Buying a used Harley-Davidson Breakout

Since it burst onto the Australian motorcycle landscape just over a decade ago, the muscular Harley-Davidson Breakout has attracted a legion of devotees. In fact, here at bikesales, it’s one of the most searched-for Harley-Davidson models in the Motor Co’s line-up.

It’s also in hot demand as a used model, which is why we’ve assembled this at-a-glance guide to give you all the facts before you go hunting for a second-hand Harley-Davidson Breakout yourself…

Harley-Davidson’s pitch for world championship status when it comes to spotting market niches is exemplified by the creation of the Harley-Davidson Breakout series.

Essentially a Softail in dragstrip guise, the several models so far have run a distinctive visual set that includes an ultra-low stance, bobbed guards, a fat back tyre, a skinny front, and with a big engine in the middle. All very appealing, when you think about it.

And that fat rear rubber really has been key to the whole enterprise. Across a decade, two sets of chassis, and several powerplants, the signature has been the giant 240-section rear hoop.

The factory’s own enthusiastic description back in 2013 suggested the “classic drag bike attitude” made it “an urban prowler, a bike ready for a midnight ramble to the roadhouse or a rib-joint rendezvous with the crew”.

Rib joints aside, the series has sold well in Australia and consistently scores a mountain of search interest at bikesales.

H-D has produced numerous variants on the Breakout theme since the 2013 model year, across the Twin-Cam and Milwaukee Eight engine series. Along the way, we’ve seen several CVO (Custom Vehicle Operations) versions.

In fact, it was a CVO Breakout which first launched the series in 2012 for the 2013 model year, running an 1802cc Twin Cam 110B V-twin, then followed by the somewhat milder mainstream versions.

The 2013 to 2018 model years saw the mainstream Breakout series run with the 1690cc Twin Cam 103B engine, matched to a six-speed transmission, and an FXSB chassis with styling alterations along the way.

The visual stand-out across the series was the 2017 model year CVO Pro Street, running a Screamin’ Eagle variant of the 110B engine, claiming 165Nm at 3500rpm, versus 150 for the ‘standard’ CVO. Along with the performance lift, you scored a headlight cowl, chin spoiler, distinctive Aggressor wheels, and a host of other touches.

In 2018 the series switched to the Milwaukee Eight powerplant, first with the 107 (1746cc) and 114 (1868cc) variants in the FXBR chassis.

In 2023 we were presented with the big guns, the 117 (1923cc) powerplants. They were by now claiming 102hp (76kW) at 4750rpm and a hefty peak torque number of 167Nm at 3500rpm.

While Harley has unquestionably made incremental improvements to the series across a decade and several models, there are some common areas in the ride experience.

The ride position and chassis set-up is similar across the range, which means you’re low in the saddle with feet-forward controls. That’s not necessarily an ideal position for long distances, though it has its fans.

Because the machine is so low, cornering clearance and rear suspension travel are limited, so pitching it down a choppy set of tight corners is not its happy place. You’ll have a whole lot more fun on some nicely surfaced sweepers.

The skinny front wheel with the single brake disc means you’ll find yourself relying heavily on the rear stopper – to a greater degree than you might have experienced on a more conventional motorcycle. ABS is standard across the series.

These are a feel-good Sunday motorcycles; H-D has better tools for the job if you’re after a serious mile-eater.

In general, the later the model you can afford, the better the ride, as the Softail platform has experienced significant improvements across the years.

Early Twin Cam motors suffered cam-chain tensioner issues and were subject to a recall for 1999 to 2006. This means the Breakout series should not be affected.

Carl Batey of Café Racer in NSW says his customers are generally happy with the reliability of the Twin Cams and that they respond well to regular oil changes and being allowed a decent warm-up time.

There is a lot of tuning potential locked away in a standard Twin Cam ECU, though it takes specialist knowledge to access it. Batey advises they tend to be set up fairly lean and for American fuel, which leaves some potential for local tuners.

As for the Milwaukee Eight, there was a service bulletin for 2017 to 2019 models, and 2018 to 2019 in the case of Softail engines. This involved an oil pump upgrade, as the motors had a tendency to wet sump under extended hard use.

According to Batey, there is huge potential locked away in the Milwaukee Eight series, as they’re in relatively mild tune out of the factory. For example, the fly-by-wire set-up only allows 54 per cent throttle in first, second, and third gear, and 60 per cent in fourth.

While the ECU is heavily encrypted, it can be accessed. Batey says raising the compression a little, adding a not-too-wild cam plus a slip-on exhaust can easily get over 100hp (75kW) at the back wheel happening, with monster torque chiming in as low as 2000rpm. “There can be good power straight off idle – like a V8 on two wheels,” he adds.

These will never be confused with being a cheap motorcycle, with prices for used machines starting in the low twenties.

One of the challenges for a Harley buyer is nearly every example has been customised or modified to some extent, so you need to work out whether the changes really add the sort of value the seller suggests.

If in doubt, aim for something close to stock with modest mileage and as late a model year as you can afford.

We can see a time when the first CVO version, and the later Pro Street, might attract collector interest. One of those in good shape may well be worth a second look.

Given that most examples are modified to varying degrees, looking for an example that comes with a roadworthy is a smart move.

Typically, handlebars, hand controls, air cleaners, and exhausts are the first things to be changed, and it’s the last two that will most likely have RWC (road-worth certificate) implications. It’s wise to ask if the owner also has the original gear as part of the package.

Many examples have low mileage for their age, so you may want to take a second look at the tyres which may need replacement through age rather than wear.

Beyond that, check the owner has given it some love over time, with fluid changes.

For

Against

PERFORMANCE
Claimed maximum power: 102hp (76kW) at 5020rpm
Claimed maximum torque: 167Nm at 3500rpm

TRANSMISSION
Type: 6-speed
Final drive: Belt
Clutch: Wet, multiplate

CHASSIS AND RUNNING GEAR
Frame type: Tubular steel cradle
Front suspension: Dual-bending valve 49mm telescopic fork
Rear suspension: Hidden, free piston, coil-over monoshock, adjustable for preload, 43mm stroke
Front brakes: Single 300mm disc with four-piston calipers, ABS equipped
Rear brakes: Single 292mm disc with twin-piston caliper, ABS equipped
Tyres: Michelin Scorcher 11, front – 130/60B21,63H,BW, rear – 240/40R18,79V,BW

DIMENSIONS AND CAPACITIES
Rake: 34 degrees
Trail: 145mm
Claimed wet weight: 310kg
Seat height: 655mm
Ground clearance: 115mm (static)
Wheelbase: 1695mm
Fuel capacity: 18.9L

OTHER STUFF
Price: from $37,995 ride away
Colours: Vivid Black, Black Denim, Baja Orange, Atlas Silve Metallic
Warranty: 24 months, unlimited kilometres

This article was originally published in December 2023.