2008 Triumph Rocket III Touring

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.

The new Touring produces 108 horsepower at the crank. This number has been chosen to give the bike 99 horsepower at the rear wheel to meet European standards, and the good news is this is balanced by an increase in torque. With that figure rising to a gargantuan 154 foot-pounds at 2,000 rpm, it is a full seven more than the Rocket III and arrives 500 rpm lower. The new bike is over 90 pounds heavier though, which disguises the gains somewhat. The way the bike pulls from idle in any gear is just as impressive and stronger than any cruiser currently made. What you do notice is that when the rpm get to a certain point, the Touring just smoothes out. This is where, the original Rocket III feels like the afterburners are being ignited. But this previous level of power is totally unnecessary on a cruiser, so Triumph has dialed the power characteristics of the new bike perfectly.

The fueling is wonderful, and during our time in Texas, I rode one of the accessorized bikes with the freer breathing, aftermarket pipes and shorty windshield. All this exhaust system needs upon installation is a simple remap at your local dealer, and personally the more feral snarl from the pipes would suit me better as a single guy who rides mostly alone. Giving the bike an additional seventeen horsepower, it gives a solid extra kick when you accelerate. Combined with the low windshield, which allows more wind to hit you while reducing handlebar effort, and this would be the combination for me. But for those interested in cruising with their better half, the standard horsepower output is all you are going to need. Add the large windshield for more protection, fill up the spacious, lockable side bags, and strap a bag on the back rack. You are quickly in the touring business with style.

Out on the deserted back roads of Texas, there was plenty of time to think about the new Triumph as the big, empty landscape slid by. The mirrors are fantastic, giving an almost uncluttered, vibration-free view to the rear. The speedometer is large and easy to read and sits on top of the tank in true cruiser fashion. There is a range to empty readout, two trip counters and an integrated fuel gauge, to complement all the usual warning lights, so all the comforts of home are on board.

With bigger mudguards, a smaller gas tank, the cruiser style headlight and all the other styling elements, I was amazed how different the Touring looks when compared to the Rocket III. Coming to dealers with over 70 custom accessories to further customize your ride, Triumph is well aware how important this element is to cruiser riders, and I don’t think they are going to disappoint in this area. Priced at $19,999 for black and $20,299 for two-tone models, Triumph is building 2,400 units this year to add to the expected 2,000 Standard Rockets they will build. So, if you have always wanted the largest, smoothest, most powerful production cruiser in the world, but didn’t grow up a fan of Clockwork Orange and the Beatles, Triumph has just gone and built the Rocket America’s been waiting for.