Hands up all those who thought the Rocket III was a weird motorcycle when it was released? Kicking out 140 horsepower, 147 foot pounds of torque, weighing over 700 pounds, while looking like a Boss Hoss morphed into a street fighter, it could only have been built by Triumph. And, in keeping with the great British penchant for eccentricity, it also happened to be the largest displacement production motorcycle ever built at 2300 cc. Part cruiser, part sport bike, it didn't enter the motorcycle world unnoticed, and, love it or hate it, it was hard not to be impressed with the strange, bulbous British beast. Especially when twisting the throttle to the stop.
Since its introduction in 2004, the Rocket III has attracted a strong, if not massive, fan base, but has left a big question unanswered for me. Why didn't Triumph build a more traditional cruiser on this platform? It has always brought a smile to my face when thinking about Bob and Doris hopping on with their fringes and tassels, before Bob cranks it up to six grand in first gear, only to find his beloved Doris missing from the passenger perch. Now, with the introduction of the Rocket III Touring, I can return to thinking about the things men should be thinking about. Because, in the immortal words of Jamie James, "if you ain't thinkin about women, your minds a wanderin."
Arriving in San Antonio, Texas for the world press launch, I didn't know what to expect. Having put a few miles on the Rocket Classic Tourer earlier in the year around Morrow Bay, I wasn't too sure how different the new model could be. But, once I clapped eyes on the beast and sat through Triumph's technical presentation about the new Rocket, all was instantly revealed.
Beginning life back in 2004, at the same time the Rocket III was being launched, the concept for a more purpose built cruiser was taking shape. A new tubular steel twin-spine frame is used, and this houses a new twin-sided swingarm, which is also produced in steel. Rake remains the same, but the trail has been relaxed, which adds half an inch to the wheelbase. In another departure from the original Rocket's chunky wheels, the bike rolls on a pair of narrower 16 inchers. Using a moderately wide 180-section rear tire, this is complemented up front with a 150-section rubber donut wrapping around the 25-spoke, aluminum rim. The big news here is the way the bike handles. Combined with the slightly lower seat and wider handlebars, the Touring requires much less effort to initiate turns and is even more maneuverable during low speed maneuvers. Part of this is the seat, but the more sensible-sized wheels and tires play a huge part. Now, don't expect the Touring to carve canyons like a sport touring rig, but don't expect to be dragging a lot of hard parts and doing a bunch of wobbling if the pace picks up either.
Revised suspension makes for a very compliant ride, and if you keep speeds on the sane side, you won't get into too much trouble. Don't forget this is still one large, heavy motorcycle, so you don't want to be exploring the outer limits of its handling abilities anytime soon. The 43 mm Kayaba front fork comes shrouded for looks and with the option of adjusting the spring pre-load. The twin chrome rear shocks also come with five positions of pre-load adjustment, which these days is actually very basic. During our ride I didn't feel the need to change anything and enjoyed the Rocket's neutral handling characteristics. With good manners tipping into the bends, it is also pleasantly stable in the high-speed sweepers we occasionally found riding in the vast Texas Hill Country.
The brakes appear to be the same as before, with a pair of Nissin four-pot calipers getting touchy feely with a brace of 320 mm floating discs at the front. In the rear, Brembo provides the two-piston caliper and works on a 316 mm disc. Both of these set-ups coming straight from the Rocket III. The system does a good job allowing the front brake to be strong without being manic. Obviously not possessing sport bike levels of bite when you squeeze the lever, it is a lot stronger than the majority of metric cruisers, the new Star line excluded. Under your right boot, the rear brake pedal needs some respect if you don't want to leave a long, black, smoky line every time you pull up at a traffic light. A little abrupt when it bites, it is very strong and takes a sensitive foot to keep from locking up the rear tire. As part of a very slick heel/toe shifter set-up, the Touring is also equipped with some very roomy floorboards to keep your feet comfy when you're riding.
The biggest cause for conversation for Rocket owners has to be the motor. A 2300 cc, longitudinal triple is not the typical cruiser layout, but, as wild as it looks it is an absolute torque monster. Using the same internals as the Rocket III, the reduction in power output comes from ignition changes, not compression or displacement. As with the Rocket III, the Triumph Tourer uses a sophisticated ECU to control multiple sensors that read throttle position, engine speed, various temperatures, and more, to ensure the big triple is always getting the correct amount of fuel and air. Using twin butterfly valves on the throttle bodies, there is never a lag in the power delivery at any rpm or in any gear...
... MMM
To read more of this shortened article, be sure to pick up this issue of Motorcycle Mojo Magazine. Current Issues are available at Chapters/Indigo and other fine newsstands across Canada and by subscription. Previous issues are available in the Mojo Store.
