Heads turned at the 2003 Motorcycle Show at Birmingham' NEC when people saw Triumph's Rocket III. A three-cycinder behemoth with a 2,249cc engine! Whatever next?
This huge-engined machine is specifically styled for the American market. It's a result of numerous customer clinics to which Triumph's "benchmark" customers were invited. The desire was to produce what would be not just unique, but also the largest capacity bike when it hit the market.
Triumph produces some 35,000 machines a year, 82 per cent for export markets of which the US market is crucial. The Rocket III, already sold out until January 2005, has proved a big hit. We went to Triumph's new factory in Hinckley, Leicestershire to test ride the Rocket III. Triumph's sales and marketing manager, Bruno Tagliaferri, introduced us to this radical new machine.
It was one of those by now typical August 2004 days - torrential rain. Bruno mentioned casually that the day before the bike had a puncture, so they had fitted a new back tyre.
Now when tyres are being made, the mould is coated with a release agent which makes a new tyre extremely slippery, even in the dry, until it is "scrubbed in" which can take 100 to 200 miles. In the wet it's even worse.
That's with any ordinary bike. Judicious use of the throttle seemed to be the order of the day!
The Rocket III is anything but ordinary. Even two-up the Rocket III can accelerate faster than pretty much anything else on two wheels. In the process it pulls 1.2G and delivers 90 per cent of its peak torque between 1,800 to 6,000rpm.
This outstanding performance comes from the three-cylinder, 2,249cc engine. The cylinder size is the same as the Dodge Viper and, for a high-speed internal combustion engine, is close on the practical maximum. Triumph wanted an engine that would remain the largest at a time when virtually all manufacturers are going for larger engines. We asked if there were plans to introduce a Rocket IV? Apparently not.
This is the first time that Triumph has adopted shaft-drive which it admits will be used in other concepts. This could make its sports tourers more attractive in the European market.
In terms of looks, the Rocket III is impressive; and the extremely wide tank enhances the really big bike feel. Even before you ride it you know that bikes don't come any bigger. The handlebars are set high, and wide. The mirrors give a good rear view.
The cruiser-style seating position is good. There is an analogue speedometer with an LCD trip and a separate rev counter which red-lines at 6,000rpm and a cluster of "idiot" lights. On our ride we found the front brake adequate at all sane speeds but were less impressed with the rear brake which felt inadequate for the performance.
This is a heavy machine, around 760 lbs with a full tank. With the long wheelbase of 1,690mm it can feel somewhat heavy and ponderous on roundabouts and in tight turns.
We found the gearchange rather clumsy, not that with all this massive torque gear changing is a frequent event. Frankly this bike has enough power not to need a five-speed gearbox.
Straight line roadholding seemed good, but as for fast cornering, given the atrocious conditions, we have to say that the jury is still out.
Acceleration, which is what this machine is all about, is seriously awesome. Even allowing for the necessity for prudence on saturated roads with a new back tyre, acceleration was in a realm we have never before experienced. Overall the ride proved comfortable and utterly effortless, albeit a bit scary on slow corners and somewhat marred by a noisy gearchange.
However, for those who are attracted to cruiser-style machines and the all-American approach to motorcycling, this bike is just about as good as it gets.
It has not escaped Triumph's notice that other manufacturers, such as Harley-Davidson, derive a significant portion of their profits from accessories. First on the list of must-haves should be a Roadster screen, as opening the throttle on this machine is akin to facing into a hurricane.
The official Triumph brochure lists main dealers in 37 countries but makes no mention of Ireland! They are, however, available here. Those concerned about infrastructural investment should be consoled by the fact that the list price here includes €2,999 of VRT.
TechSpec
ENGINE: Liquid-cooled, DOHC, in-line 3-cylinder. 2,249cc. 8.7:1 compression; electronic ignition; fuel injection; shaft drive; five-speed gearbox.
CHASSIS: Tubular steel twin-spine frame; twin-sided swinging arm; wheels - alloy 5-spoke 17 x 3.5" front, 16 x 7."" rear; 43mm USD forks; rear suspension - chromed twin shocks with adjustable pre-load; brakes - front, twin 320mm floating disks, 4-piston callipers; rear - single 316mm disk, 2-piston calliper.
DIMENSIONS: Seat height 740mm; wheelbase 1,690mm; weight 320kg; fuel 25 litres.
PERFORMANCE: Maximum power: 140 bhp @ 5,750rpm. Torque: 200Nm (147ft.lb) @ 2,500rpm.
PRICE: €21.900.