2014 Triumph Rocket III Touring Road Test Rider Magazine

3 Апр 2015 | Author: | Комментарии к записи 2014 Triumph Rocket III Touring Road Test Rider Magazine отключены

2014 Triumph Rocket III Road Test

The Touring of the Rocket III gets lots of goodies, like a removable and backrest/luggage rack, fog lights, guards, locking hard and a gel passenger seat.

Photo Kevin Wing

Bigger is Go big or go home. There’s no replacement for Super size me! We were those phrases a lot about 10 ago.

Back then, a of gas cost about a buck-fifty and the in the cruiser market were to see who could build the biggest and Hot on the heels of the 1998 Harley-Davidson Cam 88 (1,449cc) and Victory V92C in 2002, Star launched the Star (1,670cc) and Honda the VTX1800 (1,795cc). Then got out that Kawasaki would the one to rule them all for 2004, the 2000 (2,053cc), two liters of V-twin bigness.

2014 Rocket III Touring

By this the guys at Triumph working on a for those bikes had torn up the blueprints so many times the floor was probably covered in The decision to go with an in-line evoking the earlier Trident and BSA III had been made early on, but as competitor’s plans were it grew from a 1500, to a and a 2000 before the all-new III was launched in 2004 with a great 2,294cc, making it the production motorcycle to this

Several variations have come and gone. Today we two, the performance-tuned Rocket III making a claimed 146 horsepower and 163 of torque; and returning for 2014, the long-distance-oriented Rocket III Touring you see with a claimed 105 horsepower and 150

Now THAT’S a motor. Dry-sump triple is returned for more down low.

Why bother the engine for the Touring model you could just use the gnarly mill? To move the power low, real low, and the mpg. A huge cylinder of 101.6mm—four inches across—and of 94.3mm allow the Triumph a lot of tuning latitude in the liquid-cooled, DOHC engine with valves and two spark plugs per

Changes to the Touring’s ECU and exhaust the grunt down to the point peak torque occurs just off idle. With a of only 5,800 rpm, horsepower is practically irrelevant, so all about getting the torque to occur where a touring is most likely to need it. On the Tuning dyno, our RIIIT nearly 137 lb-ft of torque at the wheel at 2,000 rpm, a display of low-end twisting that bests anything in production.

That much is a Good Thing, particularly everything about the RIIIT is not just the motor. The radiator is the fenders are enormous shrouds of and the 5.9-gallon gas tank is nearly across at its widest, partly it conceals the EFI throttle bodies on the and half of the airbox; the rest is the bolt-on seat. If Mongo in Saddles had ridden a motorcycle of a Brahma bull, this be it.

With the addition of the formerly engine guards, quick-release backrest/luggage rack and fog lights as equipment for 2014, the RIIIT the Rider scale at 906 pounds, a 90 pounds more than a 2000 and just four shy of a standard Gold Wing. is a massive bike to push that brings new importance to parking technique; choose

Tank-top instrument includes gauge and LCD trip computer. Gas cap is

The good news is that you’re underway, the mass away and the RIIIT handles a much smaller, er, huge Its dry-sump engine was kept as and mounted as low as possible, and the handlebar is as as the day is long to ease the steering.

to the frame and swingarm, a smaller front and narrower 180-series tire (vs. the Roadster’s front and 240-series rear) up the bike’s handling considerably, that it can actually be ridden briskly in the corners. Cornering is ample for a cruiser, and when the do touch down the replaceable on them make a softer, sound than the usual grinding. Cruisers are a lot less in Great Britain than and some of that sporting has rubbed-off in the design of the RIIIT.

Blip the RIIIT’s throttle at a and the bike lists a bit to the left a Moto Guzzi because of its crankshaft. Once underway, never a speed where velocity isn’t on tap in a heartbeat. takes place in an eye-blink shifting; hills and canyon are blitzed entirely in third if desired; hot rods and Ferraris can be from a stoplight and you’ll blow their doors

The Triumph’s torque output drop off steadily from its however, so the urge builds slowly than you might as the revs climb. Short-shifting before redline is the name of the here.

Standard Look-Over is short but provides pretty protection without much

The Rocket III Touring’s 5-speed shifts smoothly and easily having a cable-actuated clutch, and a nice smooth spot in the delivery at about 70 mph in top gear. A of driveline lash intrudes at but there’s no up-and-down jacking the shaft final drive. the 120-degree crank and balancer some vibration does into the grips at higher speeds, but it’s of a coarser that isn’t terribly

Thankfully the big engine is happiest on regular 87-octane dino because of its low compression ratio of though you still must pay to since fuel economy in the low 30s, giving the bike a of less-than 200 miles from its tank. A rider with a right wrist can probably upon our 31.0 mpg average, but the point of buying the most motored bike on the planet if not going to put the whip to it?

Triumph Rocket III

When you do it up in the corners, the RIIIT is like the Giant, a large but surprisingly Goliath that can surprise on smaller machines. It rides on Metzeler Marathon ME880 rubber, and the simple-but-effective Kayaba soaks up the bumps well and rear. Those big triple Nissin/Brembo brakes with ABS stop strongly when together, though the front use more bite, and the ABS works when engaged with a a hint of lock-and-release cycling.

bags keep the back end than 34 inches across, but are to load.

Appropriately for Triumph’s comfort reigns supreme, with a wide, cushy, seat that holds you in but still feels good a long ride. Floorboards and are in natural positions that are not too for an average-sized rider despite the 67.1-inch wheelbase.

The rider has to splay his or her legs a bit to get around the and on summer days you’ll do so more to avoid the heat off the engine and radiator. Clutch and levers are big and non-adjustable, and while the shifter works well, I probably remove the heel so that I could move my foot around more. are treated to floorboards and a big cushy with a gel insert, and the backrest some security, though rails are lacking.

The now standard backrest/luggage rack is a piece; it can be easily removed as a unit and locks on with a latches and the ignition key. Up the standard shorter “Look-Over” adds ample wind with only mild and is also easily removed tools, though a lock is The bike is a touch more at high speeds without the installed, and certainly a lot cooler in

A taller one is available along tons of other accessories. a narrower wheel and tire in made room for the bike’s saddlebags, which can be removed by turning a couple Dzus and have solid, hinged lids that are keyed the as the ignition. Capacity is on the small at 15 pounds or 10 gallons each, and narrow and kind of difficult to

Keep it well fed and the relaxed, Rocket III Touring is a large but companion on long rides, André the Giant.

Nice touches include a pair of fog lamps that with both the high and low good mirrors; and a chrome instrument nacelle that a fuel gauge and LCD display 2 tripmeters, range, reserve and a clock, all scrolled with a on the right handlebar. Fit and finish are too, from the acres of chrome to that lovely new Red/Phantom Black paint for 2014 in addition to Phantom Pricing for 2014 hadn’t determined at this writing, you can expect a few bucks more last year’s two-tone of $17,299 thanks to the new standard

The Triumph Rocket III Touring is a big on a singular mission—to be the biggest, bagger in the world. At this it excels, but what’s really is how well it accomplishes so many things.

2014 Triumph III Touring

Triumph Rocket III

Triumph Rocket III

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