Menus
- The wild equid
- V-Twin Revolution Max, 1,252 cm3, 150 hp, 128 Nm, from 15,990 euros
- Discovery
- Pan America 1250 Special Equipment
- In the saddle
- In the city
- Motorways and expressways
- Departmental
- Excluding bitumen
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- The Harley-Davidson Pan America video test
- Conclusion
The wild equid
V-Twin Revolution Max, 1,252 cm3, 150 hp, 128 Nm, from 15,990 euros
On the vast plains of America in the early 1900s, the asphalt roads of the Americas were largely traveled by horse. But soon, too, on a motorcycle. So you needed solid and at least comfortable machines to get around. "Riding" gives moreover the horse origin of the principle, then declined to the two-wheeled vehicle. But the first idea remains there: to find one’s way in more or less wild spaces.
The Harley-Davidson brand’s connection to the land primarily evokes the Dirt Track competitions and the Motor Company’s XRs that have been engaged over the decades since the 1960s. But the Milwaukee firm has other feats of arms , less known, which give it a certain legitimacy in offroad or, more precisely, in displacement any way. It is the motorcycles produced for the US army that predominantly prelude to this evolution with barely modified and more or less probable variants of the road models. We then see the appearance of the Model 17F and 17J with the First World War, then the WLA (and XA prototypes), emblematic of the liberation of Europe with the Second World War. Harley-Davidson’s first true civilian off-road motorcycle then came along with the 1958 XLCH Sportster – "CH" stands for "Competition Hot". This model is then a precursor of current motocross, especially with deep tread tires for rough terrain. The Harleys will be entered in many competitions and events on mixed surfaces..
WWII Harley-Davidson WLA Squadron
Any manufacturer knows how to transcend its history and HD, with its LiveWire had already announced changes. But the Pan America 1250 marks another turning point in the evolution / revolution of the brand. This big American trail is a total novelty, from the top of the bubble to the end of the rear tire.
Improbable when it appeared as a prototype in 2019, it nevertheless signs an essential mutation of the Wisconsin brand. And its surname alone evokes one of the most fascinating journeys that exist: The Pan-American with its expressways that cross the continent from north to south, from Alaska to Argentina..
Harley-Davidson Pan-America 1250 Special review
Harley has declined its Pan in two versions with the Standard and the Special. We focused our test on the Special, along a mixed route on the hilly roads and paths of Vaucluse. A space of freedom for our mount in thirst for virgin space and a vast horizon.
Discovery
To face nature and history, you need arguments, stature, personality. The Pan America 1250 is the translation. American style. Original, it draws from its history the stylistic codes of its lines by energizing them with new forms. What strength! Rustic, it imposes new codes. New headlights themselves, because it is its shark nose encircled with 30 Daymaker LEDs that first grab your retinas, protected at the bottom by a bent metal bar. On the Special model there is also a superior optic for adaptive lighting. Three additional LEDs gradually intensify the lighting on each side according to the angle of inclination of the motorcycle: 8, 15 and 23 degrees. The whole gives an unparalleled light signature. The whole is dominated by large deflectors framing an adjustable screen in four positions and 45 mm using a lever. The headlight’s beefy trim beats the equally massive volumes of the 21.2-liter aluminum tank. Long, barely notched, it tapers sharply at its junction with the saddle and almost bears the Harley image on its own. In its extension, a large pilot saddle with ergonomic cutouts doubles as a wide and attractive passenger seat. Dominating the driver’s seat, it is surrounded by a large grab handle forming a luggage rack and integrated luggage racks. A discreet rear light concludes this long stern attached to a tubular aluminum trellis frame which supports the accompanying bolted footrests.
Harley-Davidson Pan-America 1250 Special headlight
The American trail is based on a necessarily new hybrid chassis. The front part integrating the column is based on a welded aluminum trellis, connected to two forged plates of the same metal. This structure incorporates a completely new and ultra-modern V-twin as a load-bearing function. The Revolution Max, the technique of which is detailed here, is moreover aptly named. Liquid cooling, cylinders open at 60 °, double balancing arm, variable valve timing … Milwaukee is changing its habits with this 1,252 cm3 engine which delivers no less than 150 hp at 8,750 rpm and 128 Nm at 6 750 turns. These values propel the Milwaukee stilt-walker into the fight with the tenors of the sporty maxi-trail segment, the Ducati Multistrada V4 S and KTM 1290 Super Adventure! Without complexes.
The new V-Twin Revolution Max
The set is of course packed with assistances piloted by an inertial unit which, depending on the engine mode selected (5 on the standard, 7 on the Special), influences the response of the ride-by-wire accelerator, the engine brake, ABS, traction control and even piloted suspensions for the Special.
Harley-Davidson Pan-America 1250 Special
The breath of the twin flows into two manifolds adding to the aesthetics of the model. They slip under the machine towards a raised silencer, a little too sober in its volumes and elongated. We note, on the Special, a protective aluminum shoe. Strange, it allows the regulator to exceed, thus placed on the front line to receive the various projections ….
Muffler of the Harley-Davidson Pan-America 1250 Special
Slightly arched, discreet, the swingarm in cast aluminum entrusts its movements to a Showa shock absorber with separate reservoir. Fully adjustable and mounted on rods. We would have appreciated a hydraulic preload adjustment dial. The fork from the same manufacturer is an inverted model of 47 mm, adjustable in any direction. On the Special version, these elements are under electronic control and their semi-active operation depends on the chosen piloting mode. The software is developed by Harley. The vehicle’s load control system detects the on-board weight to automatically adjust the rear preload. The movements of the elements are 190 mm. A steering damper is also fitted on the Special version.
Harley-Davidson Pan-America 1250 Special steering damper
The Pan America benefits from a geometry in accordance with the requirements of the segment. 25 ° column angle, 108mm trail and 1580mm wheelbase give the US trail values that maintain good theoretical agility, but still maintain good stability. Approval and security at all times to carry the 245 and even 258 kg of the Pan America Standard and Special. Very reasonable figures and within the segment average (249 kilos for the 1250 GS and 268 in its Adventure version).
The standard version of the Pan-America 1250
And to stop these masses, Brembo monobloc front calipers with radial mounting and master cylinder and 4 pistons bite the 320 mm discs. The rear retarder, single piston caliper, grips a frête of 258 mm. Importantly, these elements are combined, thus ensuring optimized decelerations and better management of mass transfer. In addition, ABS under inertial control adds to safety.
Harley-Davidson Pan-America 1250 Special spoke front rim
The assembly thus keeps finely under control the rotation of the aluminum rims with five spokes or tubeless spoked (option 500 €) of 19 and 17 inches receive Michelin Scorcher Adventure in 120/70 and 170/60.
Without unnecessary frills or dressings, the Pan America hardly suffers from lack of taste. We blame him for a fan too present on the left side, the pods too visible. Still on the same side, the spark plug cable distributor strangely combines with the less fluid volumes of the twin. Hoses, cables and other wires are however well integrated. Metal and plastic surfaces are flawless and the aesthetics of the twin, largely emphasized, enhance the machine. The overall contrast of solidity / modernity works positively in full. But on this state-of-the-art machinery, we are surprised at the maintenance interval of only 8,000 km.
Harley-Davidson Pan-America 1250 Special tail light
Pan America 1250 Special Equipment
Aluminum skid plate protects motor base from impact.
Side protection bars protect the radiator in the event of a fall.
Steering damper enhances handlebar stability.
The brake pedal can be varied between two positions to improve control and comfort for the rider when standing.
Advanced Daymaker Adaptive Light Headlight using IMU. Three additional LEDs on each side, light up in sequence and gradually depending on the angle of inclination of the motorcycle: 8, 15 and 23 degrees. These lamps even increase their power gradually so that the lighting intensifies gradually and smoothly.
Differences in equipment between standard and Special versions
In the saddle
The Milwaukee horse is not a pony. Small size, take out the heels. With its hints of tough adventurer, the Harley trail admits a build accordingly. In the standard version, it places its pilot seat very high at 894 mm in the high position, 869 in the low adjustment. The Special model is more accessible with 875 and 850 mm. Notches on a plate attached to the tank allow this height to be easily adjusted. The arch of the leg is not the narrowest, but still allows correct access to the machine … for people over 1.80m.
The Harley-Davidson Pan-America 1250 Special
Do you remember the GS? not at BMW, at Citroën? The car rose and fell. Well Harley brought the system to the bike !
The ARH (Automatic Ride Height) option lowers the motorcycle up to 3 cm (depending on the current setting) as soon as the ignition is switched on, reducing the preload to a minimum before you get into the saddle. A unique help on the market and welcome for the youngest, priced at € 660. I haven’t felt this system all the time for two reasons: the first, my eighty-four-foot-long breaks off the Pan America high neckline quite well. The second, the regulation intervenes at the start and at very low speed before stopping and can be implemented quickly or more slowly, or automatically. In function, we can therefore find ourselves in the low position before placing the boots on the ground. A blinking icon indicates this action. After starting and in a few meters, the motorcycle then regains its standard ground clearance.
Far enough away from the seat, the sheathed footrests allow reduced leg flexion. Perched on long trigger guard risers, the variable diameter handlebars dominate a triple tree that deserves to be more elegant. The back straight, the arms come to seek rather high handles. The 1250 Special offers standard heating elements and hand guards. The levers are adjustable in spacing.
Console of the Harley-Davidson Pan-America 1250 Special
Containing their atrophy, the commodos, not backlit, are covered with buttons and push buttons to control the functions of the machine. In front of you, a large 6.8-inch TFT screen with a glare-free surface, tilting, touchscreen when stationary, allows you to control the wide range of information and assistance from Pan America. These include the icon of the chosen driving mode, tachometer, tachometer, gear indicator, odometer, fuel gauge, engine and ambient temperature gauge, clock, odometer, two partial, range, low temperature warning light , kickstand extended indicator light, tilt alert and cruise control. The settings for each assistance can be personalized in the appropriate mode (s). Via Bluetooth, you can connect your smartphone to enjoy efficient navigation (via the Harley-Davidson app only) or to make calls and listen to music. The interface deserves simpler ergonomics in its submenus, multi-way scrolling and above all direct access to traction control. The information stands out well, both on a white and black background. But the change of control modes is very fast and adjusts all the machine parameters in less than two seconds. Also, you can deactivate the unused modes to simplify the possibilities. It is also possible to reduce the display to tachometer and tachometer + safety information. The engine speed is thus much more readable. Finally, a USB-C socket is located on the left side of the instruments.
Harley-Davidson Pan-America 1250 Special TFT speedometer
In the city
It’s a great time to awaken a new mechanic. The Revolution Max V-twin’s tone is deep, but metallic, without the usual depth of air-oil tumbled twins. Normal, its architecture, its components, its performances give it a specific voice that we will have to get to know; and enjoy. In addition, in Euro5 format, the standard exhaust does not flatter the ear more than the standard allows …. But the optional house silencer already largely boosts the vocalizations of the Harley unit.
Standard Harley-Davidson Pan-America 1250 review
The first locks with a light click and the US trail takes off quickly. We are quickly seduced by the softness of its evolutions. The balance of the Pan America 1250 is immediately noticeable. Certainly, weight and volume are substantial, but its geometry and the distribution of masses make its handling obvious. Although imposing, the maxi-trail steers short and navigates intuitively through traffic. Its wide-field mirrors are vibration-free at any speed. Gearbox, selection and clutch work with the same gentleness and the American steed shows remarkable docility. Injection and electronics discipline the two large bowls, letting the big twin pick up at 2,000 laps in fifth, around 50 km / h without hiccuping. A good horse in an urban area, our mount aspires to more horizon and the great outdoors, at a triple gallop.
Motorways and expressways
A spur of the moment and the Pan America roared seriously, almost sportingly, dragging the crew along easily, helmeted hair blowing in the wind. Yes, even with the bubble in the up position, the helm gets quite a bit of air. Too flexible and / or not vertical enough, its too small amplitude limits protection a little. In addition, its handling is lacking in evidence. Too bad, because the bust and shoulders are well protected, as are the legs. Only the arms will quickly take the rain.
The Harley-Davidson Pan-America 1250 Special on the fast track
Capable of more than 230 km / h, the Harley trail vibrates more noticeably at high revs, but without being unpleasant. On the contrary, the waves are just wider. Good vibes, good mood. Well, it’s not pure HD, it’s much more dynamic of course, but the new block ensures its own score with accuracy.
At the legal motorway, the block is at half of its maximum rotations of 9,500 laps on the last report. Speed regulator engaged (standard on both models), we dawdle while watching the landscape pass by. History to identify more quickly an exit towards a more adventurous and wild ground.
Departmental
Road mode engaged, the Harley trail shows one of the most engaging dynamics. Surprising even, because unheard of on a Milawaukee machine. And it’s not only its twin that impresses, but also the overall consistency of the machine. Neutral and easy to handle, she likes it when the pace picks up. Comparing a twin-cam and the Revolution Max is like comparing fifties rock and its 21st century version. Both have charm, but the latter is much more evolved. And the fast chanting of the V60 is a testament to its precise operation, its remarkable performance. Widely available from 4000 revs on the intermediates, the V-twin likes to be whipped and gratifies the crew with a surge of fat torque beyond 6000 revolution minutes. On this value and beyond, the block changes its face to be almost sporty. It doesn’t have the earthiness of a KTM 1290 Super Adventure, nor its roughness. Rounder, it has an appreciable elegance of operation. Its unique sound combines with that of its 11-liter air box, which resonates with seductiveness..
Harley-Davidson Pan-America 1250 Special road test
Perched on the attack on my steed, I pitched up and down, lamenting the lack of a shifter. The precise, quick and smooth selection does its job perfectly, but up and down gears on the fly would be even more enjoyable. Both on the road and off-road. Under the copious thrust of the twin, the turns come quickly. But the radial calipers respond, putting the fork to the test. A little quick when taking the lever, the stroke is then finely managed by the electronics which also regulate the lift of the rear axle. Especially in Sport mode where mass transfers are particularly well managed. With its adjustable engine brake, the Pan America slows down that much better, and the anti-dribble clutch likes to binge on gears. We can therefore adopt a dynamic rhythm, while keeping in mind the mass of a maxi trail. But the electronics work seriously and keep the bike in line even under the strongest decelerations. And engaging the brakes at the angle does not generate any movement. Neutral, the US horse naturally dives into the angle, reacting to the injunctions of the reins and stirrups. Handlebars and footrests? As well. In short, we wedge the machine on the side of his Scorcher to better scalp their rubber when going around. 128 Nm of torque get them down on the rind before the 150 wild canassons surge towards high revs. In addition to its strength, the twin has length. Millimeters, injection and accelerator leave perfect control at all times, especially in curves. Also, the difference between the piloting modes is significant. In the rain, we appreciate the dedicated profile, monitoring more finely traction and glide and effectively smoothing the sparkling character of the twin. On the contrary, the Sport mode allows to benefit from all the expressiveness of the V-twin reducing the assistance and adjusting the damping accordingly.
Virolos with the Harley-Davidson Pan-America 1250 Special
In fast coiled riding, you suddenly realize that it is indeed a Harley-Davidson that you are taking. Almost incredulous, we realize the culmination of the Milwaukee trail. With more road tires, we could still force the pace just to file the caliper. Efficient and safe, Pan Am ’is seductive. And the contained width of its rear tire helps to change the angle, despite the masses placed a little high.
The standard Pan-Am 1250 on a curve
At a slower pace, we appreciate the remarkable comfort of the seats and suspensions. On the poor surface of mountainous roads, the American knows how to heal her pilot and absorbs most of the inequalities with talent.
A quick test of the standard Pan America 1250 model shows a certain flexibility of suspensions and more marked mass transfers. Logical, but the elements will have to be adjusted to allow a finer committed piloting. Advantage of these mechanical elements, the road feel is a little finer.
The 1250 Special on a curve
Excluding bitumen
With its mixed Michelin Scorcher Adventure envelopes, 80% bitumen, 20% earth (1st Scorcher model unveiled in 2009 before this version of this year), the Harley Pan America tackles an off-road of wide tracks and a small path not too brittle without sweat. . But it is also its ergonomics conducive to all terrain that we note. Standing on the footrests, legs tight around a narrow machine and gloves ideally placed on a high handlebars, you are ready to trace the virgin ground. The tank perfectly wedges the legs and leaves good control of the bike at the footrests and the handlebar ensures efficient guidance of the front axle. Although its masses are not very high, the appreciable balance of the US trail allows slow evolutions or tight maneuvers without suffering. Obviously, weight and height can quickly embarrass the novice.
Harley-Davidson Pan-America 1250 Special off-road test
In Off-Road plus mode, traction control and rear ABS are deactivated for a more engaged, efficient ride. Excluding bitumen, precise injection is also an asset for controlling the character of the twin. Easy to set up, because linked, the engine / assistance / suspension assembly gives real ease at all times. The most experienced will be able to go on an adventure with real possibilities of crossing.
The Harley-Davidson Pan-America 1250 Special on the roads
Part-cycle
Chassis and suspensions give the 1250 Pan America constant efficiency. Its geometry with a dynamic profile makes it possible to take full advantage of its demonstrative mechanics. Stable, it retains good agility in the winding. The balance of the machine is reassuring in all circumstances. The whole gives an intuitive handling and remarkable comfort both on and off the road. The premium chip damping ensures a perfect bond to the ground, even if the fork dips a bit quickly at the start of the race.
Harley-Davidson Pan-America 1250 Special shock absorber
Braking
Stalled on its trajectory, the Harley-Davidson Pan America 1250 can enter turns on the brakes without movement and without freezing the steering, leaving full latitude to its pilot to correct its line. Powerful, the front calipers take the inertia of the machine at good speed without too much difficulty. Perfectly dosed with the lever, their strength is enduring and leaves the front axle fairly neutral in its reactions. The rear element is remarkably modular, providing essential additional guidance in curves.
Harley-Davidson Pan-America 1250 Special Brembo caliper
Comfort / Duo
Wide, long, the pilot’s seat allows good recoil for the taller. Thick, it combines with suspensions to deliver great comfort at all times. The passenger is also well accommodated, but its too angular grab handles can become painful when piloting engaged.
You can equip your frame with flexible or rigid suitcases and top cases such as adventure or profiled to go far away. Each element carries 10 kilos of layette.
Harley-Davidson Pan-America 1250 Special seat
Consumption
When driving vigorously for almost 2/3 of the test, fuel consumption rose to 7 liters per 100. An acceptable value for a machine of this capacity. We can greatly reduce this average in more standardized driving for a range approaching, or exceeding, 300 km, at a cooler pace..
The Harley-Davidson Pan America video test
Conclusion
Undisputed star of custom, chrome and biker attitude, Harley-Davidson is now building a new profile. Additoinal. Because if the adventure can be lived on the tarmac, it can also be expressed well above and with versatility. Reconnecting with part of its original genetics, Harley dares trail running with its Pan America 1250. Its false aesthetic rusticity combined with its assertive modernity gives the American horse remarkable efficiency. Only its height can disconcert the less grown-ups. On a very personal level, I would have preferred a road machine with piloted suspensions and an R version more intended for the off-road. But this first version is a real success.
And its price is just as engaging. The standard version charges € 15,990 for black, € 300 more for one color. Our Special model is priced at € 18,290 in dark version, € 400 more in colored tint and € 600 for the owl in orange and white livery.
The Harley-Davidson Pan-America 1250 Special on the road
Opposite ? Two competitors, two V-twins, broadly comparable in engine, personality and price. The European is called KTM 1290 Super Adventure and claims € 18,599. More sporty and technological, the interface of its electronics is superior to that of the American. The other is the Suzuki V-Strom 1050 XT, asking for just € 14,599. Surprising, the Japanese is certainly full of more quality of traveler than horses and is worth the detour. So why not compare with the 1250 GS? Because of its flat-twin, the gimbal, the telelever, a much higher price and a very different philosophy in the end..
Authentic, stylish, original, the Harley-Davidson Pan America 1250 is one of those models that one must try. To rub shoulders with motorcycling history. Mechanical and conceptual revolution within the Wisconsin firm, revelation in the segment, this trail could very well seduce you as it differs, dynamically, from the usual production of the American brand. True to its past and honest about its future, the Motor Company delivers a successful and attractive machine. Are you characterized by modern adventure, efficiency and personality? You have found the machine in your image.
Strong points
- Strong aesthetics
- Personality and engine availability
- Dynamic performance
- Intuitive cycle part
- Balance and distribution of masses
- Quality of suspensions
- Configurable electronic assistance
- Ergonomic instrumentation
- Backlit switches
- Quality of finishes
- Overall dynamic efficiency
- Comfort
Weak points
- No remote damper hydraulic preload thumbwheel
- Crutch too short and vertical
- No shifter, nor optional
- Commodos not backlit
- Small TFT Info
- Protection of the screen on the helmet
- No adaptive regulator option
The Harley-Davidson Pan America technical sheet
Test conditions
- Itinerary: winding roads with variable surface, wet and dry, Offroad
- Weather forecast: sunny, 8 ° to 14 ° C
- Mileage: 360 km on road and offroad passages
- Problem encountered: ras
Test equipment
- AGV AX9 Carbon Helmet
- Dainese Centauri GoreTex Boots (offroad)
- Vanucci Okovango II set
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