Blast-Off!
BLAST-OFF!
CYCLE WORLD EXCLUSIVE
2005 ROCKET III
Triumph puts the "motor" back in motorcycling
MATTHEW MILES
WHEN THE PRODUCT PLANNERS AT REBORN British bike-maker Triumph got it into their heads to build a power-cruiser, they didn't fool around. Citing a gap in the large-bore market, they went huge—as in a segment-busting 2000cc inline-Three pumping out a staggering 120 horsepower and 120 foot-pounds of torque. Ultimately, worried other manufacturers might steal their thunder, they upped displacement to an incredible 2294cc-140 cubic inches-with an expected output of 140 bhp and nearly 150 ft.-lbs. of torque!
Good move, it turns out. More than half of all streetbikes sold in the U.S. are cruisers, and two-thirds of those displace greater than 900cc. This past year alone, Honda unveiled the spectacular sixcylinder Rune and Kawasaki cut loose with its colossal pushrod V Twin, the Vulcan 2000. Closer to home, Harley-Davidson offers the 103-cubic-inch Screamin' Eagle Electra Glide. Obviously, if Triumph hoped to make a lasting impression in the world of big inch cruisers, absolutely massive was the way to go.
Last fall’s behind-the-scenes preview of the all-new bruiser-cruiser (“Rocket III,” October, 2003) traced the bike’s progress from wooden mockup to picture-perfect prototype. We even scored a brief, rain-soaked ride on a wired-for-data test mule. At the time, however, an actual production-representative machine was a long, long way off. In fact, our studio photo bike, the same mockup seen on the show circuit earlier this year, was carefully pieced together and its engine cases were filled with cement. We weren’t allowed to touch anything, let alone swing a leg over it!
Months passed, but the promised exclusive first ride didn't materialize. With overseas reports alleging engine failures, leakages and other catastrophes, we grew concerned. Might the Rocket III go the route of Triumph’s shelved Hayabusabeater, the all-out hypersport model that made it all the way to on-road testing before getting the axe? Not a chance.
While there were most definitely setbacks-porous engine castings, for example-reality is, Triumph, like all bike-makers these days, runs on tight deadlines. Sampling a ready-forprimetime machine even a few weeks prior to its official rollout is physically impossible. But it never hurts to ask. And ask. And ask.
Just when we’d all but lost hope, the call finally came. Triumph pledged two glorious days on the first Rocket III to leave the factory, plus a tour of the new facilities (built adjacent to the old plant) and a sneak peek at the costly new engine assembly line. Technical Editor Kevin Cameron and I caught the first flight to the U.K., fingers crossed in hopes of no more setbacks. But on the morning of our planned ride, while we were finishing up breakfast at our hotel a few kilometers from the factory in Hinckley, word came of a holdup with the bike. Could we delay our arrival until 11 a.m.?
When we rolled into the parking lot at the appointed hour, Rocket III Project Leader Graham Gilbert greeted us all smiles. After introductions, he led us over to a pair of Rocket Ills, one painted Cardinal Red, the other Jet Black. Both appeared impeccably finished, with beautiful paint and chromework, but as Gilbert was quick to point out, a few details still needed to be attended to. For example, the bracket securing the gauges flexed too much. It will be more rigid in production. Also, the oil tank filler cap wasn’t finished.
While I knew what to expect in terms of the bike’s overall appearance and dimensions, Kevin had so far only been privy to photographs. Now, he could see everything in three dimensions. Making a slow, counter-clockwise circle around the bike, he pointed to the many bolts securing the case covers. British car-maker Jaguar did the same on its classic inlineSix. No effort was made to hide the Rocket Ill’s large radiator; in fact, chrome end caps draw attention. Big engines produce a lot of heat, KC remarked. Noting 227 miles already showing on the odometer, Kevin dropped to his hands and knees, and ran his finger along the various seals. He looked up and smiled. “Nice and clean. No oil vapor.” The 240-sec -tion rear Metzeler mounted on a 16 x 7 V2-inch wheel “looks right.” If any cruiser has the power to actually need such a large tire, he chuckled, the Rocket III is it.
I settled into the wide, dished solo seat (an accessory passenger pillion can be attached in seconds), reached out to the wide handlebar and wrapped my hands around the grips. The bar is lower and farther forward than on the prototype I rode, but hardly a stretch, at least for a long-armed 6-footer such as myself. Given the narrow seat/gas tank juncture and low, 29.1-inch seat height, I easily planted both boots flat on the pavement. Squeezing the levers, I found the clutch pull unexpectedly light and the brake lever sportbike-flrm.
Lifting the bike off its sidestand required no untoward muscle-not often the case with big cruisers, especially one weighing a claimed 705 pounds without fuel.
The ignition key is conventional, but located unconventionally ahead of the top triple-clamp, aft of the Speed Triple-style dual headlights. As I was already astride the bike, I had to stand to reach it. I squeezed the cable-actuated clutch, pressed the starter button and the engine jumped to life, quickly settling into an easy idle. Fuel-injection is a wonderful thing.
A big three-cylinder engine mounted lengthwise has a lot of crank inertia, but because the clutch and balance shaft spin opposite to the crank, torque reaction is minimal. The slim mufflers with their blacked-out peashooter openings deliver little in the way of a throaty beat. The Rocket III isn’t sewing-machine quiet, but it’s close. Had to be that way, what with Euro 3 emissions and all. Clean air and happy neighbors aside, I’ll bet my house that aftermarket mufflers will be a huge hit. Maybe someone will even turn out a zoomy tri-pipe setup reminiscent of Craig Vetter’s 1970s Hurricane.
At loitering speeds, the titanic Triple is a pussycat. Last year’s prototype revved quickly-too quickly for the engineers. EFI software was rewritten and the gas/twistgrip ratio reworked to soften and smooth low-rpm response. Now, it’s easy to roll into the throttle without the bike lurching forward unexpectedly. Still, if you snap the dual butterfly-equipped injectors wide-open in the bottom gear, one of two things happens: The fat rear tire hooks up and catapults the bike forward with great force, or if traction is less than adequate, spins wildly. And yes, wheelies are possible, just ask a certain Triumph test rider. In fact, with redline set at 6500 rpm, acceleration at just about any engine speed in any gear is flat-out impressive. Will the Rocket III actually outrun a Suzuki Hayabusa up to 90 mph, as claimed? We’ll have to wait and see.
Cruising along in top gear at an indicated 60 mph, the engine is turning just 1000 rpm. Up to 3000 rpm, vibration is of absolutely no concern. Above that, with the motor really showing its teeth, the relative coarseness common to other Triumph Triples creeps in, fuzzing the mirrors. Also, if you slam the throttle shut, the engine sometimes backfires through the underseat intakes. Well excuuuse me...!
With all this power on tap, gear changes are superfluous. Triumph could have opted for a three-speed automatic instead of the five-speed manual. Regardless, the tranny works well, even if downshifts were a little notchy on our low-mileage tester. Finding neutral is cake. Because the bike is so long, driveshaft effect is negligible.
Tire-burning acceleration never gets old, but there’s more to the Rocket III than speed. The frame is steel tube, and the solid-mounted engine serves as a stressed member of the chassis, making for a stiff package. While stability is rocksolid-no surprise from a motorcycle sporting a non-sporting 67-inch wheelbase-steering is unexpectedly light considering the 32 degrees of rake and 6 inches of trail. Handling isn’t dead-nuts neutral, but it’s close. And there’s none of the vague feeling so common with machines of this size. If there’s a negative among all these positives, it’s that U-turns require lots of room.
My first day’s ride was spent looking for photo locations on two-lane backroads. While some buyers may find the chosen damping and springing rates overly firm, especially on potholed city streets, control is first-rate, even at footpegdragging cornering speeds. Sportbike-spec front brakes lifted from the Daytona 955i deliver excellent feel and don’t fade, even after repeated hard stops. Out back, showing knowledge of the cruiser market, engineers provided an extra-thick 316mm disc pinched by a four-piston caliper. It’s a very, very powerful combination, but extremely easy to modulate. As on all Triumphs, steel-braided lines are standard-issue.
Day Two added motorways to the mix. While the Rocket III cruises comfortably at highway speeds, turning just 3000 rpm at an indicated 80 mph, a windbreak would be a nice addition. Triumph has two windshields in the works, the cop-bike Roadster and shorter Summer. A small Fly Screen will also be available. And for folks who live in regions with few twists and turns, optional floorboards will further up the comfort quotient. Which makes me wonder: Might a touring version be waiting in the wings?
Chasing Tiger-mounted Product Range Manager Ross Clifford back to the factory along unfamiliar hedgerow-lined roads, I found the Rocket III a willing companion. What it gave up in the comers, it more than made up on the straights. Passing slower traffic was a no-brainer. Just point and shoot-blammo! Stopped at an intersection, I noticed the low-fuel light was glowing brightly. Out of gas already? How could that be? After all, we had filled up only 74 miles earlier, and the gas tank holds 6.5 gallons. Turns out, Ross hadn’t actually topped off the tank, only added a couple gallons. Just like the rest of the performance data, fuel mileage will have to wait until we lay our hands on a testbike back in the States.
One thing is absolutely certain: The Rocket III is a remarkable motorcycle. And not just for a cruiser. Yes, it’s big. Yes, it’s heavy. But it’s easily managed, that massive engine in particular. Think of it as a British-built Honda Valkyrie. Only better. And much, much faster.
“Had we simply crunched the numbers, we would have built a V-Twin because that’s what’s selling,” Clifford acknowledged. “The Rocket III is different.”
Couldn’t have said it better ourselves. □
