From our Old Bike Archives – Issue 107 – first published in 2023.
The Milwaukee company is justifiably chuffed with the success of the Breakout model, which first appeared in 2013 as a CVO (Custom Vehicle Operations) model. Since that day, the Breakout has been a big hit in Australia, in fact, it’s Harley’s biggest-selling model and has also topped the sales chart for the biggest selling motorcycle over 700cc many times in the past decade. Now, this latest model will surely continue that success, given that it is a better bike in almost every respect.
Let’s start with the engine – the Milwaukee-Eight 117 – an Overhead Valve V-twin displacing a whopping 1923cc, with peak power of 101hp (75kW) at a lazy 4,750rpm. The smaller 107 and 114 cubic inch engines will no longer be available. What feeds that engine is what H-D call a Heavy Breather Intake, which is an exposed air filter element mounted on a large chrome plated intake that makes a right angle turn into the engine and hence the throttle body. It also struck my right shin until I adjusted my seating position a little.
Prior to the release of the 2023 Breakout (it is now in showrooms in Australia), I attended a Zoom meeting co-hosted by Keith Waddell, Marketing Manager Australia and New Zealand, and Luke Mansfield, Vice-President of Motorcycle Management, where the evolution of the model was explained, bringing us up to the latest version. Luke said that the Breakout “is probably the bike most inspired by the Australian customer” and that the US is all about Baggers now”. Despite that H-D is reintroducing the Breakout to the US line-up, inspired by the outstanding success of the model in Australia and Europe.
From a riders point of view, the thing that catches your eye (as it should) is the instrument panel. Not big fat dials out in the breeze, but an incredibly neat little console set into the handlebar clamps. I wondered at first how anything this small could possibly work, but it does. The readings are clear, even in the sunlight, and you can cycle through the options via the left handlebar switch. Below the panel is an even smaller block with all the vital info in coloured lights. Cruise control is also operated from the same switchblock, just below the left turn signal button.
Let’s ride
The Breakout comes with wide, flat handlebars with a slight back sweep, and once I dropped into the saddle those bars seemed a long way away. But once you settle into the riding position, with feet out the front, it wasn’t such a stretch. It’s a long bike, and its natural habitat is cruising on good roads, which it does very well. There’s quite a crunch when you select first gear, but after that the gearbox works quite smoothly. Fifth is the urban gear and top (6th) is really only necessary for highway stuff. It is no surprise that the engine oozes grunt –it is almost 2 litres after all – but one with only 700km was still a bit tight and would no doubt get better with more miles on the clock.
Considering the long wheelbase, the Breakout handles quite well, provided you think about what you’re doing before you do it. I haven’t ridden any of the previous models but apparently the steering wasn’t all it could be. That has been addressed with a change to the steering dimensions which are now 34 degrees of rake and 145mm trail. The handling seems pretty good to me, all things considered. Luke Mansfield said, “Bringing out the rake a little and changing the fork angle has helped us to create a bike that actually handles remarkably well, considering that bike (21-inch) front wheel and that wide back tyre. The bar risers give you a much better rider triangle, much more comfortable on longer journeys.” For those longer rides, the fuel tank capacity has also been increased.
The brakes are adequate without being outstanding, but in this category I am sure there would be few complaints. I found the fat front brake lever a bit bulky, and I reckon the mirrors should be mounted on slightly longer stems not just for better rear vision, but to give more room to get your hands under them. There were no complaints about the rear brake, which is quite powerful enough. One thing I really liked was the self-cancelling turn indicators, which are controlled by a sensor that turns the blinker off once the turn has been completed. Every road motorcycle should have these.
The finish is first class, and I thought the silver model we tested looks brilliant. As Luke says, “We had gone away from chrome lately, especially in the more custom styles, in favour of blacked-out finishes, and so we really wanted to take this back to chrome and bejewel this bike.” It works for me. This is a bike that looks superb just standing still, and the orange version is a real standout – literally. Of course, there is still black for those who prefer an understated version. Whatever the colour, the 2023 Breakout is a great looking motorcycle; long, low and sleek, a tasteful amount of chrome, tough looking wheels, and a low, comfortable saddle.
Specifications: 2023 Harley-Davidson Breakout
Engine: Overhead valve V-twin air-cooled.
Bore x stroke: 103.5mm x 114.3mm
Capacity: 1923cc
Compression ratio: 10.2:1
Power: 101hp (75kW) @ 4,750 rpm
Torque: 167Nm @ 3,500 rpm
Induction: Electronic Sequential Port Fuel Injection
Transmission: 6-speed, chain primary drive, belt final drive, 10 plate wet clutch.
Frame: Tubular steel with rectangular section backbone
Suspension: Front: 49mm telescopic forks 130mm travel.
Rear: Swinging arm with Monoshock, hydraulic pre-load adjustment 86mm travel.
Brakes: Front: 4-piston fixed calipers on 300mm rotors
Rear: 2-piston floating caliper on 292mm rotor.
Wheelbase: 1695mm
Seat height: 665mm
Tyres: Front: 130/60 x 21 Rear: 240/40 x 18.
Wet weight: 310kg
Fuel capacity: 18.9 litres
Options: Traction control, heated grips.
Price: $37,995 Ride Away (Australia) for the Black version, $38,360 for other colours.
Test bike: Harley-Davidson Australia.
