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Spirit of the XCLR: A Fat Bob custom from Blacktrack

Harley-Davidson Fat Bob custom by Blacktrack Motors
Blacktrack Motors have got cafe racer design down to a fine art. Their first build was one of the sharpest Honda CX500 cafes we’ve ever featured, and they followed it up with a pixel perfect custom Thruxton.

Now they’ve tackled their most ambitious project yet, the BT-03—a cafe racer based on the Harley-Davidson Fat Bob 114 FXFBS.

Harley-Davidson Fat Bob custom by Blacktrack Motors
The Fat Bob 114 is one of the most fun bikes in Harley’s range. Its 114 ci power plant generates 155 Nm of torque, and handling from the new generation Softail frame is actually pretty respectable. But its power cruiser stance is a far cry from that quintessential cafe racer fly line.

Despite this, it was exactly what Blacktrack founder and designer, Sacha Lakic, was looking for. And that was partly because of the bike he was looking to for inspiration.

Harley-Davidson Fat Bob custom by Blacktrack Motors
“The inception of the BT-03 style study came from a bike that marked my childhood,” he explains. “The Harley-Davidson XLCR.”

“Produced between 1977 and 1979, it was the only cafe racer in the history of Harley-Davidson, with only 3,133 units made. I was spellbound every time I saw one on the streets of Paris.”

Harley-Davidson Fat Bob custom by Blacktrack Motors
Blacktrack didn’t set out to replicate the XLCR bolt for bolt, but rather to create a contemporary interpretation of it. Their mission was also to shave off weight, improve performance, and make the Fat Bob as nimble as possible.

To do so, they only really kept the Harley’s Milwaukee-Eight motor, transmission and frame. Everything else was either upgraded, or replaced by purpose-built Blacktrack components.

Harley-Davidson Fat Bob custom by Blacktrack Motors
There’s a new composite nose fairing, fuel tank and tail section, all hinting at the original XLCR’s elongated and squared-off bodywork. Blacktrack also included a small front fender, and a cover plate for the rear shock.

But the real magic’s happening under the seat. To get the BT-03’s lines just right without altering the OEM frame, Blacktrack designed a three piece aluminum subframe that bolts to existing mounting points. Bordering on mechanical art, it gets the job done without detracting from the overall design.

Harley-Davidson Fat Bob custom by Blacktrack Motors
Other custom aluminum bits include a new set of triple trees, and rear set foot controls. Blacktrack designed all the parts in-house, then had them CNC-machined by their technical partner.

To tweak the Harley’s stance—and improve handling—Blacktrack installed Öhlins suspension at both ends. The wheels are 17” Dymag aluminum units, wrapped in grippy Michelin Power RS rubber. And the brakes have been upgraded to a full Beringer setup.

Harley-Davidson Fat Bob custom by Blacktrack Motors
The control area features ABM clip-ons, Rizoma grips and Beringer controls, and the lights at both ends are from Highsider. Blacktrack kept the stock Fat Bob speedo—but relocated it from on top of the fuel tank, to behind the fairing.

Like most modern bikes, the Fat Bob won’t run without the OEM speedo, but Sacha had intended to use it from the word go anyway, since he liked the design. The BT-03’s simplified layout meant that a fair amount of electronic components had to be tucked away.

Harley-Davidson Fat Bob custom by Blacktrack Motors
Blacktrack gave the motor a slight performance hop too. There’s a Screamin’ Eagle air filter, and a pair of Jekill & Hyde mufflers mounted on custom stainless steel headers. Along with a new fuel map, they’re good for 105 hp and 163 Nm.

Not only does the BT-03 now run and handle better, but it’s a whole lot lighter too. The parts that went on are forty percent lighter than the parts that came off, bringing the overall weight down by sixteen percent, to 248 kg dry. And the lean angle’s been improved too.

Harley-Davidson Fat Bob custom by Blacktrack Motors
Black and silver liveries with a hint of red are Blacktrack’s signature, but the BT-03 kicks things up a notch. The grey here is based on Audi’s ‘Nardo Grey,’ but altered with a drop of blue in the mix. It’s capped off with a classy leather seat cover.

Blacktrack Motors doesn’t just build one-offs; their bikes are offered up in limited production runs. And the BT-03’s run is going to be extremely limited, with only four slots open. And each order takes a year to fulfill.

Harley-Davidson Fat Bob custom by Blacktrack Motors
Blacktrack Motors’ boldness has paid off. The BT-03 has the look of a purpose-built cafe racer and just enough of the XLCR’s DNA.

If your pocketbook was big enough, would you?

Blacktrack Motors | Facebook | Instagram | Images by Sebastien Nunes
Sacha Lakic and his Harley-Davidson Fat Bob custom

Blacktrack Motors would like to thank Sacha Lakic Design, Acor, Allio Group, Beringer, Dymag, Gilles Tooling, HEL Performance, Jekill & Hyde, Michelin, Öhlins and SQP Motors.

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Building a Street Bob custom using Harley’s rulebook

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
More Harley-Davidsons go under the grinder than any other make of bike. But surprisingly, The Motor Co. seldom commissions customs from big-name builders.

Instead, it has developed the annual Battle of the Kings contest—where dealers customize a bike within a very strict rule set. To get a taste of how hard that is, we flew to Milwaukee for the second Harley-sponsored ‘Brewtown Throwdown’ event.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
The Brewtown Throwdown is a build-off between teams, made up of people from different walks of life. Last year, our team was tasked with building a Sportster café racer. This time around, I was on a new team with a new donor: a fresh-out-the-crate Street Bob.

We had to operate within the BoTK rulebook—which means a set budget, and a specific quota of H-D aftermarket parts. But we only had a couple of weeks to prep, and a mere two and a half days for hands-on wrenching. So it didn’t take long to settle on a team name: Quick ‘n Easy.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
My teammates included an X-Games gold medalist, a rock climber-slash-fitness model, a Harley-Davidson engineer, and a couple of guys from Vice. Our HQ was Milwaukee Harley-Davidson, with shop boss Goran Zadrima leading the team, techs John (below) and Carlton showing us the ropes, and Harley PR guy Joe Gustafson keeping a watchful eye over us.

The style brief was simply “dirt, chopper or track.” We picked track, and started refining our ideas via Skype calls, a Google Drive folder full of inspiration pics, a comprehensive parts list and rough Photoshop mockups.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
The classic XR style is de rigueur for Harley flat trackers, but it’s a tall order for the Street Bob’s proportions, and building a new subframe would have been a push on our timeline. After healthy debate, we reached into Harley’s history for inspiration—all the way back to the 1946 Harley-Davidson WR racer.

Those racers were stripped down for going fast on sketchy dirt tracks. By taking advantage of the Street Bob’s pseudo-hardtail frame and minimal styling, we knew we could create a contemporary re-interpretation of the iconic WR.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
The first step was to get as much prep work done as we were allowed. So Milwaukee Harley-Davidson quickly chopped the rear fender, then sent the bodywork off to Aces Auto Body for paint. They knocked it out the park in a deep vintage red with gold scallops.

By the time we’d all congregated in Milwaukee, Goran and his crew had installed a new rear shock from suspension experts RWD. It’s a custom-built unit; 1” longer than stock, with a remote reservoir and full adjustability. We started ripping everything else off the bike.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
Our new rear wheel was a skinny 19” rim laced up to the stock hub. The guys spooned on Dunlop dirt track rubber, and hooked up the massive 60-tooth sprocket for our chain conversion kit. With the wheel on, our vintage tracker’s stance came together quickly.

The Street Bob’s engine is mostly black, and our style guide called for a little more variation. Most H-D customers would probably have picked an all-chrome setup, but we opted for the ‘Dominion’ collection instead; bronze parts with contrasting brushed aluminum bits. The rocker box covers, transmission side cover and derby cover were all swapped out.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
Harley’s parts catalog also had just the seat kit we needed—a solo setup with a mount kit that can run either rigid, or with springs. Goran has great contacts, so we had Milsco custom-make the pan and upholstery for us, with a stunning triple-stitched diamond pattern using gold thread.

Clearly the seat’s meant to be installed by an expert, because we couldn’t make sense of the instructions. But we eventually figured it out, swapping the springs out for the rigid setup at the last minute, so that the bike wouldn’t feel spongy to ride.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
The kit comes with a cover plate to hide the wiring—but it also hid away the beefy Eibach spring on our custom shock, so we left it off. (I’m not admitting we used a rattle can, but I will say that there was one non-black part under the seat that is now black.)

It was decided early on to give our vintage tracker a few modern touches. So we ordered a set of mid-mount foot controls from Speed Merchant, Thrashin Supply Co. pegs and shifter nubs, and a set of chrome Thrashin mid bend bars.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
Those bars aren’t as wide and high as traditional flat track bars, and when combined with the peg position, they create an aggressive riding stance. But getting the pegs to fit was our biggest snag.

All credit to Speed Merchant—they’re very well made controls—but they’re designed for the Fat Bob, and they’re designed to work with stock engine covers. And since the Street Bob’s stock shifter is mounted different to the Fat Bob’s, we had to mod the setup slightly.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
Hiccups are all part of the game though. Ask me how I finished installing the new Screamin’ Eagle air filter, only to realize that we’d ordered the wrong backing plate. Or how Milwaukee H-D’s parts manager had to drive to Jacksonville in the snow to pick up last minute parts, like shorter brake hoses. And that moment we finished weaving the wires for the switches through the new bars, the wrong way round.

Still, John and Carlton had plenty of experience between them to make sure we didn’t screw anything up too badly. And everyone was stoked to be turning screws—not least of all American Ninja Warrior contestant, Ninja Natalie, who wielded a grinder for the first time to cut the rear struts down to size.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
Bill Davidson (above left) even popped in during the build, and helped us figure out where to put the rear license plate. Both plates carry the same number X-Games medallist Lance has raced MX with since age six: 54.

The Street Bob will eventually go up for sale, and needs to be street legal. So even though we ditched the lights and turn signals, they all unplugged from the wiring loom without any cutting, and the speedo is still in play. We also left the front brake mounted and the ABS intact, and mounted the front board on quick-release H-D windshield mounts.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
On went a Vance & Hines two-into-one race pipe—another modern touch that sounds as good as it looks. Carlton installed Vance & Hines’ Fuelpak fuel management system too, allowing him to fine-tune our bike from his smartphone.

We also swapped out the fork lowers for a pair of Low Rider items, to change the look up front from black to brushed aluminum. The tank got a bronze gas cap, and the radiator a color-matched surround. And we left the sides of the tank bare, relying on a super-minimal air filter cover plate to get the point across.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
The tank does sport our team name on top of the tank though, thanks to artist Allen Beck. We asked him what style he was feeling, and he replied “70s shag-wagon,” so we left him to do his thing.

As we buttoned it all up, Natalie, Lance and I took turns trying out the riding position. Without fail, each one of us cracked massive, dorky smiles as we hopped on. Quick ‘n Easy’s set up for hooliganism for sure; it’s less of an all-day ride, and more of a mental taco chaser.

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
As day two wrapped (yes, we finished a half day early) we fired it up. We high-fived. We rolled it into the parking lot for burnouts in the snow. And we all wished we could take it home.

With thanks to Harley-Davidson | Facebook | Instagram | Images by Wes Reyneke

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown
Team Quick ‘n Easy
Lance Coury (X-Games gold medallist, Thrashin Supply Co. owner)
Ninja Natalie‘ Duran (Pro rock climber and fitness model, American Ninja Warrior contestant)
Marko Lazarevic (Harley-Davidson engineer)
Dan Meyer and Billy Voermann (Vice)
Joe Gustafson (Harley-Davidson PR and team mom)

Milwaukee Harley-Davidson
Goran Zadrima (General Manager)
John Gaedke (Service Technician)
Carlton Harris (Service Technician)
Alex O’Malley (Parts Manager)

Building a tracker-style Street Bob custom at the Harley-Davidson Brewtown Throwdown

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Custom Heritage Softail: One Way Machine’s ‘Quartermile’

Custom Heritage Softail: One Way Machine’s Drag-Inspired Quartermile
When Harley-Davidson celebrated its 115th anniversary with a party in Prague earlier this year, it invited a select few builders to present a custom Harley each. And with a remarkable three AMD World Championship podiums to his name, Julian von Oheimb was an obvious inclusion.

The German builder—who operates as One Way Machine—has a knack for turning Harleys into subtle, tasteful customs, and his anniversary build is a stunning example. Called Quartermile, it’s a dark and minimal cruiser imbued with drag bike style.

Custom Heritage Softail: One Way Machine’s Drag-Inspired Quartermile
Despite the low-slung ergonomics and race slicks, it’s not actually a race bike. The visual cues come from an idea Julian’s had buzzing around in his head for years—since he fell in love with a Billy Lane Knucklehead with slicks.

It’s also a bike that Julian didn’t have to build. Harley-Davidson gave all the invitees the choice of bringing an existing bike, or building something fresh.

Custom Heritage Softail: One Way Machine’s Drag-Inspired Quartermile
Even though the show was less than four months away (a OWM bike usually takes well over a year to deliver), Julian was dead set on creating something new.

All he needed was a suitable donor. Luckily, Julian’s dad had a 2007 Heritage Softail, imported from the US years before. The two of them were scheduled to go on a road trip across the Midwest around the time of the Harley event, but had to postpone due to dad’s health.

Custom Heritage Softail: One Way Machine’s Drag-Inspired Quartermile
The focus went onto Prague.

With the base bike decided, it was time to refine the design. Julian dug through his desk drawers and pulled out some old drag bike concepts he’d sketched.

He cherry-picked his favorite design cues, then adapted them to work with a Heritage Softail—on the street, rather than the drag strip.

Custom Heritage Softail: One Way Machine’s Drag-Inspired Quartermile
“OWM customers are usually busy businessmen who invest money to have a perfectly designed and drivable bike for weekend trips,” explains Julian. “This means that road legality is a must. So the slick tires are swapped for Avon tires after shows.”

Julian started by stripping the Softail down, then cleaned up the frame and swing arm. All unnecessary tabs were stripped off, along with the fender struts. Julian lowered the bike too, using a lowering kit that works with the stock suspension at both ends.

Custom Heritage Softail: One Way Machine’s Drag-Inspired Quartermile
Rounding out the rolling chassis is a pair of TTS rims: 2.15 x 21 in front, and 3.5 x 18 out back. The front slick is from Vee Rubber, with an M&H Racemaster at the rear. Julian’s also converted the Softail from belt to chain, and installed new brakes: a Beringer inboard setup at the back, with a Beringer disc up front.

He didn’t mess with the motor much though, opting to leave it mostly stock. It’s got a new primary cover from EMD, an air cleaner from Speed Dealer Customs, and an exhaust system from BSL. (BSL had a setup that matched Julian’s vision to a tee, saving time in the rush to get the build ready for the show.)

Custom Heritage Softail: One Way Machine’s Drag-Inspired Quartermile
Julian always gets the lines of the bodywork to look just ‘right.’ This time, he’s taken a Sportster Custom fuel tank, then edited it to fit the Softail’s frame.

He’s modified the oil tank too, and topped both off with caps from KustomTech. Items like the rear fender, fender bracket, license plate bracket, battery cover and fork shrouds were all made by hand, from scratch.

Custom Heritage Softail: One Way Machine’s Drag-Inspired Quartermile
Finer details include a set of One Way Machine handlebars, Beringer controls and a Motogadget MST speedo. Julian also modified the stock foot controls a little, and built one of his signature headlight installations.

BK-Lack GmbH and Coco Breezé Art Works were called in to paint the bike. It’s now sporting a sublime silver and black scheme, punctuated with discreet flashes of gold—like the elegant tank badges). Spirit Leather jumped in to upholster the bare-bones perch.

Custom Heritage Softail: One Way Machine’s Drag-Inspired Quartermile
After H-D’s 115th in Prague, the bike went off to the Custom Summer Days in Mannheim. It stole the show, quite literally, with a ‘Best of Show’ award. Right after that, Julian handed it over to its new owner—a businessman from the Lake Constance Region who already owns two OWM bikes.

Julian describes the OWM ethos as “perfect design, maximum surface finish and good ridability.”

We’d say he’s accomplished that, wouldn’t you?

One Way Machine | Facebook

Custom Heritage Softail: One Way Machine’s Drag-Inspired Quartermile

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Review: The 2019 Harley-Davidson FXDR 114

Review: The 2019 Harley-Davidson FXDR 114
To the casual observer, Harley-Davidson appears to be on the ropes. So there’s a massive expectation with every new bike released: will it be the Hail Mary pass everyone’s waiting for?

The new Harley-Davidson FXDR 114 is under that intense scrutiny. Revealed hot on the heels of the Motor Co.’s recent four-model announcement, its aggressive styling and claims of superior performance has both detractors and fans fired up.

Review: The 2019 Harley-Davidson FXDR 114
To find out if it lives up to the hype, I grabbed my Biltwell Lane Splitter and my best Dyna Bro flannel, and hopped a plane to balmy Thessaloniki, the second largest city in Greece.

The FXDR 114 is the tenth model in Harley’s new generation Softail range. So it shares the same chassis and Milwaukee-Eight power plant—with a few upgrades thrown into the equation, and a fresh, radical aesthetic.

Review: The 2019 Harley-Davidson FXDR 114
Harley says the idea was to build a contemporary power cruiser—a drag-inspired bike that values performance and actually handles well. Its nearest cousin is the Softail Breakout, but key tweaks set it apart. For starters, the FXDR is the only Softail that’s exclusively available as a ‘114.’

That means it gets the 114 ci (1,868 cc) version of the Milwaukee-Eight V-twin, good for 162 Nm of torque at 3,500 rpm. (Power is likely to be around 90 hp at 4,500 rpm.) It also has a unique intake, inspired by Harley’s own drag bikes. It’s designed to enhance airflow, and it uses a synthetic material that shrugs off rain and doesn’t need oiling.

Review: The 2019 Harley-Davidson FXDR 114
The drivetrain’s rounded off with a chunky two-into-one exhaust, with an angular design that has less chance of hitting the deck in corners. And it sounds pretty throaty too.

Harley-Davidson has worked hard on the geometry too. They wanted to keep the raked out look of the Breakout, but improve handling. So they pulled back the trail to 120 mm; 25 mm less than the Breakout, and 12 mm less than the entertaining Fat Bob. The front end gets 43 mm inverted forks, and a 19” front wheel for quicker turn-in.

Review: The 2019 Harley-Davidson FXDR 114
Out back, Harley switched out the Softail’s steel swing arm for an aluminum one that’s 10.2 lbs lighter. And they moved the mount for the (preload adjustable) shock, effectively raising the rear end and improving both ground clearance and lean angle. The FXDR now has more lean than any other Softail, at just under 32 degrees left and right.

The rear wheel is the same 18” / 240 mm whopper as the Breakout—a mandatory feature on this style of bike. Both wheels are aluminum, as is the subframe, and even the strut that holds the rear tail light and plate assembly. As for the tail section, that’s built out of a composite material.

Review: The 2019 Harley-Davidson FXDR 114
With all those weight saving features, the FXDR 114 still weighs in at 668 lbs (303 kg) wet. That’s only 8 lbs less than the Fat Bob 114, and it’s 15 lbs more than the bare-bones Street Bob.

Why all the comparisons? Because the FXDR’s price asks a lot of it. Starting at $21,349, its upgraded bits make it the most expensive in the Softail line.

Review: The 2019 Harley-Davidson FXDR 114
But it’s also the most progressively styled, and that’s probably the biggest clue to its purpose. At the press briefing Ben Wright, chief engineer for the Softail platform, said that the FXDR’s design is a bridge between the current Softail range and the upcoming Streetfighter. So it’s a great snapshot of the Motor Co.’s thought process.

It’s sure to polarize opinion, but seeing it in the flesh had me instantly hooked. It has all the right power cruiser chops, but with neat contemporary touches. Like that flat track-esque rear section, and that oval LED headlight, borrowed from the Breakout. (Kudos to Frank Savage, who led the design team, and Dais Nagao, who penned the first design.)

Review: The 2019 Harley-Davidson FXDR 114
Look at it from the front, and you’ll see the angles on the headlight shroud echoed on the air filter and the edges of the radiator covers. Peak behind that screen, and you’ll see the same tiny LED speedo as the Street Bob embedded behind it.

The FXDR’s raised clip-on handlebars keep the cockpit neat and open, and a removable plate reveals regular riser mount points, if you’d prefer to fit different bars.

Review: The 2019 Harley-Davidson FXDR 114
The 4.4-gallon fuel tank is all-new too, with a more sculpted look than the other Softails. The FXDR wears it well, along with that oversized intake and angular exhaust. I don’t even mind the ridiculously large turn signals, and ugly-yet-compulsory bits like the rear mudguard are easy to bolt off.

What’s more, every last part feels primo to the touch. We had four of the six paint options on hand, and they all looked top-class in the light of day, with little orange highlights (right down to the spark plug wires) adding to the muscle bike feel.

Review: The 2019 Harley-Davidson FXDR 114
There’s a USB port too, and a panel on the tail that pops off to reveal a small cubby (and a mounting point for a pillion pad).

But swinging a leg over the FXDR 114 quickly revealed a weakness: ergonomics. With forward controls and low bars, I looked and felt like a regular badass on it. But out on the road, it limited how good the FXDR could be.


Whacking the throttle open had the FXDR pulling off the mark like a freight train. With no traction control to rein it in (when asked, Harley said it was in the works for future models), getting the rear to breakaway and squirm was as juvenile as it was fun.

The riding position worked a treat here: all I had to do was hang off the clip-ons, feet out, with the scooped seat tucking me into the bike. But the pressure on my back and wrists made riding it a chore by the end of our 150-mile ride.

Review: The 2019 Harley-Davidson FXDR 114
It also meant I had to work harder to shuffle it through corners. The shape of the seat made it hard to shift my weight around in the saddle, and harder still to hang off the side. With my feet out front I couldn’t rely on them for steering, and my arms were too stretched to get my elbows out.

There were a few corners that I went into way too hot, and had to slam brakes and scramble to correct myself, pronto.

Review: The 2019 Harley-Davidson FXDR 114
But once I managed to adapt my riding style, I started to see the results of Harley-Davidson’s handling tweaks. That 19” front wheel does turn in easier, and the bike feels incredibly planted once it’s in a turn. On the Breakout, that fat rear wheel feels disconnected—but on the FXDR it works in unison with the front.

The chassis is stiff and predictable, and the increased lean angle actually makes a difference. I managed to put peg to pavement a grand total of once—but I did grind my boot heels frequently.

Review: The 2019 Harley-Davidson FXDR 114
Just like I reported when I first rode the new Softails, power delivery from the 114 ci Milwaukee-Eight mill is thick and smooth. So it’s a hoot to power it out of corners. One of the H-D staffers on our ride pointed out that he could stick with me into turns (he was on a different bike)—but that I dropped him coming out of them.

The rest of the drivetrain’s no surprise: the clutch is light enough not to tire you out, the gearing is spot on and the FXDR’s twin 300mm, ABS-equipped front stoppers got me out of trouble more than once.

Review: The 2019 Harley-Davidson FXDR 114
All in all, it’s a rowdy, fun ride. But that goofy riding position stops me from really loving it. And, honestly, that’s OK. Harley-Davidson is clearly pitching the FXDR 114 at riders who value power and styling more than all-out canyon carving ability. So if it’s trying to prove anything, it’s that Harley-Davidson are out to build something for everyone.

It does have me thinking though: what if Harley-Davidson applied the FXDR 114’s upgrades to, say, the Fat Bob? Or what if similar ideas are lurking under the hood of the upcoming Pan America, or the Streetfighter?

Interesting times in Milwaukee, no doubt.

Harley-Davidson FXDR 114 | Facebook | Instagram

Wes’ gear
Biltwell Lane Splitter helmet
Dyna Bro shirt
Knox Urbane armored undershirt
Aether Moto gloves
Saint Men’s Stretch jeans
Icon 1000 Truant 2 boots

Review: The 2019 Harley-Davidson FXDR 114

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Review: The 2018 Harley-Davidson Softails

2018 Harley-Davidson Softail review
When Harley-Davidson announced its new Softail range, Dyna fans wept and shook their fists. Their beloved twin-shock platform was gone, with existing Dyna models absorbed into the eight-strong Softail model line-up.

It’s understandable—the Dyna was the go-to performance Harley for many riders. But if the new Softail rides better than the old Dyna, does it matter? To find out, I headed to Cataluña in the east of Spain, to sample the new range.

2018 Harley-Davidson Softail review
Rough Crafts‘ Winston Yeh rode the new bikes a few days before me. He said, “If you think the old Dyna rides better, wait ’til you get on a new Softail—then make the judgment.”

“The bike is lighter even when pushing it,” he continues. “The Softail is now only slightly heavier than a Sportster, but has much more power, less vibration, and less heat. I’m super excited to get my hands on one, and also to see what the custom shops all over the world will do with it.”

2018 Harley-Davidson Fat Bob engine
So how did the Motor Co. pull it off? Basically they’ve built an entirely new motorcycle—with a stiffer chassis and a better engine—and then morphed it into eight different variants. In ascending order of price, these are the Street Bob, Low Rider, Softail Slim, Fat Bob, Deluxe, Fat Boy, Heritage Classic and Breakout

The goal was to mesh all the classic appeal of the Softail with the performance aspect of the Dyna—but make it better than both in every way, with less weight, better handling and more power. It’s Harley’s largest product development project to date, and I have a fat PR pack in front of me explaining every little detail. But I’m going condense it down to the two most important bits: the chassis and the motor.

2018 Harley-Davidson Street Bob chassis
With its clothes off, the new Softail is a work of art. (See Street Bob, above and below.) It has the same faux hardtail layout as its predecessor, but with a conventional shock rather than the previous push/pull system. The geometry’s been revised too, but more importantly the frame is 65% stiffer than before, making the overall chassis 34% stiffer. Weight reductions vary, with some models shedding as much as 35 lbs.

Harley use two different swing arms—one for wide and one for narrower tires—and three different steering neck angles to tweak each model’s individual setup. The suspension is all-new too; the rear shock is adjustable for preload, and the front forks feature a ‘dual-bending’ valve system for a more responsive feel.

2018 Harley-Davidson Street Bob engine
Powering the new Softail is Harley’s stellar Milwaukee-Eight power plant, available in two variants: 107 ci (1,746 cc) and 114 ci (1,868 cc). It’s a thing of beauty, and it’s a total gem to ride too. That’s not just the PR talking: I sampled it on last year’s touring models.

Each model comes standard with the 107 mill, but you can also get the Fat Boy, Heritage Classic, Breakout and Fat Bob as 114s, each with a high-flow air filter.

2018 Harley-Davidson Softail review
The 45-degree V-twin’s biggest strength is that it delivers power smoother than you’d expect from a big American cruiser, without sacrificing an ounce of character. That smoothness is down to a dual counter-balancer, which also means that the engine can now hang off rigid (rather than rubber) mounts. This makes it a stressed member, adding to the overall flex resistance.

Jumping from the previous ‘high output’ 103 twin cam to the Milwaukee-Eight has also resulted in whopping torque gains. Harley claims that the 107 has 145 Nm and accelerates 10% quicker than the 103. The 114 has 155 Nm, and is 9% quicker still than the 107.

2018 Harley-Davidson Softail Fat Bob headlight
Other new features include Daymaker LED headlights all round, new instruments, and a wet sump that sits lower (the old oil tank had to make way for the under-seat shock). There are also some nice ‘shortcut’ features for customizers, like rear struts that can be unbolted, and a two-part clutch cable.

I was itching to see if all this hard work has paid off—especially since Harley picked an unforgiving proving ground for the launch. We’d be riding four models over two days, over some of the twistiest mountain roads in Spain.

2018 Harley-Davidson Softail review
I’ll dig into the details of each bike in a minute, but they all share some pretty universal traits.

For starters, I have to give H-D ten out of ten for build quality and final finish. The paint on each model is deep and flawless, thanks to some pretty rigorous QA processes. Engine and chassis parts sport finishes as diverse as wrinkle black and brushed chrome from model to model, and not a single item looks out of place.

But how do they ride? Paul James, product portfolio manager for the Motor Co., told me he hoped people wouldn’t say that the Softail performs well “for a Harley,” but that its performance would truly impress them.

2018 Harley-Davidson Softail Street Bob
Well, it did truly impress me. And every other guy I rode with.

If I’m honest, percentages of rigidity and performance increases go over my head—I just want a bike that feels good. The old Softail felt vague and spongy in corners, and the Dyna would flex if you pushed it too hard. But the new Softail is surprisingly agile—able to pitch into a corner, hold its line and fire out the other side.

Yes, it’s still a cruiser, so ‘agile’ is relative. And even though each model has improved ground clearance, you’re still eventually going to scrape pegs, footboards and sometimes exhausts.

2018 Harley-Davidson Softail Breakout
If you’re looking to get a knee down, you’re obviously barking up the wrong tree. But we were riding on tighter and curvier roads than most customers will, at a pace that most customers won’t. And we were all loving it.

The 114 Milwaukee-Eight motor is truly monstrous, and the 107 isn’t far behind. And while big twins are all about torque, both love to be revved, with a slick and predictable throttle and fuelling feel. There’s also just enough of a vibe to stay true to that classic Harley feel, but not so much that I got off with numb hands or missing bolts at the end of the day (it’s happened to me before on the Dyna).

2018 Harley-Davidson Softail Fat Bob gearchange
The six-speed box and torque-assist clutch shift easily enough, and I could actually find neutral, which was refreshing.

The brakes and suspension also impressed throughout the range. I seldom touched the rear brake (mostly because on some models I found the lever to be a little hard to reach, and didn’t have time to adjust it), and a couple of fingers on the front was usually enough to slow the bike down.

I mentioned the lack of fork adjustment to Harley’s people, and their reasoning was twofold: they reckon most customers won’t spend time on suspension setup, and the new forks perform well enough not to need it. I can see the logic in the first statement, and after spending miles riding these bikes harder than I should have, I walked away convinced.

So how did each individual model do? I’ll break down the key features of each, then what it was like on the road.

2018 Harley-Davidson Softail Heritage Classic review
Heritage Classic 114 A traditional cruiser with saddlebags and a screen, the Softail Heritage Classic is the least relevant bike on this list. But that doesn’t mean it isn’t a sweet ride—and a good-looking one too, if that old school, big fender vibe is your thing.

Mine had a lush olive green paint job, surprisingly little chrome, and a mostly blacked-out motor.

2018 Harley-Davidson Softail Heritage Classic review
It’s not the sort of bike you’d really customize outside of H-D’s own catalog, but it does feature upgrades like rigid, locking saddlebags, and cruise control. And I have to admit that the new LED lights—and the slick new analog-digital combo dial—are really well executed.

Out on the road, it shunts way quicker than grandpa’s Softail. As laid-back as it looks, it loves to rail turns and scrape floorboards. Sure, I’ll never dream of owning one… but if my retired Harley-loving parents upgrade this year, you can bet I’ll ‘borrow’ it.

2018 Harley-Davidson Softail Breakout review
Breakout 114 The new Breakout maintains the raked-out drag bike look that made the outgoing model so popular, but in a more modern package. The tank has a low profile from the side, and a killer outline when you’re looking down at it, with sharp corners up front and a taper towards the rider.

H-D were clear that the new Softails should retain as much classic Harley DNA as possible, but still move forward, and the Breakout’s running gear is the epitome of this. The oval LED headlight is inspired by the Livewire, and instead of a traditional speedo, there’s a narrow little digital dash integrated into the top handlebar clamp.

2018 Harley-Davidson Softail Breakout review
Riding the Breakout is a little weird. For boulevard posing it’s a dream, but with a skinny 21” front wheel and a whopping 240 mm 18” rear, pitching it through turns takes some getting used to. The front finds its line quick, but the rear takes a second to catch up.

It took a few corners to familiarize myself. But once I had the method down I was scraping the forward pegs, occasionally bouncing the exhaust’s heat shield off the black top, and literally laughing into my helmet.

2018 Harley-Davidson Softail Street Bob review
Street Bob Harley-Davidson clearly didn’t want to spoil us too much, so they slipped at least one 107 into the set: the Softail Street Bob. As the cheapest new Softail, it’s the most likely entry point into the new range, and a logical step up for Sportster owners looking to upgrade.

Out the box you get a solo seat, mini ape bars and mid-mounted foot controls. The riding position is frankly bizarre and uncomfortable, but it’s also awkward in a way that makes you feel really cool riding it. I’m six foot tall, so a cruiser with a low seat height and mid pegs normally doesn’t cut it for me. Most guys my height are going to fit forward pegs and adjust the bars right away.

2018 Harley-Davidson Softail Street Bob review
That’s also the Street Bob’s strength. It’s a blank canvas, and the Softail that’s probably going to get the most love from customizers. Plus there’s almost zero chrome on it, and it’s kitted with the same sweet little mini-speedo as the Breakout (finished in black).

It’s the lightest of the new range too, which—combined with its narrow 19F/17R wheel sizes—makes it the most flickable, and a total hoot to ride with those mini apes. Given the option, I’d be hard-pressed to choose between this guy, and the next one on the list.

2018 Harley-Davidson Softail Fat Bob review
Fat Bob 114 The bike that grabbed the most attention when the range was announced, the Fat Bob 114 is a muscle bike of the highest order. I’m a huge fan of the 2017 Dyna Low Rider S, and as far as I’m concerned, this is the replacement.

Let’s start with the obvious: the Fat Bob’s punch-in-the-face looks. If you think it’s weird and awkward, I’d like to direct you to the outgoing Fat Bob. Satisfied?

There’s not an angle on this bike that I don’t love. The pillbox LED headlight is killer, and so is the raised rear fender, the massive double barrel exhaust system, and the cast wheels. I normally detest drag bars on bike, but these drag bars start wide and taper down to 1”, held in place by beefy cutaway risers that tilt them closer to the rider.

2018 Harley-Davidson Softail Fat Bob review
My only gripe is the speedo. I love the analog and digital mash-up, and there’s plenty of information to keep you happy. But I was left pining for the same handlebar-mounted mini-dash as the Street Bob and Breakout.

Looking down at the tank to check speed on a monster motorcycle is less than ideal. (I asked, and swapping the speedo out isn’t possible without serious modifications).

2018 Harley-Davidson Softail Fat Bob review
Hooning on the Fat Bob was an epic experience. Harley’s Paul James hopes that this is the bike that will attract sporty riders who are fed up with pukka sportbikes, and he might just be right. It shouldn’t love corners because it’s 676 pounds (306 kg) wet. And it has 16” wheels measuring 150 mm wide up front and 180 mm at the rear. But it does love those corners—provided you’re willing to work for it.

You know how on some rides you just feel a bit off? That was me, the day I hopped on the Fat Bob. But once I’d figured it out I started finding my groove—just in time to swap bikes, sadly.

2018 Harley-Davidson Softail Fat Bob review
The trick is to counter steer, get your head and shoulders over, and muscle it through. It is hard work. It is tiring. But it’s bags of fun, and I’m aching for another go on a better day.

The Fat Bob is also blessed with the most ground clearance of the range, thick inverted forks offering even more performance, and pegs that are more mid-forward than fully forward. The biggest surprise? It was hands-down the most comfortable of the four.

2018 Harley-Davidson Softail Fat Bob review
So why are we talking about Softails, when there are more custom Sportsters on these pages than Softails and Dynas combined? It’s pretty simple. Harley-Davidson have said that they’re releasing 100 new models in ten years.

That’s a bold statement, and judging by just how different these new bikes are to their predecessors, they’re taking it pretty seriously.

It also has us thinking about the venerable Sportster. At 60 years old it’s long overdue for a major overhaul. If the Motor Co. was willing to kill off a bike as loved as the Dyna, is it that much of a stretch to imagine a modernized Sportster that lives up to its name?

2018 Harley-Davidson Softail Fat Bob review
I didn’t like Harleys up until a year ago, but somehow I’ve started to see the appeal. Sure, cruisers aren’t for everyone—but I’m convinced anyone will have a good time on these new Softails.

I asked Bill from Biltwell Inc. for his thoughts, and he said: “The bikes are pretty fantastic in context. We bought a Street Bob last week and are already falling in love with it.” And T-Bone at Noise Cycles was impressed too: “I could definitely roll the new Street Bob, and would be stoked to do my thing with it.”

High praise from guys in the know. Who else is looking forward to seeing what custom builders do with the new Softails?

Base prices in US$ for the new Softail models will be: Street Bob $14,499, Low Rider $14,999, Softail Slim $15,899, Fat Bob $16,999, Deluxe $17,999, Fat Boy $18,999, Heritage Classic and Breakout $18,999.

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Wes’ gear Rough Crafts ‘Revelator’ helmet | 100% Barstow goggles | REV’IT! Stealth hoody | Aether Apparel Moto gloves | Saint Stretch denim | Stylmartin Red Rock boots | Velomacchi Speedway 28l backpack

2018 Harley-Davidson Softail review

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BikeExif Custom Motorcycles Harley Softail Harley-Davidson One Way Machine Other Motorcycle Blogs

Iron Riot: Harley Softail custom by One Way Machine

Iron Riot: Harley-Davidson Softail custom by One Way Machine
Julian von Oheimb is the German master of Milwaukee metal. He’s been on the podium at the AMD World Championship an incredible three times—with one win and two runner-up places. And that’s in the ferociously competitive Modified Harley-Davidson class.

Last year, Julian decided he needed a showpiece build for his shop, One Way Machine. So he pulled out all the stops with this industrial-looking Softail, which he’s nicknamed Iron Riot.

Iron Riot: Harley-Davidson Softail custom by One Way Machine
Julian is a perfectionist, and even the donor bike had to be perfect. He put the word out to his contacts in the USA, and three months later struck gold. Hiding in a hot rod shop was a 2001-model carbureted Harley Softail Standard, in perfect condition, with just 1,400 miles on the clock.

He bought it and had it shipped across the Atlantic to his workshop in Staufenberg, about an hour’s ride north of Frankfurt.

Iron Riot: Harley-Davidson Softail custom by One Way Machine
Straight away, Julian took the rigid mount, 1450cc Twin Cam motor out of the FXST frame, and dismantled the bike for a thorough inspection. The next step was to clean up the engine, transmission and oil tank.

He’s kept the Softail’s original CV carburetor, but it looks even shinier than when it left the factory. The engine internals were in immaculate condition, so the powerplant has just been treated to a new air cleaner and rocker boxes, plus a new points cover. The breathing is revolutionized though, with a simple and elegant exhaust system.

Iron Riot: Harley-Davidson Softail custom by One Way Machine
It was time to work on the concept, and while rummaging through his storage, Julian found an old DKW tank from the 1930s. After substantial reshaping and re-tunneling, it slotted into place—and gives this Softail a whole new aesthetic. Julian then made a new gas cap out of an old automobile hood ornament that, believe it or not, was spotted on eBay.

Iron Riot: Harley-Davidson Softail custom by One Way Machine
The forks are from a 2004-model Sportster, fitted with custom shrouds, and were a straight slot-in fit. New steering stops prevent the LSL clip-on bars from hitting the fuel tank.

The one-off seat was built to order in the US, and the rear fender is an aftermarket part—which Julian remodeled and installed using handmade brackets. He also fabricated the battery cover, out of a single sheet of metal plate.

Iron Riot: Harley-Davidson Softail custom by One Way Machine
The heavy-duty engineering is in the perimeter brake setup, which adds to the industrial feel of the Softail and keeps the wheels looking open. Aside from a smattering of Beringer parts, it’s Julian’s own work—along with the chain drive conversion.

Iron Riot: Harley-Davidson Softail custom by One Way Machine
Lowbrow Customs supplied the wheel hubs, TTS the spokes, and eagle-eyed readers will suss out the rubber as Avon at the back and Firestone at the front. (Note: after the shoot, more road-friendly tires were installed.)

The pegs and grips are from Rough Crafts: Julian and Rough Crafts’ Winston Yeh are like-minded men on a similar mission, and Yeh is an official sponsor of One Way Machine.

Iron Riot: Harley-Davidson Softail custom by One Way Machine
The finish on Iron Riot looks raw, but it’s actually paint applied by regular collaborator
Cocobreezé of Frankfurt. We pressed Julian to reveal what the process was, but without luck. “I can’t say anything about that—it’s the painters secret!”

“Compared to my earlier bikes, I spent a lot more time and money on the details here—the perimeter brakes, the chain drive, and so on. Cost efficiency took a back seat and no compromises were made.”

Iron Riot: Harley-Davidson Softail custom by One Way Machine
Anyone who is familiar with Harley-based show bikes will know that restraint and good taste are often abandoned in the pursuit of prizes. But there’s a more subtle and timeless style going on here, and the AMD Championship judges agreed: Julian was once again on the podium, with a silver trophy.

Frankly, we’d have awarded Iron Riot the First Prize. But the Softail has since cleaned up in all the big German custom shows over the past few months, and picked up the prestigious Editor’s Choice award at the Custombike magazine show too.

If there’s any question mark remaining, it’s around that obscure hood ornament on the gas cap. Julian is stumped, and so are we. If anyone can identify it, please let us know.

One Way Machine | Facebook | Images by Steffen Theis

Iron Riot: Harley-Davidson Softail custom by One Way Machine

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BikeExif Custom Motorcycles Harley Softail Harley-Davidson Other Motorcycle Blogs Rough Crafts

Rough Crafts’ Raked-Out Harley Softail Rocker

Dark Cannon: a custom Harley Softail Rocker C by Rough Crafts.
If there’s a trend in the custom movement, it’s that form and function are finally starting to play nice. Many builders are now balancing aesthetics with functional mods—and the results can be astounding.

That said, we still have a soft spot for custom shops that sacrifice some practicality for the sake of building über-cool bikes. Like this low-slung Softail Rocker from Taiwan’s Rough Crafts. ‘Dark Cannon’ is menacing enough to grab our attention.

Dark Cannon: a custom Harley Softail Rocker C by Rough Crafts.
Rough Crafts’ Winston Yeh understands this, which is why he built it for himself. “I tried to pitch it to customers,” he says. “But no-one wanted a bike with slick tires and drag-bike looks. It was just a bit too scary for my regulars.”

The project started after one of Winston’s Sportsters won an AMD World Championship trophy. The Sportster had a girder front-end—and Winston had manufactured a spare, just in case he needed it. “The idea was to build the same concept, but with a Softail,” he says.

Dark Cannon: a custom Harley Softail Rocker C by Rough Crafts.
After two years of thinking about it, Winston got his hands on a 2009-spec FXCWC Softail Rocker C, and got to work. The Rocker was never a successful model, but it has a raked-out neck and a spacious swingarm. Exactly what Winston was after.

After installing the girder front end, he fitted a 23-inch Roland Sands Design Morris wheel in a ‘black ops’ finish.

Dark Cannon: a custom Harley Softail Rocker C by Rough Crafts.
The rear wheel is a Rough Crafts part, measuring a whopping 15×7, and shod with a Mickey Thompson ET drag tire. Dunlop supplied a prototype racing slick for the front.

Winston then beefed up the braking at both ends with ISR 4-piston calipers and Lyndall rotors. And he fitted a Progressive Suspension shock out back.

Dark Cannon: a custom Harley Softail Rocker C by Rough Crafts.
There’s a Mikuni HSR 45 ‘smoothbore’ carb to boost power, and a Performance Machine primary drive. The exhaust system and air cleaner are both Rough Crafts parts; a Baker DD7 transmission sends the horses to that hefty back wheel.

Regular Rough Crafts collaborator One Hand Made fabricated the tank and fenders in Winston’s signature style, and the standard oil tank is modified to match. The push rod collars, steering neck and tank are all adorned with individually made badges.

Dark Cannon: a custom Harley Softail Rocker C by Rough Crafts.
The bike’s finished with a host of other top-shelf parts. From the Rough Crafts catalog we’ve got the lights, handlebars, risers, grips, rocker cover, gas cap and seat. The throttle and handlebar controls are a mix of Performance Machine and Rough Crafts bits. And to keep the rider’s feet happy, Winston added his own floorboards with controls from Arlen Ness.

Dark Cannon: a custom Harley Softail Rocker C by Rough Crafts.
“The floorboards sure help for thousand-mile rides,” he quips. Which is exactly what the bike has been used for. Despite the drag-inspired stance, Winston rode it from Wyoming to Montana on the Hot Bike Tour.

And before you ask: ‘Dark Cannon’ has already been sold. It might not be practical, but it’s not short of fans.

Rough Crafts Facebook | Instagram | Store | With thanks to Hot Bike | Images John Zamora/Hot Bike

Read more about the Hot Bike Tour/Build-Off in Hot Bike’s January/February issue, on sale at newsstands December 1, 2015.

Dark Cannon: a custom Harley Softail Rocker C by Rough Crafts.