1969 BSA A75R Rocket 3 SPOTLIGHT
The A75R Rocket 3, to give it its full title, was a break with tradition in many ways, not least being the three-cylinder engine configuration. This was of 740cc capacity, air-cooled and mounted transversely. Much of the engine design were shared with a Triumph companion model - the 'Trident'. In the case of the BSA, the cylinders were canted forward 15 degrees, while on the Triumph, they were vertical.
Despite the addition of an additional cylinder (but no flywheel), the BSA/Triumph triple was only 9 cms wider than a comparable twin. While overhead camshafts had become more widespread thanks to Japanese machines, the Rocket 3 relied on pushrods for the valve operation. Other 'old' elements of the engine design included the vertically-split crankcase and kick start operation, when more and more Japanese machines were coming from the factory with electric starters.
Despite this, the Rocket 3's engine delivered the smoothness that buyers were asking for, as well as power. Road tests of the time identified it as the fastest multi-cylinder machine of its era, capable of close to 200kph. The four-speed gearbox, with a diaphragm clutch, was shared with the Trident, but brakes were still drums front and rear. These were really no match for the machine they were being asked to pull up. The twin leading shoe drum on the front was barely adequate for the twins of the period, let alone the bigger, heavier and more powerful triple. This weak point tended to be forgiven on the Rocket 3 when new, but when Honda's CB 750 followed with a basic, but still more effective front disc as standard, it showed up the inadequacy of the Rocket 3's braking.
The Rocket 3 frame differed from the Triumph Trident in its use of twin downtubes, while the Trident used a single tube. The BSA frame was MIG welded and also taller than its lugged & brazed Triumph stablemate. The BSA also featured a different, sub-frame set-up to the Triumph.
As the Rocket 3 was seen as the motorcycle to take BSA into the next decade, it was felt its design had to reflect this. The task of creating a modern look for BSA's modern machine was entrusted to Ogle Design in the UK, whose past commissions included the Reliant Scimitar GTE, Bond Bug microcar, and buses for Bedford. Commercial realities meant that concessions to American tastes had to be made in the design, while US distributors also reportedly insisted that the Triumph and BSA each have a different look. On the BSA, which received the more 'modern' treatment of the pair, this took the form of high Western-style bars and large triple-exit exhaust silencers (nicknamed 'Ray Gun' exhausts). Large, slotted sidecovers and a squared-off tank were other distinctive design features.
The overall look of the Rocket 3 was a break with BSA styling tradition, indeed with the appearance of most motorcycles in general. The finished product was also rumoured to be the result of 'design by committee', which at least partly explains the mix 'n' match look to some of the BSA's design elements.
On debut, and into 1969, the Rocket 3 was available in two basic colours - red and blue - both with white pinstriping on the front and rear mudguards, and a black frame. The angular shape of the side panels was reflected in the petrol tank, with had a rather plain BSA logo positioned ahead of the knee rubbers. Identifying 'Rocket 3' badging was placed in a large strip on the side panels. An integral oil cooler, positioned just below the fuel tank, featured ribbed alloy covers that allowed for positioning of the side reflectors required by US law. Electrics were 12 volt and instrumentation was quite comprehensive for the period, with ammeter, speedo and tacho, as well as oil pressure and high beam warning lights.
After initially being released for the American market only, the UK and other markets started to receive the Rocket 3 from 1969, with the bike making its 'home market' debut in April of that year. Upon release, customer reaction to the Rocket 3's look was only lukewarm, even in the US, which was seen as THE prime destination for the new model. It appeared that the market that had demanded bigger, smoother, better equipped and more reliable multi-cylinder machines simply didn't want it in the package BSA were offering. While it had the backing of BSA tradition, the Rocket 3's styling was probably a bridge too far for the conservative motorcycle buying public of the time.
The Rocket 3's performance, while quick and smooth, didn't come without its problems. Most of these, at least on the 1969 models, were down to poor quality control, which was addressed ahead of the release of the 1970 model Rocket 3s. One notable problem outside of production processes and the usual oil leaks was poor throttle response at low speed and patchy idling, leading to stalls. Identified in 1969, this would never truly be overcome throughout the Rocket 3's short production life. With the benefit of hindsight, some have attributed this to the carbs being too big for a 750, while the finger has also been pointed at the ports and valves also being too large for the bike's capacity.
In 1969, these issues were still to be addressed, or even acknowledged, such was the focus on improving quality control. Changes to throttle slides and gearing were made during the 1970s, but in 1969, the only mechanical change of note was the deletion of the engine's oil feed pipes to the tappets and cams.
While the Gold Star is still the overwhelming favourite amongst BSA enthusiasts today, the Rocket 3 is starting to come to the attention of Brit bike fanciers. To modern eyes, the Rocket 3's looks don't seem so controversial, with those ray gun silencers and 'bread bin' fuel tank now treated with reverence rather than ridicule. However, the market response to that styling when new, combined with BSA's bigger overall problems, saw it drop out of the market earlier than the Triumph triple. Hence, there are far fewer examples available. Production numbers by year are hard to pin down, but only around 6,000 Rocket 3s were produced in total compared to over 45,000 Tridents.
Surviving Rocket 3s will most likely have now had their quality control glitches addressed by past owners. First time buyers would still be advised to read up on the model and its maintenance regimen, or join a club for parts and technical support, as well as the expertise in identifying and addressing problems that comes with club membership. Maintenance is important on the Rocket 3, as on any British classic, to ensure it can be enjoyed at its best.
A well-sorted Rocket 3 will match a CB750 for performance, and beats it for handling, too. For some, the triple's smoothness and distinctive exhaust note is enough of an appeal in itself. Their rarity means Rocket 3s aren't cheap, even compared to a T150 Trident, but they do offer something different, and are a worthwhile alternative to BSA singles and twins for short or long cruising.
SPECIFICATIONS - 1969 BSA A75R Rocket 3
Engine: 740cc OHV 4-stroke transverse three-cylinder
Bore/Stroke: 67 x 70mm
Compression: 9.0:1
Power/Torque: 58hp @ 7500rpm / N/A
Fuel System: Three 27mm Amal 626 concentric carburettors
Cooling System: Air
Starting System: Kick
Electrical System: 12 volt
Transmission/Drive: 4 speed foot change manual/chain drive
Front Suspension: Telescopic forks with two-way damping
Rear Suspension: Swingarm rear with 3-position adjustable twin shock absorbers
Front Brake: 8.0-inch TLS drum
Rear Brake: 7.0-inch SLS drum
Front Tyre: 3 1/4 x 19-inch
Rear Tyre: 4 x 19-inch
Weight: 468lb (212kg)
Seat Height: 32-inch (813mm)
Fuel Capacity: 4.25 gal (19.3 ltr)
Top Speed: 192 kph approx
TRIVIA
Why 'Rocket'? Well, thanks to the success of the A65 Rocket single, and A10 Super Rocket & A10 Rocket Gold Star twins, the name carried a lot of cachet with BSA enthusiasts, so it seemed a natural choice to continue the lineage of the singles - at least through the name - with the new triple.
Compared to Japanese engines of the same period, the Rocket 3's triple cylinder engine was time consuming and costly to produce, which did nothing to help BSA's fragile bottom line at the end of the 1960s. Creating the triple involved 56 separate stages, including twisting the crank to achieve the desired crank throw and firing order, while the bottom end was made up of five separate pieces. Different frames and engine components across both BSA and Triumph triples made production excessively complicated.
To prove the performance of their new machine, BSA sent a number of Rocket 3s to the US to undertake speed record runs at Daytona. The Rocket 3s set a bunch of AMA Speed Records, which achieved the desired aim of giving BSA some publicity, as well as diverting attention away from Honda's new CB 750.
