Launch report: Triumph Rocket III Roadster

WHAT WE LIKE
- Loads of grunt
- Street cred

NOT SO MUCH
- Weight
- Soft rear suspension

Triumph's Rocket III hit the world stage with a bang - or should that be a massive thump - back in 2004.

With an engine capacity measuring in at a whopping 2.3 litres, the Rocket III is the world's largest mass-production motorcycle. It is huge in physical dimensions, weight, engine size and presence.

Sure there are bigger motorcycles available, such as the five-litre V-eight Boss Hoss, but bragging rights for the largest mass-production motorcycle rests with the Rocket III.

Variations of the original 2004 Rocket III followed - the Classic in 2006, and then the pannier-equipped Tourer in 2007. And now it's the turn of the Roadster, a model which replaces the original Rocket III and Classic in the Triumph line-up, leaving two Rockets for 2010 - Roadster and Tourer.

Triumph has targeted the Rocket III Roadster at the muscle streetfighter category along the lines of Harley-Davidson's V-Rod, or perhaps Yamaha's V-Max, while the Tourer caters for those after a cruiser with some touring comforts.

PRICE AND EQUIPMENT
The Roadster is powered by an uprated version of Triumph's three-cylinder 2294cc powerplant which debuted in the 2004 Rocket III. Maximum power has increased over the outgoing model, with torque up by 15 percent to 221Nm.

Changes to the transmission for 2010 include an uprated clutch and improved gear selection.

Anti-lock brakes are fitted as standard to the Roadster, the first time that an ABS system has been specified to the Rocket III platform. The braking system makes 100 calculations each second, with twin four-piston calipers up front  mated to 320mm floating discs. The rear brake, developed by Brembo, uses a single twin-piston caliper and 316mm disc.

Triumph claims new ergonomics give the Rocket III Roadster a completely different riding experience from its predecessors. The seat moves the rider 14mm further forward, with foot controls moved 123mm back and 22mm down.

There are changes to the instrument console as well, with additional information such as range to empty and gear selected now on offer.

New rear suspension units have been designed to offer a more comfortable and controlled ride than the previous Rocket III with a 20 percent softer spring.

New silencers, one on each side, are the final styling touches. Triumph's engineers say these have been designed to release more power and torque and optimise the aural experience of the Rocket III Roadster. There's no doubting that they look more purposeful than the 2004 model's ray-gun mufflers.

The Roadster features the most powerful version yet of the 2.3-litre, in-line, water-cooled, triple. With a claimed 146 horses at 5750rpm, the Rocket III Roadster is the most powerful model in Triumph's range.

But it's the torque that really separates the Rocket III Roadster from the rest, a claimed 221Nm more than any other mass-production motorcycle on the market.

The Roadster's engine is similar to the earlier Rocket IIIs, with the 101.6mm x 94.3mm powerplant mounted longitudinally in the frame and measuring 2294cc - or 140 cubic inches in American terminology.

With more capacity than most European and Japanese cars, the engine delivers huge reserves of torque - of which 90 percent is on tap at a mere 1800rpm.

Though employing the same 101.6mm bore as the V-10 Dodge Viper sportscar, the Roadster's pistons are actually slightly smaller than the items in Kawasaki's VN2000 V-twin.

With the rider sitting on the bike, the engine turns in a clockwise direction from left to right, with the forged crankshaft featuring even 120-degree throws. So heavy is the crank at 17.7kg that a dedicated production line had to be installed in the Triumph factory to build the engine, equipped with a crane to lift each crank into place on the assembly line!

The Roadster is surprisingly frugal despite its engine size, delivering a 320km-plus range from the 24-litre fuel tank.

The Rocket III Roadster can be had in two colour options - black and black. Admittedly one is gloss metallic black and the other matt, but it's black or nothing for the 2010 model year.

In addition to the black bodywork, many of the components on the Roadster have been painted or anodised black to enhance the 'bad boy' image, including the forks, yokes and rear springs.

The Roadster version of the Rocket III is priced at $22,990 (plus on road costs) - $2000 less than what the standard Rocket III entered the market at back in 2004, and now with ABS included as standard fitment. A wide range of genuine Triumph accessories and apparel is available.

ON THE ROAD
I normally don't need much of an excuse to slip into my riding gear and head for the hills on a new model - but an opportunity to point Triumph's new Roadster down Victoria's Heathcote Park dragstrip was an extra enticement not normally offered on a bike launch.

Around 400km later I had a greater appreciation of how seemingly minor mods to a model can change its demeanour, such as an improved riding position, and how deceptively fast Triumph's megabike really is. How does 12.43sec for the quarter mile sound?

My trip down the strip wasn't the fastest time of the day - that honour went to AMCN's jockey-sized Kel Buckley with a 12.14sec - but a 12.43sec for a 367kg motorcycle plus 95kg rider is impressive nonetheless.

Fortunately the test loop involved more than just 400m of straight bitumen, with some bumpy back roads through Mount Macedon, multi-lane freeways out of Melbourne and variable secondary rural roads providing a good mix.

I've done plenty of kilometres on Rocket IIIs, including two 7000km trips across Europe - the first on a Classic, the second on a Tourer. I love the lazy power from that big engine, and the unquestioned stability from what is after all a very large motorcycle.

First thing I noticed on the Roadster was the changed riding position, which no longer requires the rider's legs to be spread as wide to hug the 24lt fuel tank. It's subtle, but it's noticeable.

That mega-lump of an engine is surprisingly smooth and quickly settles into a vibrationless idle, responding instantly to any throttle input. Just think - each of those three combustion chambers is larger than that of any single-cylinder bike on the Aussie market, such as a BMW F650 or Suzuki DR650.

When all three cylinders are given the berries, it pays to hold on tight. Despite the Roadster's substantial bulk and hefty 367kg wet weight, real-world acceleration is impressive. It's surprising how quickly such a big bike can be pushed along, although that's not its primary design brief.

The gearbox on the testbike was a beauty. I'm used to most large-capacity cruisers of the V-twin variety (from Japan and the US) having 'clunkers' that require a slower and positive shift operation, but the Triumph had a light clutch and smooth box that encourage clutchless changes on the open road.

I loved the instant grunt available in top gear, even from just 1500rpm when 60km/h was registering on the speedo.

Both front and rear brakes are strong and predictable, although as with most bikes of this ilk greater use of the rear brake is required for effective stopping compared with sportsbikes and sportstourers.

I also liked the balance and non-intimidating nature of the Roadster when manoeuvring through city streets and heavy traffic. It hides its bulk well, with a low centre of gravity, yet maintains a rock-solid feel and unquestioned stability on the open road.

While I had no complaints with the non-adjustable front suspenders, I found the rear shocks too soft with their revised 20-percent softer spring rates over typical bumpy Aussie back roads. On the Rocket III Classic I criticised the rear shocks for being a tad harsh and under-damped, so perhaps something between the two would be a good compromise.

I also criticised the Classic for the absence of a fuel gauge and digital clock in the instrument cluster, but that has been addressed on the Roadster.

But let's face it, Triumph's Rocket III range is all about that engine. Everything else is just a bonus.

TRANSMISSION
Type: Five-speed
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel twin spine
Front suspension: Upside-down 43mm Kayaba fork; 120mm travel
Rear suspension: Kayaba twin shocks with 5- position spring preload adjustability; 120mm travel
Front brake: Dual full-floating 320mm discs with Nissin four-piston calipers, ABS
Rear brake: Single 316mm disc with Brembo two-piston caliper, ABS
Tyres: Metzeler Marathon 150/80 R-18 front, 240/50 R-16 rear

DIMENSIONS AND CAPACITIES
Wet weight: 367kg
Seat height: 750mm
Wheelbase: 1695mm
Rake: 32 degrees
Fuel capacity: 24lt

PERFORMANCE
Max. power: 148hp (109kW) at 5750rpm
Max. torque: 221Nm at 2750rpm

OTHER STUFF
Price: $22,990 (manufacturer's price before dealer and statutory costs)
Colours: Phantom Black or Matt Black
Bike supplied by: Triumph Australia, tel (03) 9381 9755, www.triumphmotorcycles.com.au
Warranty: 24 months, unlimited kilometres