Motorcycle specifications Triumph2500 Rocket III GT 2024 The baron of opulence

Perhaps, like me, you were mistaken in interpreting the GT designation of the Rocket III presented here. Were we to discover the offspring of the Rocket III Touring? Would Hinckley's bull be equipped with all the necessities for long stages or stays? No. No windscreen, no suitcases, no top-case, no fridge. So what? "Simply" more relaxed riding. More equipment, a few ergonomic differences, and little extras for the passenger.

At first glance, the GT appears to be primarily equipped for two-up riding. But Triumph goes further than that. It's all about the detail, the finish, the attention to detail. On both the R and the GT, the wheels are huge (150 wide at the front and 240 at the rear); on the GT, however, the rim spokes are machined. As soon as you climb aboard, you'll notice THE difference between this Rocket III GT and its sibling. On its sister model, the driving position could be likened to that of a roadster. Here, we're in a different world. The footrests are positioned much further forward, almost in contact with the oil cooler. The handlebars go in the opposite direction. The handlebars are taller, with arms that move the grips back to the middle of the fuel tank. Add to this a saddle that's 23 mm lower (750 mm), and you get a saddle/handlebar/footrest triangle that looks like an armchair.

Calibrated for cruising. With an ounce of adaptation. The passenger backrest is height-adjustable, while the foot controls offer a choice of three positions: standard, +25 mm forward, or -25 mm back. The GT rounds out its good graces with Touring-style seating, a set of heated grips as standard, and a small windscreen. All this comes at a price on the scales. It weighs 3 kilos more than the R. But hey, when you're 294 kg dry, who cares if it's 6 pounds more or less? It would be better to remember that this generation of Rocket III has gained no less than 40 kilos over its predecessor.

Especially as there's enough power in the engine to tow a stranded ox. A huge three-cylinder, chock-full of torque. It pumps out up to 22.4 mkg, far more than any Harley or Indian big block. Power output is less impressive than the cubic capacity would suggest, but still stands at 167 hp at 6,000 rpm. The mechanical, technical and electronic attributes between the Rocket GT and R are identical. The delirious engine, the diabolical, striking dual-lens look, the phantasmagorical front end with 47 mm inverted forks, a tire as wide as both hands and Brembo M50 Stylema brake calipers found on the Panigale V4, the wacky swingarm and the whole panoply of assistances.

On the Triumph, we find a second-generation TFT instrument panel with two types of display and improved functions, along with the possibility of putting one's name in the start-up theme. An inertial unit is fitted, enabling active ABS when cornering and more effective traction control. There's also a hill-start assist, four Driving Modes (Rain, Road, Sport, Rider), full LED lighting, cruise control, keyless start and lock, USB socket and...

... little surprises when you buy the optional Bluetooth connectivity module. Triumph has taken care to tempt the techno enthusiast with an accessories section featuring a GoPro control system. It also offers smartphone pairing and simplified GPS navigation. A shifter is also on the shelves, as is tire pressure control. Dig a little deeper and you'll find around fifty products in stock.

With the exception of extravagant craftsmen who steal engines from planes or cars, it's impossible to find another cocktail of power, torque, cruising and majesty in series production. Well, almost. The other possibility is called Rocket III TFC, the high-end expression of this cruiser.

M.B. - Manufacturer's photos