Triumph Rocket III Classic

"Yes, it is big," it would say.

"Three cylinders, 2.3 litres."

"Triumph in England...yes, that Triumph."

"Yep, that's bigger than a lot of car engines."

"Yes, it's so fast it will push your eyeballs into the back of their sockets and suck the headlights out of unsuspecting Ferraris on your way past."

It's over a year since the Rocket was launched and this, version number of two of (we suspect) many to come, was a good excuse to revisit it.

This, the Classic, is different in the cosmetic department, but identical mechanically to the standard. For the $1000 premium, you get a black powerplant, rider footboards, a very nice two-tone paint scheme (the maroon/cream one is reminiscent of an old Indian livery), pullback handlebars and a one-piece saddle that is more comfort-oriented.

The first impression when hopping aboard is probably relief mixed with mild surprise, as it is lower and smaller than you might expect for something with such a large engine - arguably lower than it needs to be.

 You're confronted with a monster of a fuel tank cover that rises up to conventional clocks and a huge set of handlebars with chunky controls and grips. So far so good.

On starting the fuel injection kicks off with a fast idle of about 1200rpm for about 30 seconds, then gradually winds it back to a more normal (for this bike) 600-or-so rpm. It's basically smooth with a bit of mechanical growl going on.

The five-speed gearshift is notchy when new, but settles in to an easy if firm change once run in. Clutch control is light and progressive and, from there, you spend most of your first days with the bike wondering at the seemingly bottomless and relentless urge that is on tap, apparently at any speed. That's the 200Nm of torque at work, which hits a peak at just 2500rpm - there simply is nothing else like it in motorcycling at the moment.

I'm reliably informed the grunt is sufficient to nail a Hayabusa form standing start to 200m, but not 400m. Not bad going for an alleged cruiser. Outright acceleration from the claimed 140-plus horses is impressive - even though the bike weighs a hefty 320 kilos. It may not be a sport bike, but it goes much faster than it has any right to.

Handling is light and easy in traffic. There's a tendency to run wide on turns until you get your head around how it works. That's aided by two things: the enormous amount of grunt on tap and the super-wide 240 section rear tyre. You need to be a bit more proactive on this bike, turning in earlier and leaving the throttle till later. You also get some rise and fall torque reaction from the shaft, so a smooth riding technique pays off.

Cornering clearance is down a little compared to the stocker, thanks to the footboards. Suspension is short-travel and firm - so tight bumpy roads are not its forte. Find some smooth, medium speed, curves and you'll have a ball.

Braking up front is by a variation of the 4-spotters used on the Daytona series, with a basic 2-spot caliper on the rear. They work well as a package.

 Fuel consumption is in the low to mid teens, depending on how throttle-happy you are, which means a respectable range from the 24 litre tank.

Workshop costs should be quite low. The engine is not greatly stressed, which allows long service intervals, while the shaft rear drive (Triumph's first) greatly reduces the day-to-day running chores.

Tyres are likely top be the major running expense, after fuel, as that 240 section will not be cheap.

The riding position is fairly typical feet-forward, which is not ideal for control or long distances. However some people like it and it is in keeping with the cruiser theme.

As a package it offers more comfort over the standard bike and provides a platform to add some of the touring accessories such as screen and panniers.

The centrepiece is really the engine and, as we mentioned before, there simply isn't anything else out there that's like it.