2018–2024 · Cruiser · Buyer's Guide
The Softail That Corners
The Fat Bob is the Softail that stopped pretending to be relaxed. Under the stripped bodywork sits the 1868 cc Milwaukee-Eight 114, an air/oil-cooled 45° V-twin making 93 hp and 114 lb-ft, hung in a chassis that is tighter and stiffer than the cruiser label usually promises. The hardware breaks the pattern too: an upside-down fork, twin four-piston front brakes, and fat 16-inch rubber at both ends under a split headlight nobody mistakes for anything else. Six speeds, belt final drive, and a shape that reads as muscle rather than nostalgia.
On the road it carries itself less like a boulevard cruiser and more like a heavy naked bike. 675 lb (306 kg) is real weight, but it sits low, and the 28.0 in (710 mm) seat puts most riders flat-footed, so the mass mostly stops mattering once you are rolling. It rewards a rider who likes using the throttle and stays composed when you don't. The honest caveat: electronics stop at ABS, the fork takes no adjustment at all, and 3.5 gal (13.2 L) of fuel decides the length of your day before your body does.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 93 hp (69 kW) |
|---|---|
| Torque | 114 lb-ft (155 Nm) |
| Displacement | 1868 cc |
| Engine | 45° V-twinMotorcycles With V-Twin Engines → |
| Cooling | Air/oil-cooled |
| Gearbox | 6-speed |
| Final drive | BeltMotorcycles With Belt Drive → |
| Fork | Upside-down (USD) |
| Front tire | 150/80-16 |
| Rear tire | 180/70-16 |
| Seat height | 28.0 in (710 mm)Motorcycles With a Seat Height Under 30 Inches → |
| Wet weight | 675 lb (306 kg) |
| Fuel capacity | 3.6 gal (13.6 L) |
Equipment check
Chassis
Safety
This part isn't my testing, it's everyone else's. Two decades of club nights, bike meets, gas-stop conversations, and the notes riders send me once they've put a season behind them. What comes back about the Fat Bob 114 is consistent enough that it sorts itself into clusters. The riders praising it and the riders griping about it are mostly describing different halves of the same motorcycle.
The most repeated observation has nothing to do with straight lines. Riders describe a motorcycle that changes direction on a light countersteering input and holds whatever line they set, and nearly all of them frame that against how the thing looks sitting still. Braking follows close behind. Owners report a front end that hauls the bike down hard and stays predictable at the lever, which several of them say they hadn't expected from anything in this class. A smaller number add that it feels physically smaller and easier to place than they'd assumed, slow speeds included.
The engine is the other pillar of the praise. What owners keep describing is the pull sitting there from just off idle and the way it keeps stacking on instead of tailing away, so riders say they rarely have to size up a gap before committing to a pass. Several mention how still the motor sits at a stop, calmer in the hands than the shake they'd braced for, with the V-twin beat still intact underneath. A few also report never having touched the standard seat, even after long days.
The criticism is narrower and it repeats. The fork takes the most heat: too softly tuned for hard riding, sinking deep under braking, giving up over rough surfaces. Grounding the pegs in quicker bends turns up in the same conversations, and at walking pace the weight makes itself felt in tight turns. Away from the chassis, the gripes turn into shopping. Owners find the stock exhaust too muted for the bike they thought they bought, and slip-ons often go on early. The factory tires draw grip complaints wet and dry. A few riders point at small pieces around the belt guard and oil cooler that feel cheap next to the rest.
Engine oil sumping (early 2018 models)
Some early production Milwaukee-Eight 114 engines suffered from excessive oil carryover, resulting in reduced performance and occasional oil blowing into the air filter. The issue was traced to the oil pump and was addressed by Harley-Davidson with a revised part starting around mid-2018 production.
Where this Harley-Davidson Softail Fat Bob 114 FXFBS pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the Softail Fat Bob 114 FXFBS is actually built for.
Sturgis and Daytona are the whole point for you, and this one turns up with the right stance and the right noise. It's the sportiest way to make that ride, as long as you plan around the tank.
Made for Florida State Road A1A · Black Hills · Main Street, Daytona Beach
Two-lane roads and old main streets suit it, and it looks right parked outside anywhere you'd stop for pie. Know that the posture is muscle, not laid-back heritage, so easy days still ask something of you.
Made for Park Loop Road · Handbuilt Motorcycle Show · Blue Ridge Parkway
This isn't your tool for the long haul. No cruise control, 3.5 gal of fuel and nothing between you and the wind turn big interstate days into work long before the bike gives up.
Made for Beartooth Highway · Blue Ridge Parkway · Going-to-the-Sun Road
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2008–2011
All Attitude, All Custom
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Harley-Davidson Softail Fat Bob 114 FXFBS. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Competitor · 2019–2022
Torque Monster In Cruiser Clothes
~$1,300 pricier used than this bike at 4 yr
Competitor · 2015–2024
Legendary Name, Real Legs
~$5,400 cheaper used than this bike at 4 yr
Same Platform · 2018–2020
Factory Custom, Zero Apologies
~$2,400 cheaper used than this bike at 6 yr
Compare it with every bike that shares the same spec or equipment.