HARLEY-DAVIDSON BREAKOUT (2018 - on) Review
- Harley-Davidson character
- High residual value
- Distinctive drag-bike looks
At a glance
|Owners' reliability rating:|
|Annual servicing cost:||£240|
Overall ratingNext up: Ride & brakes
Fans of the now deleted Harley V-Rod may have lamented the demise of the American firm’s stand out drag style bike, but with the arrival of the new 2018 Breakout, H-D came up with a ready-made replacement.
- Related: Harley-Davidson withdraws longstanding Sportster range in Europe
- Related: Harley Davidson 1250 Custom
Basically a long, kicked-out, dragster-style cruiser with a ridiculously fat rear tyre, the Breakout uses Harley’s new lighter, stronger Softail frame as introduced in 2018 and is powered by the punchier, ‘Milwaukee-Eight’ version of the classic H-D, 45-degree V-twin which debuted in Harley’s touring range the previous year.
The forks are kicked out to a low slung 34 degrees and brace a new design, skinny, 21-inch front wheel. At the rear, a special, wide swingarm holds a simply massive, 240mm-wide, 18-incher.
While in-between is new, low slung, drag-style bodywork (including new 13.2litre tank) which plants the rider low and stretching forward to the virtually straight, one-piece tubular bars which hold an ultra-minimalist, digital instrument pod.
It all reeks of aggressive attitude and straight-line bad behaviour and boy does it deliver – for better and worse. As a straightline, American V-twin dragster there are few better (although Harley’s own, more recent, single seat FXDR is arguably more extreme still, and cheaper to boot).
It also looks fabulous, has the ‘right’ badge on the tank and is a hoot when blasting away from the lights. But the flipside of that is an extreme riding position that’s borderline agony on extended journeys (and we certainly wouldn’t recommend riding one on motorways) limited practicality and awkward handling through turns or traffic, due to the kicked out front and fat back tyre, that takes more than a little getting used to.
Build quality and reliability, as with all of this generation of ‘Milwaukee Eight’ powered, Softail chassised Harleys, is excellent and peripherals such as instruments (though minimal on the Breakout), lights etc are all much improved. Harley residuals are traditionally superb, too.
The Breakout, though, is far more extreme than most and, particularly in the UK, has niche appeal. But if you love the look and are undaunted by its extreme ergonomics, ‘unusual’ handling and minimal practicality – and we know of more than one buyer who couldn’t live with it – you won’t be disappointed.
Ride quality & brakesNext up: Engine
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!
EngineNext up: Reliability
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.
Reliability & build qualityNext up: Value
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.
Value vs rivalsNext up: Equipment
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.
|Engine type||45º pushrod V-twin|
|Frame type||Tubular steel double cradle|
|Fuel capacity||13.6 litres|
|Front suspension||Showa telescopic forks, no adjust.|
|Rear suspension||Mono shock, adjustable spring pre-load|
|Front brake||1 x 275mm disc, four-piston caliper. ABS|
|Rear brake||275mm two piston caliper. ABS|
|Front tyre size||130/60 x 21|
|Rear tyre size||240/40 x 18|
Mpg, costs & insurance
|Average fuel consumption||-|
|Annual road tax||£101|
|Annual service cost||£240|
17 of 17
How much to insure?
|Warranty term||Two year|
Top speed & performance
|Max power||86 bhp|
|Max torque||107 ft-lb|
|1/4 mile acceleration||-|
Model history & versions
2013 – Original ‘Twin Cam’-powered, 103ci (1690cc) FXSB Softail Breakout launched along with high spec ‘CVO’ version
2018 – All new FXBR Breakout launched based on new Softail chassis and ‘Milwaukee Twin’ 107ci/114ci engine
2020 – Now only available with 114ci engine
Owners' reviews for the HARLEY-DAVIDSON BREAKOUT (2018 - on)
3 owners have reviewed their HARLEY-DAVIDSON BREAKOUT (2018 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.
Summary of owners' reviews
|Ride quality & brakes:|
|Reliability & build quality:|
|Value vs rivals:|
|Annual servicing cost:||£240|
Version: FXBRS 114
Performance is good but fuel tank range is poor. On a 3.5 gal tank I am constantly looking for the next filling station on ride outs. I have modified a 5.5 gal tank from a 2007 Fat Boy to take the EFI set up which has resolved this issue. I have also just learnt that the M8 engine oil pump suffers from slumping and could benefit from an upgrade to the 2020 pump at a cost of approx £200 if fitted by yourself. If not upgrade and long runs are your thing be aware of engine problems in the future. Lights are OK in the dark but a set of running lights make a big difference for highlighting verges etc. Rider’s seat is very comfortable but the pillion isn’t so good. It’s OK for the shop run and petrol station top up and with the size of the tank won’t be a long time on the bike anyway. I particularly like the USB charger for your Phone/Sat Nav set up. I am not sure why Harley have offset both rider and pillion foot pegs. Take a closer look and you will see both sets are off set from each other in vertical and horizontal positions. This tends to end up aching your right hand ass cheek on a longer run.
Heavy in tighter corners and smaller roundabouts and takes a bit of nudging the bars to get it round. Pegs have grounded a few times too and with two up on the hardest rear shock setting has bottomed out a couple of times on pot holes etc. Front brake is poor and could do with a twin rotor set up but the rear is great and most of my slowing down to junctions etc is done with the rear. Front also squeals a little when cold and riding but eases off when warmed up
Excellent power delivery and this is where you know where the heart of this bike is. I have the 114 and it is more than enough for me on a Harley. Very torquey and can pull away from a slow speed easily in 3rd gear. At 70mph my helmet starts lifting and the arms get pulled back with a full on frontal attack of wind speed. No heavy oil usage and runs clean at service intervals. Just noticed the rattling of the lifters on longer journeys hence the oil pump upgrade. ACRs (Automatic Compression Release) are good but had to have one replaced with a chaffed through wire which was noticed by a constant hissing sound coming from the rear cylinder during normal running. Stage 1 air filter upgrade has shown a marked increase in power delivery and GP straight through mufflers make this engine sound awesome.
Build quality is good and most Harley / Aftermarket kit can be made to fit. It has taken some time for aftermarket kit to become available but most items are now out there if you look. I haven’t had any reliability issues as yet and have had the bike 3 years and covered 5000 miles.
This includes the basic service and MOT. Still on original tyres and brake pads.
USB is great, digital clock is small and if you wear reading glasses you may need to wear these when riding to be able to see what is being shown. The single rear engine cylinder shut off in tail backs and slow traffic is a must and helps keep those valued assets cool as the rest of you cooks in your leather jacket on a sunny day. Hand controls are good and easy to understand and I like the hazard indicator option if needed.
Buying experience: Easy and Harley really did love the sale of their product and tailored my wants to the right bike for me. Still love it and am now doing upgrade stage 3.
Annual servicing cost: £135
Stunning looking bike but rides like a tractor. Swapped for a Diavel. It doesn’t look as good but no comparison.
No cooler looking bike on the market but doesn’t like roundabouts or tight bends ha ha! Not very pleasant on the motorway.
All the power and low down grunt you need.
Battery problems and rear indicators very delicate.
Harley dealerships drove me away, IMO no Customer loyalty whatsoever. The bike is the best looking bike on the road but Harley-Davidson dealerships are horrendous!
Everything you need.
Buying experience: Bought from independent but the PX offered by Preston Harley-Davidson was around £4000 below going rate.
Annual servicing cost: £350
Compared to something like a BMW R1250RT which costs around the same, the Breakout is a little sparse on creature comforts. But put the two side-by-side at a set of lights and the Breakout is the one getting the admiring stares.
For a gentle cruise along a sweeping country rode, the Breakout is hard to beat. On longer runs, the smaller tank on the new models, (3.5 US Gallon down from 5 US Gallons on previous models) will mean more frequent fuel stops, but your pillion will welcome that, as the rear seat is far from plush.
The 114ci "M8" engine is smooth as silk, whilst still retaining that typical Harley rumble and the low-end torque threatens to remove your arms from their sockets if you take a handful of throttle. HD's are definitely not for those that like high-revving power monsters though. Peak torque comes at 3000 rpm and the motor red-lines at 6k
So far so good. Coming from a Sportster 48, the Breakout has more of a quality feel about it.
Everything to do with Harley-Davidson is expensive. It's a premium brand like Porsche or Bentley, so you don't buy one if you're looking for cheap thrills and obviously, that 240 rear tyre is going to be costly.
ABS comes as standard and Harley-Davidson finally introduced a digital dash, albeit tiny, but perfectly legible. As with all HD's you need to pay "The Harley Tax". ie after-market exhaust, (or mufflers), if you're looking for that quintessential Harley sound.
Buying experience: Bike purchased from a Harley Dealer and the price, is the price. Going back to premium brand thing, HD donlt like to sell themselves cheap. Although, you can strike a decent deal on finance options and trade-ins as second-hand values hold up well.