True Story
The latest Fat Boy stays on course.
The 28th of December 2006 — that was the first day that I ‘got’ the Fat Boy, and I’ve been a fanboy ever since.
It was a lovely summer’s Thursday on the North Island and I had a brand-new khaki ’07 press bike in my possession. As most of my riding buddies had gone back to work, I decided that a solo ride around the Coromandel Peninsula was the order of the day.
Several of those pals would tell you this was a crazy idea. I mean, the ‘Corro Loop’ is one of the best sports-riding scratch roads on the planet. If there is a better day ride out of a major city anywhere, I sure want to ride it.
As it was, I’d done the loop in both directions dozens of times — attacking the endlessly twisty roads on a variety of machines, from rapid litre bikes and high-performance sports tourers to well-performing, big-capacity adventure bikes.
These were halcyon days when there were hardly any traffic cops on New Zealand roads. All that changed drastically not long after, but part of the reason I originally bought a Buell was that its superb handling and cornering clearance made it a perfect motorcycle for the ‘Corro’.
But a Fat Boy? With its limited lean angles, that zany 200-section rear tyre and those lounge-chair ergonomics?
Well … it turned out to be one of the most enjoyable rides I had that summer.
Instead of charging around the glorious landscape apace, I was forced to do what the bike was designed for: cruise.
I buttoned off and, although the pace was still brisk enough, I had time to look around and even do a bit of exploring. Instead of hard-charging to the next spectacular set of twisties, the challenge of gently kissing the wide footboards on the tarmac became the game.
Slow in, fast out, and as soon as the apex was negotiated, the joy of winding on the torque screw from the 96-cube Twin Cam and pulling out with gusto beckoned.
Then it was a matter of using the big-bore’s sturdy engine braking to wash off speed before the next corner, throwing it in with exaggerated body English to accommodate the lean angles — and repeating.
Again and again. All day. All the time thinking, “How good is this!”
Progress
In the ensuing 15 years and a dozen Fat Boy test bikes later, the experience of that day has held true.
Especially as the model has evolved from 96-cube to 103-cube, to 107-cube Milwaukee-Eight, to the current 114-cube Milwaukee-Eight motor that is as sweet as any big-twin Harley has produced.
As often mooted in HEAVY DUTY, every time we ride a new Milwaukee-Eight model, the engine seems a little smoother and more refined.
Mick reckons it’s down to the fuel mapping, so I asked a few friends of the magazine for their theories.
“Yep — you are right — it has to be the mapping,” said Rob Keuning from Gasoline Alley. “Up until this year it’s been the same engine, same components.”
Mark Harris from HCH-D agreed, but also noted that the 2021 model is running a new Engine Control Unit, and that may also contribute to this test bike engine’s smoother performance.
“It’s also causing a few issues with performance upgrades and tuning,” he continued. “There are some issues getting past the speed limiter with some tuners, but we’ve found that the Screamin’ Eagle or Maximus tuners will work with exhaust and engine upgrades.”
Mark also agreed that the motor definitely runs smoother and is more responsive than the earlier incarnations.
To the Here and Now
Apart from the engine evolution, the only other significant change to the machine from the unit we tested in Issue #156 is bling.
The engine cases, nacelle, rocker covers, exhaust, fork-leg uppers and details that were previously a brushed-metal finish are now glorious H-D-quality chrome — and it looks fantastic.
The super-fat, solid Lakester wheels remain in a bright-metal finish, and H-D says they are coated in a corrosion-resistant finish.
Even so, they still get a little bit of ‘sweet water’ spotting and, in some lights, are noticeably less blingy than the rest of the machine.
Personally, I would paint or powder-coat them like the 30th Anniversary models. I’d also stick some Stage One pipes on it and add Harley’s excellent cruise-control option, and it would be job done.
Just Ride It
Not only does it look strong and muscular, enjoyment is also what this bike is about. It remains eminently pleasurable to be aboard.
With one caveat: this isn’t a bike for a novice fresh off a LAMS machine.
The massive 240-section rear, married to the 160-section front — which is the same width or wider than the rear on many bikes — and the 317 kg wet weight can offer some quirky handling, especially during low-speed, off-camber manoeuvres.
It needs more effort to get it around a corner, but for an experienced rider that adds a big dose of fun factor. It really is grin-inducing.
It also means that you need to get it facing in the right direction before nailing the throttle, rather than accelerating into it.
Conversely, on the freeway or at higher speeds, the new Softail chassis and suspension offer a very planted and delightfully solid feel.
The big tyres are not nearly as inclined to follow imperfections or ridges in the tarmac as previous models. It tracks nicely for such big hoops.
Of course, getting the power and torque to the ground is what the big rubber is all about. As a result, launching the Fat Boy from the lights or low speed is quite joyous.
The sports air cleaner allows the motor to breathe as well as the stock exhausts permit, and the traffic gets very small in the mirrors mighty quickly.
Then, when up to operating speed, the 114 chugs along with smoothness and 155 Nm of roll-it-on torque hammer on hand.
It’s also very comfortable. Harley describes the riding position as ‘relaxed’, and it’s a fair assessment.
The big, wide footboards, ranch-style pulled-back handlebars and surprisingly plush gel saddle make for a machine that is a pleasure to sit on all day.
Which is what I did for several full days during the test period. I put more than 1000 kilometres on the bike in a variety of riding conditions around South East Queensland.
Not quite the Coromandel’s level of spectacle, but with some very good hinterland bike roads nonetheless.
Around town, it’s a feel-good head-turner that projects like it’s the king of the boulevard.
On the freeway and open roads, it’s very strong and steady, while the 18.9-litre tank gives good range and the ergonomics work well without the need for screens or bodywork.
On the scratch roads — well, it’s time to button off a bit and enjoy the scenery. And, as I found out 15 years ago, that can be mighty enjoyable too.
To that end, throughout its long history, the Fat Boy has stayed true.
The 2021 unit is a worthy chapter.
Possibly its best.
2021 Harley-Davidson Fat Boy 114
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Performance
Engine torque155 Nm at 3250 rpm
Primary driveChain, 34/46 ratio
Lean angle — right25.6 degrees
Lean angle — left25.6 degrees
Engine
TypeMilwaukee-Eight 114
Displacement1868 cc
Bore102 mm
Stroke114 mm
Compression ratio10.5:1
Fuel systemElectronic Sequential Port Fuel Injection
Chassis
Front tyre160/60R18 70V BW
Rear tyre240/40R18 79V BW
Front brakeFour-piston fixed caliper
Rear brakeTwo-piston floating caliper
Rake30 degrees
Trail104 mm
Dimensions
Length2370 mm
Wheelbase1665 mm
Seat height675 mm unladen
Fuel capacity18.9 litres
Oil capacity4.7 litres with filter
Shipped weight304 kg
Running weight317 kg
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