The Triumph R3 Touring
The ultimate American motorcycle?Regardless of their home address, four of the five motorcycles tested here are "American" motorcycles in every way, shape and form. So for me the question is which one best represents that ideal?
In many respects, the touring version of the R3 might just be it. For starters there's the styling. What's more American-looking than a big-some might say huge-traditionally designed motorcycle, especially one with an oversize, longitudinally mounted inline engine and a monstrous chunk of chrome-plated header hanging right out there in the open? Granted, the look of the R3 from the tank-top speedometer to the floorboards, saddlebags and windshield might be construed as being somewhat "Harley-esque," but in Triumph's defense it's hardly alone in that.
Second, there's the performance. Although it's been slightly detuned (accounting for a loss of about 35 horsepower), the R3 is still hellaciously strong for any bike, let alone one configured as touring model, and especially so for one that weighs in at 789 pounds dry. Making 152 lb-ft of torque at just 2000 rpm, the Tour pulls from the bottom with the kind of authority generally reserved for heavy earth-moving equipment. But trust me on this one-I've operated a fair number of D8 Cats in my life, and I can't think of a single one that'll rock your world the way an R3 will.
Audacious power means nothing if the bike can't stop or go around corners, and while the Rocket demands a fairly high level of rider input in both instances, it does manage to get both jobs done without a whole lot of drama.
Converting go to whoa takes a good tug on the brakes, but if you factor in the weight of the bike plus a rider, you're trying to retard nearly 1000 pounds of mass. Add the burden of a passenger and luggage and those three disc brakes have their work cut out for them. Yet despite the somewhat high lever effort, the brakes have a nice linear feel to them and stop the bike surprisingly well.
When it comes to handling, the R3 definitely doesn't sweat it too much; while it's no corner-carver in any sense of the word, it can certainly hold its own on most roads. The front fork is nonadjustable but manages to provide a supple though not overly soft ride, and it gives enough feedback through the wide, swept-back bars to keep you informed as to what the front wheel is doing. The preload-adjustable twin rear shocks work just as well; both the spring and damping rates are right on the money. When pushed hard the R3 can be made to wallow, but by then you're probably going a lot faster than you should. Be advised this isn't a bike for the weak-kneed. On tight roads and around town this bike will give you a workout, but given its weight and size that's to be expected.
Historically, riding in the U.S. has always been about crossing vast stretches of open ground, and that's where the R3 really shines, covering the miles with consummate ease. All you have to do is relax in that Barcalounger of a saddle, point the thing in the direction you want to go and twist the grip. At highway speeds it's as solid and stable as a Baldwin locomotive and feels just about as powerful. And in case you were wondering, there's zero torque reaction from the shaft final drive to upset the handling.
No commentary on a touring model would be complete without some blather about the accoutrements that make it such. In the main the bags and windshield are top-shelf. The quick-detach screen comes off in a split second and goes back on even quicker, provides plenty of protection and causes zero buffeting. The top-loading bags are nicely made and hold a fair amount of swag, which I think pretty much covers Saddlebags 101.
Other amenities include a digital clock, tripmeters and a "miles remaining until empty" fuel gauge, which pops up by toggling the info button on the right switch pod and comes on automatically when the low-fuel light illuminates. Since I've pushed other Triumphs that have run out of gas and have no desire to repeat the experience with a bike this size, it's a feature that's much appreciated.
As a side note, there's a growing supply of aftermarket accessories available for the R3, so if a centerstand or chrome drive-shaft cover is what your Rocket needs, help is just a mouse click away.
As far as warts go, the Touring hasn't got many; it is a heavy bike, but then again it's a manly man's bike, isn't it? It also doesn't help that the exhaust manifold running high, wide and handsome down the right side of the bike throws off a fair amount of heat, almost all of which manages to blow right up your skirt. Riding through town on a hot day is a lot like saddling up a potbelly stove. This is one bike you want to keep on the move, particularly on sultry summer days.
So is the R3 Touring the quintessential "American" motorcycle? Although it's brash, bold and in your face, which are attributes I normally associate with the American motorcycling psyche, unfortunately it falls just a wee bit short. If power were the only criteria it'd be the hands-down winner-it's got half again as much torque as its nearest competitor (the Vision) and is 15 pounds lighter. But unfortunately it's just a little too bulky, takes a little too much effort to ride, especially at low speeds, and with a price tag of 17 big ones is just a little too expensive. However, the real deal-breaker is the exhaust heat, which just saps the life out of me on warm days.-Mark Zimmerman