When Helmut Kohl became chancellor in 1982, he emphasised the principle of performance and that it had to be worthwhile again. Willi Dehler obviously listened to him and built the 34 ST - the family version of the successful IOR racer DB1. But apart from the willingness to deliver performance and the expansive dimensions around the centre of the body, the Dehler and Kohl have little in common. For while the Chancellor's postulate is more economic, the Dehler is exceptionally sporty.
The Sauerland boat, albeit family-friendly, comes onto the market with a whopping 47 percent ballast, a total weight of just 3.8 tonnes and a sail load factor of 5.14 with the large genoa. By way of comparison, a current Dehler 32 RS, a modern performance cruiser, only achieves 4.76.
Overall, the concept of the Van de Stadt design is a success: The DB1, which was identical on the hull side, won silver in series production, and a modified version, the DB2, even won the 1984 IOR World Championship in Kiel. However, it is difficult to sell such hot sports equipment in large numbers - too special, too much trimming work with double backstays, barber haulers and flexible rigging. In addition, a crew of several people is always required to put weight on the edge.
So marketing expert Willi Dehler decided to develop a tamer cruising version. 200 kilograms more ballast in the keel replaced the crew on the edge, the rig without backstays ensured operability even with a small crew, and below deck a fully-fledged extension robbed the crew of the arguments against the purchase. That's how it is in the eighties. Of course, all kinds of trim gizmos remain for the ambitious skipper.
The eventful history of Optima
However, sales were not very successful. Only 42 of the 34 ST were built, some of them, like the test boat, with the slightly higher Bodensee rig. The reason is obvious: the Dehler is simply too expensive - the shipyard charges 122,000 Deutschmarks. Too much, because the French can do it cheaper. A First 305, which is very similar in concept, is available for around 90,000 Deutschmarks.
But Dehler wouldn't be Dehler if he didn't immediately have the right ideas: remove the expensive Kevlar from the hand-laid, solidly laminated hull, put the mast on deck and base the entire calculation on large quantities. "The calculation worked out. We presented the Optima 101 at Hanseboot 1984 for 79,000 Deutschmarks. It hit like a bomb," recalls Wolfgang Nießing from Marina Großenbrode, a dealer at the time.
The Optima 106 was offered later. It has a protruding pulpit, which adds 50 centimetres to the overall length. The hull is still the same. A self-tacking jib is installed on deck, wheel steering in the cockpit and the wet cell is moved aft, which provides more headroom. Boats for foreign countries are once again called Dehler 34s. "They couldn't do anything with the metres in the name," says Nießing.
In 1993, the laminating mould was finally retired, after over 1300 hulls in a good ten years, which were used for a total of six models. In automotive engineering today, this is probably called a platform strategy. "The advantage of large-scale production is that it's worth stockpiling spare parts. Most things are still available today," continues Nießing.
Sporty genes thanks to Dehler
The handful of extra square metres of the Bodensee rig suit the test boat well. Around 8 knots of wind, just under 3 Beaufort, is what the weather brings during the test run on the Elbe. The ship immediately translates this into speed. Every extra breath of wind can be felt directly in the ship, the mainsheet and the rudder. A little more than 4 knots are possible upwind at a tacking angle of 80 degrees.
A good 5 nautical miles per hour at a slight angle. Tacking and jibing are quick and easy. The rudder moves smoothly thanks to modern, retrofitted bearings. After a few years of use, the original nylon bushes generate play and friction on the aluminium rudder stock. However, replacing them with new, self-aligning bearings is quite straightforward.
The fittings are also largely where they should be. However, on deeper courses the mainsheet interferes with the foresailor's work on the genoa winch, which is no big deal. More serious is the very short traveller. As the Dehler is well loaded, it has to be reefed early. However, this time could be postponed a little with a mainsheet anchor point that opens wide to leeward. However, this is not really dramatic: a strong backstay stay and the solid boom vang make up for the short traveller when releasing pressure from the main.
Unfortunately, there is no question of pressure on the test day, as the wind finally dies down and the current of the Elbe gains the upper hand. We return to the jetty under engine power. No matter, because she proved that she is fun to sail even in these light wind conditions. And the fact that she is generally fast underway is proven by race results to this day.
The agility already noted under sail is also evident with the engine, as you would expect; turning circles of just one ship's length help in narrow harbours. The explanation for this is that the rather long shaft system allows the propeller to do its work directly in front of the rudder, which is thus optimally exposed to the flow. And the system has no artificial limit to the deflection of the blade, which also helps.
Tidy deck
The entire deck layout is just as well thought out as the arrangement of the rudder and propeller. The halyards disappear just behind the mast foot in channels that end next to the companionway in front of lever clamps. This is normal nowadays, but was not a matter of course in the early 1980s. The genoa track can be guided close to the cabin superstructure by internal shrouds. This ensures tight sheeting and enables small turning angles.
On the coachroof, the rails for the sliding hatch stand out, protruding forwards from the garage almost up to the mast. There is a Lewmar hatch between them. At the time, the boat was delivered with a fixed perspex roof, which was attached to the rails. However, it leaked in the YACHT test from 1985. This was probably also the case on the test ship, which led to it being replaced.
In the cockpit, which is open to the aft, the flap over the bathing platform is missing. In its original state, it closes the stern and was the forerunner of the lowerable platforms that have become so fashionable today. A life raft in a container can be attached to the outside of the hatch, a typical Dehler idea.
The design of the helmsman's seat proves that the Dehler comes from the world of racing. The flattened coaming offers optimum support and is downright comfortable. In conjunction with the tiller jib and the easy accessibility of the mainsheet and backstay tensioner, it is easy to steer even over long distances.
The TBS coating on the sandwich deck was also suitable for regattas. However, its adhesive loses its adhesion over the years, so it has to be replaced. On the test boat, this is solved with teak veneer panels. Alternatively, the existing decking could be replaced or painted.
Cosy cabin
There is no real feeling of space in the gloomy cabin, the headroom is too low for that. The saloon is just over 1.80 metres high, a result of the flat superstructure and low underwater hull. However, the enormous width in the centre of the boat allows for a generous saloon table which, when lowered together with the port side, provides a bed for two.
A WC room is located in front of the saloon. There is a lack of headroom and privacy here. This is because the wet area is only separated from the forward berth by a half-height door that is flush with the head of the bed. However, you will hardly want to close it, because then the crew lies forward as if in a honeycomb without light and ventilation. Not suitable for claustrophobic people.
The same applies to access to the aft berth. It is open to the saloon, so if you want to get in, you have to squeeze past the stool at the navigation table. Then, however, a sleeping area with sufficient space and height awaits.
The galley has a double sink, ice box, which is now equipped with an active cooling system on most boats, and a cooker with oven. There are plenty of storage spaces and lockers, but there is a lack of work surfaces. However, as the really large saloon table is within easy reach, this is bearable.
The quality of the interior finish is fine. The veneers appear to be sufficiently thick. Even after 30 years of family and regatta use, there are no signs of wear. Nothing creaks when sailing, which is astonishing. This is due to a special feature of production at Dehler: although the boat was produced in large numbers, the hull and deck were always glued together and laminated all the way round from the inside first and only then, piece by piece, was the furniture fitted. This ensures extra stability.
The ceiling was designed as a light-coloured GRP inner shell, with screws for fittings protruding into the living space. This doesn't look nice, but is extremely practical if a part leaks or needs replacing over the years. The screws can be reached quickly without having to remove the interior panelling, which is pleasing.
Above all versatile
Whether it's a family holiday, a long weekend with friends, a tough regatta or simply relaxed daysailing: the Dehler can do it all. She is easy to live with, but can also be ambitiously chased around the buoys. The many trimming facilities are fun if you like tugging on lines and outriggers.
The test boat also showed no weaknesses in details such as the gelcoat, although this is also due to good maintenance by the owner.
Hairline cracks or chalking? Not a chance. If you find a well-manufactured and well-maintained specimen, you can rest easy. 30.000 euros. If you are interested in an Optima, keep an eye out for possible osmosis. Otherwise, get on board, have fun and replace what gradually gives up the ghost after 30 years.
The shipyard
The first German large-scale production shipyard can look back on an eventful history. After various bankruptcies and changes of ownership, it has belonged to the Hansegroup since 2009.
Model history
The 34 ST, for plug-in mast, is the toned-down version of the IOR DB1 and DB2 racers. It comes without backstays. The Optima 101 follows with the mast standing on deck and without Kevlar in the hull. It is significantly cheaper than the 34 ST. With a longer pulpit and the wet cell aft, the ship is called the Optima 106. The shipyard calls the ship the Dehler 34 again for use abroad. It has a self-tacking jib and a wheel. The hull was built around 1300 times between 1982 and 1993.
The market
Depending on age and condition, prices range between 19,000 and 35,000 euros.
As of 09/2024, how the prices shown are defined can be found here!
The Dehler 34 ST in detail
Technical data of the Dehler 34 ST
- Design engineer: Van de Stadt
- Lüa (torso length): 10,10 m
- Width: 3,40 m
- Depth: 1,70 m
- Weight: 3,8 t
- Ballast/proportion: 1,8 t/47 %
- Mainsail: 30,4 m2
- Furling genoa (142 %): 34,0 m2
- Sail carrying capacity: 5,14
- machine (Yanmar): 11 kW/15 hp
Prices and info
- Construction time: 1982-1993
- Number of units (34 units/total): 42/1330
- Base price ex shipyard (1982): 57350 €
- Average used boat price: 25.000 €
As of 09/2024, how the prices shown are defined can be found here!
Shipyard
Dehler Yachtbau GmbH, Meschede-Freienohl, www.dehler.com
YACHT rating of the Dehler 34 ST
Solidly built boat with sporty genes and correspondingly many trim features. Ideal for active sailors who occasionally take part in regattas. The interior is fully suitable for holidays
Design and concept
- + Fast IOR hull
- + Kevlar reinforcement
- - Low headroom
Sailing performance and trim
- + High sail carrying capacity
- + Agile steering feel
Living and finishing quality
- + Large Naviecke
- + Clean interior fittings
- - Tight berth dimensions
Equipment and technology
- + Good original fittings
- - Traveller too short
- - Original motor only single-circuit cooled
The article first appeared in YACHT issue 13/2012 and has been revised for this online version.
