Harley-Davidson Breakout 117: night train of the third millennium [PHOTO]

by Cristiano Morroni

I'm chanting "Born to be wild" to myself, after noticing a photo of Dennis Hopper in Easy Rider in a shop, when my phone rings.

Ready?

Hi Cri, when will you return from the “States”???

Hello, Director. Tomorrow we go home, why???

Well, then make direct arrangements with the Roman Village of Harley Davidson, and withdraw the Breakout 117 that they make available to us. You have a couple of weeks to get the best out of it and remember, it's great stuff.

The phone call ends, and being such an unconventional test for the track expert in me, I decide not to look for the usual basic information on the model being tested, because I want to enjoy this test like a blind date, and once I return to the basic "flight" to the dealership to pick up the new playmate.

Cruiser of the twenty-first century

At the Roman Village, in a decidedly beautiful setting Harley Davidson style, Valerio welcomes me with the very shiny Breakout, on display, and my eye is immediately captured by the engine, the largest Milwaukee Eight ever built by Harley Davidson. 45-degree, 117-inch V Twin which are equivalent to almost "two thousand" cubic centimeters, set in the glossy black painted USA-made steel of its evocative "Softail" frame (soft tail, i.e. inspired by the historic line of rigid frames that Milwaukee used on motorcycles without any rear suspension) .

Here, in reality, there is mono, and it is also adjustable in preload with a hydraulic knob that can be reached on the right side, but hidden from view it contributes to making the line of this cruiser streamlined, despite its not exactly slim dimensions. While I put on the gloves with my mouth watering, I enjoy the muscular chrome air filter case, where the inevitable “117” stands out, as if to remind me who I will be dealing with. The rims also immediately stand out, 26 spokes each, both in die-cast aluminum alloy, 21 inches at the front (130/60-21”) and 18 at the rear (240/40-18”), beautiful and well-finished.

Almost 17 kgm of torque, over 100 horses available and immediately ready, combined with the center of gravity set back and close to the ground, they complete the first glance which I "ideally translate" into long black commas on the asphalt left by the rear tire at every start (so to speak eh.....) Long, sharp despite its size, with abundant and impeccable chrome, low saddle, advanced footrests and front wheel "far" from the seat, this Breakout 117 perfectly integrates the essential LCD instrumentation set in the handlebar riser, the LED lights, the traction and also cruise control. Demonstrating how technological progress, if added discreetly, can enrich the package while maintaining a strong brand identity.

Beautiful when stationary, engaging on the move

Huge, powerful, this V-Twin is capable of exceeding 5000 rpm, unleashing 102 horsepower, but it is between 1300 and 4000 rpm that it is truly enjoyable, accompanied by nice intake sound of the generous filter box. Below 1300 rpm the throttle recall is all too prompt and sharp, above 4000 the "good vibrations" become less "good", and you find yourself in that range where the maximum does not always coincide with the best (even if it is useful to be able to count when needed).

Reciting the gears without pulling them too much is so pleasant that I would have also liked seventh, eighth and ninth, since with the infinite torque (17kgm/3500 rpm) of this 1923 cubic centimeter "long stroke" I could still get out of any curve without a hesitation, counting on the smoothness of the perfect final belt drive. For information purposes only, in sixth gear the thrust stops at the indicated 194 km/h, limited by the electronics which chooses for us not to increase the speed anymore, despite the fact that the bike is stable and does not give any signs of nervousness (obviously we were in track). Positive note about cultural, , quite dry as in every Harley, but more precise than on other models.

On the road, it's also fun

Small clarification. Accustomed to motorbikes that perform best on slicks (between experiences, courses, demo rides and above all testing on prototype motorbikes I travel 10000km a year on the track), and traveling on the road with faired maxi tourers without almost ever having time to waste, riding the Breakout I'm definitely out of my comfort zone. This stimulates me, so I shift into first gear and set off, letting myself be rocked by it 310kg in running order, from the saddle just 665mm high from the ground and from the wheelbase of 1695mm, and letting myself get involved little by little, like when you meet a new person and start talking and telling each other stories. It took me a while to understand the "slang" of this softail (I won't forget the first kilometre) but I didn't expect to feel already at ease after about twenty minutes in the saddle.

Once it is clear that the rear wheel and front wheel need a little help from the body to rely on each other, taking advantage of the load transfers the match with the Breakout begins, and it is more fun than expected. Even if the riding position doesn't allow you to move much from the pelvis downwards, with the right use of the torso and gaze the riding becomes interesting. When traveling I can count onfootprint on the ground of the enormous rear tire where the triangulation of the saddle, handlebar footrests makes carrying weight natural, while when braking and turning in with the help of my arms and the wide handlebars I make more use of the front. If I then need more help or if I have to make a quick change of direction, I play the joker using the outside leg, which I bring closer to the wide tank, with the knee acting as a lever to direct the Breakout where I want (like in enduro riding standing up). The Michelins dedicated to original equipment, specific and made with a Harley emblem on the shoulder, give a good feeling and that perfect traction that fits perfectly with the powerful V-Twin.

Clearly pif paf is not his forte, reactivity in the strait it is relative and the ground clearance must be managed with good prudence, but by taking advantage of the stability of the chassis and the 34 degrees of opening of the steering head, with a little skill and minimal muscular action the game is done. So I really enjoyed it. With a smile printed under the helmet (even when the right shin touches the air box manifold while moving in the saddle), in a team game where if everyone does their part we can have fun. There traditional fork 49mm does a good job, is supported very well by the springs and has hydraulic braking which I also appreciated in the urban jungle of Rome, while the rear mono, in that position and with this weight distribution, does what it can. Under stresses at low speeds (reaction of the shock absorber) such as depressions or humps on the asphalt, it manages to do its duty, while on drier asperities such as roots or actual potholes, (stressed at high speeds) it fails to react with equal ease and the response is too dry. I assume it's a question of travel, 86mm isn't much, and if you're not traveling on a very flat American High-Way it's better to remember this.

To test with the passenger, starting from my six feet tall, I chose my son who is taller than me, trying to understand how the driver and passenger positions so far back influence the dynamic performance. It's not like a 90kg guy would be comfortable sitting in the back, and in fact I didn't even ask him (he would suffer in silence) but the Breakout 117 isn't bad even for two people, and it doesn't put the driver in difficulty. Clearly, provided that you have a minimum level of expertise in balancing the vehicle and transferring loads while travelling. If this were not the case, the advice that always applies is to choose a good safe driving course, and once you have mastered the fundamentals, everything will be more within reach, and you will live this shared passion even better.

PS: looking at the folding seat on the rear seat (almost like an SBK replica), the mind automatically goes to some young lady to take for a nice ride, but even though it isn't exactly comfortable, my son's heart eyes went away after 6 ( SIX) hours, from the end of the motorbike tour.
La braking there is, but even in this case we need to understand how to bring the best out of it. The front might not seem too effective, but I think it's a choice made by the development team, and the reason is understandable. With the center of gravity under the saddle and the (important) weight moved to the rear axle, an aggressive front brake would risk causing the wheel to lock too easily, while using it to fine-tune the driving by relying on the power of the rear, you obtain a More than adequate braking for a cruiser.

Emotions by the kilogramme

From the beginning of the article I never wrote "motorcycle", because the Breakout represents something else. For me it is a state of mind, which I entered into every day I spent with her. Looking at her in the garage for how beautiful she is, enjoying her strengths while driving, and turning to admire her again at the end of the journey, satisfied and satisfied, before returning to my routine. With this Softail, let's face it, haste is like a white sock on a first date, it ruins everything and gives no appeals. Better to travel calmly, with the right "mood" in which you can enjoy the landscape, the scents and the beautiful sound, mixed with the good vibrations of the Milwaukee Eight. Then, when and if you want, you can work hard enough to dance harmoniously through the curves, taking advantage of a directionality that you wouldn't expect from such a beast.

Well, this test was a nice experience, but it doesn't want to seem like an unconditional declaration of love, let's be clear:

– le brake levers front and clutch are far from the handlebars and are not adjustable;
– the aerodynamic protection it doesn't exist and when it rains, riding the Breakout is like sailing in a stormy sea;
- The saddle cover, it let rain water through which I found on my pants the next day. Guess which very convenient point?
- The price it is undoubtedly challenging. However, everyone knows how much Harleys resist devaluation over the years, living in their own light outside of any pattern, any time, any fashion.

It is right and important to talk about considerations like these, but I invite you to make one final reflection.

Are those who choose to live their passion riding a Harley Davidson Breakout 117 really interested in clarifications like these??? Or, does he prefer to immerse himself without thinking too much in this pure, beautiful and enjoyable two-wheeled state of mind???

Well, we agree. Have a good trip!