We see a market for aftermarket Rocket III exhaust systems, though getting prettier headers that don't interfere with the rider's leg will be a challenge.
Wonder if the Rocket is a good fit for you? It's super-sized, that's for sure, but we couldn't find a rider who found the ergos uncomfortable or intimidating. The seat height is surprisingly low for one thing. At 29 inches, anyone who would consider an 800-pound cruiser is likely going to have his or her feet on the ground. The wide handlebar was on the verge of being a stretch for smaller riders, and almost everyone complained about upper body position at freeway speeds, since the semi-forward-mounted footpegs don't give you much leverage against the wind. (However, they are rearward enough to permit you to unload your weight from the seat when you're in the bumps.) If not a change of handlebar, a simple flyscreen would cure that ill. Triumph already has a couple of windshield options available for the Rocket, not to mention a horde of accessories ranging from chrome baubles to functional items like saddlebags, floorboards, backrests and a gel touring seat.
Not that we don't like the saddle just fine. Triumph scored well in the stock seat department, making friends with the huge variety of bums at our office. The pillion version of the accessory gel seat is a must though, since the standard passenger seating is not quite there, though it's wider and more well padded than most stock cruisers' backseat accommodations. Another functional downfall of many modern cruisers is the instrumentation placement, so we appreciate how the Rocket's speedo and tach cluster is mounted high on the bar right below the rider's line of sight. Gauges are exceedingly easy to read and all handlebar switches are standard issue. The round mirrors wouldn't be our first choice since they significantly limit sight area; we'd opt for a rectangular style instead. A high-frequency vibration, which kicks in at 3000 rpm, fuzzes the mirrors, but quickly moves from the handlebar to the tank and seat at about 3300 rpm. It's very subtle, however, and once you're above 3500 rpm you're going so fast your ass will be tingling anyway.
What can we say about the Rocket's massive 240/40 Metzeler tire? Well, it doesn't make steering heavy as on the Victory Hammer. It's not Metzeler's largest.
We know styling is subjective, but it's impossible not to loiter on the subject of the Rocket's motif. Everything about this bike screams uniqueness—even eccentricity —and we absolutely love it...even if we don't like it. This bike is not a black T-shirt. Not a boob job. Not another classically styled V-twin cruiser. Hallelujah.
From a distance the Rocket is like a cartoon come to life. It's impossible to ignore the bike's smackdown stature, humongous engine and, yes, the good-looking 240-series Metzeler rear tire. On the right side, your eye is drawn to the trio of header pipes exiting the longitudinally mounted triple. From the left, it's that giant chrome-finish auxiliary airbox cover that garners attention. (The main box is actually under the seat, where channels draw in air and elaborate ducts feed it to the throttle bodies.)
It's not until you move closer that the many artsy details become evident. Check the side cuts on the shiny radiator shroud for example, and how that line is echoed in the sexy shape of the front turn-signal stems. We like the flashy fender tip, though only a few favor the crazy beak-like horn cover under the sporty dual headlights. The wheels are gorgeous on this bike, just right for the meaty tires and full fenders. The stanchion wings are another sweet addition, and we like the way the engine guard bars are as functional as they are aesthetically pleasing. Note the footpegs and shift/brake mechanisms are mounted to these bars, which feature nice detailing to hide the linkage. Of course there was no other place to mount these accommodations, since the twin-spine frame uses the engine as an integrally stressed member with no cradle tubes. We consistently yawned over two elements: the look of the rear taillight, which is efficient, but seems unimaginative, and the same-ol' mufflers on this bike. Triumph does sell silencer caps for its exhaust system, which is unusual in the sense that the bike features a single pipe on one side and dual pipes on the other. We're thinking three upswepts on one side could look pretty wicked, eh?
With so much tire and such a wide rear wheel, shaft drive was probably the only viable final drive system. Triumph did a good job of controlling lash and shaft effect.
On the street, the Rocket commands plenty of attention. It doesn't matter if the person is riding a Harley, driving a Bentley or pushing a shopping cart, they all want to know more about it. Because of its mass, the bike is not the most efficient mount for urban commuting, and you'll find yourself suffering pangs of longing for an open lane and plenty of runoff. Hit the highway, and this bike is truly in its element. To set it up for touring is a piece of cake. It's already got the 6.6-gallon fuel tank, which affords an average 226 miles per fill up. The low-fuel light comes on very prematurely —between 105 and 120 miles—which renders it pretty much useless as the rider learns to ignore it as a functioning cue.
Needless to say, we're wildly impressed with the Rocket III. No one who's ridden the bike can deny it's a ton-o'-fun. It's one thing to build a bigger cruiser, but quite another to build a better cruiser. It's even more valuable perhaps, when you consider that this bike is no slave to style. If you're ready to break away from the herd, here's your chance. Now that Honda's Valkyrie is sadly missing from the new bike market, the Rocket III is an especially welcome alternative. Certainly it's a pricey one at $15,999. That might be $1000 less than Harley's V-Rod and a full $10K below sticker on the exclusive Honda Rune (expected to return for 2005), but it's nearly $1500 more than Kawasaki's V2K, $2500 more than base on a Honda VTX1800N, and—no kidding—$5000-plus more than you'd spend on a same-thrills Yamaha V-Max.
It's a lot to think about, isn't it? Look for a comparison of these crazy-fast muscle cruisers in the very near future...a little shuffling of the wild cards. If your checkbook is poised however, and you've been waiting all year for a Rocket III, there's certainly no need to postpone blastoff. Ten, nine, eight...the bike is more fun than you've imagined. Too much fun, to be exact.
The fancy cover helps diminish the radiator's girth. We are very impressed with Triumph's attention to detail and visual balance. | 
Both front and rear brakes offer power with good control at the levers. We never experienced any brake fade at either wheel during testing. |
Though the rates were chosen well, the rear suspension--dual shocks with adjustments just for spring preload--is unremarkable, |  |
Designers chose styling elements for the stressed-member motor that balanced its bulk, creating a somewhat cartoonish look. | 
Big engine, big power, big heat, big radiator. There is no pretension of air-cooling on Triumph's maximum cruiser; the radiator is in-your-face. |
The passenger seat doesn't offer real co-rider comfort or provide much security when the throttle is twisted. There two right pipes, one left. |  |
There is quite a bit of chrome jewelry on the edges of the Rocket III, which fits its style, but also adds to its considerable tonnage. | 
Forward footpegs and controls wouldn't mesh with the Rocket's huge power, so they are located further back than many cruisers'. |
Though using no notable technology, the brakes have the power and control to handle the considerable velocity and mass. |  |
The dual headlights and beak-like horn cover are love/hate all the way, but they do further distinguish the Rocket from the flock. | 
Instrumentation includes a handy tachometer, which is especially easy to read since it's mounted near the rider's line of sight. |
Instrumentation includes a handy tachometer, which is especially easy to read since it's mounted near the rider's line of sight. | |