David Preston

Trading my Bonneville T 120 for a Rocket 3 GT

On the face of it, trading in a beautiful 2016 Triumph Bonneville T120 for a new 2020 Triumph Rocket 3 GT does not seem to make much sense. It appears comparable to trading in your beautiful classic Cessna airplane for a Boeing 737. Who would do that? 

On the other hand, some of the decisions we make regarding motorcycles in general look pretty sketchy when common sense is applied. 

Here’s how I got to this point, and my personal findings of the strengths and weaknesses of both motorcycles.

Background:

I’ve ridden a lot of motorcycles, and by that, I mean more than 500.  I have owned 13 of them, but I also worked for two different motorcycle dealerships for a total of almost 14 years, and at both of them I needed to, and was encouraged to, ride everything in sight. And I did. Leading customer rides, breaking in new motorcycles destined for rental use, testing new models a distributor wanted the dealership to sell, various promo and video shot events, trying to assist the service department in locating the cause of a problem, attending club meetings and rides; it all adds up.  Yes, it was a wonderful job.

I purchased my first motorcycle in 1967, having never operated one.  Rider education in those days meant the person you bought the bike from handed you the keys.  You were on your own in a trial and error situation that many did not survive.

Here are the bikes I’ve paid my own money for:

1. 1965 Yamaha YDS-3                     250cc        1967-69
2. 1969 Honda CL 450 SS                 450cc        1969-71
3. 1972 Honda 4                                500cc        1971-72
4. 1972? Honda CB 450                    450cc        1976-77
5. 1977 Yamaha XS 750D                 750cc        1977-99
6. 1982 Norton JPS replica              850cc        1982?-84?
7. 1999 Kawasaki ZRX 1100             1100cc      1999-2001
8. 2000 Kawasaki ZX1200R            1200cc      2001-2003
9. 1996 Muzzy Raptor                        750cc        2002-2003

10. 2003 Triumph ST                          995cc        2003-2005

11. Triumph Speed Triple        1055cc      2005-2016 

12. 2016 Triumph Bonneville T 120 1200cc      2016-2020

13. 2020 Triumph Rocket 3 GT         2500cc      2020

You’ll notice that for the past 17 years my personal bike has been a Triumph. Seems to be a trend there.  I am not a zealot, but I really like the products they have designed and produced.

Process:

In 2016 I was having a lot of problems with my right knee and leg, to the point that I was afraid I would throw my leg over my Speed Triple, have my right knee collapse, and land on the ground.  Then the new T 120 came out, and I decided a lower seat height would help. The Speed Triple had almost 50,000 miles, and for most of the time I owned it I was riding bikes that belonged to the dealership, so it did get used a lot. Several 1,000 miles or more trips were terrific. I loved the Speed Triple, and later the problems with my knee were solved, so maybe I did not need to sell it.

But the Bonneville T120, in cranberry and silver, was so spectacular to look at and great fun to ride. I added the factory fly screen in matching cranberry and purchased Cortech saddlebags and top bags for longer trips.  In four years, I put 22,500 miles on it, and it was reliable, fun to ride, and gorgeous.

Things I loved about the Bonneville:

1. Never got tired of people telling me how great it looked.
2. Seat was comfy for me.  Others may disagree.
3. Liked the heated grips, which are sort of a must here in the Seattle area.
4. Loved the chrome spoke wheels, the center stand, ABS brakes, and the black tank pads.
5. So easy to ride it felt like a magic carpet.
6. Usually 50mpg or more.
7. 10,000-mile oil change, although I never let it go that long.

Things I did not like about the Bonneville:

1. Tube tires.  I never had a flat, but still…
2. Exhaust note was OK, but uninspiring.
3. Compared to the Speed Triple, handling was a bit “lazy.”  Turn-in to a corner was a little more laid back than I prefer.
4. Brakes were adequate, but I prefer brakes that are immediate and in your face.
5. On long rides of 400 miles a day or more, the itsy windshield left my arms and shoulders a bit tired.
6. Chain drive may have been necessary for appearance, but I did not like the mess of the chain lube or the need for adjustment, so matter how seldom.

Overall, a wonderful bike.  The friends I ride with got used to a delay whenever we stopped or got ready to leave, as everyone in the world loves the appearance of a Bonneville, and wanted to ask what year mine was, or when it was restored if they did not notice the radiator, tell me stories of their past, etc.  It was reliable, fun to ride, fast enough to any sane person, and met all my needs.  It could have kept me happy for years to come.

And then along came the 2020 Rocket 3. 

I’d ridden the previous model a couple of times, and was impressed.  One of those rides came after a customer suffered a crash on some gravel on a downhill turn.  I needed to ride his bike about 15 miles with the handlebars a bit bent and the gear shift stuck in 3^rd gear.  You can ride a Rocket III using only 3^rd gear quite easily, as it turns out.  From a dead stop to whatever speed you need.

I was also a small part of a campaign by Cycle Barn to take a Rocket III to Bonneville and set a world land speed record. This was successful, twice, but the project died three times for various reasons and I was the one who figured out how to revive it as a viable promo – three times.

So, I did like the original Rocket, but I always felt when riding it that if it got away from me it would take out three trees and a small house.  It was huge.  So is a Harley Ultra Classic, but a Rocket III is also very fast.

When the new one was announced I was idly curious, but not rabid.  Intriguing details began to emerge.  70 or 80 pounds lighter than the original.  Lower.  Narrower.  More power.  The most torque of any major manufacturer motorcycle made – ever.  Hmmmm.

My interest grew when I watched several twenty-minute long videos, all shot on the island of Tenerife at the press launch.  Each was done by a different video journalist and each of them had slightly different reactions.  All of them were in shock and awe at how great the bike was, and their individually different responses to this and that made for great study.  The one that added the most to my knowledge was a fellow who started the day thinking he would prefer the R model, which has more aggressive bars and the foot pegs set further back.  As a sport bike guy, he gravitated to that.  By the end of the day he had changed his mind, won over by the increased technology of the GT model, larger screen (although still small), and the fact that he’d not dragged anything on a long day’s aggressive riding. 

It should be noted that you can “mix and match” between the two models with seats and screens and pegs, etc., although I have not heard of anyone doing that.

Buying:

I sat on a GT model at Triumph of Seattle, and like almost everyone else was stunned by how “light” it felt and how easy it was to lean back and forth.  Time to think.

Then the world pandemic virus hit, and everything stopped for a while. Eventually I could purchase the bike, but not enter the dealership.  I met in the back alley with Andy, the superior salesman who had sold me the Bonneville.  The Bonneville was pushed in to the shop to be checked over, while I waited outside.  There was another rider there, waiting for a new tire to be mounted on his Rocket III, so we enjoyed sharing notes and swapping stories – while staying several feet apart.  Andy went back and forth with various pieces of paper, clad in his stylish mask and plastic gloves two sizes too small for him.  We negotiated a bit, but since I had worked for this dealership when it was part of Cycle Barn, I knew the drill pretty well, and Triumph of Seattle has always been fair to me, in my opinion.

I did not bother with a test ride, because why?  For experienced riders I think test rides are a waste of time.  Your new bike will be much different than your old one, and comparisons in a ten-minute ride will be of little use. If it is your first or third bike, maybe.

So, the deal was done, and Andy spent a long time going over how the various systems on the bike worked.  You would really need a day to take it all in, if you have my intelligence, and I tried to hang in as best as I could.  Most of the learning has to do with the myriad of configurations of the instrument panel.

Riding it home was hilarious.  Not having ridden a cruiser in years, every time I left a stop light both feet would wobble around in the air until I remembered the pegs were so much further forward. The instrument panel was set on “dim” and there was a lot of sun, so I could not read the tach or the speedometer or much of anything else.  Not that the motorcycle cared, as I was not doing anything that would cause it any concern.

So now a bit more than a week has passed.  When the optional saddlebags that had to be ordered come in, I will go in for the 500mile oil change at the same time.  Right now, I am at a bit over 300 miles and learning more each time I read the 176-page owner’s manual – again.

What have I learned?  Direct comparisons between these two bikes are an exercise in folly.  In fact, it is a stretch to compare the Rocket 3 to any other bike.  It has the most torque of any motorcycle on the market, by quite a bit, for one thing, and the largest engine in any production motorcycle – ever.  So, what do I like and not like so far?

Likes:

1. Sound.  I had forgotten how much I love the sound of a three-cylinder engine. The Yamaha 750 I rode for 21 years, the Sprint ST, and the Speed Triple all had three-cylinder engines.  Two of them had mildly louder exhaust systems, and made (to me) sheer music.  The Rocket 3 brings that back, with overtones of, say, a steam engine.
2. Seat.  The GT model has a cupped seat which is very comfortable, which is good.  I was used to standing on the pegs of the Bonneville T120 to get some air flow under my bottom, and the Rocket 3 GT is not amenable to standing on the pegs.
3. Appearance.  You cannot look at a Rocket 3 and not be drawn into hundreds of tiny detail design elements that are amazing.  The headlights are so cool, and of course the hydro-formed exhaust draws you in.  Even the rear LED turn signals look like jewelry.
4. Color. Jay Leno says he prefers the black, and he is wrong. The silver and metallic gray with a narrow red stripe of mine is clearly better looking.
5. Turn-in and brakes.  To my surprise, the Rocket 3 is more eager to dive into a turn than the Bonneville was, and this I like very much.  Also, the brakes are right now WHOA!, which I prefer. Best brakes (to me) in my experience were those on my Kawasaki ZX 12R.  These are that good.  Comforting, since they are tasked with retarding a lot of mass.
6. Instrument configurations.  Early days here, but eventually you can decide what information you want to display, in what configuration. I am still playing with this.
7. Shaft drive.
8. Uses regular fuel – a pleasant surprise.
9. Passenger back rest.  I hope to have a use for this in time!
10. “What else could you want” games.  Let’s see – ABS brakes.  Tubeless tires with tire pressure monitoring.  Braided steel lines. Turn signals that shut off after three blinks with a light tap, or after a set distance and time.  Ambient temperature gauge and clock.  Braided steel lines everywhere. Cruise control. Four-way flashers.  LED lights.  The Rocket 3 is loaded with every bit of technology I can think of, so far, which partially explains the enormous cost. (Unless you are used to purchasing Harleys, in which case the cost is amazingly low.)

Dislikes:

1. Well, of course it would be nice if it weighed less.
2. No center stand, but adding one would really hurt the lean angle and might require a weight-lifter pro to use.
3. Gas mileage is never going to come close to that of the Bonneville. Probably mid-30s compared to mid-50’s for the Bonneville.
4. I am sure the rear tire will not last all that long, a result of both weight and power.  I am also sure I will wince at the cost of both tires, which may need to be special ordered from a tractor company.

Fun facts:

1. The odometer reads to 999,000 miles.  That is a statement of product confidence.  Wonder if it rolls over when you pass a million miles?
2. The first of many warning sections of the Owner’s Manual warns you that a Rocket 3 is not suitable for off-road use!  I am sure someone out there will shoot a video showing this is not true, and equally sure that person will not be the owner of the bike.

And away I go toward that million-mile odometer.  Everyone should have a goal.

Copyright 2020    David Preston

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Make It Happen!

This is a scary time, and things are likely to get worse before they get better.  You’re probably dealing with a myriad of problems: self-isolation, kids home from school, fear of contagion, loss of your job for an unknown period of time that may end up as permanent, fear of infection for yourself and family, worries about parents and friends, financial trauma, and more. The list goes on and on and seems overwhelming. Because it is. However, there is always hope.

I’ve experienced a much less traumatic time, to the point of triviality, but it taught me a valuable life lesson that may apply.

In 2000 I changed careers to go to work for Cycle Barn. It was a job I created in a five page letter that I sent to owner Jim Boltz, who was the only owner of a motorcycle dealership that I thought had the creativity to see the potential of what I proposed, and the financial ability to take a shot at something new.

I envisioned dozens of tasks for myself, most of which had never been done by any dealership, and most of which I’d never done myself.  That was not a problem, as I had the faith of the truly naïve ad enthusiastic that I could perform all of the tasks.   After all, as most of the “guerilla marketing” (a phrase I learned later) concepts I proposed had never been done by anyone, whatever I did achieve would be the best ever!

I was correct.  What I did not see was that once I was an employee, various managers would think up things for me to attempt that I had not done before.   That was a problem.

The sales manager was Scott McMillan, now the owner of Adventure Motorsports in Monroe. One of his pet phrases was “Make it happen.”  Every time he used that phrase my tension level soared and small flecks of tooth enamel began to gather on my lips.  There were times I wanted to kill him, but he was always kind to me and now I consider him a friend and a great resource.

The incident I remember best was the idea that I should drive a company pickup towing a trailer loaded with several Buell Blast! motorcycles to an event in Pierce County. This was an autocross type of deal where people would try to set a fast time, one at a time, around a course marked off by orange cones in a parking lot. People would be encouraged to have a blast on a Blast!.

For those who have not heard of or don’t remember the Blast!  (the exclamation point was part of the model name), it was a small entry- level motorcycle powered by half of a Sportster engine.  With a 500cc single engine, light weight, belt drive, and nimble handling, it was a great starter motorcycle or short errand bike. although I took one on a 200-mile ride and had a great time.

It was dealt the same fate as every other Harley bike that strayed from the norm of a large and heavy V-twin.  The engineers did a good job, but the marketing department, and dealers, and the sales staff, turned up their noses, or worse, and the bike had little chance of success.

Anyway, for me the problems started early and then escalated. I had never driven a truck towing a trailer.  I did not know how to attach the trailer. I had never loaded or strapped down a motorcycle on a trailer, or unloaded same. When I looked at the trailer I was to use, the taillight was broken and the wires disconnected. The bed of the trailer had broken in places.  It was a piece of junk that had not been used since the Carter administration, and it had no license plate.

Concluding that this was not possible, I called Scott to give him the bad news, and all he said was “Make it happen.”   I protested, probably several times, and he just repeated his answer.  I think I slammed the phone down.  He probably laughed.

So, I turned to a couple of the technicians who had been friendly to the new guy (not all of them were), and in short order the taillight had been repaired and made operable and the trailer bed sort of repaired. A couple of the lot techs loaded the bikes for me, and when they were done there was about a quarter of an inch or clearance between the trailer bed and the tires.  Should work!

I managed the 100 miles or so drive with no disasters.  The truck had a full fuel tank, so I would not have to get in an out of a gas station, or (horrors) back up.

When I got to the event I was very warmly welcomed. The providing of free test rides on a bike, any bike, will do that.  I did not even ask people to sign a waiver or any of that sensible sort of thing.

I asked if some folks would help me unload the bikes, and so many eager hands leapt in to help that I did nothing but watch.  The event was the first time I got to see what an experienced motor officer could do with a loaded police bike on a short course. It was incredible. The bikes in use at that time were Kawasaki 1000cc cop bikes, and the officer explained that he had the floorboards exchanged every six months as they were scraped through to his boots.  Wow.

At the end of the day helpful souls loaded the bikes for me, again without any help from me, and I drove back to the dealership.

At the end of the day, Scott was right.  An attitude of “Make it happen” will free up your thinking so you can get things done. Maybe not in the way you envisioned, and perhaps in a different way, but it will get done.

As you face all of these truly difficult problems, keep your head up and concentrate on one problem at a time if you can.

Make it happen!

And wash your hands.

Copyright 2020   David Preston

PS: If you are reading this on your phone, the entirety of my web page may not show.  You’ll need a computer to show the list of links on the right side to purchase any on my eight books. All are available as e-readers and now six of them are available as paperbacks.  A fifth Harrison Thomas novel will be available later this year – I hope.

Why Your Motorcycle Brand Was Not at the Show

As the motorcycle show and Expo season winds down, I read many comments from enthusiasts that were dismayed or appalled or extremely angry that their favorite manufacturer chose not to attend and display a cornucopia of new models.

This has gradually become more of a problem in the last decade, and there are reasons for it.

First of all, what is the purpose of an original equipment manufacturer (OEM) that produces motorcycles?

Create machines that people will purchase; you might say. 

And you would be wrong.

The purpose of an OEM, in any business, is to stay in business.  This is much more complicated than creating products that people want to buy, which is a huge challenge all by itself.       To stay in business, you must have a good product, market it correctly, hire, train, and retain the right people and… control costs. Bingo!

Consider what it takes for an OEM to put on a display at a show.  You might have a fleet of “show bikes” that are shipped to each show by a semi or several, plus the display for those bikes, which can vary from mild to (expensive) wild, and probably a product expert or six.  Or you can call on local dealers to display products that they have ordered for sale, but there are pitfalls there as well.

Bikes on display live a hard life, even if not ridden at all.  People sit on them, and some people are careless or mindless.  Paint gets scratched, rubber heels leave black streaks or scratches, small parts might be stolen (why?) and all sorts of mayhem, accidental or not, can occur.

Most shows or expos are held in large population areas.  These can make getting to the show venue in a large semi or several, at the same time everyone else is, a hassle and expensive.  Most large urban areas have agreements with various unions, so if you need an extension cord brought in from the truck, it must be carried in and plugged in by a licensed electrician, for example. As the former president of a union, I am not complaining about this, but it and other examples can add significantly to the cost.  Your displays can be damaged during shipment or set up or tear down activities.

Of course, you need staff on hand to “person” your display.  The most knowledgeable people in the area are probably local dealer sales staff, if there is a local dealer.  Those folks are usually paid on commission, and very few sales actually occur at the site of the show, so you may need to pay them extra, plus parking, food, perhaps a motel room, etc.

Keep in mind that the organization putting on the show is also a business, and also needs to make money.  The cost of your display space will vary not only by size but by location within the show.  This expense will vary from large to exorbitant.

The point is that these shows are expensive.  If you’re an OEM that is going to commit to the full national tour the cost can be…something to ponder deeply.

Some of that can be attributed to marketing or public relations or advertising, but no matter how clever the accountant for the OEM or the dealer, it is still going to be a cost.

To be offset by sales?   Hmmmmmm. Who goes to shows? In my fourteen years of experience working at shows and decades of experiencing them, there are several separate groups.  The largest are, of course, motorcycle enthusiasts, who often come in groups of friends or as club members.  They enjoy the camaraderie and walking around checking out “stuff,” that they may want to buy.  But – almost all of them already own a motorcycle, and maybe more than one, and they have some gear or, more often, a lot of gear.  How many of them are seriously shopping for a new motorcycle?  Few.

The second largest group are people who have never owned a motorcycle and probably never will. They are attending the show because it was in town this weekend and looked interesting.   They are there to look at all the shiny things and maybe the special attractions like stunt riders, etc.  How many of them are looking for a bike to purchase?  Almost none.

The smallest group will be people who want to get into motorcycling. They are there to soak up a lot of information and learn a great deal.  They will spend a lot of time talking to sales people for OEMs and gear vendors, and their time will be very well spent.  How many will make a purchase decision at the show?  Almost none.

Now consider the size of the market.  KIA, for example, will sell more cars in America this year, exponentially, than all of the motorcycle OEMs added together.  The motorcycle industry is currently much smaller than twenty years or so, partly due to the collapse of the availability of home equity loans. There are far fewer “units” (I hate that word!) to spread out the cost.

Efficiency of scale is a huge factor. When I was a boy, my father was working on the Apollo project.  There were very few things he could tell me about it, since it was all classified, but one conversational snippet has stayed with me all these years.  If you wanted to design and manufacture one door for a space capsule, he explained, it would cost several million dollars.  If you wanted to make 100,000 of them, each would cost $29.95.

All in all, for any OEM considering putting on a display at a major show or a national series of them, the numbers do not work.  “Doesn’t pencil,” as they say.  You can send a demo truck to many dealers, or help defray the cost of special events at your dealer network, or a host of other promotional ideas and events, and save an enormous pile of money.

Which helps you survive.

I wouldn’t do it either.

Copyright 2020              David Preston