Why is volvo penta generator Better?

Hi all - been lurking for a long time and have learned a lot. I'm in the market for a mid 90's 20'-23' runabout for the family. I was dead set on the Merc 5.7 (or greater) and read most threads on the forum. Looking at a lot of boats.

Well, I found a real solid boat, 21' Wellcraft Eclipse. Has everything I want feature and condition wise. Price is right too.

But has a Volvo Penta 5.8FL motor and outdrive. I'm up to speed in the Merc world, but I can't gauge if the V.P. is a motor one would want in their boat. Is this motor going the way of the OMC motors (hard to find parts/expensive), or is it on par with the Merc for service/parts?

What is important to me is I buy a boat with a highly serviceable motor/outdrive. I can do some typical work, but for the most part I would be using a boat engine mechanic when needed. Just don't want to get a motor/outdrive that only 5 people on the planet know about.

Thanks all! Re: Volvo Penta 5.8FL yeah or nay ?

Yeah vote from me.

I've got the 5.0 (Ford 302) and that boat has the 351 Ford, but everything else is pretty much the same. It is a really durable set up. Ford is no longer in the marine motor business, but parts for that rig are still readily available.

It isn't as popular as Mercruiser, so check around for boat mechs in your area that work on Volvos. You shouldn't have any trouble finding someone that does.

As far as routine, yearly maintenance, it's easy on that drive.

I'd recommend getting a survey done on the boat just double check everything.

Good luck Re: Volvo Penta 5.8FL yeah or nay ?

You get a 'yea' from me as well. I own a Merc version of the same engine (although mine's carbureted) and I have nothing but good things to say about the Ford powerplant. Everything from the flywheel forward is readily available parts-wise, and while I don't know your specific model of Volvo outdrive, most of the modern stuff is pretty good.

If the rest of the boat is in good condition and has no obvious mechanical deficiencies, go for it! Re: Volvo Penta 5.8FL yeah or nay ?

The Ford engines were only used by Volvo in 94 thru 96 during the early part of the OMC/Volvo joint venture. Ford is no longer in the marine industry.
Being as it's a FL (Carbed) and not fuel injected, you have a lot better chance of service. Few dealers were equipped for EFI repairs on the Fords.
Parts are still available, for how long, I have no idea. Re: Volvo Penta 5.8FL yeah or nay ?

if its a saltwater use rig I would give it a nay.
ford dropped the marine market about .
manifolds for that engine are pretty much VP only.
the drive is vastly superior to about anything merc made.
but well maintained the 5.8 had no issues and other than manifolds most anything is still avalible. Re: Volvo Penta 5.8FL yeah or nay ?

Thanks all for info. I checked out the boat today. Water test was great, that engine really moved the boat. Great condition, original owner, and only 300 hrs. Guy was 90 yrs old and was done with boating. I had my 9yr old son with me who was grinning from ear to ear in the boat and that was noticed by the 'ol guy. Kind of felt the 'ol guy was doing some "marine right of passage" b/c he knew my family would have fun in the boat. He said make him a fair offer, I did, and the boat is mine.

It needs some clean-up love, but that's it for now. Great to be back in the boating game. It is a Wellcraft Eclipse 210, cuddy, V.P. 5.8L.

Not my boat, but it looks the same.

wabislander,

I've always maintained the engines on my water toys from outboards, jet ski inboards, and sterndrive engines. I recently purchased a Ranger Tug with the Volvo D4-300 inboard and have no issues whatsoever with the general maintenance items. I would say it's probably more complicated than an outboard but nothing meaningful for me. I'm not a mechanic by a long shot but quite handy.

Here's what I've done so far:
Engine/Generator oil change
Engine/Generator Fuel & Air filter change
Engine/Generator Impeller change
Boat, thruster and generator anodes

Upcoming is the transmission oil change. And there's maintenance of the drive shaft seal (I haven't looked into this much yet). Parts alone for the engine/generator filter, air, fuel changes was shy of $500. Not sure what this looks like for the outboards. Winterizing the engine is easier on an outboard but not difficult on the inboard.

I've followed a lot of threads on the difference between the two as I find it intriguing how the industry is moving to outboards on formerly traditional sterndrive / inboard boats. Depending on the model boat you are looking at, an outboard version may not have a generator. Outboard boats are much faster but also need to be going faster to plane which could result in a rougher ride in choppy seas. My inboard will be happily on plane at 13 knots.

Good luck,
Franco There are other differences between the diesel and OB models besides the engine type and top speed that I consider as well.
Using, say a R27 Classic vs a R27 O/B as an example:
1. Hot water from running the engine on Classic vs none for O/B
2. Helm seat a single for Classic vs bench seat for O/B
3. Head in rear starboard cabin in Classic vs in the v-berth for O/B
4. Dinghy storage on relatively inexpensive Davits for Classic vs lift for O/B
5. Fresh water tank capacities of 50 gallons for Classic vs 40 for O/B
6. LOA differences 30’1” for Classic vs 31’7” or 33’4” for O/B
7. Much different complexity of buying/installing cockpit enclosures for keeping the bugs out between two models!
8. Arguably better ride in choppy conditions for Classic vs O/B

Obviously many other design, feature set and production differences between the Classic and O/B models. How important those differences are to you is what counts! Vicki and Al highlight the real differences. The choice of power is only one of many considerations. Don't get hung up on that one point.

Thinking used RT 25SC and new 25OB as a comparison these are two totally different animals in many ways. Each will have it's own following and argue vociferously for their choice. We came from a history of I/O (brief), twin inboard and several outboards. I love outboards and the simplicity. I really love twin outboards for the handling capability. Unfortunately the ability to cruise comfortably at 12-13 knots in a chop, to be able to see junk/logs in the water and have a head outside the V-berth area were big factors in our choice and steered us to the boat we have.

Make a written list of what's important and prioritize it. Then sea trial the options. You will soon know. On the subject of maintenance " new outboard " verse "new diesel " My definition of new outboard -4 stroke, fuel injected, electronic fuel management,...... Diesel - small displacement high output, common rail, turbo charged, mounted to a reverse gear.

I believe it is a wash! Maintenance cost for parts slightly higher for Volvo or Yanmar. Parts availability better for Yamaha or Suzuki.

Yearly maintenance Items that can be maintained without hauling the boat are a bit different between the outboard and inboard.
Inboard diesel - oil change , reverse gear, both primary and secondary filters, air filter, coolant change, raw water pump impeller and packing gland adjustment, all can be done with the boat in the water and by a DIY. Most major jobs can also be done with the boat in the water. The negative to working on theses Tugs and Cuts is everything is tight.

Outboard- Oil change, fuel filter change, engine flushing and general inspection can be done in the water. Any other maintenance item like spark plug change, engine block anodes replacement, greasing midsection , gear lube change, impeller replacement will require the boat to be hauled. All of this work can be done by a DIY. Don't be fooled thinking everything is easy to get to with just removing the cowling. It is not. There is a lot of components installed under the cover and some compotes require removal to get to serviceable items.

Performance differences. Modern small displacement diesels will provide 18 to 20 Hp per gallon of fuel burn. Modern day outboards about 12 hp per gallon of fuel burn. The boats with outboards are planning boats more speed. If the diesels were put in the same boats that would be a better combination. I would really like a R27 outboard with a Volvo D4 mounted to a stern drive. That would give the best of both worlds.

Ranger and Cutwater lost me when they started the outboard performance boats. Don't misunderstand me they are very nice and I love the performance. I like my C26 but it is to slow 21 mph on a good day WOT. I see many diesel powered single screw boats in the 30' range just blow by us cruising at 25kts with 32 to 35kts wot range. I guess I want the best of both worlds. I'll stick with my slow Cutwater ( we really enjoy it when cruising slow ). My next boat will most likely be an outboard mounted to a center console or duel console. GW,BW, Robalo, Parker..... but that is a few years from now.

The decision of which boat should not be made on maintenance. The decision should be made on how you plan to use the boat.

Both have +and-.

Good luck with your decision. The diesel overall will have a lower TCO.

Marine diesel is usually 25-30% cheaper than marine gas, even in states where diesel is more expensive at your corner gas station (don't pay attention to gas station prices, marine fuel prices have a different tax structure and can be *very* different depending on the state). Even with the same miles/gallon rating, you'll spend a lot less to power a diesel boat.

Re: maintenance, as @BB marine said, the maintenance ends up being something of a wash. Also, some maintenance will require a haulout which adds expense (sometimes quite a bit, depending on yard availability where you are). Having maintained both diesels and outboards (as well as land-based diesel and gas engines), I think that for a DIYer, diesels are simpler overall.

I do think there is also something to be said for diesels generally being more reliable, breaking down less frequently, and being somewhat "easier" to fix when they do. There isn't much that can go wrong with a properly maintained marine diesel, and the vast, vast majority of the time it's a fuel problem. Gas engines, on the other hand, have a lot more that can go wrong even if properly maintained. Boaters (especially sailors) who put a high premium on reliability and longevity almost universally favor diesels. The service life of a 4-stroke outboard, even well maintained, isn't generally perceived as more than 5-10k hours (I say "perceived" because I've never seen data, only spoken to mechanics). But a there are diesel engines with 30k+ hours still running fine, and properly maintained 10k hours is often seen as the floor. This matches passenger cars, by the way: in good diesel sedans, the engine is usually the last thing to fail (I've worked on a diesel Mercedes that had 500k miles on the engine).

I would say on the plus with the gas boats, the storage is truly bonkers. Move the engine outside the cockpit, and all that room becomes wet storage. I'm a little envious of that.