The Fat Boy is not only one of Harley-Davidson’s best known and longest-lived models, having been introduced in 1990, it’s one of the most iconic and famous motorcycles of all. The pet project of Harley Design Chief Willie G. Davidson, it was developed from the Heritage Softail model to be a retro-inspired, solid-wheeled, fat-tyred cruiser. It became an instant hit and gained global fame in the hit 1991 movie Terminator 2: Judgement Day, and lives on to this day in successively updated (and now even more extreme) form.
The biggest, most recent makeover came in 2018 when it gained Harley’s new twin shock Softail chassis along with even fatter wheels and tyres. It also now has riding modes, traction and cruise control, giving it more exquisite style than ever. Those big wheels means its steering takes some getting used to, its style means practicality is minimal and it’s not cheap. But if you can live all that, the Fat Boy is great fun. It makes you feel like a movie star and is one of the biggest poses in motorcycling.
At the Fat Boy’s heart, as with most ‘big twin’ Harleys, is the latest generation version of the American marque’s classic air-cooled, pushrod V-twin, the ‘Milwaukee-Eight’ now with four valves per cylinder, fuel-injection and three riding modes, Road, Rain and Sport. It displaces 117 cubic inches, or 1923cc, and produces peaks of 103bhp and 168nm, both at under 5000rpm, all transferred to the rear wheel via a characteristically clunky six-speed ‘box and signature belt final drive.
The experience, however, if you’ve ridden a big twin Harley, is entirely familiar, predictable and sufficient, with semi-agricultural yet entertaining drive when needed, leading to friendly, flavourful cruising when not. Road mode suits it best, as the handling’s not sharp enough to enjoy edgier Sport mode.
That handling is dominated by the Fat Boy’s signature monster wheels. While the rest of its low slung Softail chassis, as introduced in 2018 and used across a range of models, is familiar – being a tubular steel cradle frame with box-section spine and rear subframe, hidden twin shock rear end with handy, remote preload adjuster, plus Showa’s 49mm ‘Dual Bending Valve’, non-adjustable forks – those big wheels take the Fat Boy into a different place entirely. Called Lakester, both front and rear hoops are 18” in diameter.
They are made from solid, cast and machined aluminium and wear some of the fattest tyres in motorcycling. The front wheel wears a massive 160-section tyre, fatter than most conventional rears with an even larger 240 version at the back. The result, combined with fairly lazy geometry takes some getting used to. Steering has to be deliberate and is ponderously slow (even with the extra leverage of the wide ‘beach’ handlebars), the ride, though largely OK, is upset by potholes due to the short suspension travel, and switchbacks have to be approached with caution.
It’s not terrible and you do tune in while straight line cruising is never a problem. But it is unsettling at first and if your biking pleasure is from dynamic handling rather than mere posing, there are far better bikes even in Harley’s own range.
Braking is compromised by the big wheel style, too. The desire for clean looks means the massive front wheel only gets one 300mm disc grasped by a four-piston caliper, and, although enough, especially when used with the 292mm, two-piston rear set-up, it would benefit from an extra front disc even though I’d be loathe to compromise its looks for one. Cornering ABS is standard.
As a big, heavy bike with bonkers wheels, you might expect the Fat Boy to be compromised in terms of comfort, too, but it’s not so. Although long (wheelbase is 1650mm) and heavy (315kg without fuel), the Fat Boy is also low (seat height is just 675mm), narrow (due to being a V-twin) and stable. The retro-style, cruiser riding position has you upright on a plush seat with feet on broad footboards, and the ‘beach’ handlebars, although wide, are also low and natural. Sure, there’s no screen or weather protection which leaves sustained cruising battered by the wind. Plus, the Fat Boy’s length, wide ‘bars, weight and slow steering make wiggling through traffic daunting. But for what it was designed to do – gentle, relaxing A and B road cruising and looking good – the Fat Boy delivers admirably.
None of that makes it a practical motorcycle, either. The Fat Boy’s expensive, heavy, cumbersome, has virtually no touring, luggage-carrying or pillion ability and little equipment. But if that bothers you, you’re missing the point. Although reasonably comfortable, the Fat Boy is not meant to be practical – it’s meant to be a super-cool, great-looking poseur’s bike – and it delivers that in spades. Nor is that the end of the story.
Harley’s extensive accessories catalogue means the Fat Boy can also be modified through the fitment of optional, extra cost screens, seats, luggage and so on and, if all that sounds like too much effort and expense, don’t forget that Harley also offers many similar models with more practical touches, such as the Heritage Classic, Low Rider ST, Road King and Street Glide all with big twin cruiser style and varying degrees of practicality.
As for equipment, the Fat Boy was conceived as a retro, bare bones cruiser, so you shouldn’t really expect much irrespective of its lofty price. But that said, there is lots of quality. Its clocks comprise a tank-mounted (and annoyingly slightly out of eyeline) 5” analogue dial embedded with warning lights; there are three riding modes, cornering ABS and traction and cruise control, a tyre pressure monitoring system, LED lights all round and… that’s it. Even so, you don’t want for anything, the Fat Boy has ‘all the right bits in all the right places’ (chunky wheels, shrouded forks, ‘shotgun’ pipes etc) and it looks simply fabulous.
The latest Fat Boy starts at a slightly eye-watering £23,495 which, when you consider the minimal equipment and that Harleys such as the entry-level Street can be nearly £10k less, is a little hard to swallow. Don’t forget, however, that it’s also beautifully made. It’s iconic, Harley residuals are very good, and the Fat Boy is also unique and universally admired. What sort of price can you put on that?
The Fat Boy is not a bike for wallflowers. Within a mile I’d convinced myself I was Arnold Schwarzenegger, virtually every passer-by stopped and gawped, I felt like a king and every time I parked I couldn’t stop looking at it. But it is also awkward, expensive and impractical. If those first aspects appeal and you can live with the latter, you won’t be disappointed. I had a blast but was also happy I afterwards rode something far more practical for my 100mile return on the M5 and M6. But as a ‘feel good’ bike for posing on, they don’t come much better. I can’t wait until ‘I’ll be back’ too!
Harley-Davidson FLFB Fat Boy Specification
Price: £23,495
Engine: 1923cc V-twin, OHV, four valves per cylinder, air-cooled
Power: 103bhp (77kW) @ 5,020rpm
Torque: 168Nm (124lb-ft) @ 3,000rpm
Transmission: Six-speed, belt
Frame: Tubular steel cradle
Suspension: (F) Showa 49mm telescopic forks, no adjust (R) Showa preload adjustable monoshock.
Wheels: Lakester cast alloy, (F) 18” (R) 18in
Tyres: Michelin Scorcher II (F) 160/60 x 18, (R) 240/40 x 18
Brakes: (F) 300mm disc, four-piston caliper, (R) 292mm disc, twin piston caliper, Cornering ABS
Weight: 315kg (wet)
Wheelbase: 1650mm
Seat height: 675mm
Fuel tank: 18.9 litres
Fuel consumption: 47mpg (claimed)
Service intervals: 5000 miles/12 months
Warranty: 24 months unlimited mileage
Contact: www.harley-davidson.com
Words: Phil West
Photos: Harley-Davidson/Phil West
