HARLEY-DAVIDSON
Pan America 1250: off road test
The surprise and the exclamation are still established among all because we continue to have the same question since we learned that Harley-Davidson would make a trail. Country route with a Harley? We address the answer...
MODERN...The Pan America is like a classic dish reinvented, modern, something like free-range chicken in pepitoria but with crispy ridges. That is to say, forget the idea that this Harley is the one that many of you think, the usual custom or road bike, that you don't even think it can go through the field, due to "pouting" engine response as well as suspension or braking touch.
The Pan Americas are powered by a completely new engine dubbed the Revolution Max, which is a huge step forward for the brand in terms of technology. It is a V-twin with an angle of 60 ° and a displacement of 1,250 cc. It seeks to be a very elastic engine in its response and to leave room for the legs. The cooling is liquid, it is not the first HD that mounts it because models such as the VRod or Street 750 already have it.
The variable valve timing system modifies the timing of the camshafts separately.
A particular detail is that the crankshaft is set at 30° -smooth and progressive power delivery-, so that the engine's pulse is similar to one that has an angle between the cylinders of 90° -better traction in off-road use- . To eliminate vibrations, there is a balance shaft inside the engine, which is complemented by another in the front cylinder head. The distribution system has two camshafts in each cylinder head and four valves.
The electronics are present, and it has a six-axis IMU that allows many help systems to be incorporated. In addition to driving modes, 4 programmed (Sport, Road, Rain and Off Road) and one customizable, traction control -disconnectable and with cornering functionality-, retention control, cruise speed, and hill start, as well as and ABS for cornering (with two performance modes, normal and sport, as well as an off position that disconnects the rear).
FRAME...The frame of the Pan America is made up of three independent parts, which are bolted to the engine, which in turn has a load-bearing function. There are three subframes: front (steering column), intermediate (serves as an anchor for the rear suspension) and rear (steel).
The swingarm is made of cast aluminum. The rims are 19” and 17” alloy, tubeless, fitted with Michelin Scorcher Adventure tires or, as an option, the more off-road Anakee Wild, which this unit was mounted on (in both cases they have the Harley-Davidson brand name engraved on them). the eraser). The HD PA has two types of rims, available, with spokes and sticks, in both cases tubeless.
The 6.8” touch screen, liquid crystal, configurable in its presentation, allows connection via Bluetooth to the driver's and passenger's devices and includes its own navigation system. It has lighting with different shades of light during the day and at night, and its viewing angle can be adjusted -it is attached to a reclining support-, varying the pilot's plane of vision depending on whether he is sitting or standing. This HD has a USB socket.
Remember that it is sold in two versions, the one we tested (standard) and the Special with more equipment such as semi-active suspensions, also Showa, which adjust electronically with programming designed by Harley, and select the preload according to the weight of the occupants. The Special includes a steering damper, tire pressure control, a center stand, a brake pedal with adjustable toe in two heights, side fenders, and an aluminum skid plate. It mounts cornering headlights, heated grips, rigid handlebar covers, spoked rims and an extra programmable driving mode.
CAMPERA...At the controls I feel comfortable on the saddle although the handlebar is somewhat separated, so those who do not have long arms will not feel entirely comfortable, riding in the field sitting down, while standing up it convinces me. Pedrero tells us that "he goes flat and has a straight back, even though I'm tall and big."
The narrow engine and the good lines of the 21-liter tank that provide great autonomy, facilitate movement, and the body is well positioned both standing and sitting. Three aspects to point out: the current cut-off control, with cam, is easy to handle but in off-road use it is somewhat exposed to being activated involuntarily. The left control unit is handled comfortably, but the high beam button protrudes too much and in the field we turn it on unintentionally.
It is enough to start the engine to discover that it does not have the classic "pof pof" of the motorcycles of Milwaukee; this sounds modern.
The instrumentation is difficult to read, due to the size of the letters and graphics as well as the distribution of information. And there are some parts exposed to knocks/breaks such as the ignition coil, the front brake fluid reservoir... Oh, and the lever covers come off their fixing to the ends of the handlebars, easily.
It is enough to start the engine and listen to it to feel that it is not the same sound as always from Harley. It doesn't have the classic "pof pof" of Milwaukee motorcycles, it sounds modern... Pedrero tells us that "at first I saw the motorcycle and I told myself I had to try it and give my opinion. I adapted quickly, I haven't changed anything. The engine is surprising, it's wow, you're blown away to be a Harley, and how fast you can go."
It is true that when using the first engine one can expect the classic response of an HD, with a lot of torque, but not fast rises in revolutions and, much less, with stretch. None of that happens and this engine surprises: clean, progressive reactions, with good control of the 141 CV -measured on our bench- through the gas and the different driving modes. The 1250 works effectively, even showing an unexpected “racing” character, with thrust and revs throughout the power band.
We didn't think that you could shoot so well with a Herley through the field.
We couldn't imagine taking a Harley up to 9,000 rpm, with thrust, and without our fillings falling out. With a solid elasticity that allows the gears to withstand -they are used for the field-, and with a precise change, although with a hard touch of the selector -it conditions the rapid change of gears.
The clutch works perfectly, although in the field if we abuse it it gets tired, and the engine shows a great road capacity, very comfortable to use. Also taking advantage of modern electronic elements such as cruise control -did anyone ever imagine using this on a Harley?-. There are no jerks in the response, there are no rough edges, there are no buts to put on this successful engine that has ambitions and that shows a Harley essence in a modern format. Very comfortable is the handling of the driving modes on the go and even with active cruise control. By the way, Pedrero had his custom mode, without traction control or ABS connected.
In the field this HD, surprises. He didn't think she could ride a Harley so well down the slopes, without scares. The PA asks for kilometers, also off road, with an engine that provides. Pedrero points out that "it is elastic, responds progressively, and speeds up the revs. It does not have to envy other high-displacement trail bikes in terms of power, response, thrust... And I say this with knowledge because I have tried them all ".
The cycle part is not out of tune, with a lot of poise and although it is long between axles, it has good agility/handling. Pedrero says that "I have done everything, tracks, paths, gravel climbs and descents, even open trials... And it works well." Step with absolute confidence on both trains, the front wheel always provides positive information and asks to squeeze the bike, counting on sincere support in the curves. Full confidence in a frame that does not put you in trouble, and is noble.
On the field it provides sensations of trusting it, with poise, and on tracks, especially with good ground, the bike allows you to ride very quickly. Without being the most rugged trail, the answer is convincing, and even asks to go further, especially because at first, you roll with a certain skepticism, with caution.
The Showa suspension is consistent, feels direct and predictable. It has a solid capacity to absorb and support the weight of the bike, although if you push it out of control, then it shows its shortcomings - if you jump a lot, you bump, normal.
CONCLUSION...This model breaks barriers and breaks myths. The brand defines it as "2-wheel multipurpose tool built to last, designed to explore and technologically ready for anything. When touring becomes adventure." It really surprises with its capacity and it is a motorcycle that must be tried to break prejudices. It works very well and you can go very fast on land. The engine is sensational.
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