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boardgamingftw · 8 years ago

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I’ve been going to gaming conventions for almost 15 years. This year I almost skipped out on going to any conventions since moving to Florida back in October of 2015.

Things changed when I received an email letting me know that tickets were available for Dice Tower Con in Orlando. I decided that since I wasn’t going to Origins Game Fair or Buckeye Game Fest this year that I would head a few hours north east to Orlando to check out Dice Tower Con.

I packed a game bag, my Quiver game case, a duffel & head to Orlando. My parents, being mostly retired, came with me for a Disney vacation while I enjoyed myself at the convention.

We arrived at the Caribe Royale hotel the first day of the convention. The Caribe Royale is a beautiful hotel with lots to do if you are just vacationing with a free bus ride to the Disney parks.

This was the view from my floor.

After arriving at the hotel, we unloaded our bags & headed for a quick lunch at the Tropicale restaurant in the main building of the Caribe. At the Tropicale we met a very awesome server named Ian.

After lunch I headed to the convention center where there was absolutely no waiting to get registered. This is good news because I really dislike waiting in registration lines. I picked up my badge, free Dice Tower canvas bag, & free game.

Then I went exploring. There were a handful of rooms setup for companies like AEG, HABA, Gigamic Games, & Indie Game Alliance. Some of these rooms were also used for the kid friendly zone, war gaming, & painting.

I walked through some of the other larger ballrooms where events were to be held. Some of these rooms were used for the flea market on Saturday morning, the Mega Games, meet & greets for the special guests, & the Dice Tower Game Show held by Tom Vasel.

And then I hit the opening gaming room. When I got there, only about half of the tables were full this early in the con. There was a line for the Cool Stuff Inc. dent & ding booth, & the vendors area was just starting to open.

I walked around watching folks play games just to see what everyone was playing. I saw some interesting prototypes, some awesome looking hot games, & of course some of the best current games out.

I did decide to hit the vendors area early. I was able to pick up a handful of Dice Masters boosters from Chris Savoie who runs House Rules Gaming in Kissimmee, Florida. He had a wonderful selection of Dice Masters, Star Wars Destiny, board games, & heroclix. I would visit the House Rules Gaming booth several times.

I also ran into Rick Schrand of Tasty Minstrel Games. Rick is one of my favorites to run into at a gaming convention. He is very straightforward & knows what he is talking about.

On my first day at the convention I just really sat & talked with a bunch of people. It is a misconception that us gamers only play games. We are very sociable & very intellectual. We sit around & talk about our lives from favorite games to the people in our families.

That night I learned how to play Fields of Green at the Stronghold booth. Fields of Green was fun to learn & play. As the game wound down the vendors area was closing. This pushed me out to the opening gaming room where I ended up learning how to play Star Wars Destiny. I had actually just purchased the two starters that I needed at the House Rules Gaming booth.

Star Wars Destiny is one of those games that I wanted to get this past winter. Unfortunately I couldn’t get a hold of the starters or even boosters until now. I am glad I ran into the guy that taught me how to play. I ended my night early when I found out that the lock to my hotel room was sticking & not allowing the door to close fully so I went to take care of it.

On Thursday I woke early & headed to the convention. When I walked into the opening gaming room I ran into Brent Spivey, designer of Techno Bowl. We broke out his copy of the game & dove into a teaching game. I had a great time learning how to play. It was like playing a pro game of football without actually hitting the field.

After learning & playing Techno Bowl I made my way to the Cool Stuff Booth to see what they had in the dent & ding section. I did grab a few games & head over to the Mayday booth where I picked up a copy of Garbage Day for $5. Not a bad deal for a simple dexterity game.

I left the con & hit Cafe24 at the hotel & grabbed a ham & cheese pizza to share with the folks & a salad. the salad was very refreshing & the pizza was very tasty. After eating I headed back to the con to grab a prototype of a game I will be reviewing soon. Then went back to gaming.

I headed over to the Calliope tables & met with Bill Fogarty who was running the demo tables for Calliope Games. I enjoyed learning all about Ancestree coming out in September. I also enjoyed playing Menu Masters which is out right now.

After playing I ended up playing Gravity Warfare. Gravity Warfare is a dexterity game where perfect balance is the key. I believe I was told that Gravity Warfare would be hitting Kickstarter either at the end of July or early August. Hoping to do a review on it. After about an hour of that I decided to head back to the room to get ready for a night at Disney Springs.

Since I was in Orlando I thought it gave me a chance to do something at one of the Disney areas. The best part was is that the Caribe Royale hotel has a bus that picks you up for free & drops you off right at Disney Springs.

This was my first time there. I really enjoyed myself. I ended up visiting almost all of the stores there. I’m a huge Star Wars fan so I decided to pick up a Mandalorian baseball cap at the Star Wars Outpost.

The Harley-Davidson store was pretty cool. Even got my father to get on one of the motorcycle models they have in the store.

Of course the Lego store was full of fun. Loved the Lego statues around the outside of the store.

After a fun night at Disney Springs I headed back to the hotel to get some rest.

On Friday I headed to the convention center & join a few guys in a game of A Feast For Odin. What a fantastic worker placement game. One I will be sure to pick up in the future. It was a learning game for me but the two plus hours I spent playing went by super fast.

Next I headed back over to the Calliope Games table where I played another game of Ancestree with Bill Fogarty.

After playing Ancestree I hit up the R&R Games booth where I played Pyramid Poker. I ended up buying a copy to play with my father who loves the game of Poker.

I left the R&R booth & headed back over to the “Hot” games area to play a few games of Santorini.

After the few games of Santorini I landed at a table with Eli, Al, & Scott. We played Stone Age, which is another wonderful worker placement game. We discussed their plans of opening a board game cafe sometime in the future. Then we were joined by a few others for a game of Celestia. Which I ended up winning, not bad for a first time player of the game. I love the little airship included with the game.

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After saying my farewells I ended up having dinner back at the hotel. After dinner I went to lounge around in my hotel room for about an hour & headed back over to the convention where I ended up playing a game of The Dice Must Flow with another guy named Chris.

That was the end of my Friday night. Since it was after midnight at that point I headed back to my hotel room to get some much needed sleep.

On Saturday morning I packed up knowing that I was checking out in the afternoon. After putting things in the car I headed back to the convention to line up for the Flea Market. The wait was only about ninety minutes so that wasn’t too bad. I wasn’t looking for a whole lot at the market. I know I was looking for some retro games. I hit the jackpot with G.I. Joe Commando Attack game. It was in near mint condition & only cost me $5. Bargain!

I left the flea market feeling pretty good. I headed back over to wait in the line at the dent & ding booth. It was my fifth time in the line. Grabbed a handful of games each time I went through.

Here is my haul from the convention. This is not including all the promos I picked up along with all the booster packs & other smaller items I purchased.

The Caribe Royale Hotel was definitely a nice venue for a gaming convention. Everyone at the convention was really friendly. Everyone was willing to play a game & to invite anyone in that wanted to play a game.

I did skip out out the panels, meet & greets, & most of the special events. I just wanted to get in as much gaming as possible. Plus I rather enjoyed meeting up with all the gamers from around the world that attended.

I will definitely be traveling back to Orlando next year for the next Dice Tower Con. Here is to another great gaming convention. Hope to see you there next year.

-Christopher Richter

Twitter: @Boardgaming_FTW

Facebook: Board Gaming For the Win

Dice Tower Con 2017 I've been going to gaming conventions for almost 15 years. This year I almost skipped out on going to any conventions since moving to Florida back in October of 2015.

#AEG #Calliope Games #Caribe Royale Hotel #Cool Stuff Inc.#Dice Tower Con #Disney Springs #Orlando Florida #R&R Games #Santorini #Stronghold #Techno Bowl

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olivereliott · 6 years ago

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Hit Parade: The best EICMA Bikes of 2019

In the moto world, EICMA is the Greatest Show On Earth. Held at the gigantic Rho Fiera exhibition center in Milan, it’s spread over several pavilions—and you can easily walk several kilometers a day without seeing everything on display.

All the big guns wheel out their concepts and new launches at EICMA, along with countless range refreshes and minor updates. So we’ve sifted through all the PR bumf and picked out the bikes we reckon have a significant chance of success—or are game changers in some way.

Husqvarna Norden 901 concept After wowing previous shows with the Vitpilen and Svartpilen, Husqvarna has turned its attention to the ADV market with the twin-cylinder Norden 901.

The styling is crisp and original, and the specs suggest serious capability—starting with a 21-inch front wheel and 18-inch rear. Parent company KTM knows how to build dirt bikes, so we have high expectations for the Norden.

The key phrase in Husqvarna’s press release is “class-leading lightness.” Few specs are available, but we know that the engine is 889 cc—the same size as the newly announced KTM 890 Duke R.

There’s no word on a release date, but Husqvarna tends to put its concepts into production—and that can only be a good thing for the notoriously conservative ADV market.

Harley-Davidson Bronx prototype So we now have a name, and some specs too. Harley’s liquid-cooled streetfighter will have a 975cc ‘Revolution Max’ engine—a DOHC 60-degree V-twin with a counterbalancer. The engine is a stressed member of the frame, and it’ll pump out at least 115 hp and 70 lb.-ft of torque. We’re also told that Brembo and Michelin are working on brakes and tires.

It looks good too, poised and muscular, with little visual bloat. There are just two (very big) unknowns: weight and price. If the Bronx isn’t competitive on those fronts, it will have a hard time in the showrooms.

The good news is that Milwaukee has finally delivered the bike so many have asked for. It’ll be competition for the Kawasaki Z900 and Yamaha MT-09, and may even draw some buyers away from the Triumph Speed Triple.

Scrambler Ducati Desert X concept Over the past four years, Ducati has frequently tweaked its Scrambler recipe, adding an 1100 engine to its steady flow of new models. Everything has been firmly ‘retro’—until now.

The Desert X concept catapults the Scrambler into the modern ADV segment, with a nod in the direction of the cultish Cagiva Elefant from the 90s.

The styling comes from the creased paper school, but in this instance it works exceptionally well. The ‘X’ uses the 1,079cc air-cooled engine, has a 21-inch front wheel and two fuel tanks, and a robust luggage rack. It also sports a pair of Dakar-style round LED headlights.

There was also a Motard concept on display, but that was a painting-by-numbers exercise compared to the Desert X—which was in danger of overshadowing the new Streetfighter V4 on the Ducati stand. We’d be surprised if this doesn’t go into production next year. Asphalt & Rubber has the full rundown.

Supercharged Bimota TesiH2 In a move guaranteed to get sportbike fans fizzing at the bunghole, Kawasaki Europe has bought into Bimota. The Swiss owners still retain a majority stake by a very slim margin.

This means that future Bimotas will have Kawasaki power. The iconic Italian marque has celebrated with the launch of the frankly bonkers TesiH2, and there are no prizes for guessing what engine is used.

Bimota has spent a large part of its history since the early 1970s scrabbling to make ends meet, so Kawasaki’s involvement is A Good Thing. Rumors are already swirling about the practical aspects of the deal—with talk of a new factory, and the possible return of former chief engineer Pierluigi Marconi.

But for now, we’ll just enjoy the ridiculous excess of the TesiH2, and rejoice that Bimota finally has a measure of financial stability.

Moto Guzzi V85 TT Travel The rugged, air-cooled V85 is one of the better-looking ADV bikes on the market, and its simplicity is a refreshing change from the techno-monsters that usually dominate the sales charts.

Moto Guzzi has just released a new variant called the Travel, which amps up the retro cool factor even higher. It’ll go on sale next year, complete with big aluminum panniers, a tall windscreen, heated grips and other goodies—plus a lovely ‘Sabbia Namib’ livery.

Officine Rossopuro also came to the V85 TT party with a custom called ‘Orizzonte.’ Aiming to give the V85 a more vintage look, builder Filippo Barbacane has modified the frame, installed Bitubo suspension, and crafted new bodywork (including a headlight that harks back to the classic NTX750). New exhaust pipework is terminated with a MassMoto can, and on the righthand side a curved aluminum toolbox mirrors the shape of the muffler. Weight is an admirable 188 kilos [415 pounds] dry.

BMW Concept R18 /2 It’s interesting to note that while Milwaukee is turning its focus away from heavyweight cruisers, BMW is heading in the opposite direction. The Germans launched the S 1000 XR sportbike and a pair of F 900 roadsters, but all eyes were on the latest ‘Heritage’ concept.

The gestation of the R18 has been extraordinarily long. We’ve already had the CW Zon ‘Departed’ build and the Revival Cycles ‘Birdcage,’ and a few months ago we saw ‘Concept 1’ in the Concorso d’Eleganza show at Lake Como, Italy.

This latest machine edges closer to production with a visible airbox, regular brakes, and all the trimmings you’d expect to see on a factory machine. Images suggest that the prototype was built with the help of the Swedish outfit Unique Custom Cycles—a relationship forged in the days when Swede Ola Stenegard was handling design for BMW.

The styling suggests that BMW is pitching this one at Dyna fans with more cash (and class) than the ‘Dyna Bro’ crowd. It’ll be interesting to see how it plays out.

Best of the rest Also at EICMA was the Harley-Davidson Pan America ADV behemoth, with a 1,250 cc version of the engine used in the Bronx. Triumph had a quiet show with modest upgrades: a TFC version of the Bobber, an RS version of the Thruxton, and ‘Bud Ekins’ limited editions of the Bonneville T100 and T120.

Yamaha unveiled a restyled Tracer 700 with a Euro 5 engine, Suzuki launched the V-Strom 1050 (no DR Big, sorry), and Aprilia is attempting to kickstart the long-dead middleweight sportbike category with its RS 660.

KTM showed its 390 Adventure production ADV bike, Husqvarna tweaked its street bikes and showed a new 701 Enduro, and Honda revealed a CB4X sport touring concept with striking styling [above]. But like many Honda concepts, we’ll probably never see anything more of it.

The biggest surprise? No electric bikes from the big-name makers. The car industry is moving towards alternative power at a rapid pace, but so far, only Harley has dipped a toe into the turbulent waters on the moto side.

Still, there was plenty to enjoy from EICMA this year, and it suggests a European industry in rude health. Let us know if we’ve missed any winners from your scorecard.

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ggdbonlineoutlet-blog · 6 years ago

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olivereliott · 6 years ago

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Nicky Hayden tribute: Analog’s Honda XR650L flat tracker

Nicky Hayden left a massive hole in the motorcycling world—and in all of our hearts—when he passed away unexpectedly in May last year. In a fitting tribute, the Kentucky Kid was inducted into the AMA Hall of Fame earlier this month.

To commemorate the occasion, the Hall of Fame Museum commissioned two tribute bikes from Chicago’s Analog Motorcycles. American Honda donated the motorcycles, including a CBR1000RR to be wrapped in Hayden’s Repsol MotoGP livery. But the direction of the second bike was left entirely up to Analog shop boss Tony Prust (below).

Most people know Nicky Hayden from his time in MotoGP and the Superbike World Championships. But longtime fans will remember that Nicky actually got his start in flat track racing.

“I chose to build a flat track bike,” Tony tells us, “because that’s where Nicky’s roots were. I also wanted to remember his American racing heritage, so I chose the AMA 2002 Championship RC51 livery. The rest was about making all that happen, and not looking forced.”

Before he could execute his vision, Tony had to pick a donor. The AMA wanted the bike to be street legal, so the CRF250L and XR650L ended up on the short list. Then Honda announced the release of the CRF450L—but by then, Tony had already made up his mind.

“The 450 would have been fun,” he says, “but I think the air-cooled XR650 fits the bill pretty well.”

The XR650L is a fantastic choice. It’s a close cousin to the desert-dominating XR650R, makes decent power and doesn’t cost the earth. There’s also a ton of aftermarket parts available for it—unless you’re trying to build a flat tracker.

“I set out to find a fiberglass tank and tail kit,” says Tony. “But because of its oil in frame backbone and frame design, this proved very challenging. So, as I continue to hone my metal shaping skills, I decided to make it all.”

“That was not really in the budget—but since I was a Nicky Hayden fan and the Hall Of Fame is a good cause, we made it work.”

Tony hand-shaped a new fuel tank to fit the Honda, basing it on the shape of the classic Harley-Davidson XR750 tank. Then he fabricated a tail section, complete with number plates and a custom seat pan, which Dane Utech upholstered.

The fenders (yes, there’s a sneaky rear fender too) are also custom, as is the front number board. Everything flows and tucks together perfectly; the top of the front number board wraps around the speedo, and the right rear number board wraps around the exhaust. Analog used Denali optics at both ends, with two discreet headlights, and an LED taillight.

As for the chassis, the subframe was modified to accommodate the new tail piece. Analog installed a custom-built Hyperpro shock at the back, and a KTM 690 Enduro front end, rebuilt to suit the Honda’s specs. The wheels are flat track-appropriate 19” numbers, featuring Sun rims, Buchanan’s spokes and Dunlop DT3 tires.

Tony’s made sure the Honda goes as well as it shows. He removed the engine’s emissions ‘octopus’ (a common XR650L mod), then installed a Keihin FCR41 carb. There’s a custom intake with a K&N filter, and a Magura hydraulic clutch conversion. Analog also modified and ceramic coated the exhaust headers, and installed a Cone Engineering muffler.

There’s a host of smaller upgrades in play too. The team installed Magura handlebars and master cylinders, Oury grips, a Motogadget speedo, mirrors and switches, and their own brand of mini LED turn signals.

The bike was also completely rewired around a Motogadget m.unit, with an EarthX lithium-ion battery. And Analog even went to the trouble of wrapping all the wiring in WireCare sleeving and tubing.

Jason at Artistimo Customs handled the paint, successfully adapting the Kentucky Kid’s 2002 AMA Championship RC51 livery to the shape of the XR650L. Certain parts were powder coated to finish things off; some in-house, and some by J&J Powder Coating.

“We are super honored to be asked to build these bikes for such an amazing racer and human,” says Tony, “and had the pleasure of being at the induction ceremony in early December.”

“The AMA, American Honda and the Hayden Family all were there to unveil the machines on stage and they were all really impressed with how they turned out. It was a highlight of our year here at Analog Motorcycles and a great way to end 2018.”

Analog’s XR650L is an incredibly well-built, street-legal flat tracker. But it’s also a stunning tribute to one of motorcycling’s most beloved racers. We just wish the Kentucky Kid himself could put it through its paces.

Analog Motorcycles | Facebook | Instagram | Studio images by Daniel Peter | In-process image by Grant Schwingle

Analog Motorcycles would like to thank: Dunlop Tires, Magura, Motogadget, Cone Engineering, K&N Filters, Spectro Oils, Buchanan’s Spokes, WireCare, and our own parts Company Analog Motor Goods.

The two bikes will be raffled off to raise funds for the non-profit AMA Hall Of Fame Museum. US residents came purchase tickets here.

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olivereliott · 8 years ago

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Review: The 2018 Harley-Davidson Softails

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.

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.”

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.

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.

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.

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.

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.

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.

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.

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).

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.

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.

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.

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.

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.

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.

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.

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.

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).

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.

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.

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?

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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