In 1963, when the three-cylinder design was conceived, BSA was the largest manufacturer of motorcycles in the world, and the parent company of Triumph. The companies were run as separate entities and as such free to design and build their own models. Initially management opposed the three-cylinder concept. General Manager Edward Turner, never a man to mince words, described it as "potty." However, by 1964 Turner was gone, and rumors that Honda planned to release a 4-cylinder model had been confirmed. The group knew they needed something to counter the threat and Doug Hele, Triumph's luminary development engineer, who'd penned the three cylinder design while "fooling around one night after everyone had gone home" was given the go-ahead to dust off his drawings.
Hele chose the three cylinder design because he felt it would be smoother, more powerful and more reliable than the British twins that were then the most popular motorcycles in the world. By 1965 the prototype triple was up and running. With its three cylinders arranged transversely the triple produced 58 horsepower at 7250 rpm, an outstanding figure for the day.
The new bike, arguably the first SuperBike, although no one had yet come up with that term, employed much existing architecture, which should have minimized the time it took to take the new bike from drawing board to showroom. For a variety of reasons it didn't, and the use of dated technology had serious repercussions when the bike finally did hit the sales floor in September of 1968. Fast it was, and decent handling, but it came with drum brakes, a four-speed gearbox and no electric starter. Additionally, it still used pushrods to open its valves rather than the expected overhead cams. The slab-sided styling which had been contracted out to the OGLE Design house also left something to be desired, especially the "Ray Gun" mufflers. Customers stayed away in droves.
Compounding the problem was the fact that the BSA group, understandably wanting their version of the bike to have its own identity insisted on a number of changes to the original design. Where the Trident frames had a single down tube, the Rocket Three used a duplex frame design. The Rocket engine was also inclined in the frame, as opposed to the Trident, which carried its engine vertically. This necessitated the use of different engine castings, and a separate assembly line. The changes added substantially to the cost of the bikes, putting them out of reach of all but the wealthiest enthusiasts.
One month after the release of the stillborn Trident/Rocket Three lineup the other shoe dropped. In October of 1968, Honda released its overhead cam, CB750/4, complete with 5-speed gearbox, front disc brake and electric start, fundamentally changing motorcycling forever. Over the next few years the Trident/Rocket Three underwent a series of redesigns, eventually becoming what it should have been from the start. For BSA, though, it was too little, too late. Although the Trident version would stay in production until 1975, eventually selling 45,000 units, BSA would be belly up by 1972, having sold just 7000 Rocket Threes. -Mark Zimmerman
2005 Triumph Rocket III
Designation: Rocket III
Suggested base price: $15,999
Standard colors: Black, red
Standard warranty: 24 months, unlimited miles
Recommended service interval: 10,000 miles
Engine & Drive Train
Type: Liquid-cooled, inline longitudinal triple
Valve arrangement: DOHC, two intake, two exhaust valves per cylinder
Displacement, bore x stroke: 2294cc, 101.6 x 94.3mm
Compression ratio: 8.7:1
Carburetion: EFI, three 56mm throttle bodies
Minimum fuel grade: 89 octane
Transmission: Wet, multi-plate clutch, 5 speeds
Final drive: Shaft
Chassis
Wheels: Cast alloy, five spoke, 17 x 3.5 front, 16 x 7.5 rear
Front tire: 150/80R-17 Metzeler ME880 tubeless radial
Rear tire: 240/50R-16 Metzeler ME880 tubeless radial
Front suspension: 43mm stanchions, inverted; 4.7 in. travel
Rear suspension: Two dampers, adjustable for preload, 4.1 in. travel
Front brake: Two four-piston calipers, 320mm discs
Rear brake: Two-piston caliper, 316mm disc
Fuel capacity: 6.6 gal.
Handlebar width: 37.8 in.
Electrical & Instrumentation
Battery: 12v, 18AH
Forward lighting: Dual, 5.2-inch headlights
Taillight: Single-bulb taillight, license light
Instruments: Mechanical speed, tachometer, LCD odometer/dual tripmeters, lights for low fuel, high beam, turn signals, neutral, oil pressure
Performance
Fuel mileage: 33.1-35.3 mpg; 33.9-mpg average
Average range: 226 miles
60-80 top-gear acceleration: 3.28 sec.
Quarter-mile acceleration: 11.55 sec @ 118 mph
Back Talk
It doesn't look very inviting, but the pillion setup on the Triumph is actually a cut above its large-displacement cruiser competitors. Really, it's the peg placement that makes a difference; instead of an uncomfortable gyno-position for your legs, the Triumph lets your feet rest low and forward enough to feel natural. The seat is wide, though very hard and in need of replacement. An easy fix, however, compared to most arrangements, which require relocation of the pegs or floorboards to be truly inviting. -Jamie Elvidge