Storö IV/34 (här Storö IV Cajsa VI - Pavillon d'Or vinnare 1968) till 1974
Storö 34 sedan 1975
1975-1988 - med ny design
|Höjd över vattenlinjen (m)||3.10|
|Deplacement (t)||5 - 7|
|Bränsle (l)||2 x 300 (-1972)|
2 x 500 (1972-1974)
2 x 520 (1975-)
|Vatten (l)||160 (-1972)|
2 x 140 (1972-1974)
2 x 165 (1975-)
|Antal byggda båtar||800|
The Storö IV/34 was one of the most successful models of Storebro with 800 units built and it consolidated the excellent reputation of the yard. The ship was marketed with features like safety and comfort.
The quality of the boat was far better than boats of similar size and layout. No other manufacturer processed wood so perfect, so rich and so elegant as Storebro.
The first ship was built on the insistence of Storebro customer Sten Nilsson, who absolutely wanted to have a ship with aft cabin. As a result, a first ship was built as a single piece for this customer (No. 1295). The demand for this ship then ensured that Storebro further developed this model. At the beginning of production, in addition to the first 9.06 m long boat, two further prototypes of 9.30 m and 9.60 m in length were produced. The image of the 9.06 m long prototype with the serial number 1295 suggests that it is the hull of the Storö III. This is definitely not right. Overall, however, the shipyard was not completely satisfied with the running characteristics of the hulls, so the final design of Einar Runius had a length of 10.35 m.
While Einar Runius was responsible for the hull design, the design of the ship as well as the layout was carried out by Winfried H. Wilke.
Due to the long production period of the Storebro Royal Cruiser 34, a large number of engine types were installed. The development of the engine technology is also evident. While the prototypes started with Volvo Penta MD27 and 83 hk(SAE!), the first series ships were equipped with the Volvo Penta MD29 and 92 hk(SAE!). The most popular engine was then the Volvo Penta MD32 with 106 hk(SAE!), which were 78 hk in comparison. On the other hand, the Perkins T6.354MGT engines, which were used from 1968 onwards to 1975 and were correctly indicated with 175 hk, were significantly stronger. Due to strikes in England, which interrupted the delivery of the engines, Thornycroft and Ford engines were installed in the meantime. In 1976 the complete change to Volvo Penta took place, after the TAMD60A with 192 hk came on the market. In the end with the TAMD60C and 2x240 hk approx. 30 kn were possible. At the end of the production period, the ships were mainly equipped with the Volvo engines of the 40 series.
Originally the hull was designed for about 20 kn. The initially available engines, however, did not even allow these speeds.
|Motoreffekt (kw/(hk))||165/(225)||83/(113)||107/(145)||129/(175)||85/(115)||68 - 77/|
(93 - 105)
|61/(83)||46 - 74/|
(63 - 100)
|49 - 68/|
(67 - 92)
|Motoreffekt (kw/(hk))||78/(106)||89 - 147/|
(121 - 200)
|67 - 91/|
(91 - 124)
|103 - 169/|
(140 - 230)
|53/(72)||81 - 109/|
(110 - 148)
|121/(165)||112 - 184/|
(152 - 250)
Volvo-data was taken from the Volvo Penta engine-database
* All variants of this engine
The values given in the motor diagrams below are measured values of individually equipped ships. The measured values can vary depending on the equipment as well as the wind and temperature conditions. These values do not indicate a binding property, but can only serve as indications.
|Information om bränsle förbrukning är endast tillgänglig för registrerade användare.|