Triumph Rocket 3 R & GT (2020) - Review

Such was the popularity of the new but limited-edition, £25k, Triumph Rocket 3 TFC revealed back in January 2019, that all 750 of the UK allocation sold out before the first one was even delivered. Fast forward several months and instead of basking in their success, Triumph revealed this pair of beautiful brutes as the Rocket legend lives on; these are the brand-new, full production Triumph Rocket 3 R and Rocket 3 GT. 

This new Rocket line-up hosts the same and completely new 3-cylinder, 2.5l engine as that ever-so-slightly more glamorous TFC version – making it the world’s largest production motorcycle engine.

BikeSocial was among a select few who got to see the pair of high-performance muscle roadsters close-up at the Triumph factory, and you can see our interview with Miles Perkins, Triumph’s Head of Brand Management, here… as well as hear the bike fire up: 

Triumph Rocket 3 R and Rocket 3 GT: introduction, walk around and engine start!

BikeSocial got in early to look around the bike, talk about the details with Miles Perkins, Head of Brand Management for Triumph, and hear it start up for the first time.

Power-to-weight

The old Rocket III, launched back in 2004, previously held the title of being the world’s largest production motorcycle engine, with a purpose-designed 2294cc three-cylinder engine. And while it slipped from the firm’s European line-up a couple of years ago in the wake of Euro 4 emissions rules, it remained on sale in the all-important North American market.

With a massive overhaul, the new pair of Rockets and their Euro 5 friendly, liquid-cooled, triple-cylinder engines deliver 165bhp @ 6000rpm, 11% more power that the outgoing model and, with an enormous figure of 221Nm (163 lbs-ft) @ 4000rpm, the highest torque of any production motorcycle too. Over 200Nm is delivered from just 2500rpm and doesn’t dip below that threshold until 5750rpm, with a red line at 7000rpm where the bike still offers 160Nm (more than Ducati’s X Diavel S at its peak).

18kg has been saved in the engine weight alone with new crankcase assembly, new lubrication system comprising of a dry sump and integral oil tank and new balancer shafts among the many new and ‘mass-optimised’ parts in the completely revised engine, which is being used as a stress member.

A total weight saving of 40kg has been achieved predominantly due to a new aluminium frame with a forward-facing air intake and hollow spine, plus those engine components, while the new Rocket 3 can also boast a host of rider features and technology.

Top spec electronics suite and comfort

These muscular beefcakes also come equipped with some high-end tech and components available to production motorcycles such as Brembo Stylema Monobloc brakes, which have only graced the likes of the Ducati Panigale V4 and Aprilia RSV4 1100 Factory.

Adjustable front and rear Showa suspension is coupled with Triumph’s latest generation TFT instrument where, via the illuminated switch cubes, Cornering ABS and Traction Control, four riding modes (Road, Rain, Sport and Rider-configurable), all-LED lighting, Hill Hold control, cruise control are among the options that can be controlled.

Keyless ignition is a modern feature while heated grips (standard on the GT, as an accessory on the R), quick shifter (up and down), a tyre pressure monitoring system, integrated GoPro system and turn-by-turn navigation are optional extras among the 50+ in the Rocket 3 dedicated range.

This pair of high performance muscle roadsters are differentiated by the foot peg position (although both are adjustable), handlebar design, seat and seat height, back rest and so much of these differences are available as official accessories.

The detailing and quality of finish on the roadster pair in the flesh is of the highest standard. The internal wiring through the handlebars offers a fresh, clean appearance while the brushed shields of the triple header exhaust system of this iconic model stands loud and proud and draws the eye. Another rather chic part is the design of the pillion foot pegs which fold over twice to then seemingly disappear into the fairing.

A 20-spoke cast aluminium 17” and 240mm-wide rear tyre is imposing yet required when 221Nm and 165bhp are on offer and Avon Cobra Chrome tyres have been developed specifically for the Rocket 3 pair.

The Rocket 3 GT boasts a brushed aluminium pillion backrest although both models can be easily changed from a twin seat set-up to a single seat look.

Differences between the Rocket 3 R and Rocket 3 GT: roadster-style handlebars while the GT’s are more touring-oriented. 750mm seat height on the GT, while the R is 773mm, though the foot peg position is adjustable with two vertical options on the R and three horizontal positions on the GT.

Triumph Rocket 3 R and Rocket 3 GT: First Ride Review!

BikeSocial's Michael Mann reports from the press launch of the two model range from Tenerife

2020 Triumph Rocket 3 Price & Availability

The confirmed UK prices for the Triumph Rocket 3 R retailing at £19,500 and the Rocket 3 GT retailing at £20,200.

Both models will be available in dealers from early 2020 around the end of January or early February. By then the bikes will be fitted with the full Bluetooth-compatible version of the TFT screen that connects with the free ‘My Triumph’ app and enables the rider to control phone calls, messages, music, the built-in turn-by-turn sat nav by Google as well as GoPro operations. The models we rode at the press launch weren’t equipped with this functionality, unfortunately. The one demonstration bike that had been fitted certainly seemed jam-packed with technology but for all the whizz-bang brilliance of a bike being able to do everything listed through just one TFT display, I’m a little hesitant about the multitude of distractions.

The two models also come with catalogue of 50+ official accessories from luggage to styling to security.

Above: have you ever seen a torque graph like it?

Power and torque

The gargantuan engine is the obvious talking point about the Rocket 3 and when a torque figure of 221Nm is banded about, you sit up and listen. To put that into context, a Panigale V4R makes 112Nm, almost half of the Triumph’s. That said, the Ducati weighs more than 100kg less. Nevertheless, with massive figures like that comes responsibility when it comes to the physics of weight plus power divided by scenery.

For all its brawn, the new Triumph applies itself to the road in a seemingly unnaturally brilliant manner. It might not be the easiest to shuffle around at low or no speed but it’s well balanced and comes with a sublime power application and light clutch action. The initial 1 degree of throttle turn is the tiniest bit snatchy but remember (how can you forget) that your right hand is controlling a 2.5 litre engine and it’s really nothing to worry about.

The TFC version of the Rocket 3 was unveiled back in June of this year and the UK allocation of the limited edition run of 750 sold out quickly. If it can make 180bhp then I can’t see why the R and the GT can’t, although setting a limited-edition model that has a £5,000 premium on top of the full production version may have something to do with that.

Engine, gearbox and exhaust

An almighty roar that is expected from a monstrous 2.5l, three-cylinder engine is instead replaced by a more docile rumble with added pitchiness from the rather distinctive triple header exhaust run on their way into a combined cat box (no, not where Fluffy does her business) and out again via the triple silencers – two on the right side and another left. It’s a sound we all know and love from a three-cylinder only with an added bit of bulk this time. Power and torques figures alone are striking but when they’re pulling and pushing a 294kg motorcycle around, and that’s just the dry weight remember – Triumph aren’t so hot at dishing out wet weights – those big numbers are put into perspective because as smooth as the throttle may be, the 165bhp is soon soaked up by the shaft drive and the effort required to shift you the bike on its travels. Because it’s a low revving engine not designed for out-and-out performance, you never feel out of control; the 2458cc heartbeat grabs you by the scruff of the neck and envelops you in a real riding experience that is often missing in the more numb machines on the market.

That said, don’t be fooled into thinking this is a ploddy cruiser. The throttle connection is mint and when you’ve sorted you’re braking distances for the more energetic style of riding and committed to the corner, the Rocket 3 accelerates with hard and fast with charming panache instead of attempting to tear your arms off.

A six-speed gearbox can be assisted by an optional extra quickshifter if required but for a bike of this size I prefer the old-school methods of using a clutch, it offers that sense of mechanical masculinity. Six gears may be the modern requirement but the number is just an indication, each gear is tall enough with a long and lazy rev range courtesy of all that torque and fifth has plenty of low down grunt and touring ability as was evident along the stretch of dual carriageway on the press ride. A fellow journalist claimed to have seen in excess of 150mph on one particular stretch so once wound-up, the Rocket is quite well propelled.

Typically for a big bike like this, a shaft drive offers a lower maintenance cost method of propulsion as opposed to the chain or belts on others.

The latest version of the Rocket 3s engine is a whopping 18kg lighter than the outgoing version despite the increase in capacity – 11kg alone has been saved with the new crankcase assembly – and it’s easy to ride at any speed. Having said that, it still prefers fast to slow and is at its happiest with throttle still opening, trying to rip the top layer of tarmac from Tenerife’s oh-so-smooth roads.

2020 Triumph Rocket 3 Economy

I’ve said it before and I’ll say it again, unsurprisingly press launches are not the most the most economical although do give us an indication of worse case scenarios – Triumphs (calculated) claim of 41.45mpg from the 18-litre tank should result in 160-or so miles between fill-ups yet the 34.2mpg I witnessed, according to the TFT display, would return a 136-mile range.

Handling, suspension, chassis and weight

Size is obvious but dexterity less so. For a giant of a bike, Triumph’s engineers have worked so hard at reducing as much mass as possible; 40kg in total over the outgoing model primarily by introducing an all-new aluminium frame and swing arm as well as shaving 18kg with a new engine. Yet even its dry weight still tips the scales at 291kg (R) / 294kg (GT) so it’s a good job the power and balance of the chassis complement its road handling.

In conjunction with some well-refined traction control setting, model-specific Avon Cobra tyres keep the Rocket 3 heading in a straight line as opposed to sitting and spinning (except when you fancy being a hooligan and turn TC off) and even the massive 240 section rear tyre leans well into the corners with no sudden lurch as you tip the bike in. A muscular performance cruiser/roadster are words that usually go together except in this case. I rode the Keanu Reeves-inspired Arch KTGT1 last summer which has similar traits, a whopper of an engine in a chassis still designed to iron out the corners and the Triumph does just the same. You can’t go bowling in too deep because the geometry won’t allow any form of apex finding but set the bike up well on the approach and entrance and reap the rewards of all that torque on the corner exit.

Manually adjustable USD Showa front forks lurch a little under hard braking and then rebound just as urgently although with the dynamics of such a machine all can be forgiven because making adjustments to calm that down will have a detrimental effect on the ride quality. The rear Showa unit is a plush system and following another Rocket 3 ridden by the experienced guide riders at close quarters demonstrated how much it soaks up – while it jiggles about over the bumps, the rider appears as though he’s gliding through the air.

2020 Triumph Rocket 3 Brakes

Almighty dual 320mm discs assisted by top spec Brembo M4.30 Stylema® 4-piston radial monobloc calipers and cornering ABS function perform spectacularly when considering the bulk and performance of the Rocket 3. At the rear a single 300mm disc with Brembo M4.32 4-piston monobloc caliper compliments. I’ve never been much of a rear brake user but on this occasion, it settles the bike well and the ABS isn’t too intrusive.

Initial bite and is firm without being aggressive while the gradual increased pressure is consistent yet powerful. Because they’re linked, using just the front brake lever will also add a little rear stopping performance too for added balance.

Comfort over distance and touring

The R’s riding position is more suited to the constant second and third gear corners of varying tightness around Tenerife’s spectacularly scenic mountain roads with its peg position slightly further back and handlebars that require a little extra reach. Yet the GT with its fly screen is the preferred option for the longer open road stretches. The screen is ideally located and, while not adjustable, suited my 6ft frame with plenty of protection.

This iconically silhouetted Rocket 3 comes with 20-spoke, cast aluminium 17” front and 16” rear wheels and for the eagle eyed, the wheels between the R and the GT have slightly different finishes. Usually I don’t find roadster types that comfortable – Harley’s Street Rod or Triumph’s own Bobber are crucifying on my coccyx yet the comfort of the seats on the R and the GT, made me happy to soak up the miles. On a press ride there’s never normally more than 50-miles at a time without a stop for photos so only a full tankful of miles will allow me to judge long range comfort concerns.

Triumph has moved some way to alleviating my worries by providing adjustable foot peg positions and interchangeable handlebars between the models; yet another example of some top British engineering and classy, well thought out ergonomics.

Stacks of ground clearance helps achieve some sportier cornering angles without fear of scraping away your foot pegs and a reassuringly consistent cornering feel is only hampered if you get on the gas a little early which tends to drag you towards the edge of your lane.

Rider aids and extra equipment

The angle-adjustable full colour, second generation TFT screen is relatively user-friendly and sophisticated, all of which is operated via the illuminated home, mode and 5-way joystick handlebar-mounted switches. Once the ‘My Triumph’ app is fully developed, which will be in time for when the production models arrive in dealerships, there’s plenty of options and personalisation to learn and get used to; from rider modes to traction settings, sat nav and GoPro controls as well as display layouts too.

Hill-hold control is operated by a squeeze of the front brake lever at standstill which automatically applies the rear brake, handy when waiting on an incline or decline. Keyless ignition, cruise control (via one two-way rocket switch) and heated grips (optional on the R) as well as an under-seat USB charging point and conveniently positioned 12v socket in front of the handlebars are all examples of the rider-specific attention to detail of this model.

Rivals

It’s easy to spot there’s not one production bike with an engine of this size yet alternative powerful cruiser types come in the form of Ducati’s XDiavel or Harley-Davidson’s Fat Boy. The Arch KR-GT1 or Indian Chief Dark Horse would be considered as alternatives but the Rocket 3 duo stand alone with the combination of power, electronics and flexibility in terms of riding styles.

Above: colour options of the Rocket 3 R and GT

2020 Triumph Rocket 3 verdict

Handling its weight both low and well in terms of centre of gravity, the Rocket 3 is surprisingly lithe in the faster corners and plods around the slower hairpins with a degree of accuracy not usually affiliated with a machine of its size. The novelty of the overrun pop-pop-pop soon wears thin but the Rocket 3 is a one-off. Even rivals aren’t similar and for uniqueness, it rules.

Triumph’s Event Manager quipped, “The Rocket 3 is such a head turner. I haven’t done a launch with a bike before that gets so much attention from everybody around. They are desperate to have their photo on the bike.”

And he’s absolutely correct. Everybody is entitled to their own opinion of course but I’ve never seen such positivity for any bike via our Facebook and YouTube channels as with this latest incarnation of the Rocket family. At c.£20k the price tag will frighten many, so might the size but once taken on a test ride there’ll be plenty writing a cheque. The riding competency, magnificent engineering feat and attention to detail will soon make the price justifiable, or at least understandable.

If you were to compare it to an ice cream then it’s a full factory effort with everything included – weighty and tasty; twin waffle cone with flakes in each, hundreds of thousands and sauce. If it’s a take-away burger then it’s a Supersized meal. And if faced by the World’s Strongest Man in peak fitness, devouring 26 eggs for breakfast, the Rocket 3 would tut and munch 27 before demolishing a couple of 16oz T-bones for the sake of it. As the guy from the 90s sitcom ‘Game On’ used to say, it’s a “double hard b*stard”. Come to think of it, I’d like to see how the Triumph fairs against a strongman when pulling a bus…

For football enthusiasts look at it this way, Peter Crouch’s physique shouldn’t have allowed him to end up with the International goals-per-game ratio and a career successes he achieved. So, rather than make assumptions based on size, why not give the Rocket 3 a ride and then judge how it handles.

Pros & Cons 

The good and the not-so-good

After almost 1000 miles, it’s time to look at the good bits and not-so-good bits of the Triumph Rocket 3 GT

Living with the Triumph Rocket 3 GT

A Ducati Panigale V4R weighs 1/3 less than this but this has twice as much torque. TWICE! I’ve covered enough miles on the GT version to come up with a list of the ten best bits and six that aren’t so good.

Let’s start with what isn’t standard on this version?

• Pannier mounting kit (£335)

• Sports panniers (£460)

• Luggage rack (£195)

• Sports bar end mirrors (£175)

• = £1165 which includes VAT but not fitting

On top of the GT version which is £20,200 OTR

Triumph Rocket 3 - Good bits

1.   Latest generation TFT instruments
I think they divide opinion. On a bike with a heritage like this big cruiser has, you’d be fair to assume a more traditional, and perhaps analogue display might not have gone amiss, like the Speed Twin has. My colleague even likened it to a games console but in terms of the variety of display options and information available on this round, and adjustable display is a nod to its modern styling. And I like it. Control comes from three buttons; home, mode and the 5-way joystick (up, down, left, right and in). It’s fairly fool proof to operate and understand. You just follow what it says on the screen. 

2.   Quality of finish/build quality
From the beautifully hidden wiring across the handlebars to the way in which the pillion foot pegs fold up and neatly tuck themselves away. Only when you start to nose around the bike do you realise how much attention to detail Triumph’s engineers and designers paid. 

3.   Magnificent and regal performance
A biiiiiig heave from the engine the produces 165bhp and 163ft lbs torque. Those are some striking figures but then look at the size of what it’s catapulting around. It’s versatile too with enough pull down low but free-revving all the way to peak at 6000rpm and pulling like a freight train all the way; red light at 6,500rpm and it gets there quickly. I’ll move onto the noise later but under hard acceleration you’re desperate to hear it going and going but then comes the red line all too soon. Just as you get to the good bit of the soundtrack, it’s time for another gear. The fuelling is excellent, throttle connection is on point. Smooth to ride and defies its size and weight. With all that power and torques comes responsibility – and you can rely on the mega and massive Brembo brakes to a degree but if you get this wound on too much, then do so with the weight in mind because it takes some stopping. 0-60mph was measured by Triumph (and displayed in a video) at 2.73seconds. 

4.   Appearance (esp. single-sided swingarm)
Makes you stand out in a good way without being too lairy – it’s different and it’s a talking point. It definitely has a better side which is where two of the three slash cut exhausts exit and where the single-swinging arm (and shaft drive) isn’t. And how good does the engine look? If you spend so much time making something look this good, then why not show it off. Some would like the more heritage appearance but it’s so neat, I think it looks like a toy or model that’s been supersized. 

5.   Riding position
Especially on the GT whose 750mm seat height is 23mm lower than the sportier R model. It may be heavier but the difference is only 3kg which doesn’t even represent 1% of its overall weight. The swept back bars and seat rest, its windscreen and heated grips as stock are all ideal additions to underline its more touring focus and enhance the comfort levels too. If I owned this GT, I’d certainly be weighing up the pros and cons of having a taller screen. While it would help calm the wind buffeting at higher speed, it wouldn’t look so good. 

6.   Authenticity of the ride
The big bear oozes plenty of boom. Wind it on and the chuggy, and very un-triple like noise becomes quite jet-fighter-ish. It’s a really distinctive sound. Deep, rumbly and calm and it’s unique. 

7.   How it makes me feel
King of the road? Maybe. Very cool? Yes. Thankfully we’re a proud bunch, us motorcyclists. We love to show off what we’ve got, and we like other road users of pedestrians to acknowledge our superiority. On the press launch last November we rode in the touristy areas with buses and hire cars driving erratically but whenever we stopped those tourists would much rather look at and photograph the Rocket instead of some 120,000ft high volcano. And I like people to recognise the cool-value of a bike, isn’t that half the reason we ride them? Some machines I’ve ridden (Streetfighter V4S, for example) are so loud that people are still looking but for the wrong reasons. And the same goes for the trip when I recorded the above video – guys and girls were interested in the Rocket 3 over anything else parked up. It’s a conversation starter! Let’s call it the ‘friend maker’. 

8.   Face
It even looks happy. Look at the Rocket 3 straight on and the twin headlights (LED with DRL) plus high, wide mirrors make a happy face. Who’s to say the designers didn’t do it deliberately to subconsciously put us in a good mood when looking at the bike?! 

9.   Handling
For a big unit, the Triumph moves well courtesy of the weight distribution. It’s balance, poise and dexterity are praise-worthy. Use the power and the rear brake a little more during the cornering process to help even further but even with the GT’s seating position, the ride can still feel sporty enough. 

10. Big Buxom Tyres
150 (front) x 240 (rear) Avon Cobra Chrome were developed specifically for this bike to transport its size but also because of the huge torque. They do a tremendously predictable job, are very comfortable to ride on, are excellent in the corners – allowing big corner speed, and you’ll hit the pegs before you get to the edge of the grip. And grinding the pegs is certainly not easy. 

Triumph Rocket 3 - Slightly less good bits

1.   Sound
It may look and feel like a mean and moody cruiser but that engine note lacks any kind of sound character. Perhaps a little lacklustre and more car-like than your usual three-cylinder. Then, under hard acceleration, when you get to the good bit you’ve only got another 500rpm before the red line. 

2.   Joystick / Indicators
The proximity of the five-way joystick control on the handlebars is so close indicators. It’s fumbly enough in summer, lightweight, aerodynamic gloves let alone the bigger, thicker winter version. Also, the self-cancelling indicators seem to have a mind of their own – occasionally they blink three times, other times they don’t and, by proxy, if you’re using the indicators, you’ll want to be focussing on the road/junction/roundabout/overtake instead of whether your flashers are on or not. Does it look like £20k worth of switchgear – the jury is still out although I’m pleased to say they are backlit (despite my comment in the video!). All other manufacturers should take note. 

3.   Low/no speed manoeuvrability
It’s tricky and if you have a gravel drive or one that has any degree of gradient then you have a challenge but there’s nothing that can be done to fix that except practice... or moving house. BUT, and it’s a big one: get it moving and the weight is carried so, so well, laughing in the face of the claimed 294kg weight. 

4.   Keyless ignition
I like the modern-day touches on this bike like the smart dash but if you’re going to have a keyless ignition then make the keyless bit smaller than a brick. And you still need the damn thing if you want to fill up… unless you don’t lock it! Oh, while riding sometimes the display tells you the key fob isn’t in range even though it’s not moved from your pocket. 

5.   Fuel cap
Speaking of which, as much as I appreciate the design of that monza style fuel cap, once you’ve got to the fuel pump and flipped it open, you’ve them got the fuel plug to remove… what do you do with it then? There’s a good chance it’ll end up on the floor. 

6.   Fuel consumption
While we’re on about fuel, for a GT style bike equipped with panniers, cruise control and the right kind of riding position for some big miles, the 18-litre tank doesn’t get you too far. Triumph claims 41.45mpg and I’ve averaged 37.7mpg after the couple of hundred miles so far. The orange fuel range warning light comes on with 40 miles to go and I got that down to 20 before filling up. It took 16.26 litres of fuel and gave an estimated range of 170-miles according to the display. Realistically, you’ll be looking for the petrol station after 140-miles. Of course, a larger tank would mean more weight. And higher weight too, so I understand there had to be a compromise.

Bennetts Rewards Member second opinion

Roger Carlisle, a Bennetts Rewards Member, has been obsessed with the new Triumph Rocket III since it was announced. This very proud owner of a 2007 Triumph Tiger 1050 has owned his bike for around six years, using it mainly for long weekend tours (each at least 1,000 miles) with his friends.

We gave him the Rocket for a 60 mile evening ride to give him a chance to find out if it was everything he’d imagined. Here’s what he said as soon as he got off it…

“Wow. The throttle response is just staggering; it’s instant, instant grunt. I’ve never known acceleration like that. It’s just incredible. You open it up a bit and suddenly… where did the traffic go? A lot of the time I just left it in third. It’s just epic.

“It’s surprisingly quiet though – I expected a bit more of a growl, and it does feel quite hard as all your weight is on the base of your back, though this is the first feet-forward bike I’ve ridden. Still, it handles very well.

“I’m used to a bigger screen of course, but there’s no protection here so you’re battered by the wind; you’re literally hanging on.

“It’s absolutely immense. I was quite apprehensive when I first threw my leg over it, and it is heavy, but it doesn’t feel it when you’re moving.

“It’s a beautiful bike, but it’d have to be my second bike if I came into some money. This hasn’t made me think it’s time to get rid of my Tiger.

“If I won £20,000 now, and could only have one bike, this just couldn’t really do what I want a motorcycle for; despite its ‘Grand Tourer’ name, this would be pretty tiring after a full day’s riding. I’m sure I’d get used to it, and a bigger screen would probably help. Bu if I could have two bikes, this would be my first choice for the second one!”

2020 Triumph Rocket 3 - Technical Specification