SPECIFICATIONS
2004 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
Wet weight: 802 lbs.
GVWR: 1287 lbs.
Seat height: 29.1 in.
Inseam equivalent: 34.1 in.
Wheelbase: 66.7 in.
Overall length: 96.9 in.
Rake/trail: 32o/5.9 in.
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.
The huge 6.6-gallon tank tapers...
The huge 6.6-gallon tank tapers to a comfortable width at the rear.
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 to 36 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
RIDING POSITIONS
Andrew Cherney: I'm just going to come right out and say it—the Cruiser of the Year has landed, folks. For me, anyway. Triumph's Rocket III does more things right than any other big bike I've ridden this year—with a few caveats, of course.
Even though the bulbous Rocket sports forward controls, I found the riding position more than tolerable, thanks mainly to a supportive, roomy low-slung saddle. An unbridled throttle response and seamless fuel injection had me checking the speedo more than once (luckily the Law didn't check it for me)—the Triumph's in-line triple is that much of a G-rush.
The 800-plus-pound beast handled itself surprisingly well on the Coast Highway's turns, even if a bit of coaxing was required to lean it over. That righteous rear rubber and a meaty throttle have conspired to keep me grinning two weeks after I've flogged the thing. I can't wait to jump on it again.
The caveats? Yes, it's pricey, the dual discs aren't the most communicative brakes in the world, and what I perceive as badass styling some will view as just badly executed. But, I can even live with that harsh suspension 𤹥 foot-pounds of torque really can't be wrong, can they?
Art Friedman:The production version of the Rocket III turned out much nicer than the prototype I saw almost a year ago, and I am impressed by the looks of the final product. I am also all for any bike that is not just another copycat big twin. However, the R3 still begs the question: Is bigger and faster better?
It depends on what you want, of course. If you want a bike with big impressive stats, the Yamaha delivers them for a price that is impressive because it isn't big. But for my money the bike is still too big. Yeah, it works well for an 800-pound motorcycle, but it's still an 800-pound motorcycle—and speed and weight make a tricky combination that's not suitable for unseasoned riders. You can get all that mass moving fast quite quickly, but if you have to make it change direction or stop in a hurry, doing it on a Rocket III is much more exciting than on a similarly fast sportbike that weighs half as much. Honda's Valkyrie feels less intimidating when you overcook a corner entry. This bike is treading on Boss Hoss territory. The brakes and handling are better than your average cruiser's but that means just adequate with this kind of rush and mass.
Though not for the inexperienced or unwary, treated with respect by an accomplished rider, Triumph's titanic triple can be a thrilling, distinctive ride.
Jamie Elvidge: I like it, no doubt. How could I not? The Rocket III oozes as much character as it does torque. It's also not a "me-too" bike, which I respect. There are plenty of giant V-twin cruisers out there with styling and seating positions that are so similar, so unimaginative. The Rocket is truly inspired. And I feel pretty inspired when I gas it off the light too, which is always a happy circumstance. It's especially fun around town and very comfortable on the highway. In fact, I could put a windshield on it and happy ride for days. The only place where I feel the Rocket is a bit of a liability is in tight cornering situations. Especially while you're getting to know it, the bike's heft, combined with abrupt throttle response and huge power make it feel awkward. But that's minor for me, and makes riding the Triumph more interesting. This bike is on my A-list for sure. It's not trying to please everyone, and that makes it worth its weight in gold.
RECALLING THE ORIGINAL ROCKET
Ironically, the original Rocket Three wasn't a Triumph. The Rocket III name was first applied to the BSA A-75 variant of the Triumph-designed T150 Trident triple.
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 five-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
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