The advent of Harley's Twin-Cam...
The advent of Harley's Twin-Cam (TC88) engine for 2000 and other changes radically improved out opinion of the Fat Boy.
Shakin' All Over?
Of course, the biggest of many differences between past and present Fat Boys is the smoothness of the current model. Last year's vibrated almost painfully. The 2000 model is as vibration-free as the smoothest of the other bikes here -- which are the Kawasakis. Though it also uses a counterbalancer, the Victory is not as smooth as the rest of the vibration-canceling crowd. The Yamaha pulses some but doesn't have a really rough spot in the rpm range -- perhaps because it stops at 4200 rpm. The Excelsior, the Intruders, and the Super Glide all have rough spots. The Suzukis vibrate with moderate magnitude under throttle, and the American X churns out the most vibration, though primarily above 3500. But even on that bike, which was most often mentioned when vibration was the topic, there wasn't enough shaking to create genuine discomfort at more-or-less legal speeds.
Saddles were a different matter. Hindquarters accommodations range from first class -- on the Classic FI, Drifter and Intruder 1500 -- to ok only if you aren't riding very far -- on the Excelsior, Suzuki Intruder 1400 and Victory. In between are some good seats, on the H-D Fat Boy, the Kawasaki Standard Classic and the Yamaha Road Star, and one that is just fair atop the FXD. Of course, as Travelcade/Saddlemen's Tom Seymour, who helped us out on this ride, remarked, all the seats can be improved. The aftermarket can turn the worst butt wedge into a comfortable cushion.
The Dyna Super Glide uses...
The Dyna Super Glide uses rubber engine mounts instead of counterbalancers and varies from the Softails in many other respects.
Turning an awkward or uncomfortable riding position into something that works for you might not be as easy. You could change the V92SC's low handlebar with minimal cost and effort to reduce its somewhat long stretch, which might make the Victory less clumsy at low speeds but dilute its sporty appeal on a winding road. A handlebar swap might also reduce the cramped, sit-up-and-beg riding position of the Intruder 1400 (created by limited space to slide back on its somewhat narrow seat and its pullback bars) which means you ride with your arms bent and the "grips in your lap," as one rider put it. The Intruder 1400's riding position drew criticism from several riders, and even a bar that sets the grip farther from you won't make a six-foot-four rider feel like he has much leg room. However, even short riders gave the 1400 low marks for comfort. The only bike here that fully accommodates tall riders is the Intruder 1500 -- truly a big bike. Though too spread-out for most small riders, the 1500 LC is the choice for riders who felt hemmed in on the other so-called big cruisers. There is more legroom, more real estate on the rider's saddle section and more space between handlebar and saddle than on any of the other bikes. Some also said its saddle step provided the best lumbar support. Next to it, the Fat Boy feels diminutive.
However, for average-sized male riders, the Fat Boy, the Kawasakis, and the Road Star offer the most ideal ergonomics, with the Yamaha and Classic FI getting the most top rankings for comfort by managing to please both tall and short riders. The Drifter, with a seat that slopes up to the passenger portion rather than turning up in a step, doesn't lock you into one position and thereby offers a chance to slide back when you feel the need to squirm. Though taller riders complained that its saddle step didn't let them slide back where they wanted to be, shorter riders were right at home on the Excelsior-Henderson. With its flat handlebar and somewhat rearward footpeg location the Super Glide, even more than the V92SC, presents a riding position that is as much standard-style bike as cruiser. Medium-to-tall riders commented that the Victory felt a bit cramped between peg and seat, mostly because a pocket in the saddle prevented them from scooching back.
Other ergonomic details can improve or irritate, and sometimes it depends on the rider. For example, the Excelsior uses barrel-shaped grips, which are fat in the middle and taper down at both ends. Some riders liked them a lot and others were annoyed by them. Floorboards and heel-toe shifting suited many riders nicely, especially since they allow some flexibility in your foot and leg position. However, a few prefer footpegs, as used on the FXD, Intruder 1400 and V92SC. We even debated whether wide handlebar lever blades were more comfortable than thinner blades. A few pieces met with universal approval. Everyone liked the adjustable-span handlebar levers of the Kawasakis and Intruder 1500. The Yamaha brake lever can also be adjusted to a rider's hand size, but it requires tools. The Harleys' levers were particularly awkward for smaller hands. On long straight stretches, the H-Ds received points for their friction-type throttle dampers operated by thumbscrews under the throttle grips.
Though it resembles the 1500...
Though it resembles the 1500 Classic FI, Kawasaki's carbureted 1500 Classic varies in many major aspects.
Suspension compliance also bears on comfort. None of these bikes were outstanding or particularly bad on large, sharp-edged bumps. We were surprised that the Excelsior excelled on small bumps. We knew that the leading-linked front suspension on the Super X (a sample of which we had along for part of our trip to Isabella Lake) responded well to small bumps, but we expected the telescopic fork, especially since it used large-diameter stanchions that have more fork-seal swept area to increase static friction, to be less responsive to small bumps. It was in the same league, however, as the link fork. The poorest suspension response to bumps came from the Drifter and the Victory. The latter seemed to pack up a bit on large bumps. At their worst, though, the Drifter and Victory were only average.
If you vary the load you carry significantly, you will appreciate the rear-suspension adjustability of the Excelsior and fuel-injected Kawasakis. With its seat removed, the American X permits you to alter the single shock's spring preload and rebound damping (seven positions). The preload adjustment requires a spanner, which is not supplied. On the Drifter and Classic FI, you can accommodate a passenger or other load by pumping a small volume of air into the rear shocks and also adjusting rebound damping through four positions, which is as easy as turning the outer shock collars to a different one of four settings.