The word unique is massively overused, but when it comes to Triumph’s giant Rocket 3 it’s hard to think of anything more appropriate.
This year marks two decades since Triumph stunned the world with it’s original 2.3 litre power cruiser – a machine which was doubly jaw dropping because it came from a British manufacturer which, up to that point, had been extremely traditional and unadventurous in its designs.
Now, I’ve long had a bit of a soft spot for the Rocket. I remember seeing the first one on a dimly lit stand at the NEC in 2003 and thinking ‘WTF’ at this behemoth which dared to be different in a sportsbike obsessed Britain, but it was only when I actually rode one a few years later that I really started to understand what it was all about. It’s a bucket list bike, something you just *have* to ride, even if it’s not really your cup of tea, because it’s just so nuts. The new one is instantly recognisable. Line it up against a Rocket III from 20 years ago and you’d instantly get the link, even though in many ways its night and day between the two bikes. Those first generation machines were just raw brutes, but the £23,895 Rocket 3 Storm GT we find in front of us today, while still a real sledgehammer of a bike, has all the modern bells and whistles we’ve come to expect from high end bikes in 2024.
History lesson
Before we climb on board, let’s take a quick trip down memory lane.
The Rocket 3 name first came to being in 1968, but it wasn’t on a Triumph. The first Rocket 3 was actually a BSA, although BSA and Triumph were part of the same group of companies at the time and they worked together to develop a three-cylinder superbike. The Triumph version was called the Trident and the similar but slightly different BSA was the Rocket 3. Decent as they were, it wasn’t the saviour the company hoped. Honda moved the game on in 1969, with the CB750, and by 1973 BSA was out of business and the Rocket out of production.
Fast forward 30 years and John Bloor’s revived Triumph company is getting into its stride. They had a reputation for building solid bikes, if a little staid, but they’ve got big ambitions and want to crack the US market with a cruiser.
The thing was, everyone wanted to crack America but it was very much Harley territory. Bigger manufacturers than Triumph had tried and failed with their cookie cutter designs, so the British company’s approach was to go totally left field.
The result was a 2.3 litre power cruiser with an inline three cylinder motor. It was a bit crude, but no one could accuse Triumph of copying anything and an instant cult classic was born. With a claimed 148bhp and a staggering 196Nm of torque, the Rocket was certainly no Harley. It was a real surprise. Apparently Triumph’s American operation were right behind it but, even so, Bloor is very much a conservative man, making the decision to go with such a bold statement bike even more remarkable. After all, one of the other bikes they were developing at the time, a Hayabusa challenging four-cylinder hyperbike, was axed before getting to production.
Thankfully for us the mad cruiser made it. Taking that old BSA name, the Rocket III (the three now written in roman numerals) proved a hit. It sold better than anything else which had previously come out of Triumph’s Hinckley factory, and more than that it generated headlines and interest in a way no other Triumph from the Bloor era had achieved. It changed the perception of what Triumph could be about and started something of a revolution which saw the British company really making waves with the release of some high profile bikes. It didn’t just appeal to die hard Triumph/Brit bike buyers, but also those bikers who saw the appeal of owning the biggest motorcycle ever made. And it wasn’t just cruiser riders who flocked to the Rocket III, it was the kind of bike to get the big lads off their ‘Busas too.
The Rocket III range expanded. The chromed up Classic was a more traditionally styled cruiser, the Touring was, erm, a touring version which was actually reengineered quite a bit more than just the addition of a screen and some bags. Then came the Roadster in 2010, which was more of a streetfighter on steroids than a laid back cruiser. That’s a bike I spent quite a lot of time with and have fond memories of.
And then it all went quiet. Sales tailed off, as is to be expected with a niche bike like this, and it quietly shuffled out of the Triumph range about, I think, eight years ago. We thought that was it, but we were wrong.
And so to today…
The ‘all-new’ Rocket 3, now written as a number instead of a roman numeral, returned after a short absence, in 2019. With a bigger and more powerful engine, modern tech and more sophistication it was a natural evolution and came in two standard versions, the touring orientated GT and the streetfighter style R. Triumph’s website cheekily also describes this year’s machine as ‘all-new’ although in reality it is a fairly mild evolution of the 2019 model with loads of detail changes, a 15bhp power hike (to 180bhp), moodier paint schemes and a new middle name - ‘Storm’.
The Rocket look has changed very little over the years. The basic engine block is a development of the original, so those signature side exit exhaust headers remain a big design feature. It’s also the last Triumph to retain the classic ‘bug eye’ headlights which were such a distinctive part of the look of the company’s naked bikes from the mid-1990s through the Noughties. It’s a thoroughly modern LED lighting system though, a far cry from the candles in the originals. The Storm takes a very blacked out approach, with pretty much all the metal components finished in black. I like it, with the three tank options (two tone black/red, black/blue or black/graphite) adding just enough of a dash of colour to keep it interesting. Ever since the launch of the original, Triumph made a big deal of the humongous rear tyre (a 240/60 R16 no less). With a lower profile 240/50 R16 on the latest version, the rear rubber looks meaner than ever – especially as it now accentuated by the single sided rear swingarm and stubby rear end. The tyres, incidentally, have been specially developed for the bike by Avon. The front runs an unusual 150/80 R 17 set-up for a fat balloon style arrangement which accentuates the bike’s behemoth nature.
Riding the 2024 Triumph Rocket 3 Storm GT
There’s no getting away from it, the Rocket 3 is a big bike.
Triumph kindly loaned us the GT version to review, even dropping it off to our offices. Unloading it from the van, it hits you just how long and wide it is although, rather surprisingly, it’s also pretty low.
As a shorter and stockier rider, I had no real issues mounting the bike. The seat height is a low 750mm on this feet forward GT version (the R is a bit taller and has mid-mounted ‘pegs) but seat height is just a number. The straddle of the Rocket 3 is greater than you’d expect on ‘normal’ bikes with a 750mm seat height, but the saddle is still quite narrow towards the front and I was able to get both feet down at a standstill.
You do feel that weight and width though. The handlebars, including the bar end mirrors, are 1.1m wide and you can really feel the petrol sloshing around the 18 litre fuel tank as you move the bike at slow speeds.
This is not necessarily a bad thing. If you’re buying a Rocket 3, you’re not doing so to be a wallflower. You want a big bike, a substantial bike, the *biggest* bike and you won’t get much more metal in a motorcycle than you will with the Rocket 3.
Press the starter button and the dashboard goes through its neat animation sequence (it’s got a keyless ignition system, although the key is required for the fuel tank filler). Thumb it again and you can certainly feel there’s an engine under you. Sure Euro5 has refined everything we ride these days, but twist the throttle at standstill and you absolutely know you’ve got some guts under you. It sounds lovely on the road too, especially the way it pops on the overrun.
If you’ve ridden a Rocket before, you’ll immediately appreciate this is a much more refined proposition than those machines of 20 years ago. The original Rocket III’s gearbox was somewhat agricultural but this is decent enough. It’s still cumbersome at slow speed, but that’s the nature of the bike more than a swipe at Triumph. It weighs 320kg and although it carries it well you just can’t disguise it. The weight, the width and the length all combine to make a motorcycle which is a beast in traffic, but still far less onerous than a glance at the spec sheet might suggest.
But it’s on the open road where the Rocket 3 starts to make sense. Motorways are not its natural forte. The wide bars leave you exposed to the wind, despite the small fly screen, and although I enjoyed cruising along at a steady 70mph and enjoying the sunny weather I imagine it’d give your upper body a solid workout at autobahn speeds.
Flowing A roads are where it really shines, sticking to legal speeds and surfing all that torque. The latest Rocket has a six-speed ‘box these days, but to be honest there’s so much torque you don’t need to be dancing through it. We have a fairly standard test route on which we evaluate most of our review bikes. It is quite bumpy and really exposes flaws in a bike’s suspension. Lots of bikes get very agitated on these roads but the Rocket 3 remains rock solid. It’s like riding a sofa. A very comfortable sofa…
Not everyone is a fan of the feet forward riding position. Personally I can appreciate them, but with the Rocket 3 I think I’d prefer to be on the more roadster styled R. My main gripe is that the riding position meant that my right leg spent most of its time rubbing against the exhaust heat shield, which soon got uncomfortably hot. Now I have stumpy little legs which were stretching to the foot pegs, so taller riders probably won’t be as affected as I am – but it’s still likely to be a factor and something to consider. The ‘pegs are adjustable, with 25mm movement either way, so if I owned the bike I would probably move them a bit closer to me, although that may impact ground clearance, which is surprisingly decent for the type of bike. Incidentally, the foot pegs are interchangeable between the R and GT models and Triumph offer both as an accessory. If you did buy a GT and wanted to change the ergonomics, those mid mounted ‘pegs (as well as the R’s flatter sports handlebars) can be retro fitted.
Pillion provision isn’t the best on the Rocket 3. Our test bike was the GT model, which is touted as the more touring version. The passenger seat is small, but the GT at least has an adjustable backrest (aka sissy bar) and I wouldn’t fancy riding pillion without one. The backrest is a £295 accessory option on the R version. Triumph also offers panniers, a generous tank bag and tail pack. There is also a range of alternative seats available for both rider and pillion, so if you are planning a trip away you should be able to modify the stock set-up to make it a bit more comfortable and practical.
This is Triumph’s most expensive model and the spec sheet reflects that. As well as the epic powerplant you get all the ride modes and electronic aids you’d expect from a top end motorcycle. Brakes are Brembo’s latest Stylemas and the suspension is fully-adjustable Showa kit. It’s well finished too, although that’s a given with any Triumph these days – even down to the entry level Speed 400 at £5195.
To be honest we can talk about the spec all day long, giving you an endless list of what you get for your money but we’re not Triumph’s website and, frankly, it is really all about THAT engine. It’s what defines the bike and puts a massive smile on your face. It sounds awesome and just drives like crazy, without being scary. Cruising at 70mph equates to just over 2000rpm in sixth, tickover on most bikes, and it’s got a real Jekyll and Hyde character to it. It's gutsy, lusty but, equally, as laid back as you want it to be. It may produce 180bhp, but it doesn’t produce it like a screaming superbike. It’s all about the torque and the seemingly endless amount of it.
In terms of the chassis, it depends on what you’re used to and where you are coming from. It’s a long and heavy bike, not the most precise thing you’ll ever ride. It holds its line well enough and has decent ground clearance for a cruiser, but it’s no hustler. The front end isn’t all that chatty when it comes to telling the rider what’s what and you really don’t want to be making too many inputs mid-corner. It’s not having a go at Triumph, because we’ve said the same when we’ve ridden other heavyweight cruisers recently, bikes like the BMW R 18, Harley-Davidson Road Glide and the Indian Springfield Dark Horse. The componentry itself is of the highest standard but it’s a long way from being a sportsbike.
Conclusion
It’s always hard to assess motorcycles like the Triumph Rocket 3 Storm GT.
As we said at the start, it’s a unique proposition. It delivers a riding experience unlike anything else and it’s one of those bikes, as a journalist, that I always feel so lucky to get the opportunity to sample.
It’s not for everyone, the price alone knocks out much of the market, but those who do opt for one will get a machine which will put a grin on their face every time they twist that throttle. Sure, it’s got its flaws but crikey it is one heck of a bike. The Rocket 3 doesn’t need to exist and frankly it probably shouldn’t exist. When the original model shuffled out of the Triumph range a few years back I don’t think too many people expected it to return, but thankfully the company had other ideas. Twenty years on this is a fitting tribute to an iconic motorcycle. Bravo Triumph.
2024 Triumph Rocket 3 Storm GT
Price: From £23,895
Engine: 2458cc three-cylinder, DOHC, four valves per cylinder, liquid cooled
Power: 180bhp (134kW) @ 7,000rpm
Torque: 225Nm (166lb-ft) @ 4000rpm
Transmission: Six-speed, shaft final drive
Frame: Aluminium frame with cast aluminium single sided swingarm
Suspension: (F) Fully-adjustable 47mm USD Showa fork, (R) Fully-adjustable Showa piggy back shock with remote hydraulic preload adjuster.
Wheels: Cast aluminium, 17”/17”
Tyres: (F) 120/70 x 17, (R) 180/55 x 17
Brakes: (F) 2 x 320mm floating discs, four-piston Brembo Stylema monobloc calipers (R) 300mm disc, four-piston Brembo monobloc caliper. Cornering ABS as standard equipment.
Weight: 320kg (kerb)
Wheelbase: 1,677mm
Seat height: 750mm
Fuel tank: 18 litres
Fuel consumption: 42.8mpg (manufacturer claim)
Service intervals: 10,000 miles/12 months (whichever comes first)
Warranty: 24 months unlimited mileage
Contact: www.triumphmotorcycles.co.uk
