2020 Triumph Rocket 3 Launch Review

The 2020 Triumph Rocket 3 is simply on a different scale to just about every other production motorcycle. It's got the biggest engine capacity. The most torque. And its many distinct styling features and general visual aesthetic scream 'over the top' from any angle.

It's even bigger than just the one model: the 2020 Triumph Rocket 3 R is a roadster while the 2020 Triumph Rocket 3 GT is tourer. Both models share the same chassis, geometry and drivetrain, but sport a number of important differences (more on that later).

But before we get to the nitty gritty, let's check out what's new…

While the previous Rocket III and the new Rocket 3 (see what they've done there?) share the same biggest-is-best philosophy, the two generations are vastly different in a mechanical sense, the newcomer boasting a new engine, chassis, suspension, bodywork, and technology.

The Rocket 3 is now powered by an even larger-capacity liquid-cooled donk, the old 2294cc unit growing to 2458cc, but it retains its inline (longitudinal) triple-cylinder format and is now physically more compact.

The engine is 18kg lighter and the entire driveline 32kg lighter, while the all-new aluminium chassis weighs half what the old one did. Triumph says the Rocket 3 is around 40kg lighter in total, with dry weights for the Triumph Rocket 3 R and Triumph Rocket 3 GT now 291kg and 294kg respectively.

The old engine produced 148hp at 5750rpm and 221Nm at 2750rpm while the newie makes 165hp at 6000rpm and 221Nm at 4000rpm, while Triumph says peak torque is produced over a far wider rev range.

In fact, the Triumph Rocket 3 produces more torque than any other volume-production motorcycle and 43 per cent more torque than its nearest rival, says Triumph, which it identifies as the Harley-Davidson Breakout 114 (155Nm/294kg).

The new engine adopts a dry sump design with integrated oil cooler. The six-speed helical-cut gearbox is new too, as is the slipper clutch and shaft final drive.

Triumph claims an average fuel economy of 6.8lt/100km for the new Rocket 3 and service intervals are pegged at an impressive 16,000km provided the recommended oil is used.

Fuel tank capacity is down from 24lt to 18lt, the reduction mitigated – says Triumph – by fuel efficiency gains.

Related reading:
Triumph set to bring back Rocket III
Triumph teases 2020 Rocket III in TFC reveal
2020 Triumph Rocket 3 R and Rocket 3 GT

There's new fully adjustable Showa suspension at either end and new Brembo Stylema brakes, the four-piston radial-mount jobs at the pointy end (with 310mm discs) complemented by a further four-piston caliper (with 300mm disc) at the rear.

Electronics? Settle in… The 2020 Triumph Rocket 3 has a ride-by-wire throttle, full LED lighting, self-cancelling indicators, keyless starting and steering lock, TFT instrumentation, and an array of rider assistance systems – Cornering ABS and switchable traction control, a choice of ride modes (Rain, Road, Sports and Rider), and a Hill Hold feature (which activates the brakes until throttle is applied).

And there's the smartphone app, MyTriumph, which – provided you've bought the $295 (plus fitment) accessory Bluetooth module – adds turn-by-turn navigation, call and text management, audio streaming and more. A USB charging point for a phone is located under the bike's seat.

Owners can also pick from a range of over 50 factory accessories.

The more touring-oriented Triumph Rocket 3 GT has a different handlebar (with more of a rearward sweep) and forward controls for a more upright ride position plus a different seat, its pillion perch sporting a height-adjustable backrest. The Rocket 3 GT's seat height is also lower, at 750mm, versus 773mm for the Rocket 3 R, and the Rocket 3 GT comes with a small screen and heated handlebar grips as standard.

The Triumph Rocket 3 R then, as a roadster, has mid-mount controls and more forward set handlebars, delivering a forward inclined and more aggressive stance. Heated grips are an accessory on the Rocket 3 R ($329 plus fitment).

To showcase the new siblings, Triumph Australia hosted the nation's motorcycle media on a two-day sprint through Victoria. And while we never strayed too far from Melbourne, we lapped up some challenging and very enjoyable roads through the hills and even a quick sprint up the historic Rob Roy hillclimb, which held its first event way back in 1937.

The launch was a smorgasbord of serpentine bitumen that could have served to highlight the prowess of any sportsbike, the route also providing a big clue as to the ability of this new Triumph Rocket 3.

After inspecting the Triumph Rocket 3 at close quarters, I have to say it's an even better-looking bit of gear in the metal. Triumph has gone to town on this model, applying painstaking care to every detail – I particularly like the bi-fold pillion footpegs, which tuck out of sight when not required.

The wiring harness is concealed behind the colour-matched panel over the twin headlights and the handlebars feature internal wiring, giving a particularly clean and neat appearance. Those header pipes are an artwork in themselves and the entire engine, the main focal point, is a masterpiece of form and function.

Though you'll have little chance to admire those aesthetics once you've wrenched on the throttle, and that massive Avon Cobra Chrome rear hoop starts spinning the earth backwards…

The Triumph Rocket 3 is the two-wheeled equivalent of a bullet train, with gobs of torque available throughout its rev range. According to Triumph there's at least 200Nm on tap from 2500rpm to 5750rpm, and 160Nm when the rev-limiter cuts in at 7000rpm. So there's more to that huge back tyre than visual presence – its large contact patch is pivotal in converting all that motive force to mind-warping acceleration.

But it can be a gentle giant too, loping along at low revs without complaint. The big triple spins at just 2250rpm at 100km/h in sixth gear, and it will even accelerate with little complaint in top from below 1000rpm, such is its flexible nature.

I found sixth gear was largely redundant at road-legal speeds, although you might occasionally use it on a German autobahn or at a track day, where you'll easily reach this ballistic brute's speed-limited terminal velocity of 220km/h.

In contrast to all this mechanical fury, those mufflers look the part but I found the Rocket 3's note to be fairly subdued – a little too demur for this bike – although I'm sure 'fruitier' aftermarket options will abound.

The gearbox is a superb bit of work and clutchless upshifts on the gas are a delight. Bar any physical impediment, there's little need to spend $499 (plus fitting) on the 'Triumph Shift Assist' quick-shifter.

And Brembo's top-spec Stylema four-piston radial-mount calipers do a superb job – even when called upon to pull up the best part of 400kg of man and machine from high speed. That rear anchor is mighty strong too.

They're backed by Cornering ABS and switchable traction control, providing an electronic safety net that can be tailored to the conditions.

While ABS is permanently on, the three main ride modes (Rain/Road/Sport) come with pre-set levels of throttle response and traction control intervention, while the fourth 'Rider' mode allows you to tailor your preferred combination of settings. It affords a good degree of flexibility without being overly complex.

Having said that, yours truly committed a cardinal sin during the 'official burnout opportunity' afforded us at the Rob Roy hillclimb, of giving it a fistful with the traction control still on. Yes, the Rocket 3 reverts to its Road mode (with full traction control) every time it's keyed off and on again – but my faux pas did at least underline the robust nature of the bike's clutch!

Of course the traction control plays a big role in a bike with this much grunt, and it's great to be able to choose between no slip, limited slip or the old-school zero intervention to suit your mood, the road, the weather or your skill.

Making a bike this big and powerful handle is no small order, but Triumph's engineers have pulled it off. With a long 1677mm wheelbase and rangy 27.9-degree rake, it's no streetfighter, but give the handlebar a shove and it will readily oblige, diving into corners before steaming through the bend and rocketing – as it would – towards the next corner entry.

There's healthy cornering clearance available on both variants before the hero blobs touch down, and certainly enough to attack the bends in a sporting manner.

The first few bikes I rode felt quite harsh over bigger hits, a decent bump at one point launching my bum clean off the seat, but then the next model I rode felt quite a bit more compliant. I'll be surprised if we can't dial out more of that harshness with further suspension fiddling when we grab a Rocket 3 for a more detailed road test down the track. It's no adventure bike, after all, and we did take in plenty of crappy surfaces on this trip. At any rate, the Rocket 3's Showa suspension is fully adjustable at either end, with most of the adjustors (bar rear rebound damping) easy to access.

The Rocket 3's weight is carried low and with a super-light clutch, excellent fueling and generous steering range, the bike is surprisingly easy to manage at low speeds, with U-turns presenting no problem. It's not even particularly arduous to push around at rest (on the flat, at least), although the hill hold function strikes us as a neat feature for a bike that's no lightweight.

The ride positions are thoroughly sorted on both variants, with excellent seating and roomy ergonomics. We're talking all-day comfort, and pillions will surely sappreciate the Triumph Rocket 3 GT's adjustable back rest.

I prefer the more aggressive stance of the Triumph Rocket 3 R but for more relaxed riding – especially two-up – the GT is the better proposition. Actually, you can swap the mid-mount controls for the forward controls on either variant with little fuss, says Triumph, while both sets can be adjusted through various positions.

The TFT instrumentation is neat. Riders can choose from a couple of layouts and can even dictate how much information is presented in each, which is a nice touch.

The long-awaited MyTriumph app is slick and expands the bike's functionality even further. It was easy to pair, but it's a little disappointing, I think, that it's an extra $295 (plus fitment) for the required Bluetooth module.

Speaking of grumbles, the Rocket 3's range seems a bit limited, at between 200-280km (depending on usage) – especially if you're buying the Rocket 3 GT with a view to touring. That small screen actually provides reasonable wind protection – even that little panel on the Rocket 3 R makes a difference – so a sub-300km range seems a bit light on given the bike's comfort. On this admittedly brisk ride the trip computer fluctuated from 7.5-8.0lt/100km; stay tuned for more accurate range figures.

Oh, and the indicator stalk is too close to the toggle switch for the instrument display – I hit the wrong one on several occasions, although I daresay you'd get used to the arrangement.

Priced at $29,990 ride away for the 2020 Triumph Rocket 3 R and $30,900 ride away for the 2020 Triumph Rocket 3 GT, these British bruisers spell major brawn for your bucks.

With blistering performance, clever features, excellent ergonomics and an exquisite finish, the 2020 Triumph Rocket 3 not only lives up to its hype, it's rolling art on wheels, a relaxed boulevard cruiser or a brutal bend-hunter in the one multi-talented package. Hats off to Triumph for conceiving it, building it, and now – in 2020 – making it even better.

ENGINE
Type: Liquid-cooled, DOHC, 12-valve, inline triple
Capacity: 2458cc
Bore x stroke: 110.2mm x 85.9mm
Compression ratio: 10.3:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 165hp (123kW) at 6000rpm
Claimed maximum torque: 221Nm at 4000rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame: Full aluminium
Front suspension: 47mm Showa inverted fork, adjustable for rebound and compression
Rear suspension: Showa monoshock, adjustable for preload
Front brakes: Twin 310mm discs with Brembo M4.30 Stylema four-piston radial-mount monobloc calipers, Cornering ABS
Rear brake: 300mm disc with Brembo M4.32 four-piston caliper, Cornering ABS
Tyres: Avon Cobra Chrome – 180/80 R17 front, 240/50 R16

DIMENSIONS AND CAPACITIES
Rake: 27.9 degrees
Trail: 134.9mm
Wheelbase: 1677mm
Seat height: 773mm (750mm)
Claimed dry weight: 291kg (294kg)
Fuel capacity: 18 litres

OTHER STUFF
Price: From $29,990 ride away ($30,900 ride away)
Colours: Korosi Red or Phantom Black (Silver Ice/Storm Grey with Korosi Red pinstripe or Phantom Black)
Bike supplied by: Triumph Motorcycles Australia
Warranty: 24 months/unlimited kilometres