BUYING ROCKET III
Blistering acceleration and look-at-me presence like few others. Beating the Americans at their own game
Triumph’s Rocket III takes HarleyDavidson on at their own game.
TYRES
The Rocket III is tough on tyres, so if you’re averaging 3000 miles per year expect to refresh at least one rear every 12 months. The big Triumph was the first production bike to have a 240-section back tyre and, when launched, only a few manufacturers made rubber for it. However, now owners can choose from Metzeler, Bridgestone, Dunlop and Avon – Metzelers are the most popular. But be aware that because of their girth changing tyres on a Rocket is not an easy job so you may be charged a premium. Notably the Touring model uses 180/7016s as opposed to 240/6016s. The Rocket is also extremely sensitive to tyre pressures so you should ensure there’s always 32psi front and 42psi rear.
REAR BRAKES
For a bike of its size the Rocket stops well but that takes its toll on pads, especially the rears which are called into play much more frequently on a bike of this size. In fact, replacement can come after as few as 8000 miles. EBC Double H are the popular choice.
SPIRITED RIDING
If you’re a spirited rider the Roadster version is the one to have: mid-mounted pegs, canted-forward riding position and softer rear suspension make for a more aggressive riding position and a more hustleable bike on country roads. The feet-forward pegs/ footboards of the original Rocket and Classic conspire against riding with pace.
SERVICING
Intervals are annually or every 10,000 miles. Expect to pay around £240 for an annual service and £400 for a 10,000-mile check. The major service comes at 20,000 miles where the valve clearances are checked – you should budget around £750 for this. But it’s not often the valves need shimming.
TUNING
If you find the immense 2.3-litre engine’s 148bhp underwhelming there’s a world of upgrades out there. An ECU reflash removes the factory RPM limits in each gear (apart from top) allowing more impressive acceleration. At the other extreme TTS Performance’s Stage 2 supercharger kit (£5100) gives over 300bhp at the wheel.
SHAFT DRIVE
Early models from 2005 were affected by a defective seal where the shaft drive met the engine; lubricant could leak from this seal causing the bearing to fail and potentially lock the rear wheel. The problem was addressed via a recall where Triumph replaced the whole final drive assembly. Bikes with VIN numbers 205267 216401 were at issue.
WEIGHT
The Rocket’s weight and size make it difficult to live with. You have to think about where you’re parking and how you’ll leave that space, because pushing or paddling backwards is near enough impossible. When you’re not riding it every interaction with the bike is a massive effort. On the plus side, this makes them very difficult to steal!
RIDING
The Rocket’s acceleration is blistering and very easy to exploit. However, with all those heavy parts spinning around beneath you (the crank weighs 17kg) there are quirks to the way the bike handles. Despite the motor’s balancer system the inertial mass means the bike pulls slightly to the right under hard acceleration. But this characteristic is something owners get used to very quickly and modify their riding to suit.
IGNITION BARREL
The ignition switch is under a lot of electrical stress due to the current that goes through it to the headlamp and this can lead to starting issues or the bike cutting out. If the key needs waggling to get the lights to switch on the barrel is on its way out. Replacement lock sets are available, or aftermarket relays can be fitted.
SILVER ENGINES
Early bikes had silver-painted engine then, in 2007, Triumph switched to black which coincided with a host of small updates and refinement. The fuelling and gearbox were made better and the clutch springs beefed up. The silver finish was also prone to flaking – the later black-engines are more robust.