherent in the oil. An
increase in water content will also increase
conductivity.
To function, oil water content monitoring requires the
oil's original conductivity to be read off and used as a
reference for later readings. This calibration is made
with the engine running by selecting “Service > Drive
oil change >...” on the helm display.
Calibration must be performed every time
transmission oil is replaced.
The sensor value is registered at engine speeds
below 1000 RPM, but not during the first 20 seconds
after start. Minor deviations from the oil's calibrated
conductivity value will generate a "yellow alert", while
a greater deviation will result in a "red alert".
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 Marine transmissions, IPS

Hydraulic schematic

P0018238

Normal oil level for IPS2, IPS3, IPS20 And IPS30

drives is level with the marking (1).

The upper and lower gear vertical shafts (2, 4) have

channels drilled through their centers.
There is a rubber seal (3) between the shafts. A nipple
(special tool) that is screwed into the top cover seals
against the upper gear vertical shaft and allows most
of the oil to be pumped out.

The oil quantity for IPS15 is approximately 23 liters

(6.61 US gallons). The oil quantity for IPS2 / IPS20 is
approximately 25 liters (6.6 US gallons), and 30 liters
(7.9 US gallons) for IPS3 / IPS30. Of which
approximately 19 liters (5.0 US gallons) for IPS2 /
IPS20 and 25 liters (6.6 US gallons) for IPS3 / IPS30
can be changed from within the boat.
To drain the rest of the oil, the plug (5) is used.
Alternatively, on certain models, a narrow suction hose
P0018239
inserted in the drilled channels in the vertical shafts (2,
4), can be used.

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Marine transmissions, IPS

The steering shaft (4) is bolted to the drive leg (1). The
steering shaft is designed to be the weakest link and
in almost every case a break will mean the drive leg
will detach, usually leaving the drive's watertight
section intact.
The seal rings seal against a separate seal ring (2),
which is pressed into place on the lower gear.
The steering shaft (4) is supported by 2 pcs conical
roller bearings (3, 5). Conical roller bearing preload is
adjusted with the aid of shims beneath the steering
segment (6).

NOTICE! However, this adjustment is made without

seal rings installed.

P0018240

The back of the drive leg has a diagonal groove (A).

This groove is part of the design to ensure the collapse
of the rear of the housing under controlled conditions
in the event of a severe collision.

The rear of the housing also has an interceptor (B).

The interceptor is intended to generate torque counter
to the torque that tends to rotate the entire drive leg to
the right at high rpm ahead.

P0018241

The propeller shaft seals are designed and sold as

units i.e. 3 pcs seal rings that are installed in an outer
sleeve. The unit also includes an inner wear surface.
Note that a new seal unit may never be taken apart
before installation.
The internal wear surfaces prevent the seals from
wearing grooves in the propeller shaft.
Both of the seal units including wear surfaces can be
replaced with the aid of a special tool without having to
remove the propeller shafts.

P0018242

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 Marine transmissions, IPS

IPS2 / IPS3 / IPS15 / IPS20 / IPS30

generations
IPS2-A: Introduced in 2009 (week 19) together with the D11 engine. Gear ratio 1.59:1.

IPS2-B: Introduced in 2010 (week 19).

P0018492

• New disk pack.

• New gear ratio 1.70:1. From 2012 (week 19).
• Ability to run semi-planing with new propeller series (PS).

IPS3-A: Introduced in 2010 (week 19) together with the D13 engine. Gear ratio 1:88:1.

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Marine transmissions, IPS

IPS2-C / IPS3-C: Introduced in 2015 (week 19).

IPS15: Introduced in 2016 (week 26).

P0021986

1 New bearing for the forward drive.

2 New unit bearing.
3 New housing with plug. Used as an oil return with trailing pump.
4 New splined sleeve.
5 Magnet in lower gear.

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 Marine transmissions, IPS

IPS2-C (No. 3950002625→) and IPS3-C (No. 3950002736→): New housing to upper gear (week 26).

P0024138

• New housing to upper gear in same design as IPS15. The strainer in the duct to the oil pump is accessible
from the outside.

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Marine transmissions, IPS

IPS15–B / IPS20–D / IPS30–D: Introduced in 2017 (week 19)

P0025120

1 New reinforced oil pump cover.

2 New cylinder design with integrated reluctor wheel.
3 New, sturdier bearing.

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 Marine transmissions, Propellers

Propellers
Volvo Penta has worked with the development of twin
contra rotating propellers (DuoProp) since the early
1980s.
In order to maximize the hydrodynamic efficiency of the
propellers in relation to the various drives and
transmissions available, we perform extensive
calculations, tests and verifications of propeller design.

A propeller kit comprises a front 3-blade propeller and

either a 3 or 4-blade rear propeller depending on
speeds and areas of operation.

P0022010

DP propeller Used for Materials Notes

series
A Diesel DP (290 stil) Aluminum 3 / 4 blades, replaced by J series
B DP (290 stil) Aluminum 3 / 3 blades, replaced by J series
C DP (290 stil) Stainless steel 3 / 3 blades
D DPS, XDP Aluminum 3 / 4 blades, replaced by I series
E DPX Stainless steel 3 / 3 blades
F, FH DPS, XDP Stainless steel 3 / 3 blades, FH = helix splines
G DPH Nibral(1) 3 / 4 blades, helix splines
GR DPR Stainless steel 3 / 3 blades, helix splines
I, IH DPS, XDP Aluminum 3 / 4 blades, no rubber hub, IH = helix splines
J DP (290 stil) Aluminum 3 / 4 blades, no rubber hub
K FWD Stainless steel 3 / 3 blades, helix splines
T, TS IPS1 Nibral(1) 3 / 4 blades
N, NS IPS15 Nibral(1) 3 / 4 blades, helix splines
P, PS IPS2 / IPS20 Nibral(1) 3 / 4 blades, helix splines
Q, QS IPS3 / IPS30 Nibral(1) 3 / 4 blades, helix splines
QE IPS3 / IPS30 (commercial) Nibral(1) 3 / 4 blades, helix splines, E = Endurance

1. Nickel bronze aluminum alloy

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Index
A
Aquamatic drive........................................................ 14
D
DPH generations...................................................... 32
DPH/DPR................................................................. 25
DPI........................................................................... 14
F
Foreword.................................................................... 2
G
Gear wheel shimming................................................. 4
General....................................................................... 4
General Information.................................................... 2
H
HS reverse gear....................................................... 11
I
IPS............................................................................ 49
IPS general............................................................... 49
IPS1 generations...................................................... 63
IPS1/IPS10............................................................... 53
IPS2 / IPS3 / IPS15 / IPS20 / IPS30........................ 66
IPS2 / IPS3 / IPS15 / IPS20 / IPS30 generations..... 71
L
Lower Gear............................................. 30, 37, 38, 39
Lubrication and hydraulic system............................. 16
M
Marine transmissions................................................. 4
MS reverse gear......................................................... 9
O
OceanX drive............................................................ 42
P
Powertrim........................................................... 20, 43
Propellers................................................................. 75
R
Reverse Gear............................................................. 9
S
S-drive...................................................................... 13
Steering.................................................................... 22
SX, DPS, FWD......................................................... 35
T
Transmission Oil......................................................... 8
Transom shield................................................... 31, 40
U
Upper Gear......................................................... 27, 36

47704920 08-2019 © AB VOLVO PENTA 77

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47704920  English 08-2019