2007 Harley-Davidson FLSTF Softail Fat Boy - Harley-Davidson brings fat back into the Fat Boy   “We brought fat back to the Fat Boy”, Bill Davidson said during the press conference. In 2007 Harley-Davidson’s objectives is to preserve and enhance the air cooled big twin’s look, sound and feel. Did they manage to do so with the new Fat Boy?
Words: Tor Sagen/Photography Jürgen Mainx  Harley-Davidson has in a huge operation changed the Twin Cam 88 (1450cc) to the Twin Cam 96 (1584cc) on all Dyna, Softail and Touring models for 2007. This is no small feat, but very welcome in the Harley community. A lot is about the new engine this year, but Harley-Davidson has also added a six-speed cruise drive gear box and fuel injection on all the Softail models. The Softail range was launched in 1984 with concealed rear shocks to recreate that “hardtail” look. Softail is the name of the chassis, and even though it resembles yesterday’s motorbikes the chassis is modern enough. The result is the long and low looks so many loves about the Softail models. Harley-Davidson Fat Boy is one of the most copied cruisers out there which speaks for itself really. The Fat Boy motorcycle really shot to fame after being the Terminators choice of escape vehicle with Guns N’ Roses blasting in the background.
 News on the 2007 Fat Boy is a fatter 200mm rear tyre, redesigned rear fender, new 17-inch bullet-hole disc wheel, new fat internally-wired handlebars, new graphics and the Twin Cam 96B V-twin. In Europe we get active intake and exhaust that keeps the characteristic sound and acceleration in first fifth and sixth gear, whilst one valve in the upper exhaust remains closed in the other gears at certain rpm-All for the sake of Euro 3 and sound regulations. On the road this feels a bit strange. There were plenty of second gear corners up the mountain that we rode and from first to second gear it is noticeable that something is missing. There is an easy fix to the problem though. Just swap the upper silencer with the bottom one and the exhaust valve becomes “unemployed”. The clutch operation is now 10% lighter and that makes it more user-friendly. The gearbox itself is now six-speed and improved, but still not as smooth as on a Japanese box. The new overdrive sixth gear is a true overdrive for use on the motorway at higher speeds. When using sixth gear from 40-50mph I had to gear down to regain momentum. I would have loved to ride the CVO Fat Boy to really experience what that big air-cooled twin can do.
  Fat Boy would never be my choice of escape vehicle from anything but reality. And this is where the new FLSTF is so good, escapism and relaxation on two wheels. As long as I keep the speed down the Fat Boy complies by gliding steady forward. The suspension hangs in there even on poor quality alpine roads in Slovenia. Not that we were racing or anything, but the suspension action is sufficient for a cruiser. Fat Boy is stopped by two powerful 292mm discs with 4 piston calipers, one at the front and one at the back wheel. FLSTF Fat Boy cruises comfortably at 40-50mph in fourth and fifth gear and the new seat helps in the comfort department. The distance to the fat handlebar is perfect and it keeps my back straight. The big footboards are comfortably placed forward for distance riding. The instruments now feature a clock and sixth gear indicator. The speedometer is mounted on the tank flanked by a fuel gauge on the left and the petrol filler cap on the right.
The new Twin Cam 96B (1584cc) engine provides 15% more peak power and 19% more peak torque in the Fat Boy. The larger displacement was achieved by stroking the old 88 out from 101.6mm to 111.1mm whilst the cylinder bore remains the same. This is only excerpts of the full article.
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