Motorcycle specifications Triumph2500 Rocket III R 2024 A breath to tear up the road

A spark flies! Instantly, a fog of petrol explodes in a 819 cm3 compartment - almost the full displacement of the mid-range Ducati Monster. The piston descends, while another dose of fuel settles in a second combustion chamber. A moment without pause, and the flame takes hold of the huge cylinder. The engine is just beginning to gather strength, and then a third injector is activated. And then everything changes! The next-generation Rocket III has awakened, to the roar of the most colossal production engine produced by the brand, produced by the motorcycle industry. Inside the majestic English cruiser, the 3-cylinder rumbles from the depths of 2458 cm3.

indian's 1901 Thunderstroke? Dumped. Harley's 1923 Milwaukee Eight? Forgotten. Triumph has taken great care to bring back its Rocket III with a flamboyance of the highest order. Already impressive under the 2.3-liter era, the machine gains a patinated nobility of power worthy of a notable weightlifter. Just look at the care taken with the mechanics. Not a wire or hose sticking out; intake and (especially) exhaust ducts with assertive, worked shapes, an intense presence... Clean and refined. With an unconditional desire to satisfy fans of mind-boggling engines.

Introduced in 2004 with 142 hp, the powertrain has evolved slowly over time, but has been seriously revised for this revival. Its increased displacement goes hand in hand with super-square dimensions. An 8.6 mm larger bore and 8.4 mm shorter stroke increase cubic capacity and give the engine a slightly sportier character, as evidenced by the figures: 167 hp obtained at just 6,000 rpm. In terms of performance, it's average; on the other hand, it promises to slap you in the butt even before the mid-range. And that's not all. Especially since the torque is so substantial, with a maximum of 22.5 mkg reached at 4,000 rpm.

Where's the competition? Over there in the background - a Kawa 1400 ZZR or a Harley CVO tops out at around 16 mkg. A glimpse of its performance: 0 to 100 km/h is swallowed up in less than 3 seconds. Not bad for a 291-kilo colossus. Most hypersports don't do so well.
The tricyclinder's power has been reworked, as has its design. A new crankcase, a new lubrication system with a dry sump, new balance shafts and an integrated oil tank reduce the weight of the mill by 18 kilos.
Triumph has also saved weight with a new gearbox featuring an extra ratio. Given the amount of gniak it has to put up with, the designers made sure it was stronger than a standard gearbox (logical) but also lighter. A new hydraulic clutch is there to reduce lever effort.

what a strange word 'effort' is when contemplating the Rocket III. It seems to have no place here, so much so that the force is present. Once, this bike was a huge cruiser forged in hypertrophy. Today, it's almost an athlete, dried out by intense fitness sessions. A muscle-bike roadster, more aggressive and just as impressive. Yes, the engine has a lot to do with it; yes, the look contributes to this robust, hypnotic identity; yes, the Rocket III could just as easily crush anything in front of it as tow a double-axle caravan. What's even more striking is the extent to which it has slipped into impetuosity.
The rear end is seriously planed, as on a sporty roadster. Not that a possible passenger is out of place; he's even 'welcomed' in the GT version. But Triumph has taken care to highlight its work on the stern. With short pots and a lighter-than-usual rear frame, the single-spoke-mounted rear rim is fully exposed, exposing its frills to the lecherous gaze of all. 20 sticks, either thin or thick, hold the black and cast aluminum, then make sure the cavalry puts the huge 240 mm rear tire to the torment. The front, too, is beefy, at 15 cm wide. As the bike is virtually non-standard, the tires can't be of a common standard. Avon developed these Cobra Chrome treads specifically for the Rocket III.

The tires are big, the swingarm has a beautiful cross-section, the cardan shaft transmission is protected in this striking metal arm, and the front end is as muscular as the stout silhouette. Cruising with this Triumph? Certainly. Impose its law and vigor on the road? Certainly. When your hands grasp these roadster handlebars, where the cables have been concealed as far as possible, they also grasp the 47 mm inverted forks. Consideration is given to the adjustable rebound and compression tubes, which are ready to take heavy loads, such as those caused by the radial-mount brake calipers. These are Brembo's top-of-the-range Stylema calipers, usually found on the best sports bikes. Two 320 mm discs are used for each of them. At the rear, barely less. The disc measures 300 mm, and also receives the action of 4 pistons. Not far away, a fully-adjustable monoshock (rebound, compression and preload) manages the action and dynamic constraints.

let's be surprised by the weight. No need to lie to ourselves, it's heavy. 291 kilos, with no benzine or man on it, is no mean feat. And yet, it's quite a diet, almost a tour de force, since theex-generation. With its new aluminum frame using the engine as a tensioning element, weight saved on the 3-cylinder block and an overall improvement in components, the Rocket III has dropped its adiposity by 40 kilos. It's as if the bike had gotten rid of a dishwasher stuck in its throat.

Let's face it. Let's not be afraid while the engine is still asleep. Like a jaguar that you'd like to stroke as long as its eyes are closed. The Rocket III's eyes are just waiting to light up, with its LED lights and that distinctive double light signature. Let's leave them for a moment to admire the Monza-style plugs for the water radiator and fuel filler flap. Look at the quality screws and bolts everywhere, the steel strap that grips the fuel tank, the passenger footrests that swivel to blend in discreetly, the rider's footrests that have the delicacy of being adjustable (normal or -15 mm high), the quality assembly, the high-flying finish, the adjustable brake and clutch levers, the machined or brushed parts - the Triumph 2500 Rocket R is the exact opposite of a commoner.

An iron lady, a big-hearted lady, a captain of torque, dominated only by the digitalization of modernity. Let's not start squaring off, let's appreciate the most obvious first: the dashboard. It bears no relation to another monstrosity in the sector, such as the Boss Hoss, where the dials are scattered across the entire width of the tank. On the Triumph, it takes up less space than half the fork crown. The block is tilt-adjustable, information can be controlled via a 5-position joystick, and data abounds on the second-generation color TFT display. Engine rpm, speed and gearshift are the quickest to read. Two display themes are available, and the system informs you of the time, selected driving mode, temperature, trip kilometers, fuel consumption, fuel level, etc., etc....

so much for the driver-machine interface. After that, it's a techno-electronic relationship between the machine and the road. With an inertial unit and multiple sensors, the Rocket III benefits from active ABS and traction control when cornering, hill-start assistance and four driving modes. Road, Rain or Sport, depending on your mood, plus a customizable mode for adjusting throttle and traction control levels. Modernity gives this wrestler's bike a certain friendliness, with keyless start, backlit controls, cruise control, an under-seat USB socket, and an optional Bluetooth module for controlling a GoPro, your smartphone, and simplified GPS via the MyTriumph app. Other options to indulge yourself and finish off the bill?! The catalog includes a shifter, heated grips and tire pressure monitor. The accessories department offers some fifty items to enhance the bike.

Rarely has a motorcycle seemed so self-assured. It's true that in its class, the Triumph 2500 Rocket III R fears virtually no one. Except perhaps its Siamese twin, the GT, or the top-of-the-range TFC edition. Some competitors will be lighter, or more agile, or more aggressive. But none of them can synthesize this cocktail of demonic displacement, arm-wrecking torque, equipment, bourgeois depravity and polished finish.

Powerful, massive and heavy, you have to see and respect this Triumph as a machine apart from the rest - a storm of controlled metal and fury, rumbling through the arches where Yamaha V-Max, Ducati Diavel, Harley FXDR 114, Honda 1800 Rune, Suzuki 1800 Intruder... are lurking. As each piston pulsates, your breath becomes shorter. Take a deep breath before turning the handle. Then, when all hell breaks loose in the injectors and veins, don't look for the Hulk in the rearview mirror - even if he's the one doing the pushing.

M.B. - Manufacturer's photos