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New Models
BIKES: 2013 Harley-Davidson CVO Breakout
With enough chrome to blind you, a tank and fenders done with a 10-step sanding process, and the power of the Twin Cam 110B, the 2013 CVO Breakout is Harley’s rockin’ new Softail.
The tank of the 2013 CVO Breakout goes through 10-steps of sanding, then three rounds of hand-polishing to bring out the luster. (Photo: MotorcycleUSA.com)
Harley’s newest Softail, the 2013 CVO Breakout, continues the ultra premium, long and low precedence set by the 2003 Screamin’ Eagle Deuce and CVO Springer. Everything within the stretch of its 67.5 inch wheelbase has been chromed, its gator-patterned seat looks pleasingly low at 26.3 inches and the hand-polished steel is simply stunning. The tank is one of the sharpest-looking factory tanks I’ve seen from The Motor Company in a long time, from the tidiness of the flush-mounted console to its braided-steel vent lines arcing over the front. The 21-spoke cast aluminum Turbine wheels, its pattern carried out to the edges of the wheel, are the best of the CVO bunch. All this and the potent Twin Cam 110B with a Heavy Breather intake spooned between its frame rails. It’s no wonder the Breakout not only looks racy, it sports the best power-to-weight ratio of the CVOs.
The 2013 CVO Breakout has the same chassis as the production Rocker Softail but sports different suspension settings. Its fork is 1.75 inches wider to accommodate the new 21-inch front wheel. It also utilizes different springs and damping which pays big dividends because the suspension and steering on the CVO Breakout are nothing close to the rigid-feel and heavy steering of the Rocker.
Pulling out of the lavender-lined roads of Carmel Valley Ranch, a little finesse is required during clutch release because the lever is tight and it takes a few launches to get the feel for the point of engagement. One you’ve got the friction zone dialed in, the CVO Breakout lunges out of first with a gratifying amount of torque. Though we’d like to stretch out more gears, tourist traffic is keeping bursts of self-indulgent runs through the rev range to a minimum, but the lower gears pull with such aplomb that a firm grip is needed on the bars.
Regarding bars, the arrangement on the 2013 CVO Breakout are set out just beyond shoulder width. It’s an honest stretch to the forward-mounted controls and the body positioning tilts slightly forward. The 3.5-inch/21-inch combo on the front with a 130mm tire is a first for Harley, the tall front hoop stuck out at a deceptive 37-degree rake angle despite looking like they’re it’s tucked in closer to the frame’s downtubes. The tall front is balanced by the wide backside, a stubby fender and small bullet lights leaving a clear view of its meaty 240mm rear. Moving the license plate to the side helps, too.
As the roads begin to wind and climb along California’s Pacific Coast, the bottom-end grunt of the 1803cc TC110B keeps downshifts to a minimal. The 2013 CVO Breakout is steady when put on edge and holds its line well, but the 240mm rear limits quick transitioning as the center of gravity feels biased toward the wide rear wheel. The bike’s also slung so low that its pegs will start to grind even though the chassis could easily handle more lean angle.
As Hwy 1 rises a thousand feet above the pounding surf below, streams of morning mist are shooting up the cliffs and rush over us with a chilling breeze. With narrow roads and plenty of elevation changes, having the added security of standard ABS is reassuring. The big bore engine provides plenty of engine braking as the road leads down the mountain. The feel of the four-piston fixed front is reassuring on thoroughfares that aren’t kind to mistakes, but a bit more power to the two-piston floating caliper on the rear would be all right by us. The ABS assists the rear but continues to exert a noticeable pulsing when pushed firmly.
For the rest of this article visit MotorcycleUSA.com
The 2013 CVO Breakout has the same chassis as the production Rocker Softail but sports different suspension settings. Its fork is 1.75 inches wider to accommodate the new 21-inch front wheel. It also utilizes different springs and damping which pays big dividends because the suspension and steering on the CVO Breakout are nothing close to the rigid-feel and heavy steering of the Rocker.
Pulling out of the lavender-lined roads of Carmel Valley Ranch, a little finesse is required during clutch release because the lever is tight and it takes a few launches to get the feel for the point of engagement. One you’ve got the friction zone dialed in, the CVO Breakout lunges out of first with a gratifying amount of torque. Though we’d like to stretch out more gears, tourist traffic is keeping bursts of self-indulgent runs through the rev range to a minimum, but the lower gears pull with such aplomb that a firm grip is needed on the bars.
Regarding bars, the arrangement on the 2013 CVO Breakout are set out just beyond shoulder width. It’s an honest stretch to the forward-mounted controls and the body positioning tilts slightly forward. The 3.5-inch/21-inch combo on the front with a 130mm tire is a first for Harley, the tall front hoop stuck out at a deceptive 37-degree rake angle despite looking like they’re it’s tucked in closer to the frame’s downtubes. The tall front is balanced by the wide backside, a stubby fender and small bullet lights leaving a clear view of its meaty 240mm rear. Moving the license plate to the side helps, too.
As the roads begin to wind and climb along California’s Pacific Coast, the bottom-end grunt of the 1803cc TC110B keeps downshifts to a minimal. The 2013 CVO Breakout is steady when put on edge and holds its line well, but the 240mm rear limits quick transitioning as the center of gravity feels biased toward the wide rear wheel. The bike’s also slung so low that its pegs will start to grind even though the chassis could easily handle more lean angle.
As Hwy 1 rises a thousand feet above the pounding surf below, streams of morning mist are shooting up the cliffs and rush over us with a chilling breeze. With narrow roads and plenty of elevation changes, having the added security of standard ABS is reassuring. The big bore engine provides plenty of engine braking as the road leads down the mountain. The feel of the four-piston fixed front is reassuring on thoroughfares that aren’t kind to mistakes, but a bit more power to the two-piston floating caliper on the rear would be all right by us. The ABS assists the rear but continues to exert a noticeable pulsing when pushed firmly.
For the rest of this article visit MotorcycleUSA.com
2013 Kawasaki ZX-6
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