Harley-Davidson Pan America in the driving report

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Harley-Davidson Pan America in the driving report

Harley-Davidson Pan America in the driving report
Arturo Rivas

Harley-Davidson Pan America in the driving report

Harley-Davidson Pan America in the driving report

Harley-Davidson Pan America in the driving report

Harley-Davidson Pan America in the driving report

28 pictures

Harley-Davidson Pan America in the driving report
Arturo Rivas

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The Harley-Davidson Pan America is more than just another adventure bike.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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It is a refreshingly bold statement from a manufacturer who had to move and does just that skillfully.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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The Pan America is live and far less powerful in color than it appears in photos.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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For reference: the traveling author measures 1.73 meters and felt that he was in good hands.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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There is plenty of space, the seat height (two positions) is moderate.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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Windshield: The pistol grip can be adjusted while driving.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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The 6.8-inch touch TFT display looks elegant and can be configured in a variety of ways.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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These positive basic attributes of Pan America can be found in all driving modes, just colored differently. The display can also use the app to navigate maps.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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The switch unit on the left side of the handlebars zaps through the coherent menu structure. Missed? The home button leads back.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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Music, phone calls and hands-free functionality are managed on the right. The traction control is switched off at the push of a button.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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The Twin measures 1,252 cubic meters, the cylinder angle is 60 degrees, the crank pin offset is 30 again, making 90 a sound.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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Four valves per cylinder, DOHC, roller rocker arm, variable valve control on inlet and outlet cams.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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the “Revolution Max” is a completely modern, high-performance, broadband all-rounder that is right in the middle of the class.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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The right side is his chocolate side. Towering heads indicate what’s inside: a lot of technology and a lot of performance.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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152 hp at 9,500 rpm and 128 Nm at 8,750 rpm.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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He finds the good compromise between pressure at the bottom, performance at the top, running smoothness and vehement revving.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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The overall focus is well hit at the Harley-Davidson Pan America.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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Appropriately, the standard version and special roll on 17 inches at the rear and 19 inches at the front. Michelin tires come as original equipment.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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The Special can be recognized by the additional headlights above the main headlights.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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Steering damper is only available on the Special. The steering lock is in an unfamiliar place.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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Adjustable clutch lever.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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Fuel cap.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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The rear of the Pan America is functional and actually rather slim: the luggage rack is quite small, and case holders are cleverly integrated.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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Finally, the Pan America went to the quarry.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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Especially on gravel, she benefits from the overall well-balanced balance.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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It uses its 190 millimeters of spring travel, gently but firmly accelerates and has non-slip detents.

Harley-Davidson Pan America in the driving report
Arturo Rivas

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The Harley-Davidson Pan America is a real travel enduro.

Harley-Davidson Pan America in the driving report
Harley-Davidson

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The standard version (front) will be available for just under 16,000 euros and the special version will cost a good 18,000 euros.

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Enduro

Harley-Davidson Pan America in the driving report

Harley-Davidson Pan America in the driving report
Clearly clears all cliches in terms of driving dynamics

The Harley-Davidson Pan America is more than just another adventure bike. It is a refreshingly bold statement from a manufacturer who had to move and does just that skillfully. You can read the first driving report here.


Johannes Muller

04/21/2021

It’s not just uncharted territory, that Harley-Davidson enter here. It’s a shark tank: nowhere is there such angry upgrading, nowhere is there so much high-tech in it as in the travel enduro segment. Based on this initial situation, the visual appearance of the Pan America is only consistent: The absolute face in the crowd, a statement on wheels with the greatest possible recognition value: “Look world, there I am. And I’m definitely not another GS!”

You can also read the Pan America driving report in MOTORRAD 9/2021 – including a comparison test of the BMW R 1250 GS, Ducati Multistrada V4 S and KTM 1290 Super Adventure.

The Harley-Davidson Pan America looks much less powerful live and in color than in the photos. Sure, as usual in the genre, you’re dealing with a full-blown thing. But it didn’t get out of hand, it seems almost manageable under you. For reference: the traveling author measures 1.73 meters and feels that he is in good hands. There is plenty of space and the seat height (two positions) is moderate.

Motor is broadband all-rounder

Now a big moment: a new engine starts for the very first time. The twin measures 1,252 cubic meters, the cylinder angle is 60 degrees, the crank pin offset is again 30 degrees, making a sound 90. Four valves per cylinder, DOHC, roller rocker arm, variable valve control on the inlet and outlet cams – no, that one “Revolution Max” is just not a typical one “Character engine”, no swinging, relaxed soul shaker. Instead, it is a completely modern, as will be shown, solidly high-performance, bottom line in the middle of the class of suitable broadband all-rounders. He finds the good compromise between pressure below, performance above, smoothness and vehement revving. The variable valve control certainly helps to make the usable speed range quite wide, gas commands are implemented with motivation. Criticism? The roughest treatment provokes a follow-up. Also subject to the reservation of the first impression: the 1250 will be somewhere between the BMW ShiftCam-Boxer, which is designed for extreme pulling, and the Ducati’s Granturismo V4, which is designed for extreme performance. Let it sink in: The Revolution Max is at eye level and is by far the most powerful engine that Harley-Davidson has ever built. In terms of sound, the valve train is particularly present, and a pump hums somewhere. The transmission shifts with contemporary accuracy, the clutch does not require a paw and understands slippery-hopping.


Harley-Davidson Pan America in the driving report


Arturo Rivas

the “Revolution Max” is a completely modern, high-performance, broadband all-rounder that is right in the middle of the class.

Pan America well balanced

The semi-active chassis of the one driven here also works competitively from a standing start “Special”-Variant of the Harley-Davidson Pan America. In the first few meters, the lower frame stiffness (supporting the engine) and noticeable flex around the steering head characterize the driving experience. This is more noticeable in slow maneuvers, but in no way harms the driving behavior. The handling is not just flawless, but flawless. At the end of a day of driving characterized by numerous weather phenomena, the main impression that remains is how well-balanced the Harley-Davidson Pan America looks as a whole.

Harley-Davidson Pan America in the driving report

traffic & business


Interview with Harley Germany boss Kolja Rebstock

The Pan America is a real Harley

read more

A cliche explodes in terms of driving dynamics

The overall center of gravity is good, the Harley-Davidson Pan America moves in a pleasing, articulated way. The steering behavior is neutral over wide areas, you find good basic stability, nothing locks, the lean angle is enough. In short, Harley-Davidson’s travel enduro goes easily where it should go. Of course, others will have the final say in terms of precision and feedback, but what is offered is more than enough. These positive basic attributes can be found in all driving modes, just colored differently: “Country road” means relaxed throttle response and good comfort. More than a side note: Showa’s suspension elements work well even with a sub-100 kilo crew. “Sports” makes you deadly serious. The throttle response becomes snappy, the dampers very tight, movement is effectively suppressed. Anyone who can now stand still and trust the unimportant Michelin Scorcher Adventure tire will be rewarded with an amazing driving experience: If need be, the Harley-Davidson Pan America, which weighs around 260 kilos, can be extremely (!) Quickly around the corner to bend. In terms of driving dynamics, this detonates a cliche. It’s impressive.

6.8 inch touch display and cruise control


Harley-Davidson Pan America in the driving report


Arturo Rivas

The 6.8-inch touch TFT display looks elegant and can be configured in a variety of ways.

Less surprising is what the Americans get up to infotainment at the home game: The 6.8-inch touch display looks extremely elegant and can do everything you need, for example map navigation via an app. And of course a lot more. The operating logic works, the buttons are okay, essentials such as cruise control, heated grips and TC-Off are directly assigned. Some of the minor ads are way too small.

Freeway with the Pan America

What else would be of concern and to be checked in a single day? Harley avoids the common mistake of installing too much windshield, the adjustment option while driving works with the pistol grip. We were able to test the wind protection on a fast stretch of the motorway, it is appropriate – but the non-braced Plexiglas flutters a lot from 160 km / h. When it comes to straight-line stability, the Harley-Davidson Pan America does not show any weaknesses, as well as in terms of brakes: Brembo above (radial pump) and Brembo below (four-piston fixed calipers), it decelerates strongly. What is noticeable is the extremely good modularity of the system during a relaxed journey, with an unrelaxed journey you need a hands-on right at the back. Nevertheless: modern here too.


Harley-Davidson Pan America in the driving report


Harley-Davidson

The Harley-Davidson Pan America will be available in the standard version (front) for just under 16,000 euros and the special version will cost a good 18,000 euros.

With the travel enduro in the quarry

Finally you get lost in a disused quarry. To play that joke that we would never dare with our own equipment and to misunderstand a travel enduro as an enduro. Verdict? With the right footwear, you can do a lot, if not to say far more than necessary. The off-road driving aids (here two modes) are the only point where the Pan America does not quite reach the class standard. But also and especially on gravel, the motorcycle benefits from the overall well-balanced balance. It uses its 190 millimeter suspension travel, goes gently but firmly on the gas, has non-slip detents and as “Special” Steering damper and stable engine protection. Is the Pan America a real Harley? Judge each for himself. It has proven that it is a real travel enduro.

Harley-Davidson Pan America Prize

The Harley-Davidson Pan America will be available in the standard version for just under 16,000 euros and the special version will cost a good 18,000 euros.

opinion poll

What do you think of Harley’s entry into the travel enduro segment?.

Voted 1127 times

Respect! They have courage at Harley, you have to give them that.

Well finally! It was high time that a fresh wind blew through.

I am still skeptical, but very interested.

Doesn’t work at all …

Conclusion

Functionally competent throughout, with amazing driving dynamics, the Harley-Davidson Pan America breaks cliches. There is real connoisseur behind the wonderfully self-confident face.

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