m34 sailboat

Sailboat specifications

• Last update: 29th March 2020

M34's main features

M34's main dimensions, m34's rig and sails, m34's performances, m34's auxiliary engine, m34's accommodations and layout.

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• Sailboat Guide

Archambault M34

Archambault M34 is a 33 ′ 11 ″ / 10.4 m monohull sailboat designed by Joubert-Nivelt and built by Archambault Boats starting in 2010.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Selected as the One-Design for the 2011 “Tour de France à la Voile”. Keel up for shipping/trailering)5.92’ Main SA 452 sq.ft. Genoa SA 312 sq.ft. SPINNAKER AREA 1,399 sq.ft.

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• Sailboat Reviews

A handsome shoal-draft keel/centerboarder well-suited to cruising the Keys or the Chesapeake.

In the late 1960s and early 1970s, the names Charley Morgan and Ted Irwin were practically synonymous with Florida boatbuilding. Charley Morgan was definitely one of the designers and builders that shaped the early and middle years of fiberglass sailboat building.

Morgan designs from that period run the gamut from cruising houseboats—the Out Island series—to the 12 meter sloop Heritage, the 1970 America’s Cup defense candidate that Morgan designed, built, and skippered.

But before Heritage , before the Out Island series, Charley Morgan designed cruiser/racers to the CCA rule. His successful one-off boats were typified by Paper Tiger , Sabre , and Maredea . Early Morgan designed production boats included the Columbia 40 and the Columbia 31.

In 1962, Morgan Yacht went into business to build the 28′ Tiger Cub. In 1965, the company really got rolling, building the Morgan 26, the 36, and the 42. In 1966 the Morgan 34 was added to the line. It stayed in production until the 1972 model year, when it was phased out in preference to the Morgan 35, a slightly larger, faster boat which fit a little better into the new IOR racing rule.

The Morgan 34 is a typical late CCA-rule centerboarder. Charley Morgan specialized in this type of boat, which was favored under the rating rule and well-adapted to life in the shoal waters of the Florida coast and the Bahamas.

By today’s standards, the Morgan 34 is a small boat, comparable in accommodations to a lot of 30-footers. When the boat was designed, she was as big as most other boats of her overall length.

In profile, the boat has a sweeping, moderately concave sheer. The ends of the boat are beautifully balanced: the bow profile is a slight convex curve, the overhanging counter aft is slightly concave. Esthetically, hull shapes of this period from the best designers are still hard to beat.

Sailing Performance

With a typical PHRF rating of 189, the Morgan 34 is not as fast as some of the more competitive cruiser/racers of the same vintage, such as the Tartan 34.

With just a little more sail area than the Tartan 34, the Morgan 34 is about 1,300 pounds heavier.

Most owners rate the boat as about the same speed both upwind and downwind as boats of similar size and type. At the same time, the boat’s performance is at least as good as a lot of more modern “pure” cruisers of the same length.

The rig is a simple, fairly low aspect ratio masthead sloop, using a slightly-tapered aluminum spar, stepped through to the keel.

Although there are double lower shrouds, the forward lowers are almost in line with the center of the mast, with the after lowers well behind the mast. On a lighter, more modern rig, this shroud arrangement would just about require a babystay, but on the stiff masts of the late 1960s, it would be essentially superfluous.

Early boats in the series have wooden spreaders. Unless well cared for, they can rot. For some reason, wooden spreaders on aluminum masts tend to get ignored more than the same spreaders on wooden masts.

The boom is a round aluminum extrusion equipped with roller reefing. Roller reefing is tedious, inefficient, and usually results in a poorly-shaped sail. If we were to buy a Morgan 34 for cruising, the first thing we’d do would be to buy a modern boom equipped with internal slab reefing.

Shroud chainplates are located right at the edge of the deck, so inboard genoa tracks would just about be a waste of time. The spreaders are short enough that you can sheet the genoa just inside the lifelines when hard on the wind.

Just about every piece of sailhandling equipment you’d normally expect on a cruiser/racer was an option on this boat. You may find extremely long genoa tracks—some boats originally carried 170% genoas, which were lightly penalized under the CCA rule—or you may find very short genoa tracks. Likewise, turning blocks, spinnaker gear, and internal halyards were all options.

The original jib sheet winches were Merriman or South Coast #5s. Compared to modern winches, they are slow and lack power. For anything other than casual daysailing, you’ll want to upgrade to modern two-speed self-tailing winches for the genoa.

At the aft end of the cockpit, there is an old-fashioned flat mainsheet traveler track. Although this isn’t a bad arrangement for a cruising boat, it would be tempting, while replacing the boom, to install a modern recirculating ball traveler. You could then keep the boat on her feet a little better close reaching in a breeze by simply easing the traveler car to leeward without slacking the mainsheet.

With the standard tiller, the mainsheet location is a bit of a problem, since the helmsman sits almost at the forward end of the cockpit. This is fine for racing, when the helmsman does nothing but steer, but it is awkward for shorthanded cruising.

Like a lot of boats with low aspect mainsails, the Morgan 34 tends to develop weather helm quite quickly as the breeze builds. Despite a 40% ballast/displacement ratio, the boat is not particularly stiff. She is narrow, and the shoal draft keeps the vertical center of gravity quite high.

The boat is quite easy to balance under sail in moderate conditions, thanks to a narrow undistorted hull, a long keel with the rudder well aft, and a centerboard. Owners report that on wheel-steered boats, you can tighten down the brake and the boat will sail itself indefinitely upwind.

Standard engine in the Morgan 34 was the Atomic 4 or the Palmer M-60, both gasoline engines. Perkins 4- 107 and Westerbeke 4-107 engines were $2,000 options.

If you can buy a used boat cheaply enough and plan to keep it for a few years, it would be a natural candidate for installation of one of Universal’s new drop-in Atomic 4 diesel replacements. However, since a new diesel would cost about 25% of the total value of the boat, such an upgrade is not something to be taken lightly.

With the side-galley interior with quarterberths aft, engine access for minor service is reasonable through panels in the quarterberths.

Engine access is less straightforward with the aft galley arrangement, requiring removing the companionway steps just to get to the front end of the engine. Almost unanimously, owners in our survey state that the boat is next to impossible to back down under power in any predictable direction. With a solid two-bladed prop in an aperture, reverse efficiency is minimal with no prop wash over the rudder.

A 26-gallon Monel fuel tank was standard. Monel, an alloy of copper and nickel, is one of the few tank materials that serves equally well for gasoline, diesel oil, or water. It is prohibitively expensive, and is therefore rarely used for tanks in modern production boats. You may also find a Morgan 34 with another, optional, 15-gallon fuel tank.

Construction

In the late 60s and early 70s, Morgans were of pretty average stock boat quality. Glasswork is heavy, solid, and unsophisticated.

The construction is a combination of good features, coupled with corners cut to keep the price down.

Through hull fittings are recessed flush to the hull—good for light air performance—yet gate valve shutoffs were standard. Believe it or not, you could buy bronze seacocks as options for about $5 to $25 each! That’s what we call cutting corners.

Lead ballast is installed inside the hull shell. The classic drawback to inside ballast is the vulnerability of the hull shell to damage in a grounding.

The cockpit is very large, larger than desirable for offshore sailing. In addition, there is a low sill between the cockpit and the main cabin, rather than a bridgedeck. You can block off the bottom of the companionway by leaving the lower dropboard in place, but this is not as safe an arrangement as a bridgedeck. Cockpit scuppers are smaller than we would want for offshore sailing.

Molded fiberglass hatches are in most cases more watertight than badly designed or maintained wooden hatches, but they are almost never as good as a modern metal-framed hatch. They’re simply too flexible. When the seals get old, you tend to dog the hatch tighter and tighter, further compressing the seals and putting uneven pressure on the hatch cover. The result is almost always leaking. Leaking hatches may seem like a small problem, but they are like a splinter in your finger: the pain and nuisance are all out of proportion to the item inflicting the injury.

Like many centerboards, the Morgan 34’s can be a problem. The original board was a bronze plate weighing about 250 pounds. When fully extended, the bronze board is heavy enough to add slightly to the boat’s stability. Later boats have an airfoil fiberglass board of almost neutral bouyancy. There’s a lot less wear and tear on the wire pennant with the glass board.

You may find a Morgan 34 that has been owner-finished from a hull or kit. Sailing Kit Kraft was a division of Morgan, and you could buy most of the Morgan designs in almost any stage of completion from the bare hull on up.

A kit-built boat can be a mixed blessing. If you find a boat that was finished by a skilled craftsman, it could be a better boat than a factory-assembled version. On the other hand, it could also be a disaster. Since the quality control of a kit boat is monitored only by the person building it, an extremely careful survey is required.

No matter how well executed it may be, an owner-completed kit boat rarely sells for more than a factory-finished version of the same boat. Most buyers would rather have a boat with a known pedigree, even if the pedigree is pretty average.

There’s a decent amount of exterior teak on this boat, including the cockpit coamings, toerail, grabrails on the cabin, drop boards, hatch trim, and cockpit sole. Check the bedding and fastening of the cockpit coamings carefully. If you want to varnish coamings that have been either oiled or neglected, it may be necessary to remove and rebed them.

Exterior appearance of older boats such as the Morgan 34 is greatly improved by varnishing the teak trim. It particularly spiffs up boats with the faded gelcoat that is almost inevitable after 20 years of use.

The standard Morgan 34 was a pretty basic boat. There were single lifelines, a single battery. There was no sea hood over the main hatch, and no electric bilge pump. Most boats left the factory with a fair number of options, but you may not find a lot of things that would be standard today.

In general, the construction and design of the Morgan 34 are suited to fairly serious coastal cruising. We would not consider the boat for offshore passagemaking without improving cockpit scuppers, companionway and hatch sealing, cockpit locker sealing, and bilge pumps.

The Morgan 34 dates from the heyday of woodgrained Formica interiors. Woodgrained mica bulkheads are even more lifeless than oiled teak bulkheads. However, mica makes a pretty decent painting base if it is thoroughly sanded so that all traces of gloss are removed. Freshly-painted white bulkheads with varnished trim would make a world of difference in the interior appearance of this boat.

The interior trim on a lot of Morgan 34s is walnut, which is a pretty drab wood, even when varnished. For an extra $400 or so you could get teak trim. Unvarnished teak and walnut are very similar in appearance, although walnut is usually a bit darker.

The forward cabin contains the normal V-berths, with a drawer and bin below on each side. A stainless steel water tank fills most of the space under the forward berths. The standard tank holds 30 gallons, but many boats have the optional 60-gallon tank.

A fiberglass hatch provides fair-weather ventilation for the forward cabin. A double-opening hatch was optional, as were opening ports in place of the standard fixed ports. Below the hatch, headroom is just over 6′.

The head compartment on the port side is quite cramped when the door is closed. However, it almost doubles in size if you close off the forward cabin with the dual-purpose head door, then close the sliding pocket door that separates the forward passageway from the main cabin.

Unfortunately, this pocket door is particle board, and it is likely to be a mushy mess, since any leaks around the mast drip right onto the door. “Waterproof” particle board found its way into a lot of boats in the 1960s and early 1970s. It shouldn’t have.

A shower installation was optional, and added about $800 to the base price of the boat for a pressure system, sump, pump and water heater. It is a desirable option if you plan on cruising.

You will find three different main cabin layouts. All were available as no-extra-cost options. In the most common layout, the galley occupies the starboard side of the main cabin, with a dinette opposite. This arrangment was fairly common in the late 1960s and early 1970s. You either love this galley/dinette arrangement or you hate it. Having spent a fair amount of time sailing offshore with a similar layout, we can say unequivocally that we hate it.

With the modern U-shaped galley, the cook can stand in one place and reach everything by simply turning around. With a linear galley, the cook has to take several steps to move from the icebox to the stove. This is fine when the boat is tied to the dock, but offshore it means that there’s no way the cook can wedge himself or herself in a single secure location while preparing meals.

A dinette also presents problems under way. Offshore, the most secure way to eat is to sit on the leeward settee, holding your plate in your lap. Unless there is a settee opposite the dinette, half the time you’ll be sitting on the uphill side of the boat while you’re trying to eat. This may be good for weight distribution while racing, but it’s not very secure. We’ve seen more than a few bowls of beef stew go flying from the windward to the leeward side of the main cabin when the boat took a knockdown.

Two different aft galley arrangements were options. In one, the dinette is retained, with a settee opposite. In the other, the dinette is replaced by a settee and pilot berth.

Choosing between these two is purely a matter of taste. The pilot berth layout gives three sea berths in the main cabin. On the other hand, the dinette table can be lowered to form a double berth.

The aft galley is larger than the side galley. To port, there is a gimballed stove, a large dry well, and outboard lockers. A sink, icebox, and other lockers are located on the starboard side.

Reduced access to the engine is the only disadvantage we see to the aft galley layout.

In common with a lot of boats of this period, the electrical panel is inadequate for the amount of goodies that are likely to have been installed in the boat over its life. The panel is also located in the worst possible place—directly under the companionway hatch.

With the aft galley, a good location for the electrical panel would be outboard of the sink tucked under the side deck. In all likelihood, you’re going to sacrifice that galley storage space to install navigation electronics anyway, since the top of the icebox is the only reasonable space to use as the chart table.

That’s right, there’s no nav station in this boat: we’re talking the late 1960s, when a boat with a radio, a depthsounder, and a knotmeter was heavily equipped with electronics.

There is reasonable storage space throughout the boat. Space under the settees is not taken up by tankage.

Headroom is 6′ 3″ on centerline throughout the main cabin, falling off to about 6′ at the outboard edge of the cabin trunk. All the berths are at least 6′ 6″ long, and they are proportioned for normal-sized human beings.

Decor in the main cabin is decidedly drab, between woodgrain laminate bulkheads and a sterile white fiberglass overhead liner. The original upholstery was vinyl, completing the low-maintenance theme. Paint, varnish, and nice fabric cushions would make a Cinderella of an interior that is reasonably roomy, laid out well, and uncluttered.

Ventilation in the main cabin isn’t great. There’s no overhead ventilation hatch, although there’s room to install one. Once again, the stock two small fixed ports may have been replaced with optional opening ports—a plus, but a small one.

A single long oval fixed port on either side of the main cabin gives the boat a very dated look. It would be tempting to remove the aluminum-framed port and replace it with a differently-shaped smoked polycarbonate window mounted on the outside of the cabin trunk and bolted through. We’d make a number of different patterns out of black construction paper and overlay them on the outside until we found a pleasing shape. You’d be surprised at how this would dress up appearance.

Conclusions

The Morgan 34 is similar in design and concept to the more-popular Tartan 34, which dates from the same period. By comparison, the Tartan 34 is lighter, faster, and has less wetted surface, since it lacks the Morgan’s full keel. As a rule, we prefer the Tartan 34’s construction details, although Morgan owners report somewhat less gelcoat crazing and deck delamination.

In 1970, the Morgan 34 and the Tartan 34 were almost identical in price. Today, however, the same Tartan 34 will cost about 20% more than the Morgan 34. Part of that difference in price stems from the fact that the Tartan 34 is less dated in appearance, design, and finishing detail.

If you want a keel/centerboarder for cruising in shoal waters such as the Bahamas, the Gulf of Mexico, or the Chesapeake, but don’t want to spend the money for the Tartan 34, a Morgan 34 is a good alternative. With effort and money, you can upgrade the Morgan 34 quite a bit. As always, however, you should compare the dollars and amount of time invested before getting involved with a boat that dates from a period when the aesthetics of hull design were light years ahead of the nitty gritty of detailing and interior design.

RELATED ARTICLES MORE FROM AUTHOR

There is a Morgan 34 for sale at a good price in good condition, but it needs a mast. How much and where can I get a reasonable mast? Roger

I may know. Plus I have a 34 Morgan, I may sell at a very reasonable price, with dockage.

Great report on this boat! I bought this boat about a year ago without seeing it in the water I have no idea on how it performs. This write up gives me some points of interest. I am %80 through a refit and have updated a lot mentioned in this article. I can’t complain as I got the boat with a Westerbeke in it for well less than 10k. The plan is to use it to curcumnavigate an island in the North Atlantic starting in 2023. Watch “FRILL” on youtube coming soon!

Hello sailors! I own a Morgan 34 and am trying to find where the holding tank is and the seacock associated with it. Can anyone help?

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Archambault M34

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ARCHAUMBAULT M34

Racing without compromise.

Our Archambault M34 originates in the sailing one-class design of the Tour de France in France. It’s a magnificent racer which guarantees fun!

Although the M34 is designed as one-class, it is particularly competitive under the guidelines of ORCI due to its unique conception. Sailing with a high-tech yacht on a high level is the name of the game. The handling and effort are refreshingly easy: The M34 is trailerable; the carbon mast is quickly mounted, the lift keel is easily extended up to 2.5m draft, and the set of regulations won’t tolerate any modifications or waste of material. This yacht is available for tuition purposes as well as for sunset trips, regattas and hourly rent with or without skipper.

domestic equipments

Information, exterieur und technik.

• The M34 will be built by the French shipyard Bateaux Archambault SARL in Dangé St. Romain following a tender by the Fédération Française de Voile as a single unit for the Tour de France à la Voile.
• Hull: The hull of the Archambault M34 is constructed of fiberglass / foam sandwich using epoxy resin and Core Cell foam in a vacuum infusion process, white gelcoat, strongback strongback with a structure of wranglings and stringers. Keel box made of carbon fiber / epoxy laminate. Central Hot Strop.
• Deck: The deck of the Archambault M34 is constructed of fiberglass / foam sandwich using epoxy resin and core cell foam in the vacuum infusion process (partial carbon fiber reinforcements in the laminate), white gelcoat, molded footpegs and liferaft mount in the cockpit.
• Attachments: The Archambault M34 has a composite T-shaped performance keel: carbon fiber fin and lead bomb, ballast about 1,050 kg, draft standard keel: about 2.50 m, the draft can be transported on with a lifting system on about 1.80 m to be reduced. Pre-balanced spadder made of carbon fiber with self-aligning rudder bearings, carbon fiber tiller with telescopic boom.
• Rigging: The Archambault M34 is rigged with a 9/10 Southern Spars carbon fiber mast with two swept salings pairs. Standing estate in Rod, HARKEN profile forestay, 48: 1 translated backstay, black lacquered aluminum tree with translucent underlie straightener and a reffleine, traps and straighteners are diverted into the cockpit, solid tree vang with talje.
• Deck fittings Archambault M34: Fixed genomal tree with tack line, two primary winches HARKEN B46A, two secondary winches HARKEN B35.2STA, two halyards HARKEN B35.2STA, HARKEN racing blocks and fittings, SPINLOCK trapper, genoa rails and mainsheet traveler, LEWMAR deck hatch on foredeck. Stainless steel railing with pushpit and pulpit.
• Engine: The Archambault M34 is powered by a VOLVO PENTA D1-20 (18hp / 13kW) 2 cylinder inboard diesel with saildrive. Dual-circuit cooling system, 2-bladed folding propeller, SPINLOCK throttle in cockpit, engine panel under companionway, plastic diesel tank 50 l, start battery 12 V / 70 Ah.
• Designer: The Archambault M34 was designed by Joubert / Nivelt / Mercier Yachtdesign.
• CE category of Archambault M34: A (ocean), 8 people.

Interieur und Komfort

• Interior Archambault M34: Topcoat on laminate, two benches with storage compartments formed in the inner shell.
• Archambault M34 water system: manual bilge pump, electric bilge pump.
• Electrics: The Archambault M34 is equipped with a 12 V system with switchboard and main switches, onboard power supply with service battery 12 V / 90 Ah.
• Transport: The Archambault M34 is trailerable and can be towed with the optional aluminum 2 axle trailer from a standard vehicle with a 3.5 tonne trailer rating. The carbon fiber mast is split and stowed under the boat on the trailer.

Book your trip with ARCHAUMBAULT M34

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• Sailing Anarchy

Archambault M34/A35

• Thread starter Martin Lloyd Evans
• Start date Jan 17, 2011

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Martin lloyd evans.

• Jan 17, 2011

I was curious to know if any of the M34's have been rated for IRC yet? When I spoke with Archambault back in the summer they stressed that it wasn't designed as an IRC boat - but it looks a great little boat and might be a suitable replacement for my 105. Other option I'm looking at is the A35...tI've heard mixed reviews....they seem to be really sticking on the second hand market ...any idea why this would be?  

Hi, i read on here the m34 rating is about 1.110  

Presuming Ed

Super anarchist.

Had a look at the M34 at the London boat show. Nice boat, but absolutely not for IRC - absolutey no interior whatsoever, 45%(ish) ballast ratio, carbon keel fin. I would imagine that Tour Voile teams are champing at the bit to get their hands on their boat, and start practising. Can't imagine why they would bother with an IRC rating. £150,000 on the water, IIRC, but very difficult to get past SWMBO.  

from what i have read.... it wouldn't be worth getting an IRC rating on an A34...somewhere over 1.100 doesn't sound too far off the mark versus an IRC A35 at 1.031 - a difference of something like 69 IRC points at 3.4sec / point = 234.6 sec/hour = 3min 54.6sec / hour difference - thats a lot  

• Thread starter

Moonshine - Agreed - it looks like a blast to sail though!  

Bigfoot J105 said: it looks like a blast to sail though! Click to expand...

The A35 was designed for IRC - it can be fitted with a bowsprit or regular pole or both. For IRC most boats have gone for regular pole. It's a pretty beamy boat and there is lots of room below. It's very good upwind, slower thana 105 downwind/reaching in medium/heavy conditions. They are quite primiative down below but have basic accomodation. In Europe they sell pretty quickly even in this market. I raced my 105 against them quite a bit, friends who've been very successful in their 105 are considering one for 2011 offshore season. The M34 is the replacement for the Mumm 30 on the Tour Voile. In fact thinking of it in the same waty as the Mumm 30 is a good idea, very performance orientated very spartan below. They will be used for a mixture of inshore and offshore racing in the Tour Voile (6 week long full on event, mix of pro and student teams typically). It has lifting keel for ease of trailering (during the Tour the boats are trailered from Atlantic coast to Med and then in after the event back North). The M34 at the London show will be back in the water in Feb in Plymouth ready for test sails. The M34 has been quoted around 1.1 (have seen nothing official) the new J/111 is 1.09 - so IRC rates the M34 as 36 seconds an hour faster. If it's IRC you care about then the A35 is the choice. If you want out and out fun and intend to do some passage racing and especially if you wanted to sail the boat in France at some of the warm up events like Spi Ouest then give the M34 a look. Also have a look at JPK 960 or new 1010 if you have the budget. FYI I considered A35 as a replacement for my 105 but I didn't like the primitiveness of the interior or the symetric kite. I considered the M34 with a view to it being based in France but most likely to be a 109 next.  

From knowledge the ratings for the A35 go from about 1.027 to 1.036. Kite sizes and 4 kites been carried usually account for difference. Some use bigger kites offshore off the bowspirt.  

I don't think A35s are "sticking" on the market. They sold a whole heap of them and they are now being moved on for various reasons including of course the state of most of our economies. Depending on kit they are selling from about €100,000 Euros upwards, a little less in some cases. Let me know if you want one.....  

needsailing

Wessex Yachts in Plymouth got the first IRC number for the M34 during the London Boatshow, but not sure what it was. They are hoping to get 6 boats in time for some of the UK Summer Regattas. All they said they required was a small returnable deposit to establish a decent one design fleet in the first season. I'm going down for a sail in the Next couple of weeks, so will report back.  

Thanks for your comments - If I sailed more offshore I'd never be tempted away from the 105 because it's such a great boat (apart from the sodden interior!)- it's just because we do a bunch of inshore windward / leewards - hard to sail to rating ( or perhaps driver error on my part downhill!)...as soon as there's a reach or a bit of wind...the boat really comes into it's own.Logic says 109 as there are a few locally, they sell quickly, plus plenty at Cork Week etc[ but after the 105 I fear that a 109 would be a little dull in comparison. Plus is that it's palatial down below compared to the 105. Probably end up sticking with the 105, but there are some good deals on A35's right now, would look for one with sprit fitted so have sym/asym options. quote name=Jambalaya' timestamp='1295273242' post='3131747] The A35 was designed for IRC - it can be fitted with a bowsprit or regular pole or both. For IRC most boats have gone for regular pole. It's a pretty beamy boat and there is lots of room below. It's very good upwind, slower thana 105 downwind/reaching in medium/heavy conditions. They are quite primiative down below but have basic accomodation. In Europe they sell pretty quickly even in this market. I raced my 105 against them quite a bit, friends who've been very successful in their 105 are considering one for 2011 offshore season. The M34 is the replacement for the Mumm 30 on the Tour Voile. In fact thinking of it in the same waty as the Mumm 30 is a good idea, very performance orientated very spartan below. They will be used for a mixture of inshore and offshore racing in the Tour Voile (6 week long full on event, mix of pro and student teams typically). It has lifting keel for ease of trailering (during the Tour the boats are trailered from Atlantic coast to Med and then in after the event back North). The M34 at the London show will be back in the water in Feb in Plymouth ready for test sails. The M34 has been quoted around 1.1 (have seen nothing official) the new J/111 is 1.09 - so IRC rates the M34 as 36 seconds an hour faster. If it's IRC you care about then the A35 is the choice. If you want out and out fun and intend to do some passage racing and especially if you wanted to sail the boat in France at some of the warm up events like Spi Ouest then give the M34 a look. Also have a look at JPK 960 or new 1010 if you have the budget. FYI I considered A35 as a replacement for my 105 but I didn't like the primitiveness of the interior or the symetric kite. I considered the M34 with a view to it being based in France but most likely to be a 109 next.  

The M34, A35 and Summit 35 will all be facing off at Audi Victoria Week starting on Saturday with a passage race followed by 4 days of windward leewards and short passage racing. Should be a good indicator and IRC nmbers will be available on the event site: Audi Victoria Week Cheers Mex  

Bigfoot J105 said: it's such a great boat .... as soon as there's a reach or a bit of wind the boat really comes into it's own... but after the 105 I fear that a 109 would be a little dull in comparison Click to expand...

walterbshaffer

Left Hook said: Bigfoot J105 said: it's such a great boat .... as soon as there's a reach or a bit of wind the boat really comes into it's own... but after the 105 I fear that a 109 would be a little dull in comparison Click to expand...

I'd 100% agree with BigFoot on the 105 v 109 comparison sailing wise.  

Jambalaya said: I'd 100% agree with BigFoot on the 105 v 109 comparison sailing wise. Click to expand...

You must be trying to sell a 105 cause locally the 105 rates 21/24/30 secs slower than the 109 B/R/O  

badwhiskey36

I don't own either of them, but I could see someone saying that a slower boat may be more of a challenge or more fun to sail. Look at the Star or Etchells classes.  

whiskey said: I don't own either of them, but I could see someone saying that a slower boat may be more of a challenge or more fun to sail. Look at the Star or Etchells classes. Click to expand...

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power for a M34

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• Bateaux Archambault

Bateaux Archambault M34

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Ose raider m34: hull (33.66" 855mm).

OSE Raider M34 Bare Hull

Designed specifically for racing in the P-Class, the new Raider M34 measures in at just below 34 inches, and the bare hull weighs 1lb 11oz! The deep v design was created so it handles turns and waves like no other boat on the market. The M34 is capable of handling 4s and 6s with ease! And includes a big open cowl/hatch opening that allows a lot of room to work. Not like some of the other hulls on the market, where you can hardly fit 2 packs, a motor, and ESC without having to struggle. Now available in four different colors of carbon, something that has never been done before! This is something completely unique to Offshore Electrics that you will not find anywhere else. Available in: - Black carbon weave. - Blue & black carbon weave.  - Green & black carbon weave. - Purple & black carbon weave. - Orange & black carbon weave.   - Red & black carbon weave. - Kevlar weave.   Specifications: Length: 855mm (33.66") Beam: 250mm (9.84") Depth: 135mm (5.31")   Bare Hull Weight: 766g (1lb 11oz) ***Picture depicts the finished hull, does not include any hardware, electronics, etc. Just a bare hull*** ***All Carbon hulls are hand woven, meaning there may be small irregularities in the weave*** ***Last picture shows the transom mounting that we use the Speedmaster hardware***

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The iCom M34, World’s First Floating Handheld VHF

• By Tony Bessinger
• Updated: March 13, 2007

GearUpiComFloaterSt

About ten years ago, I purchased a brand-new handheld VHF radio. It wasn’t cheap, but it was just what I needed for my 20-foot center console, and for listening to transmissions from our Wednesday evening race committee. I used the radio for all of about an hour before I bumped into a handrail on my boat while the radio was clipped to my belt. There was a splash, a brief trail of bubbles, and one pricey radio on its way to Davy Jones’s locker. It wasn’t the first valuable item I’ve dropped in the drink (that particular poignant memory belongs to a Swiss Army knife lost when I was nine years old), and it probably won’t be the last. Until now, like many others who’ve contributed expensive items to Mr. Jones’ locker, I’ve attached tethers to handheld radios, stuffed them in pockets that were hard to get to, or simply gone without. Now, thanks to iCom, I’m using the first handheld VHF radio that floats, giving me a fighting chance of recovery. The IC-M34, which lists for $179, has just enough flotation to keep about two inches of the radio out of the water. Instead of using aluminum to build the chassis, iCom uses high-strength polymers (plastic) to keep the weight down. It probably has little to do with the buoyancy of the M34, but the case has an hourglass-style design, which makes the radio easy to hang on to, and puts your thumb in the proper position to operate the push to transmit (PTT) button. The IC-M34 can transmit at a full five watts, or at one watt for close-quarter communications. It also has a neat new feature which iCom likens to a TV remote control that’s been programmed to ignore unwanted channels, a “favorites” setting which can be set to only scroll through pre-selected channels. I like the large LCD screen, which is easy to read even in full sunlight. The buttons are easy to use, even when you’re wearing gloves. At first I wasn’t too crazy about the M34’s on/off button, which is recessed into the top of the radio, next to the socket for the (optional) remote speaker/microphone. Like many of you, I’m used to having knobs on the top of the radio for both on/off and volume controls, but I’m getting used to the button, especially since it makes the radio less likely to be turned on by mistake in a gear bag. The M34 also features something called AquaQuake, which, when activated, makes a vibrating sound to clear the speaker of water. Don’t test this particular feature in your cubicle at work, like I did, as it makes a noise louder than one would ordinarily hear in a quiet office environment.The M34 is designed for rugged use, and uses a rechargeable Lithium-Ion battery that’s good for about ten hours of listening time. iCom offers an optional battery case that uses standard AA batteries, but cautions that the M34 won’t float with the AA case attached.Of course, what good’s a floating radio if it can’t get wet? For this reason, the M34 is waterproof to IP-X7 submersible standards (waterproof at a depth of one meter for 30 minutes).We’ll be testing the M34 for the next few months on the water at NOOD regattas, while test-sailing boats, and on whatever racecourses we find ourselves on. We’ll let you know how the IC-M34 holds up, how well it works, and what (if any) issues we have. www.icomamerica.com

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Dehler 34   Cruiser racer with winning gene

The era of the performance cruiser began 30 years ago with the Dehler 34. Today, the new Dehler 34 is the direct successor of this cult yacht. Discover the original of this performance cruiser in its modern form!

The Dehler 34 sets standards in its class, with its living space, headroom and tank volumes – and offers outstanding sailing performance.

Dehler yachts stand out with their unique personality, which amazes with clear lines. Simply unmistakeable.

Available as standard, the Dehler Carbon Cage lends the hull 20 per cent more stability. That means you can sail higher into the wind with your Dehler.

• Length over all 10.70 m
• Hull Length 10.30 m
• Beam 3.60 m
• Draught standard 1.95 m
• Displacement standard 6.00 t

Presented just for you   your dream Dehler

We cordially invite you to your own custom boat show on the yacht of your dreams. Your Dehler dealer looks forward to meeting you. They will arrange for an exclusive presentation on the Dehler model of your choosing and explain all of the details on and below deck. This personal appointment means no time constraints, no crowds, and it complies with all health and safety rules. Schedule your exclusive consultation today and get ready for an exciting presentation!

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360°   view

Start your personal tour around your favourite Dehler comfortably from home with our new 360 degree panoramas. Take all the time you need and discover every detail in captivating detail. Enjoy navigating below Deck.

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Exterior   Design

Exterior gallery.

Steering: Twin wheels or tiller

Choose how you want to have control over your Dehler. The twin wheels come as standard, or opt for the tiller steering.

Full cockpit: One-handed control

All sheets can be led directly to the helm via the six winches integrated as standard.

Hidden ropes: Clear deck

You will immediately notice the tidy and clear deck layout. This is particularly thanks to the rope guidance integrated into the deck and out of sight.

Three skylights: More daylight

Sporty optics on the outside, daylight on the inside. Thanks to three skylights, the sun radiates into the interior of your Dehler.

Interior   Design

Interior gallery.

Hidden highlight: Bar

A pull-out bar is integrated into the saloon table.

Cabin lighting: Precise dimming

With the Smart Light System, you can synchronise all lights in the owner’s cabin to your desired brightness.

Navigation: Ergonomic table

From the movable navigation table you have everything within reach: the on-board electrical equipment, radio device and plotter.

Ambience: For the soul and senses

Elegantly rounded corners, perfectly harmonised colours and soft lighting pamper you below deck.

Interior   Layout

Interior layouts.

The standard version of the Dehler 34 features a bow cabin with open bulkhead, while the stern is divided into storage space and a second double cabin. As an alternative, the bow can be built as a closed owner’s cabin. The cabins can be outfitted with lightweight furnishings as desired.

Dehler Uni Door: Clever concept

One door for two frames makes it possible to use the space as you wish. Simply choose which areas should be separated from each other.

Saloon table: Pure flexibility

While the one table top is in use, the other can be folded down to offer free passageway through the saloon – or vice versa.

Clear space: For all your items

Whatever you decide to take on board, you will have plenty of space in the generous drawers, overhead cabinets, wardrobes and storage boxes.

The engine: Always accessible

The engine is situated below the companionway and is noise-isolated. It can be maintained from both the companionway as well as from the aft cabins.

Video   Gallery

Dehler 34 guided tour.

It’s a true space genius with enough room to accommodate four crew members, a fully equipped pantry and every possible storage space. The Dehler 34 is the perfect performance-cruiser, combining a maximum of comfort on board with an overwhelming sailing performance.

Awards   Reviews

Dehler 34: test review - boating new zealand march 2018, dehler 34: test review - cruising world april 2017, dehler 34: test review - yachting life january/february 2017, dehler 34: test review - sailing today february 2017, dehler 34: yacht test - vergleich performance cruiser - teil 2 / yacht 17 - 2018, dehler 34: bericht - yacht revue 01/2017, dehler 34: testbericht - yachtrevue 05/17, dehler 34: testbericht - segeln 03/2017, dehler range: schwern yachten gmbh & co kg - bericht yacht 20/20, dehler 34: testbericht - skipper 6.2018, dehler 34: testbericht - yacht 19/2016, dehler 34: yacht test - vergleich performance cruiser - teil 1 / yacht 16 - 2018, dehler 34: barcos a vela & yachting no 119, dehler: voile magazine n°300, dehler: review - voile magazine decembre 2018, dehler 34: test review - voile magazine mai 2017, dehler 34: test review - voile magazine novembre 2016, dehler 34: test review - voile magazine janvier 2017, dehler 34: ο θρύλος ξαναγεννιέται, dehler 34: feature - plefsi 06/2016, dehler 34 boat of the year, dehler 34 european yacht of the year nominated, dehler 34 sailing today award, model   comparison, download   documents, dehler 34 standard specification, dehler 34 brochure, dehler quantum sails manual 2020-21, dehler 34 sail plan (standard rig), dehler 34 technical sail plan (standard rig), dehler 34 sail plan (carbon rig), dehler 34 technical sail plan (carbon rig), dehler 34 speed guide (cruising), dehler 34 speed guide (performance), dehler 34 stability curve (standard), dehler 34 stability curve (performance), dehler 34 longitudinal view, dehler material and colour card, dehler 34 interior layout (standard), dehler 34 interior layout (option), dehler 34 deck layout, dehler   configurator.

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