"Oh...my...God." That's the typical response coming from riders getting off the new Triumph. It doesn't really matter if the tester is a cruiserphile, a road racer, a touring rider...a vintage nut. It's all the same when it comes to the Rocket III. "This bike is too fun!"
The declaration "too fun" may seem subjective, but it's actually a near-perfect description of this bike's phenomenal torque output. At 2300cc you'd expect an adrenal goose, and the Triumph delivers. Like a rainy-day run on a wooden rollercoaster or a date with a Victoria's Secret model, a ride on the Rocket III is an experience that exceeds everyday expectation. It's such fun to uncork 141 foot-pounds of grunt right off the light, in fact, that you might wonder how much fun is healthy. And then, as you hurtle along, shifting through the gears in a torque-curve plateau large enough to build condos on, you'll know. This is way too much fun.
With the magic of sheer cubic inches, the Rocket III dominates the big-cruiser landscape.
The long-anticipated Rocket III Triumph, with outrageous capacity and styling to match, is finally ready for action. Yes, it's hulking. Some think it's an eyesore. But no one—we repeat, no one—can call the Rocket short on character. Almost absurdly its own thing, this is a motorcycle with its own drummer. Heck, it's a motorcycle with its own band!
The standout feature of this new motorcycle is undeniably its massive three-cylinder mill, which boasts pistons similar in size to those found in a Dodge Viper. The engine's exterior dimension and finish is a bit automotivesque as well, but Triumph stylists made it work, punctuating the huge cast-alloy cases with chrome accents, and, well, building a bike around it that was brutish enough to provide a bit of balance. The fuel-injected triple bursts to life easily and settles into a rather delicate whir, reminiscent of BMW's K75 series, so popular here in the '80s and '90s. This bike is many things a V-twin cruiser is not, beginning with the no-bark, all-bite sound. A slew of aftermarket pipes is inevitable, of course, so one can make the Triumph sound truly evil.
The dual headlights and beak-like horn cover are love/hate all the way, but they do distinguish the Rocket III from other big cruisers.
The torque produced by the 2300cc engine is not only profound, it's very well managed. Our Dyno run revealed a max of 141 foot-pounds at 2500 rpm, but torque comes on right off throttle, reaching 140 foot-pounds quickly and remaining in peak range for another 1500 rpm. Conveniently, this is the range of rpm where most street riding is done, so the Rocket III pilot is always in the grunt, at least until the motor is wound above 5000 rpm where horsepower becomes the name of the game (132.4 at 6250 rpm). This bike hurtles, for sure. Keep in mind that's 30 more horsies than the Rocket's next-in-displacement heavyweight contender, the Vulcan 2000, dishes out—thanks to the Triumph's late-breaking redline of 6250 rpm, compared to the Kawasaki's 4750 rpm cutoff. While power might not be comparable between these bikes, weight is: the Triumph, full of fluids, tips the scale at 802 pounds, while the Vulcan weighs in at 820. Another Rocket challenger, the venerable Yamaha V-Max, may be much lighter in stature and displacement, but it is one of only a couple of cruisers on the market today that come close to the Triumph in performance. Here's how it lays out on the drag strip: Triumph is king, by a shred, at 11.55 seconds at 118 mph compared to the Max's last recorded run with us of 11.62 at 116.9. For reference, the V2K gave us a 12.43 at 104.2. The VTX and Valkyrie models run mid-12s as well, while Harley's V-Rod gives the Rocket good chase with an 11.88 at 113.8.
The 2300cc engine is better dressed than it was when we first saw it last year. Chrome accents help minimize its automotive-scale heft.
There are two times you'll want to be sure you're holding on to the Triumph with both hands. The first, when you lift off from low rpm and the bike's torque combines with a somewhat abrupt throttle response and a bit of drivetrain lash to snap your giggling head back (or into your passenger's helmet). The second instance you'll want a firm grip is when you hit any ruts at high speed, since the bike's taut rear suspension has a tendency to kick your butt right out of the seat! On the level, the bike does run stiff all around—a necessity, really, for its combination of weight, power and low profile. The chassis is supported by stout 43mm upside-down forks and twin rear shocks, which are adjustable for preload only. While the bike's rigidity can jiggle your fillings in certain situations, it's actually a benefit in smooth, long corners, where the Triumph hooks up solidly and tracks a line without the disconcerting wallow or hinging many cruisers of this size suffer. Ground clearance is good by cruiser standards, and the bike's steering feel is far from vague. In tight, high-speed cornering the Triumph is occasionally more exciting than it ought to be, especially before a rider dials in a smooth throttle hand.
Touches like the shape of the turn signal mount add character and value. The stem's shape echoes in the radiator cowling.
After a run down a famously patch-worked and twisting road here in Southern California, one tester likened the Triumph to a bull in a china shop after threading a nasty section of hairpins. In normal situations, however, the suspension is not a liability, though most will find it harsh for everyday cruising. What actually makes the Rocket III seem a handful in tight corners is the bike's profound length x mass x alarming power, which, of course, equals fun once you have your wits and a learned hand. Not only does the bike require a smooth throttle application at low speeds, it also calls for a bit of muscle on the bar and a deliberate approach to corners. This isn't a flick-it-in sort of scooter, nor is it one where you make major line changes mid-corner.
Our cover model, stunt rider Thad Wolff, said about the Rocket "I was surprised at how civil the thing is, considering it's so huge. It's a lot of bike to move around, but it goes where you want it to." That, coming from someone who spent a day riding the machine to its absolute limits. Wolff had plenty of time on the brakes too, as that big wheelie on the cover was executed with a scary lack of run off. No matter what the situation, the Triumph's tandem Brembo 320mm, four-piston discs up front and the two-piston 326mm out back do an admirable job slowing the thunderous brute. The brakes never showed fade and all riders reported the setup to have good feel and overall balance.
Shaft effect on the Rocket III is minimal, and what a rider notices more often is the big three-cylinder's torque effect at stops and during low-speed throttling as it rocks the bike very subtly side-to-side. Shifting the five-speed is an easy task, though the transmission mechanisms are very industrial in feel and sound. Finding neutral is effortless. Gearing is appropriate for this monster, and it pulls long, hard strokes once out of first, which is hardly essential. As you'd assume, passing never requires a downshift...or a second thought. Just twist and go. The clutch on our test unit (even before the photo shoot) was slightly abrupt, but units we sampled at the press introduction offered more gradual actuation. Both front brake and clutch levers are adjustable, so small hands will feel at home too.
Running around the sides of the cases, the chrome bar acts as engine guard and footpeg mounting bracket. The chrome plate is a heat shield for your foot. | 
Most bums matched the seat well, unless they were on passengers. If you plan to carry back-seaters, Triumph's accessory gel seat will probably be appreciated. |
The Rocket III's wide handlebar was a stretch for smaller riders and spreads the rider out in the air stream. The controls are quite conventional. | 
What's most impressive is the shape of the torque curve at low revs. It comes up quickly to 140 foot-pounds and hangs there for 1500 rpm, or nearly a third of the rev range. This is the range that counts most for street riding, and we applaud Triumph for concentrating the urge in the right place. But the Rocket also makes eye-opening peak power, some 36 more than a Kawasaki Vulcan 2000--mainly on the triple's ability to keep the torque coming to a redline 1500 rpm higher than the V-Twin Vulcan. Good show! (Click image for larger view.) |