2010 Triumph Rocket III Roadster - Back In Black

As my eyeballs slowly recede back into their sockets, I settle in for what will no doubt prove to be an interesting cruise. For those fearing Triumph had maybe neutered this latest riff on the Rocket III to accommodate older riders, here's a news flash-Hinckley's de facto hot rod has still got it.

When Triumph first dropped the Rocket III onto the cruiser scene, it was marketed as being faster than an R1 superbike at the time (ads even boasted of a top speed greater than 140mph). Although the U.S. market has since become the biggest consumer of this machine, back then, many traditional riders didn't quite know what to make of it.

The 2294cc engine still takes center stage on the Roadster, but now the world's largest mass-produced motorcycle has been made even meaner. Triumph says its Thunderbird and America twin-cylinder models will likely sate the traditional cruiser riders in the market, thus allowing the big triple to move away from the 2004 original's cruiser-biased styling to a more roadster-style stance. The new posture means revised ergonomics, rear suspension and brakes, along with a substantial boost in power.

Which was not a problem for a huge mill like this, apparently: the extra thrust comes from series of relatively minor tweaks, including a more efficient, freer-flowing exhaust system and remapped fuel injection. The 12-valve, 2294cc inline, liquid-cooled triple engine gets new cam drive components to quash noise, too.

The results are impressive: we're talking about a 15% torque increase to stunning 163 ft-lb at just 2,750rpm, a wheelie-worthy 146bhp at 5,750rpm and a fairly low (for the class, anyway) wet weight of 807 lbs. The clutch and shaft have also been strengthened to accommodate the power gains while a gearbox tweak is said to improve cog selection. Other changes include softer but better-damped rear suspension and more comprehensive instrumentation. The tubular-steel frame remains unchanged, as does the stout inverted 43mm Kayaba fork. The dual 320mm front brake discs and four-piston calipers will also look familiar, though the Roadster adds ABS as standard feature.

Climbing aboard, the ergonomic tweaks are instantly noticeable-you sit half an inch farther forward and a bit higher on the Roadster, compared with previous Rockets. The mid-mount footpegs are now nearly five inches rearward and an inch lower. It's a more sporting stance, and for me, a more comfortable place to be.

The view is much better from up here too, with an upright seating position giving a better look over traffic. The narrower, flatter saddle is comfy enough, though there's still no getting around the 6.3 gallon fuel tank, which rides high to make room for the tank-like radiator. The wide, raised handlebar falls to hand easily, and the chromed twin instrument dials just within your sightline now include a clock, gear indicator and fuel gauge.

Thumbing the start button and blipping the throttle, I'm greeted by a richer (and more appropriate), throaty rumble from the new exhaust. Clutch lever release is a bit resistant, but then I have small paws, and at least the levers are adjustable. Hooking a toe under the shifter nets mostly positive action from the slicker gearbox, but finding neutral is still as elusive as on previous Rockets, especially at a standstill.

I find that motoring the bike up to speed (and beyond) on the freeway is lightning-quick, an almost involuntary response to your right hand. It's amazing a motor this big can be so smooth, with just a hint of mechanical action down below. Power comes on in all gears, at the drop of a wrist, so I rarely find myself in top gear. Loafing along near 80mph on Highway 79 near San Diego, the tachometer barely brushes up against 3000 rpm.