The boat's construction represents a classic division of labor from the 1970s: the massively built GRP hulls were laminated by the Tyler Boat Company in the United Kingdom, while the masterful interior joinery, deck work, and mechanical fit-out were completed in s-Hertogenbosch, Netherlands. Below deck, the Trintella V stood out from its smaller siblings, the III and IV, by employing a significantly higher cockpit floor. This raised configuration freed up valuable vertical space underneath, allowing for an expansive walkthrough and a proper, secure passage galley. The interior was finished in hand-rubbed teak, displaying the exemplary craftsmanship that defined Anne Wever’s reputation. With seven generous berths, extensive locker storage, and a layout optimized for privacy, the interior offered a luxurious, traditional shipboard environment designed for weeks or months of continuous off-grid living.
Variations & Configurations
Throughout its production run from 1974 to 1979, the Trintella V was built exclusively as a ketch. The choice of a split rig was a deliberate design decision, minimizing individual sail sizes to make the heavy-displacement vessel manageable for a cruising couple without the aid of modern electric winches. Under the waterline, the hull features a traditional long keel with fully encapsulated ballast, drawing approximately 5.9 feet. This deep-draught, full-keel configuration prioritizes ultimate directional stability and rudder protection over close-quarters maneuverability.
While the structural underwater profile remained constant, the interior configurations did see minor variations depending on the original owner's specifications. Some hulls were delivered to other yards or finished as owner-completed projects under the Victory 48 name, resulting in slight variances in cabin styling and layout details. However, the authentic Dutch-finished Trintella V models typically prioritized a massive master cabin aft, a sprawling main salon, and a robust forward guest cabin, supported by an impressive tankage capacity of 1,000 liters of fresh water and 1,000 liters of diesel fuel.
Sailing Performance & Handling
The physical realities of the Trintella V’s numbers describe an unapologetic heavy-displacement cruiser-motorsailer. Weighing in at 41,888 pounds with a ballast-to-displacement ratio of 31.58 percent, the vessel is built to withstand extreme sea states. This structural heft is reflected in an exceptionally high comfort ratio of 51.85, indicating a motion in a seaway that is incredibly gentle and predictable. The boat will not suffer from the rapid, tiring acceleration in waves common to modern light-displacement cruisers, keeping the crew safe and rested during ocean crossings. Its capsize screening ratio of 1.54 sits well below the maximum safety threshold of 2.0, reinforcing its credentials as a true blue-water passagemaker.
With a displacement-to-length ratio of 397.81, the hull is firmly in the heavy-displacement category and has a theoretical maximum hull speed of roughly 8.0 knots. However, its sail area-to-displacement ratio of 8.29 reveals that the Trintella V is heavily under-canvased by modern sailing standards. In light to moderate winds, the boat relies on its massive 115-horsepower Perkins diesel engine to maintain cruising speed. Once the wind rises above 15 to 20 knots, the ketch rig comes alive, and the boat can be easily balanced to track straight for hours, requiring minimal helm correction.
Market Snapshot & Economics
With only 17 units of the Trintella V built by the Anne Wever yard, the model is an extremely rare sight on the global brokerage market. When a vessel does become available, it generally commands the attention of classic yacht connoisseurs who appreciate traditional Dutch ocean cruisers. Because of their build quality, well-preserved examples command a premium relative to mass-production boats of the same era, though they are often priced lower than equivalent vintage Hallberg-Rassy models.
Prospective owners must approach a purchase with realistic refit economics in mind. Because these vessels are now decades old, their complex systems, extensive wood trim, and twin-mast rigs mean that a comprehensive refit can easily surpass the initial purchase price of the boat. Nevertheless, for a buyer intending to undertake high-latitude voyaging or classic blue-water cruising, the Trintella V offers an incredibly robust, safe platform at a fraction of the cost of a modern custom yacht of comparable structural integrity.
Known Issues & Triage
The most significant area of concern for any prospective Trintella V buyer is the teak deck. Laid over a GRP sub-deck, these original decks were bedded in resin and secured with hundreds of individual screws. Over time, water inevitably finds its way past the screw bungs and worn caulking, leading to moisture intrusion into the deck core, which can result in extensive delamination and wood rot. A comprehensive survey using a moisture meter and thermal imaging is critical to assess the health of the decks.
Another area requiring close inspection is the deck-stepped mast compression system. The main mast sits on a compression post that channels loads down to a plate beneath the sole. In some models of this era, this load-bearing plate was made of mild steel. If water has dripped down the compression post, the plate can corrode, causing structural sagging and subsequent distortion of the cabin trunk or deck around the mast collar.
Additionally, Tyler Boat Company hulls, while exceptionally thick and structurally sound, are known to suffer from osmotic blistering, colloquially referred to by surveyors as "Tyler bumps." While rarely structural, a haul-out and peeling of the gelcoat may be required if a severe case of osmosis is present.
Modernization & Upgrades
Modern owners of the Trintella V are increasingly focusing on updating the vessel’s electrical footprint and auxiliary systems to support comfortable, off-grid blue-water cruising. Given the massive 1,000-liter fuel capacity, the original Perkins engines are frequently retained due to their legendary reliability, but they are often paired with upgraded high-output alternators and modern soundproofing.
The primary area of modern retrofitting centers on the electrical bank. Replacing the heavy lead-acid batteries with a lithium iron phosphate (LiFePO4) house bank allows owners to run induction cooktops, watermakers, and modern navigation suites without relying heavily on a diesel generator. Given the ketch rig's extensive deck hardware, veteran owners also install custom aft arches to support large solar arrays, integrated davits, and stern swim platforms, significantly improving the boat’s utility when at anchor in remote destinations.
The Verdict
The Trintella V is a magnificent monument to an era when ocean cruisers were built to survive anything the sea could throw at them. It is not a boat for light-wind club racing, but rather a robust, secure, and luxurious home on the water for those who value safety, seakindliness, and traditional craftsmanship above all else.
Pros
- Immensely strong GRP hull construction by Tyler Boat Co. with exceptional Dutch teak joinery.
- Outstanding comfort and safety in heavy weather, characterized by a high comfort ratio and gentle motion.
- Highly secure center-cockpit design with a private walkthrough to the spacious aft master cabin.
- Generous 1,000-liter fuel and water capacities, offering true long-range self-sufficiency.
Cons
- Poor light-air sailing performance, requiring frequent motoring or motor-sailing.
- High risk of costly teak deck maintenance or replacement due to age and fastening methods.
- Difficult handling in tight marina berths due to the long keel and full-keel underwater profile.
- Potential structural issues with corroding mast compression plates if left un-tended.
