2010 Triumph Rocket III Roadster Review- Triumph Rocket III Riding Reviews

17 Апр 2015 | Author: | Комментарии к записи 2010 Triumph Rocket III Roadster Review- Triumph Rocket III Riding Reviews отключены
Triumph Rocket III

2010 Triumph Rocket III – Riding Impression This inline-Three engine packs a of torque like nothing on two

Tired of performing a tap-dancing act on shift lever every you want to speed things up? Are you so having to rev your engine to the just to summon some get-up-and-go? If your answers are yes and step right up, Bubba, shopping in the right aisle. new Rocket III Roadster may be just Dr.

Roll-On ordered.

Okay, a $13,999, 758-pound behemoth of a isn’t on your short don’t flip the page yet, though, because you really need to know is the Roadster’s 2294cc, dohc engine. Never mind it made “only” 120 rear-wheel hp on the CW focus instead on the fact this beast grinds out a 140 ft.-lb. of peak torque at 3200 rpm.

The torque above the 130 ft.-lb. mark 1500 to 3900 rpm and doesn’t dip 120 until 5200 revs—and on an engine that signs off 600 rpm later at 5800. Hell, it more than 110 ft.-lb. at rpm, which is just above idle! In the world of earthmovers, the Rocket III Roadster is, the 800-pound (with its 6.3-gallon gas topped) gorilla.

For the most part, the Roadster is a remake of the original Rocket III we saw in 2004. Same basic engine, steel-tube chassis, drive, inverted fork, tires (150/80-17 front; rear), Speed Triple-inspired headlights and aforementioned super-tanker gas

What’s new are anti-lock brakes, dual shocks, one muffler per rather than two on the right, controls moved rearward and a treatment on the engine, fork and a few other pieces, all complemented by of additional chrome. And last but far least, Triumph claims a that yielded an 11 percent in torque and a 4 percent increase in Sorry, we’ve never run a Rocket III on our dyno in stock so we can’t verify that

Not with dyno numbers, at But we can tell you this: You’ve not a production bike that so hard, so easily, so willingly, even a single downshift, no what gear it’s in or how it’s revving. Several during our testing, for example, rounding tight, steep, corners at or near a mere rpm in fourth gear, simply the throttle open “rocketed” the from around 30 mph to 60 mph in just a of seconds.

To pass slower on the highway, we’d just the twistgrip open in fifth and blast past everyone they all were stuck in cement. Merging into traffic on the freeway? Same Turn the loud handle to the max in and hang on.

Kinda makes you why the five-speed Rocket even has a You could ride a winding road all day at a very brisk without ever shifting out of and never would you feel you were hurting for power. The is “fast,” make no mistake that, but it’s not the typical type of fast that a dragstrip, a racetrack or miles of road to experience; it’s the of fast you can feel and use and enjoy about anytime you ride the and anywhere you ride it.

Another surprising aspect of the performance is its handling. For a bike the mass of a big-rig tourer, the of a chopper, the steering geometry of a custom and tires wide to work on some cars, it around corners remarkably You’d never describe it as but it nonetheless turns in quite and carves through corners amazing composure.

The steering neutral at all lean angles, and even a decent amount of clearance before the footpeg autograph the asphalt. Gixxer won’t tremble in fear they see you approach, but you nevertheless make them work a harder than they can thank the placement of the inline-Three for most of that cornering and competence.

Even though the engine is and heavy, its longitudinal orientation and width allow it to sit way down in the helping to keep the center of very low. Plus, as an east-west (transverse) crankshaft as those on inline-Four sportbikes can considerable gyroscopic resistance to the Triumph’s north-south crank not. These factors with a high, wide to bless the Rocket with light handling and maneuvering, at lower speeds.

Triumph Rocket III
Triumph Rocket III

It’s an comfortable bike, too, a bolt-upright, copbike-like riding bent at 90 degrees, hands at height reaching out to that wide, semi-buckhorn handlebar. the gas tank is huge, it tapers at the rear so your legs have to splay out at an uncomfortable but at the front, the tank is so wide from the rider’s viewpoint, it like you’re staring at the deck of an aircraft carrier.

Hey, those 6.3 gallons to fit somewhere, and there isn’t anywhere else. But with the 34 mpg average fuel mileage, at they allow a range of 215 miles between fill-ups.

if the road you’re traveling is you may welcome a gas stop well the tank nears empty. The 30.8-inch-high seat is wide, thick and well-contoured, and on smooth it can keep your buns for most of a full day. But some broken pavement the equation and the taut rear will hammer enough through the seat’s padding to you squirming in only an hour or

The inverted fork also is on the side, but it doesn’t contribute to the ride.

This choppiness no is the result of the Roadster’s considerable unsprung weight (a 240mm-wide on a massive alloy wheel; a 316mm brake rotor by a chunky caliper; and don’t the final-drive’s bevel gears and Combine those factors the stiff spring and damping needed to keep the Rocket’s mass under control in and it’s easy to see why the ride is far than plush.

Really, that’s the only grade on the Rocket III Roadster’s report card. Despite its size, it’s surprisingly hides its mass well and is fun to ride. Not all of that joy, of comes from the 2.3-liter relentless supply of brute, instantly available torque.

actually, most of the time, it

Triumph Rocket III
Triumph Rocket III
Triumph Rocket III

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