HARLEY-DAVIDSON BREAKOUT (2018 - 2022) Review

The Breakout’s chassis, as with all Harley’s 2018 Softails, is an all-new, steel double cradle now with a hidden single monoshock under the seat (complete with natty remote preload adjuster) rather than the rather crude, dual items below the gearbox that was the case on the old Softails. Generally it’s a big improvement over the old delivering a reasonably plush ride.

On the Breakout, however, to deliver its ‘drag bike’ poise, that ride quality is overshadowed by its extreme geometry and ‘form over function’ wheel and tyre sizes. The forks are kicked out to a massive 34-degrees and hold a skinny, 21-inch front wheel.

While at the rear, a special, wide swingarm holds a simply massive, 240mm-wide 18-incher. The result is long, awkward and, in a straight line blast, a hoot. But turns, thanks to that combination of kicked out front and dumper truck rear, require setting up, tillering in and all-round acclimatization.

Much of the rest of the Breakout’s chassis is compromised for style and looks over performance, too. A bike of this weight and performance really requires more braking power than the Breakout’s single front disc, especially considering the bike’s skinny front tyre, so you’ll be using the rear brake as much as much as you will the front, the minimal pillion seat and high pegs demand a committed (and flexible) passenger and if you intend riding the Breakout as intended.

By treating every traffic light as a drag race, the addition of a sissy bar or backrest is probably vital to continue any meaningful relationship. Don’t say you haven’t been warned!

As with three other members of Harley’s 2018 Softail family, the new Breakout now uses the four-valve, partially oil-cooled ‘Milwaukee Eight’ 107ci (1746cc) V-twin, as introduced in its 2017 touring range, with the option also of a 114ci (1868cc) version.

Both are modified for Softail use via a new oil cooler subtly positioned between the downtubes and, as they’re rigidly mounted in the new Softail frames (in the tourers they’re rubber mounted) come with two, not one, balancer shafts.

The 107ci version delivers 86bhp while the 114ci, as tested here, 93bhp. And while those figures may not sound that much and be dwarfed by the likes of Ducati’s 160bhp Diavel, both are significantly more than previous Harleys, benefit from bags of accompanying torque and simply begs to be unleashed at every tyre-squealing opportunity.

Up to 70mph or so, should the mood take you, few bikes are more dramatic yet like all big Harleys the Breakout can also be happily gently cruised around on to a familiar Harley ‘potato-potato’ soundtrack.

The five-speed gearbox, though a little clunky and crude, gives a certain rustic charm and Harley’s traditional belt final drive is fault-free and proven and also has the benefit of requiring less maintenance than a chain.

Along with the new Softail frame, uprated ‘Milwaukee Eight’ V-twin engine and cycle parts plus new equipment such as LED lights and clocks, the build quality of the Breakout – and indeed all of Harley-Davidson’s 2018 Softail family – has been noticeably improved.

The powertrain is based on the proven ‘Project Rushmore’ touring family and quality has seemingly been raised throughout, so we’ve little cause for concern as far as reliability goes.

Breakout owners report few problems and none mechanically so far although there has been the odd battery niggle and some parts, such as the small indicators, are described as ‘delicate’.

And although the Breakout is a very ‘niche’ proposition with limited appeal, particularly in the UK, many components, specifically the engine, new chassis and most cycle parts, are common throughout Harley’s ‘Big Twin’ range with very few reliability problems so there should be nothing to worry about.

Besides, most Breakouts, being out-and-out ‘poseur bikes’ are more than likely to cover only small mileages and are also probably polished and pampered far more than, say, Harley’s touring machines, so used examples should be expected to be immaculate.

With that in mind, however, cosmetic condition is paramount – especially as it’s not beyond the realms of possibility, considering how awkward the Breakout is to manoeuvre and manage, that an owner may have had a low speed or even static  ‘tipple’.

In addition examples may have been stored for extended periods without correct protection or maintenance or suffered some kind of novice neglect.

So, check all cosmetics and metal finishes thoroughly, look for any scuffs and dings, particularly on exposed components such as levers, indicators and so on, investigate the bike’s service and maintenance history and ensure that any aftermarket accessories that come with the bike – sissy bars, loud pipes, replacement rear tyres or cosmetic components – are not only appropriate and desirable (and, if not, are detachable or replaceable with the standard item) but have also been fitted correctly.

Harley-Davidson ‘Big Twin’ ownership never comes cheap. These are premium, luxury machines on a par with car brands such as BMW or even Bentley with the eye-watering running costs to match. And, with new prices starting at over £18K, a proposition that’s all about performance and an engine in excess of 1800cc that’s certainly not any different with the Breakout.

Whether you go for the 107ci or 114ci engine makes little difference, insurance-wise, while Harley servicing and accessory prices are on the premium side, too.

That said, for drag-style ‘hot rods’ like this, exactly the same is true of any likely alternative rival machines, the closest currently being the even more performance-orientated Ducati XDiavel, Triumph’s new, ultra-sophisticated Rocket 3 and even Harley’s own, single-seat, performance-enhanced (and even more uncomfortable) FXDR, all of which are hardly cheap to own, have a healthy hunger for consumables such as rear tyres and brake pads not to mention fuel and all also facing fairly high servicing bills.

But it’s not all bad news. In some other respects day-to-day running costs with a Breakout can be expected to be no worse than most other bikes.

Being belt drive means there’s no chain and sprocket maintenance or replacement costs to worry about, its comparatively sedate performance (compared to the Diavel and Rocket 3 at least) means consumption of the likes of brake pads (especially as the Breakout has only a single front disc), tyres and fuel is less of a concern while bikes like this are never likely to rack up high mileages either.

Nor does it end there: Harley residual values are traditionally among some of the best out there so, despite the Breakout’s high initial price, depreciation is encouragingly minimal. We’ve seen low mileage, two or three year-old used examples still priced at well in excess of £16K so you should get a big chunk of your money back when the time comes to change.

Engine and chassis apart, the biggest news with the latest 2018 Breakout is its styling makeover. There’s new, low slung, drag-style bodywork (including new 13.2litre tank) while along with the new frame and uprated engine there is a fancy new LED headlight, stylish but minimal digital clocks and more.

OK, there’s still no electronic rider aids of the type we’ve become accustomed to from the likes of Ducati’s Diavel, there’s also very little by way of pampering comfort or luxury and the whole bike, like most Harleys, still retains a somewhat crude, agricultural aura, but the Breakout is still a classy machine and Harley have noticeably raised their game.

Harley is also renown for their extensive, quality aftermarket accessories and it’s commonly known that few new Harleys depart dealers without succumbing to the ‘Harley tax’ – an assortment of accessories, led most likely by ‘loud’ pipes, that buyers usually festoon their bikes with before walking out the door.

The Breakout, being a pared-down ‘drag racer’ is less likely to be as affected as, say, Harley’s touring models, but expect the aforementioned ‘Screamin’ Eagle’ loud pipes, cosmetic embellishments such as fancy grips and levers, perhaps a ‘Screamin’ Eagle’ tuning kit – the Breakout is all about performance, after all – and even a sissy bar.

Also, be warned: genuine Harley accessories almost invariably add value to any used Hog, particularly if the bike also comes with the standard parts. However accessories from other aftermarket suppliers are less desirable and may actually damage the value of your bike.