2020 Triumph Rocket 3 R Review

Name: 2020 Triumph Rocket 3 R Review
Brand: Triumph

Here's what we've learned from living with the 2020 Triumph Rocket 3 R for the past couple of weeks…

After an initial introduction to the new 2020 Triumph Rocket 3 at its recent media launch, Bikesales was super-keen to grab one for a longer road test to see what this behemoth of a bike was like to live with day in, day out.

Don't let the Rocket 3 R's size put you off; point it at a winding road and this bike can be surprisingly sporty.

So that's what we did, racking up more than 700km on a 2020 Triumph Rocket 3 R – the roadster variant, as opposed to the more touring-oriented Triumph Rocket 3 GT. Click here for a rundown on the differences between the two models, and refer to our launch review for full details on how the Rocket 3 has evolved from its predecessor, the Rocket III.

Over the last couple of weeks we've used the Triumph Rocket 3 R as our daily transport, commuting on Melbourne's busy city streets and arterials before targeting the hills on the weekend. We wrapped up the stint with a near-300km run up the highway to check open-road fuel economy, which we can assure you is markedly different to its city consumption.

Rolling art? We think so, and the build quality is top notch too.

So what's the biggest thing we've learnt from our time with the world's largest-capacity volume production bike, and the one with the highest level of peak torque? That, somewhat paradoxically, it's remarkably easy to live with.

Yes, despite the Triumph Rocket 3 R weighing in at a portly 291kg dry and having a cruise liner-long wheelbase of 1677mm, it's very easy to ride. The bulk of that weight is carried low, and through some mechanical sorcery, the clutch is as light as any found on your average LAMS model. Add a smooth and progressive clutch take-up, and it's a doddle to maneuver the Triumph Rocket 3 R at low speeds.

It's ocean-liner long, but the weight is carried low and it's surprisingly manageable at low speeds.

Even in heavy traffic, the inherent flexibility of that monster 2458cc three-cylinder engine means that you can trickle along in stop-start traffic down to south of 20km/h before some feathering of the clutch is required.

As far as filtering goes, that chunky handlebar is rather broad, but it's not too high and so those stylish bar-end mirrors will pass under those of many a modern SUV or 4WD. It's not the sort of bike you'd readily associate with commuting – 165hp and 221Nm are a little excessive for the run the work – but it will happily oblige if that's what you want to do.

An upright ride position, relaxed ergonomics and a superb seat make for one comfy ride.

Digging deeper

In my initial launch review I queried a few points about the bike that now, after some more time in the saddle, I can put to rights.

First, I did get used the layout of the indicator switch being right above the toggle switch for the TFT menu system. I got the two confused on several occasions on the launch ride, but found I grew accustomed to the set-up with a few more days in the saddle.

You'll learn your way around the bar-mounted controls soon enough.

Second, the exhaust note grew on me. I initially thought it a little too subdued for an over-the-top roadster like this, but it is a unique, throaty sort of note that's probably about as evocative as it could be, given legal decibel limits.

It will certainly be interesting to see what the aftermarket can come up with for anyone after a little more 'aural oomph', but geez – they've surely got a job ahead of them in making the split system (two mufflers on the right side, one underslung on the left) look more beautiful than the stock arrangement. Like those gorgeous headers, they're artworks in themselves…

The pipes are stylish numbers, like so many of the neat design cues found throughout this ride.

Third, fuel economy and range. The Rocket 3's fuel tank is now 18L, down from the 24L of the previous generation, but the British manufacturer says its effective range remains largely unchanged thanks to an improvement in fuel economy from the new (and Euro 5 compliant) engine.

The bottom line is we achieved an average fuel economy figure of 8.4L/100km both around town and when giving it a bit in the hills. That's a safe range of around 200km, leaving a little bit in reserve before you start pushing (a situation you never want to find yourself in on a Rocket 3…).

That's one massive lump of an engine. And possibly the sweetest-looking stock header pipes we've seen.

On the highway run, where I sat on the 100km/h or 110km/h limit using the cruise control (a standard feature), that economy figure improved markedly, to 6.0L/100km. That's safe range of around 280km – not too bad for a roadster, although perhaps a little underdone when it comes to the Rocket 3 GT, which is the touring variant.

On the highway I found the small screen over the headlights helped quite a bit in terms of punching a hole through the breeze, although at 110km/h it was starting to reach its limits. But the seat is really nice – beautifully sculpted and nicely compliant – and the upright ride position is easy to maintain over longer stretches.

The rider's seat is broad, well-sculpted and low, at 773mm.

The low 773mm seat height should prove manageable for most (the Rocket 3 GT is even lower at 750mm), and despite the saddle being broad I found it easy to get both feet down flat.

The hill-holder feature adds extra reassurance for anyone who feels they need it (maybe more a benefit for those stepping up to a heavyweight motorcycle for the first time). To perform a hill start, simply squeeze the front brake lever a bit harder until the hill hold icon lights on the TFT screen. The brakes will now automatically hold the bike, freeing you up to simply ease out the clutch, roll on the throttle and go. Similar set-ups have spread through the car world in recent years and I'm sure we'll see this feature become more prominent in motorcycles too, especially where heavy bikes are concerned.

I really like the TFT instrumentation and the menu system, which offer plenty of flexibility in terms of customisation. It is generally very easy to use.

The TFT menu system is easy to navigate and the display can be customised. It's a neat, attractive set-up.

Handling and performance

As for the ride, the 2020 Triumph Rocket 3 R is just a wondrous thing. Hats off to Triumph's engineers for creating a bike of this size and weight, and then making it stop, go and handle as well as it does. Winding this massive triple on while snicking through the superb six-speed gearbox is a religious experience, and when it's time to wash off speed the Brembo Stylema calipers are just as impressive.

Brembo Stylema calipers are popping up on more premium bikes, and for good reason. They're brilliant.

On the launch several journos, myself included, thought the suspension was excessively harsh over bigger bumps and dips, but that wasn't the case with this Rocket 3 R test bike. The suspension is on the firmer, sporty side for a big bike of this ilk, but when you see how it rails through a bend it all makes sense. It's a fully adjustable Showa set-up so there's a range of adjustment from preload through to compression and rebound damping.

And you can be sooo lazy with that engine. At 100km/h in sixth gear it's ticking over at 2250rpm, yet the spread of grunt is so broad you can open the taps at virtually any point to launch yourself at the distant horizon, the tacho needle sweeping towards the 6500rpm indicated redline with exceptional pace. Cruise or cruise missile, the choice is yours.

It's such a refined bike to ride, with mega torque on tap.

So, is there anything that stood out as a fault or irritation? Nothing major. The short rear guard and tail tidy looks trick but doesn't offer much protection in wet weather – riding in the rain leaves you with a trail of road grime sprayed up your back.

The rear end looks cool but doesn't offer much protection from road grime in wet weather.

And the fuel cap arrangement is, I think, needlessly fiddly. It looks smart, but after pressing the catch to release the cover you have to then insert the key in the cap, turn it 90 degrees, then unscrew it and remove it completely. Give me a lockable and hinged fuel filler cap any day…

But both of these are small foibles in what otherwise strikes me as one very impressive package and one that seems competitively priced too, at $29,990 ride-away.

That's just a cover. It flips back, then you have to insert the key from the fob, unlock it, then unscrew the removable filler cap. It's all a little clunky.

Summing up

The 2020 Triumph Rocket 3 R is a jaw-dropping bit of gear that lives up to its hype. From its beautiful build quality and finish to its incredible performance to its long list of quality factory extras, I suspect that – for most – all it will take is a test ride to seal the deal.

All in all, the new Triumph Rocket 3 R is a superb follow-up to its predecessor.

Specs: 2020 Triumph Rocket 3 R

ENGINE
Type: Liquid-cooled, DOHC, 12-valve, inline triple
Capacity: 2458cc
Bore x stroke: 110.2mm x 85.9mm
Compression ratio: 10.8:1
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 rear

DIMENSIONS AND CAPACITIES
Rake: 27.9 degrees
Trail: 134.9mm
Wheelbase: 1677mm
Seat height: 773mm
Claimed dry weight: 291kg
Fuel capacity: 18L

OTHER STUFF
Price: From $29,990 ride-away
Colours: Korosi Red or Phantom Black
Bike supplied by: Triumph Motorcycles Australia
Warranty: 24 months/unlimited kilometres