Tayana 55

1982–1991 · designed by Pieter Beeldsnijder · built by Ta Yang Yacht Building Co. Ltd.

The Tayana 55 was designed by Pieter Beeldsnijder as a heavy-displacement bluewater cruiser intended for extended offshore passages and long-term liveaboard use. Built to Lloyd's scantlings by Taiwan's Ta Yang yard, it prioritised seakindly motion, generous tankage, and comfortable accommodations over speed. The centre-cockpit layout with a large aft stateroom made it a natural choice for couples doing extended ocean voyaging. It earned a reputation as a well-constructed, go-anywhere cruiser that rewards owners willing to maintain its complex systems.

This is a general read on the Tayana 55 class — informed background, not a verdict on any individual boat. Condition, refit history, and how a particular hull was sailed and stored matter far more than class reputation. Use it to know what to look for; for a read on a specific listing, run a free FairKeel report on that boat.

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At a glance

Hull form: Fin Keel
Ballast: Internal Iron
Rudder: Skeg Hung
Mast step: Keel Stepped
Hull construction: Fiberglass
Bridgedeck: Cored
Production: 1982–1991
Built in: Taiwan

What the Tayana 55 is known for

Heavy-displacement Lloyd's-scantling hull provides genuine offshore durability and a seakindly, dampened motion in a seaway that lighter modern hulls cannot match.
Centre-cockpit layout with large aft owner's stateroom is one of the most practical arrangements for a liveaboard couple, offering genuine privacy and separation from the saloon.
Skeg-hung rudder provides meaningful protection to the rudder stock and a more predictable helm in following seas compared to a spade rudder.
Large water and fuel tankage built in from design — not an afterthought add-on — supporting extended passages without reprovisioning.

Known trade-offs

Teak decks are the class's most expensive chronic liability — original screw-through teak on every hull is now 35–44 years old and almost universally in some stage of failure.
Original engines are at or well past economic service life; an unrepowered example requires an immediate budget allocation for repower before any serious offshore passage.
Condition varies dramatically across the fleet — some hulls were lavishly maintained by offshore voyagers; others were neglected at a dock for years. Survey findings are highly hull-specific and price alone is a poor quality signal.
Heavy displacement produces sluggish performance in light air; the boat requires 10–12 knots of breeze to come alive, which can make light-air passages frustrating and increases motoring dependence.
Chainplate and deck penetration leaks are a known class pattern and can be difficult to trace fully without headliner removal — budget for a thorough investigation on any prospective hull.

Age-related quirks to expect

Teak deck screws and coring rot High 1982–1991 (all production years)

Original diesel engine age (Perkins or similar) — repower exposure High 1982–1991 (all production years)

Osmotic hull blistering (solid glass below waterline) Medium 1982–1991 (all production years)

Chainplate corrosion and deck-seal failure Medium 1982–1991 (all production years)

Standing rigging age — original or under-documented replacement history Medium 1982–1991 (all production years)

Systems to check before you buy

Teak decks and subdeck core priority: offshore, liveaboard, coastal

Original screw-fastened teak decks are a near-universal maintenance liability on this class. Plugs fail, screws corrode, and water migrates into the balsa subdeck core confirmed in production. Probe all low spots and around every deck fitting. Saturated core requires full deck replacement in the worst cases.

Engine and propulsion priority: offshore, liveaboard, coastal, motor

The class left production with Perkins diesels now 35–44 years old. Assess hours, oil analysis, compression, and heat exchanger condition. Many hulls have been repowered; verify installation quality and alignment if so. A failing engine at sea on a 55-footer is a serious safety exposure.

Chainplates and rig attachment priority: offshore, coastal, racing

Leaking chainplates are a documented class issue. Inspect backing plates, the deck seal around each chainplate, and interior headliner concealment that may hide active corrosion or cracking. Stainless chainplates embedded in decks can fail without external warning.

Standing rigging priority: offshore, coastal

Any rig 10+ years old without documented replacement history should be considered due for replacement before bluewater use. The ketch variant has additional complexity at the mizzen. Check swage terminals for cracking, toggle alignment, and forestay for wire-to-rod transitions if upgraded piecemeal.

Tanks (fuel and water) and through-hulls priority: offshore, liveaboard, coastal

Original aluminum fuel tanks of this era are blister and corrosion risks; original water tanks may carry mineral buildup or biological contamination. Through-hulls and seacocks should be exercised and inspected for bronze dezincification or failure to operate — a common finding on boats that have spent years at anchor.

How it fits your plans

Offshore: One of the stronger candidates in its era for serious bluewater voyaging — the Lloyd's-scantling hull, heavy displacement, skeg-hung rudder, and large tankage were all chosen with ocean passages in mind. Capsize screening factor of approximately 1.8 sits at the acceptable offshore threshold. Suitable for shorthanded couples if well-equipped, but the rig and systems load demands competent seamanship.
Coastal: Capable but overbuilt for purely coastal use; the boat's strengths are not fully utilised on day sails. Draft may limit access to shallow anchorages.
Liveaboard: Genuinely well-suited — the centre-cockpit layout with a separate aft stateroom, generous headroom, and large tankage make it one of the more practical liveaboard platforms of its era. Interior teak joinery is attractive but maintenance-intensive in humid climates.
Weekending: Functional but the boat's size and systems complexity make it more work than most weekenders require.
Racing: Not a racing design; heavy displacement and moderate sail area ratio make it uncompetitive in any performance class.
Motor: Range and tankage are adequate for extended motoring in calms, but it was not engineered as a motorsailer and fuel burn at hull speed is significant.

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