Boosted Fat Boy

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Boosted Beast

That ’90s brand of awesome.

We posted an invitation on the HEAVY DUTY Facebook page for Brisbane readers to ‘show us their bike’, and Andrew’s 1997 FLSTF Fat Boy immediately warranted a closer look.

Or, more specifically, the supercharger that adorned it.

A few days later we were sitting at Wellington Point and I started asking him about the magnificent, supercharged Fat Boy parked beside us.

“The bike was an import. I bought it from a guy down on the northern side of the Gold Coast who brings in custom bikes. He had quite a number of them. This one caught my eye.

“It’s a ’97 and was a one-owner bike in the US, and I’m the first registered owner in Australia. From what I understand, the original owner had everything done to the bike before it left the dealership.

“It’s got a Harley Stage Three Street Stalker body kit, a 96-cube stroker motor with S&S internals, Keith Black pistons, an oil-pump upgrade and, obviously, the Magna Charger supercharger, with a 44 mm polished-chrome CV carb, a six-speed RevTech gearbox and an Arlen Ness billet swingarm with belt drive.”

In response to my quizzical look, Andrew continued.

“Yes, Dave, the belt deals with it easily, but as far as peak power goes, I don’t really know. I’d say probably around 100 horsepower, but I don’t know for sure.

“Typically, people say 150 is about right for blown setups, but I haven’t dynoed it — and I’m not going to. It doesn’t interest me.

“I’m all about riding it. Power’s just numbers to me.”

Those Wheels

“Okay. Tell me about those wheels?” was my next question.

“They are Carriage Works billet-alloy wheels, pulley and discs. It’s fitted with Performance Machine brakes and Pro-One forward controls.

“It also has polished lower fork legs, with Progressive suspension in the lowered front and rear.

“It’s been fitted with LED lights and braided lines throughout — everything, even fuel and brake lines — and it has chrome hand controls as well.”

What’s It Like to Ride?

“I took it out a couple of weekends ago. I probably did nearly 400 kilometres for the day.

“Surprisingly, it rides and handles really nicely. It’s hard as a rock on the road because of the suspension and seat, but it rides well. It’s definitely not a pig to ride.

“The blower doesn’t make it awkward either. Power delivery is smooth and constant. Once you roll it on, it just keeps on coming.”

“Does it come on with a surge?” I asked.

“No, not really. It pulls right from the bottom. Once you hit the accelerator, it just keeps pulling.

“I’ve had it past 100 miles per hour and it was still going. I’ve ridden plenty of turbo bikes — they lag, then come on hard. This doesn’t do that. It’s very linear.

“Once it starts picking up revs, it just keeps going and doesn’t want to stop.

“It’s also very tractable, with what I describe as broad, friendly power. And it’s really easy to ride around town. I’ll ride it anywhere.”

“That’s the other thing with some boosted bikes — they’ve got a hair trigger,” I noted.

“Yeah. Not this thing,” Andrew replied. “And it’s very reliable. No problems at all.

“I actually took another bike out one weekend recently — a CVO — and had a battery light come on. So I swapped back to this and did another 400 kilometres that day without any issues.”

What Comes Next?

“Are you planning on doing anything else to it?” I asked.

Andrew smiled.

“Little things. I have already changed the lights to LED and upgraded the grips and levers, and swapped some of the nuts and bolts for chrome.

“I might change the exhaust at some stage. I’m not particularly happy with the look of the current one, even though it works well.

“And possibly the bars. I actually like what’s on it now, but I’ve picked up a set of earlier-style bars with about a one-inch rise — more of that old-school look — but we’ll see.

“That’s about it, really.”

Pointing to the bike, he added, “That’s the original paintwork from 1997 and it’s still in good nick. There are a couple of small scuff marks, but that’s the quality of the original paint.

“Interestingly, the Stage Three Street Stalker kits only came out in the burgundy colour.”

With that, we headed out for a photo shoot, and I got to listen to how good it sounds — and see how good it looks on the road.

Andrew also has an impressive collection of Springers.

“They are my real passion,” he said, so keep an eye out for that sort of attention to detail in an upcoming edition.

Andrew Rauchle’s 1997 Harley-Davidson FLSTF Fat Boy

General

OwnerAndrew Rauchle

Model1997 FLSTF Fat Boy

BodyworkHarley Stage Three Street Stalker kit

Estimated power100+ hp

Maximum revs6800 rpm

PaintOriginal 1997 Harley Stage Three Street Stalker finish

Engine

TypeEvolution 96-cube stroker

InternalsS&S components and Keith Black pistons

HeadsWorked

Oil pumpS&S

InductionMagna Charger supercharger

Carburettor44 mm polished-chrome CV

Air cleanerK&N element

IgnitionDyna 2000

ExhaustTwo-inch drag pipes

TransmissionRevTech six-speed

Frame, Suspension & Wheels

FrameHarley Fat Boy / Softail

Front suspensionLowered Progressive

Rear suspensionLowered Progressive

SwingarmArlen Ness Tech Series billet chrome

Front rim16 x 3-inch Carriage Works Cyclone billet

Rear rim16 x 3-inch Carriage Works Cyclone billet

TyresMichelin Commander MT90B16

BrakesCarriage Works Cyclone chrome discs

CalipersPerformance Machine billet four-piston

Controls & Finish

Bars1.25-inch Western bars on one-inch risers

GripsHarley chrome Narrow Band billet

SeatStreet Stalker

LeversHarley chrome

Master cylinderHarley chrome

Forward controlsPro-One billet chrome

PegsKuryakyn Iso

IndicatorsMini LED

HeadlightLED Daymaker

Tail lightMini billet-alloy tombstone LED

LinesBraided throughout

Quick Bytes - H-D M8 Fat Boy

Supercharged Fat Boy Lo

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Booster Beauty

Taverner’s 180 HP Blown Fat Boy Lo

When Brisbane Custom shop Taverner Motorsports dropped us a line to say they had a few builds we might be interested in, I jumped at the chance to find out more about the Supercharged Fat Boy Lo they had sitting on their showroom floor.

After writing up numerous turbocharged builds for HEAVY DUTY, the idea of getting ‘the learn’ on a mechanically boosted Twin Cam was an opportunity too good to pass up.

As most of you would know, a turbo works by the employing engine exhaust gasses to rapidly spin a turbine that increases manifold pressure and rams air into the combustion chamber, whereas a supercharger achieves the same result using mechanical means, typically via a belt and pulleys to turn an air compressor or blower.

I sat down with CEO Joe Taverner in the front office of their Bowen Hills premises asked him to tell me about the bike.

“It started life as a 2010 Fat Boy Lo”, he began, “But it sure doesn’t look like that now. When we first got the bike it had a set of bars on it and the Pro-charger had been installed – and not much else.

It was a friend’s bike and when it came up for sale, we grabbed it. It had actually taken the top off a piston at that point, so we rebuilt the motor and then, with a fresh motor … well, we really started from there.”

“So it already had the supercharger on it?” I asked.

“Yes, but we are an authorised Pro-Charger dealer, so we knew exactly what we were dealing with. We rebuilt the top end and had Freddy at Pro-Cycle tune it and it made 178 -plus horsepower at the back wheel and I … um” he grins, “did a couple of burnouts on it and thought ‘I really like this bike! Let’s give it a facelift.’”

“We started with a pair of Performance Machine Rebel wheels, then we sectioned the rear fender. It’s a stock fender that has been highly modified. We did the weld-in pocket for the RWD Tail light, blacked out the engine cover cases and had the bike painted by Brett Picard at Kool Kustoms.

From there we decided to move away from the standard Fat Boy front end look, so we added some five-degree raked triple trees, a 23” Rebel wheel and a RWD fender that we also changed the radius and dropped it a little bit lower on the tyre. We’re never quite happy with the way they come out of the box, we always like to tune them a little bit and the results speak for themselves. Particularly because it’s up the front and everyone is looking at it. We also added Arlen Ness lower for sliders to tie in with the wheels.

We went with Burleigh Highball handlebars sitting on Burleigh risers and freshened it up with Avon grips and pegs, just to make it look a bit tidier.

From there, Lee Brothers made a custom seat for us and we installed Legend Air Ride suspension. We fitted a quick shifter and a chain drive conversion to deal with the power, and the muffler is a highly modified D&D.”

Which brought us to talk more about the engine.

Joe says, “It’s running a Power Commander Tuner because it integrates well with the Pro-Charger, Freddy does a dual-table map, and we always use the Power Commanders on our Turbo builds as well.”

Which led to the obvious question, “What is it like to ride?”

“It rides beautifully, you can ride it like an old man, you can just cruise around comfortably and then screw it on and hang on. It’s tractable and nice and smooth at low revs, and that comes back your question on why a supercharger rather than a Turbocharger.

It’s about the rideability, really … the turbos, with the way we are making our kits these days, still make good power down low, and don’t have that traditional lag, but they still have a power surge when it really kicks in, whereas the Supercharger gives a smooth delivery all the way through with no lag at all.

And the other advantage is the way the Superchargers look, particularly on the left-hand side with all that billet, it looks super-impressive, as does the intercooler sitting up front.”

I had to agree.

“Is it finished?” I asked.

“Are they ever finished?” Joe smiled. “You know, we’re probably going to do a few more things to it, we’re considering changing the logo on the tank, but I don’t know, the bike is up for sale now at $60,000. But if we do keep it, we’ll put it some local shows and maybe do a few runs at the drags to gauge interest. There aren’t too many supercharged Fat Boys out there.”

Which led me to, “Speaking of interest, if I have a Twin Cam and am interested in supercharging it, what would it cost me?”

“It does vary, but by the time it’s fitted and tuned, you’re out the door at around $13,000, ride away – with a two-week turnaround and you’d be looking to achieve anywhere from 160 to 180 horsepower. We have Pro Charger kits available for just about every model of Harley, with a Milwaukee 8 kit under development now.”

At which point we headed out to do a photo shoot and I listened in awe as this wild beast roared into life. It really is a beauty.

About Taverners

The Taverners Motorsports are a family business that started in Bathurst in the 70s and are now located in inner city Bowen Hills, Brisbane.

The family’s love of motorcycles started with Paul Taverner on a BSA Chopper or Norton Commando where he “terrorised the streets of Bathurst” and a few years later went on to open his first bike shop ‘Street Bike.’

Paul’s son Joe was also bitten by the motorcycle bug early and he now has over 20 years’ experience of his own.

He has been on the tools since he was 14, then went on to drag racing and building bikes night and day, picking up the tricks of the trade while working by his father’s side.

Over the last 47 years countless motorcycles have been built, raced, repaired and serviced by the Taverner men and have been part of many trophy winning performances and custom motorcycles along the way.

For more info on supercharging or turbocharging your ride, check out tavernermotorsports.com.au.

Taverner Motorsports Fat Boy Lo FLSTFB

General

OwnerTaverner Motorsports

ModelFat Boy Lo FLSTFB

Estimated power180 hp

Maximum revsLots (Haha)

PaintCandy Apple Red with gold leaf in H-D logo

PainterBrett Picard at Kool Kustoms

Engine

TypeTwin Cam

CamScreamin Eagle

TunerPower Commander

LeadsScreamin Eagle

ExhaustCustom in house

Transmission6 Speed Harley

Primary coverPro Charger

ModificationsBig Bore Top End With Sreamin Eagle Heads

Frame, Wheels & Tyres

FrameSoftail

FrontHHI / Arlen Ness

RearStock

Front rimPerformance Machine ‘Revel’ 23” & 5 Degree Raked Triple Trees

Rear rimPM ‘Revel’

TyresAvon Cobra

BrakesPM Floaters

CalipersStock H-D

Controls & Finish

BarsBurleigh Highballs 16” 1 1/2” Diameter & Risers

GripsAvon

SeatCustom Leather Diamond Stitched By Lee Brothers Albion

MirrorsArlen Ness

PegsAvon

IndicatorsRWD & UPI

Rear tailRWD Sunken Taillight Assy

Front guardRWD & Modified In House

Rear guardRWD & Modified In House

Fuel tankStock

H-D Fat Boy Image Collection

H-D Fat Boy test bikes;

2021 H-D Fat Boy

True Story
The latest Fat Boy stays on course. 

The 28th of December 2006, that was first day that I ‘got’ the Fat Boy and I’ve been a fan-boy 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 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, high-performance sports-tourers to well performed, big capacity Adventure bikes. 

These were halcyon days when there were hardly any traffic cops on NZ 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 clearances made for 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: cruised. 

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 - to throw it in with exaggerated body English to accommodate the lean angles – and repeat. 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 M8 to the current 114-cube Milwaukee 8 motor that is as sweet as any big twin Harley have produced. 

As often mooted in HEAVY DUTY, every time we ride a new model of M8, the engine seems a little smoother and more refined. 

Mick reckons it’s down to the fuel mapping so I asked a few of friends of the Mag 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 did also note that the 2021 model is running a new Engine Control Unit (ECU) 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.” 

But 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 bright metal finish and H-D says they are coated in a corrosion resistant finish. Even so, they still do get a little bit of ‘sweet water’ spotting and in some lights are noticeably less blingy that 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 looking 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. 

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 317kg wet weight can offer some quirky handling, especially at 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 allow, and the traffic gets very small in the mirrors mighty quickly. 

Then when up to operating speed the 114 chugs along with smoothness and 155Nm 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 surprising plush (to look at it) gel saddle make for a machine that is a pleasure to sit on all day. 

Which is what I did for several all-days during the test period. I put over 1000km on the bike in a variety of riding conditions around Southeast 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 18.9litre tank gives good range and the ergos 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.

Things I Liked

The Milwaukee-Eight 114
The muscular styling
Long-distance comfort

Things I Didn’t

Low-speed handling takes effort
Limited cornering clearance

Things I’d Change

Stage One pipes
Cruise control
Dark-finish wheels

2021 Harley-Davidson Fat Boy 114

Image Gallery

Performance

Peak torque155 Nm @ 3250 rpm

Lean angle — right25.6 degrees

Lean angle — left25.6 degrees

Primary driveChain, 34/46 ratio

Engine

TypeMilwaukee-Eight 114

Displacement1868cc

Bore x stroke102mm x 114mm

Compression ratio10.5:1

Fuel systemElectronic Sequential Port Fuel Injection

Chassis

Front brakeFour-piston fixed caliper

Rear brakeTwo-piston floating caliper

Front tyre160/60R18 70V BW

Rear tyre240/40R18 79V BW

Rake / trail30 degrees / 104mm

Dimensions

Length2370mm

Wheelbase1665mm

Seat height — unladen675mm

Fuel capacity18.9 litres

Running weight317kg

114 Cube Fat Boy

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

Loading image gallery…

Image Gallery

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

Custom 128 Cube Fat Boy

Wayne’s World
A custom Fat Boy made to sport a grin from ear to ear.

The message from Steve Schilling at Gold Coast Harley-Davidson said “Dave, we’ve got a build that you will be very interested in.” And he was absolutely spot on.

A week later I was sitting down with Wayne Jardine discussing his fabulous Custom Fat Boy he’d only just picked up from the Dealership where it had the finishing part of the build, the final fine-tuning dyno runs.

“I’ve had a bit experience with Gold Coast Harley before.” Wayne began. “I’ve bought a few bikes off them previously, like the Street Glide I’ve also got in the shed, but I’ve seen the quality of their custom builds and I particularly liked what they did with the Hollister Riot bike that you featured in the last Heavy Duty. So, I pretty much gave them a free rein to build me this bike. I basically knew what I wanted: A Fat Boy, I love the Heartland look with the fat rear end, I wanted a nice paint job and nice, sleek, clean lines … and a bit of hurry-up!” He says with a laugh.

“But, seriously I wanted it to ride well and look good, but ride-abilty was a very big part of it. To be able to get the power to the ground and also to get around corners, and just be rideable.”

Then we then ran through the list of improvements, customisation and inventory of the build.

Up front it’s running a genuine Turbine front wheel off a Breakout. The whole front end has been fitted with a genuine black-out kit, as has the motor. The front suspension is stock which is testament to the quality of the standard Showa forks now. The Brembo twin calliper brakes have been upgraded and enhanced with Arlen Ness Big Rotors.

The impressive looking and beautifully made handlebars are Burleigh ‘Straight up T-Bars’. They were custom made for this build and are internally wired and cabled with Genuine Harley Diamondblack Cables. They give a clean line to the bike from all angles - and a very comfortable riding position, but more of that later. The grips were upgraded from the Defiance Collection as were the Foot boards. “Just like on the CVO and all the levers and controls were blacked out to.” Wayne added.

To get the desired ‘Hurry up’ the engine has had a S&S 128Cu.i Big Bore Kit fitted with a Screamin’ Eagle Heavy Breather, Bassani Pro-Street Turnout exhausts and Maximus Tuner. It all adds up to a magnificent-looking motor that runs out 126 Horsepower and 149Ft. Lbs of glorious torque. Its blacked-out finish is enhanced by a matching Genuine Coil Cover. As Wayne reiterated “The goal was rideability in all types of conditions with heaps of mid-range torque and the build has absolutely achieved that.”

The rear end treatment includes a Heartland 260 Rear End Fender, seat and side mount number plate while the genuine rear wheel is from a FXDR and has been powder-coated in black. It also has excellent Platinum Air Ride suspension which can be pumped up for good clearances while riding but also allows for quick, easy lowering and the slammed rear end look when the bike is on show. It’s a great system.

The stunning paint job is by Mark Walker at Queensland Motorcycle Panel and Paint and it is typical of his work. “I just had a colour scheme in mind with black and red and I wanted it to match the graphics and colours on the heads of the S&S Motor. Mark went with it, came up with the design and has absolutely nailed it.” Mark noted. The flow of the stripes and contrasts in the paint enhance the line of the Fat Boy perfectly and the way the Bar and Shield logos are masked out in metalflake is really stunning.

The whole package is beautifully put together and presented and the finishing touches are subtle but effective. Genuine flush mount fuel caps, axle covers and Rollies under perch indicators help keep the clean and uncluttered theme.

All of which led to the obvious question, “How does it ride?” At which Wayne Grins and says “From the moment I jump on it till I get off it I’m just grinning. We really have kicked a goal as far as making a great looking, high performance Harley that is still very, very rideable. It handles really well; it goes great and has brakes that pull it up nicely.”

I then rather rudely asked, “How much does the build owe you?” To which he candidly replied, “We got a pretty good price on the run-out 2019 Fat Boy, so including the price of the bike and everything we’ve done to it, it cost around $63,000.”

At which point I suggested that we should head out into the Cane fields and get some photos. After we’d done a few ride-by’s Wayne handed me the Fob and asked if I would like to take it for a ride. Almost immediately I agreed with everything he’d said about riding it. It is very grin inducing with heaps of grunty torque and a very, very pleasing power delivery. It’s tractable, smooth, comfortable and the bass growl of the Bassani system makes your heart sing along with every throbbing note. It really is an absolute joy to be aboard.

Back at base I got in touch with Steve Schilling at Gold Coast H-D and asked him for a quote about the build, here’s what he came back with: We have had the privilege of building some awesome Customised Harley-Davidson motorcycles in the last five years here, whether they are directly for our customers or for floor stock motorcycles, providing inspiration, but this is one of the best, and hardest builds we have undertaken. Wayne gave the guys involved (Jack, Matt and Jay) a brief on what he was hoping to achieve, and the rest was up to us. We were supplied not only the dream, but also the budget and as with a lot of builds we had to make adjustments along the way and maintain and achieve the brief. We were extremely lucky that Wayne gave us leeway, and freedom, but for more than half the build Wayne was in the USA, which meant that the ability to consult with the customer was not easy, and we had to make decisions and judgement calls on the fly. The final result is something that Wayne is very happy and proud of, as are we at Gold Coast Harley, and a massive thanks to Wayne for giving us this opportunity!

It's a great story on what has turned out to be an exceptionally high-quality build. One that will make you grin … vey widely.

GENERAL
Make: H-D
Model: Fat Boy

Owner: Wayne Jardine
Builder: Gold Coast H-D

ENGINE
Type: S&S
Capacity: 128 Cu. i
Bore: 4.250"
Compression: 11.1:1
Cams: S&S 550
Pushrods: Quickee
Springs: High Performance Conical Single Wire Spring
Carburetion: Maximus Tuner
Air cleaner: Screamin’ Eagle
Exhaust: Bassani Pro-Street Turnout exhausts
Power: 126hp

TRANSMISSION
Type: 6 Speed
Clutch: Stock
Primary drive: Chain
Rear drive: Belt

WHEELS & TYRES
F rim: 21” Breakout
R rim: 18” FXDR
F tyre: Metzler Marathon 120/70B21
R tyre: Metzler Marathon 260/40/VP18
F brake: Arlen Ness Big Rotors
R brake: Arlen Ness Big Rotors

SUSPENSION
Front: Showa Bendy Valve
Rear: Platinum Air Ride Suspension
Seat: Heartland

CONTROLS
Bars: Burleigh Straight up T-Bars internally wired and cabled
Switchgear: H-D
Levers: Genuine Black Levers
Grips: Defiance Collection
Footpegs: Defiance Collection


PAINT & FINISH
Painter: Mark Walker

KPR Custom Fat Boy

Our man Dave had a visit and ride with specialist parts and accessories distributor KPR Industries.

Brum said, “Dave, get over to KPR Industries and have a talk about the bikes they have in their showroom.” A few days later I was at their Kedron (Brisbane) premises and walking around a pretty special Fat Boy Custom with Director, Joe Kovacs.

One Phat Boy.

This great-looker started life as a 2018 FLFBS 114 cube Milwaukee 8 Fat Boy and was built by KPR as an R&D project in conjunction with its owner, Heath.

Director Nathan Parry fitted it out with a huge inventory of Harley and KPR products to turn it into a real head turner.

Starting with the RC Component ‘Revolt’ wheels that really are one of the standout features of the presentation. The front has been converted to a 23” and is shrouded by a ‘B’Cool 23” 12 Gauge Thick No Wobble Front Guard’. Joe explained that the advantage of these fender is that for such a long guard it doesn’t rattle or vibrate at the lower end, like some lighter gauge materials. It’s also perfectly smooth so the painters love them. The wheels are finished off with Matching Two piece (Replaceable) Blade Rotors & Rear Pulley.

It’s also running the complimentary RC Components air cleaner that shows off the wheels really nicely, particularly in conjunction with the Genuine Harley Black-out engine covers. The exhaust is a Bassani Pro Street System and it’s running a Screamin’ Eagle race tuner.

The contrast cut theme is continued with genuine Harley ‘Defiance’ grips, footboards and rear pegs and it has Wunderkind Adjustable wide blade clutch and brake levers. It all fits together really well and the levers and grips sit nicely on the Genuine H-D 12” Apes mounted on Drag Specialties Hefty risers and clamp. It looks really tough.

The bike’s stance is enhanced by Platinum Air Suspension that can be adjusted to give it a really slammed rear-end look - or pump up the pre-load for better ride comfort. There’s also a second switch for adjusting ride height and cornering clearance.

The paint on the bike is by Zealous Airbrush Studio and is simply beautiful. The various gloss and matte black sections are separated by a series of silver and white pinstripes. The area in-between is finished with hand gilded nine-carat white gold leaf.

When asked about the job, Damo said, “We wanted something that was timeless. Something classic that would sit well on the bike and not look like it was from a particular era.” It’s a job very well done.

The presentation is finished off with KPR under perch indicators and a ChopZ FLFB Option 5 tail tidy in all-black.

Joe also pointed to some new products that have come out of Thunderbike in Germany. The front axle covers really tidy up the fork lowers and the swingarm pivot bolt cover kit takes away some of the “Bunnings Hardware” look. They have also used contrast cut KPR bolt covers on the rocker box cover, KPR tank Mount Kit covers and KPR Lifterblock Covers in an effort to replace as many of the cad-plated parts as possible.

Also worth noting is they now have a viable dummy-side flush mount fuel cap to suit.

After a good walk around and the run-down we headed out for a photo shoot and then Joe said the magic words, “Would you like to take it for a ride Dave?”

Everyone looks at this bike.

The first thing I noticed was how ‘normally’ the bike rides. I think that’s the biggest kudos a ‘big wheeler’ can get - that it rides like a normal bike. That was a little surprising considering that this example is running the standard triple trees and geometry, but as Joe later said “It rides so well we didn’t see any reason to amend the rake.”

I also really enjoyed the riding position, great comfort and ergos that come with the 12”apes - and of course the noise coming out of the Bassani system is quite intoxicating.

Lean angles are what you would expect from a slammed Fat Boy although on a quick test ride I didn’t really get a chance to pump up the ride height to max. But that’s not what this bike is about anyway. It’s a head turning, feel-good, pleasure machine of the first order. It’s fitted with a very well matched inventory of quality products and it’s a joy to be aboard.

When I mentioned that to Joe back at the shop he summed it up nicely. “It’s why we call ourselves ‘Custom Motorcycle Consultants’ - and it’s why we build bikes like this for R&D purposes. So we know from experience how well things go together and we can plan and design our product range to suit.”

How well this Fatty is tied together is testament to that experience. You can see more of the range of KPR products at their web site: kpr-ind.com.au - or talk to your favourite bike shop.


GUTS & BOLTS

GENERAL
Bike: 2018 FLFBS Fat Boy
Builder: KPR Industries

ENGINE
Type: Milwaukee-Eight® 114
Carburetion: Electronic Sequential Port Fuel Injection (ESPFI)
Air Cleaner: RC Components
Exhaust: Bassani Pro street Turnouts

TRANSMISSION
Type: 6 Speed
Primary Drive: Chain
Rear Drive: Belt

FRAME
Type: Softail
Seat: H-D

WHEELS & TYRES
Wheels : RC Components “Revolt” Contrast Cut
23”x 3.75 Front
18” x 8.5” Rear
BRAKES, CALIPER TYPE4-piston fixed front and 2-piston floating rear

TYRES, FRONT AVON COBRA 130/60R-23
TYRES, REAR AVON COBRA 250/40 R18 AV72 81V

CONTROLS
Bars: H-D 12” Apehanger
Grips/Levers/Change: H-D “Defiance machine cut” - Wunderkind Adjustable wideblade levers
Footpegs/Forward Controls: HD “Defiance machine cut”
Risers: Drag Specialites Hefty risers and clamp
Master Cylinder: H-D
Switch Blocks: H-D
Headlight: H-D Black
Taillight: ChopZ Option 5

GUARDS & TINWORK
R Guard: H-D
F Guard: B’Cool 23” 12 Gauge Thick No Wobble
Trim: H-D

PAINT & FINISH
Paint: Zealous Airbrush Studio
Colour: Contrast Matte Black on Gloss black with White gold leaf pinstripes and brushed logos

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About KPR Industries.

After we covered the details of the Fat Boy I sat down with Joe Kovacs and asked him to, “Tell me more about KPR Industries”.

“We have been in business seven-and-a-half years now and we are importers and distributors for a wide range of products. Nathan and I bring over 40 years combined experience to the custom Harley industry. We are proudly Bassani Exhausts distributor here in Australia,” He began.

“We’ve done a lot of work with the Bassani product. Through hard work and much support from Bassani, our dealers and sponsored riders like Josh at HD Hooligans, Jamie from Karupt Customs and Ryan Rowley, we have managed to help develop Bassani Xhausts into a brand that was selling three pipes a year, to one that is outselling some of the more established brands.”

“It’s actually one of our company goals, to take the well-known older Brands that have been in the industry for a long time ,but are suffering, because of a number of factors, like online sellers etcetera, we feel that they haven’t been properly branded, marketed or represented, so we set about fixing that by promoting the name and giving the products the service they deserve. We are currently doing the same thing with RC Components wheels and their other product lines.”

When asked to list KPR’s main product lines Joe replied. “Bassani Xhaust, ChopZ, RC Components, we are now the authorised distributor for Paaschburg Wunderlich, a German company who make and distribute really top-end lighting solutions like “HighSider” just to name one, and we’re very excited about that product range. Some of the new LED indicators and lights are amazing. We also have a great range of Thunderbike products from Germany as well because they are really leading the way in components for the M8 models - particularly things like the underperch indicators, forward controls, flush mount gas cap covers, headlight peaks, and fastener kits. In fact we can supply anything from the Thunderbike range.”

Which lead me to the question, “How do people order your products?”

“From their local bike shop” Joe answered. “We pretty much service all of the Genuine Harley network and those dealers - and others - can order anything you want from us: Bassani, ChopZ, Heartland USA, Drag Specialities, Custom Cycle SAS Air Suspension and a heap more brands ever expanding. Your Heavy Duty readers can check out our web site, www.KPR-ind.com.au - We also have a dealer locator on there, and we’re working to get the full range of products online as quickly as we can.”

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More Stunners

There were two other great looking R&D builds in the KPR Showroom while I was there. Both these bikes are currently for sale.



The 2016 FXSB Breakout is quite spectacular. It has been fitted with:
• RC Components Dynasty Eclipse Wheels
• Contrast Cut with Custom Polished Accents 23”x 3.75” Front, 18”x 8.5” Rear, Matching Two piece (Replaceable) Blade Rotors & Matching Rear Pulley.
• RC Components Foot pegs and Grips
• RC Components Dynasty Eclipse Hi-Flow Air Cleaner
• Avon Tyres Front and Rear. ( New ) 50ks on them
• B’Cool 23” 12 Gauge Thick No Wobble Front Guard. Painted Vivid Black Trask V-Line Handle Bars
• Black Triple Trees with flush mount riser bushes
• Blackline Dash Console
• Custom Highsider Stretched Black Billet Headlight
• JB Speaker “Adaptive LED” Headlight Insert
• Custom Dynamics Blue Tooth Colour Lighting Package
• Thunderbike Upper Fork Covers
• ThunderBike Underperch Front LED Indicators
• ChopZ Otion5“BlackChrome”Rear Fender fix.
• SAS Rear Air Suspension, with Handlebar Switch Mount and Remote Control Bassani Road Rage II Chrome 2-1 Performance Exhaust System
• Full Custom Dynamics LED Bluetooth Lighting Kit including Wheels Screaming Eagle Tuner
• Trac Max ABS/Speedo Correction unit
• KPR Custom Tank Mount Bolt and Cover Kit
• KPR Seat NutZ
• Fred Kodlin Design -Mustang Seat and pillion set
• KPR Custom Mirrors



The Solo Registered 2017 Dyna Street Bob is equally stunning, its inventory includes:
• Heartland USA 240 Swingarm and Fender Kit with Black Billet Struts, Vivid Black
• Heartland USA Leather Solo Seat
• ChopZ Customized Rear licence plate mount and Wunderkind 3-1 LED Rear Indicators
• RC Components Eagle Eclipse Wheels Contrast Cut 21”x 3.75” Front, 18”x 8.5” Rear,
• Matching Two piece (Replaceable) Blade Rotors & Matching Rear Pulley.
• RC Components Foot pegs and Grips
• RC Components Eagle Eclipse Hi-Flow Air Cleaner
• Avon Tyres Front and Rear.
• B’Cool 21” 12 Gauge Thick No Wobble Front Guard. Painted Vivid Black
• Trask V-Line Handle Bars
• Black Triple Trees
• Thunder Bike Under perch Front LED Indicators
• Bassani Firesweep Turnouts with Custom made Billet End Caps
• Screaming Eagle Tuner
• KPR Custom Mirrors
• Drag Specialties Rear 11” Shocks
• KPR Chin Scoop
• LED Headlight Insert
• Drag Specialties Premium 11” Adjustable Shocks
• Arlen Ness Contrast cut Derby and Timing Covers

For more info on either of these bikes give KPR a call on 07 3162 0077