2025 Harley-Davidson Breakout Review

After a ground-up redesign back 2018, Harley’s Softail-based cruisers have soldiered on visually unchanged, getting updates to the powertrain, ergonomics, and finishes, though over the years we’ve seen some attrition in the ranks. One of the survivors has been the beefy Breakout, a low rider with the specs and feature set clearly designed to rule the urban jungle. It didn’t make the lineup at all back in 2021–2022, but returned in 2023 with a larger-capacity engine and added electronics, and for 2025 the evolution continues.

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We spent a day in Texas testing the Breakout, which, like other 2025 Softail-based cruisers, is powered by an updated Milwaukee-Eight 117 engine and now features ride modes and IMU-enabled electronic rider aids.

While the Breakout’s 117ci engine retains its 103.5 x 114mm bore and stroke dimensions, this updated version sees the compression ratio is raised to 10.3:1, with the new four-valve air/oil-cooled heads bringing the same combustion chamber shape, intake ports, and intake valve seats we saw introduced in the 2023–2024 Touring models. H-D says the intake airbox is 50% bigger than last year, which boosts power slightly to a claimed peak of 104, with torque rated at 126 lb.-ft. The Breakout gets the mid-tier Custom tune of the M-8 117 mill (there are three states of tune), and as with all Milwaukee-Eight engines, the rear cylinder is deactivated if it gets too hot.

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H-D’s cruisers were also long past due for its electronics upgrade, so we’re happy to see the addition of cornering ABS, lean-sensitive traction control, cornering drag torque slip, and three ride modes: Rain, Road, and Sport—all enabled by a new six-axis IMU. Cruise control and a USB charging port both return as well.

That said, there’s virtually no change to the Breakout’s unique custom styling, emphasized by a 21-inch cast aluminum wheel at the end of the most raked-out front end of any Softail, at 34 degrees. The steel frame is suspended on a hidden monoshock and conventional fork, with 66.7 inches between the wheels. Speaking of wheels, you get an 18 x 8-inch one out back, shod with a fat 240mm Michelin Scorcher tire. With a claimed wet weight of 681 pounds, the 2025 Breakout’s dimensions are pretty close to the 2024 model.

Other tweaks are incremental too; the straight handlebar now holds a new 4-inch round analog gauge with a small inset LCD, with info accessed from left-handlebar-mounted switches, and modes accessed on the right. Cruise control is engaged from the left bar, while TC can be turned off on the right, and ABS is always on. For 2025 the Breakout also gets redesigned controls and an adjustable brake lever, with a new headlight and LED lighting throughout.

Jumping on the ultralow but nicely padded seat, your hands reach directly out to the bar, and feet fall onto forward controls. At first glance it doesn’t look very accommodating, but even after a couple of hours, we felt pretty fresh. With a long bike like the Breakout, you’d assume it’s built solely for straight-line performance—and you’d be sorta right. It’s definitely a rush to launch from a stoplight, especially in Sport mode when you get full power and the benefit of traction control; the throttle is smooth, and you’ll feel the pull on your arms as you wind it out, with accessible grunt coming on down low and holding to the midrange. It’s a snappier feel than we’re used to, though not necessarily stronger. With a power curve that is consistent, there isn’t much benefit to revving things out, so we spent most of the day short-shifting to stay in the meat of it, cracking the throttle on the straights to feel the top-end power. Clutch pull is still on the heavy side, but solid shift engagement from the transmission makes keeping this bike on the boil a cinch.

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As you might expect with that low seat and odd wheel sizes, handling is a mixed bag, and you need a good deal more muscle at the bars to lean into a turn, with heavy steering at parking lot speeds. Hairpins require even more attention, and as the bike rolls to the side you’ll want to gauge lean angle before the pegs hit pavement and your boot gets kicked off. But on higher-speed sweepers, the Breakout is fairly compliant, with the ginormous rear tire offering extra stability and the bike staying well planted.

All the Softails got a suspension reset this year, which means a retune of existing suspenders, and ride quality feels like an improvement; even though travel remains 3.5 inches at the rear, the springs are now straight rate (versus progressive), which better absorb harsher hits in uneven pavement.

Once you get used to the handling, you also get acclimated to the Breakout’s single front brake, which needs a bit more squeeze to get the nearly-700-pound cruiser slowed. Don’t look for much of a feel at the lever, though with time, it becomes more predictable.

For 2025 the Breakout’s changes feel more evolutionary than anything, but the bike definitely improves with every iteration. The new ride modes are a boon, the traction control is awesome, and for a visually dynamic machine right from the factory, complete with a rorty motor, solid performance, and a nice electronics package, there’s not much else like it out there.

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