The parking area of the Harley-Davidson dealership near Portland was crowded with the familiar sight of cruisers and touring bikes. Riders on their low-slung machines were gathering for an event, despite the chilly November rain. As a staff member wheeled out the bike I was there to test – the Pan America Special – it immediately drew attention. In a sea of chrome and glossy paint, this black and grey machine looked purposeful and robust.
I must admit, I anticipated some skepticism. However, the reaction from these Harley faithful, many who looked more accustomed to asphalt than dirt, was genuinely surprising. “Can’t wait for mine to arrive,” a biker sporting a notorious local club patch exclaimed with real excitement. Another chimed in with a touch of disappointment, “I’ve put down my deposit, but they’re saying June before I can get one.” Others circled the Pan America, snapping photos and examining its features: aluminum panniers, crash bars, wire-spoke wheels, and auxiliary lights. “That thing looks f***ing fun,” a large, bearded rider remarked, the kind you’d think twice about crossing. “Where are you planning to take it?” he inquired. I explained my hopes to ride to the coast and perhaps venture into the mountains if the snow held off. “Don’t let the snow stop you, man. Looks like you could go anywhere on that,” he said, eyeing the knobby tires. “I’ve heard about it, but this is the first time I’ve seen one up close. It’s cool. I might just have to get one.” This sentiment of acceptance, even enthusiasm, was a recurring and unexpected theme.
This positive reception, even excitement, from die-hard Harley enthusiasts for what is arguably the most un-Harley Harley ever created, is just one of the remarkable aspects of this unexpected machine from America’s oldest continuously operating motorcycle manufacturer – a company traditionally known for its conservative approach. It could very well signal a significant and historic shift for The Motor Company, as Harley-Davidson is affectionately known within riding circles.
To be transparent, I’ve never owned a Harley-Davidson, nor do I hold any shares of HOG stock. Over the years and decades of my riding career, I’ve ridden and reviewed numerous Harleys. But owning one? Unlike the devoted riders in that dealership parking lot, it hasn’t been my personal preference. I have no aversion to Harleys; in fact, I generally enjoy riding them. However, they are a significant investment, and my taste leans towards sportier, more contemporary, high-performance motorcycles. Furthermore, the whole “bad biker” persona often associated with Harley ownership has never resonated with me. My love for motorcycles is pure and simple: the joy, the thrill, and even the practicality of riding. Brand loyalty is secondary; what matters most is a good fit and performance that meets expectations. My garage houses bikes of diverse makes and styles from various countries, but no cruisers, and certainly no Harleys. However, I do own a 650cc dual-sport and have been exploring off-road riding for over a decade, within my 40 years of total riding experience.
If you are familiar with the motorcycle world, you’re likely already aware of the Pan America. If not, let me clarify what it isn’t. It’s not a cruiser. It’s not a chopper. It’s not your typical air-cooled, pushrod-powered, heavyweight Harley touring platform. It’s fundamentally different from any Harley that has come before. And that, of course, is precisely the point.
The Harley Davidson Pan America in 2022 colors, showcasing its departure from traditional Harley designs as a modern adventure bike.
What the Pan America is, however, is a thoroughly modern, technologically advanced, and highly capable “ADV” or “adventure bike.” This motorcycle category blends the capabilities of dirt and street bikes, designed for long-distance pavement riding and equally at home venturing off-road, tackling dirt tracks, navigating streams, crossing continents, and reaching destinations that ignite the imagination of riders who view borders as gateways to adventure. This segment of the motorcycle market is currently booming and fiercely competitive.
Adventure bikes, such as the Harley-Davidson Pan America, BMW’s iconic GS series, Yamaha’s Ténéré lineup, KTM’s robust Adventure range, Honda’s Africa Twin, and even Royal Enfield’s budget-friendly Himalayan, are essentially enhanced dirt bikes designed for public roads. From the earliest days of motorcycles, about 125 years ago, racing was a natural progression, but many quickly recognized their potential as an accessible and thrilling way to explore the world, particularly in areas with limited road infrastructure. Modern adventure bikes like the Pan America embody this spirit: personal workhorses built to conquer terrains inaccessible to cars or conventional motorcycles, while still being practical for daily commutes, errands, or recreational riding. Adventure bikes, while often prioritizing function over aesthetics, are the incredibly versatile Swiss Army knives of the motorcycle world. And currently, Harley’s Pan America stands out as a model packed with the most impressive features.
Pan America Special: Technology and Features
The Pan America’s advanced LCD display integrated with a smartphone for GPS navigation, illustrating its modern tech features.
I briefly discussed the key aspects of the Pan America in my initial preview last year, but after two months of riding, I have gained a much deeper understanding of its features and real-world performance. Despite Harley only being able to provide the Pan America for review during Oregon’s typically darkest, wettest, and coldest period, I was undeterred. Equipped with appropriate gear and knowing the bike is engineered for such conditions, I rode it whenever possible, rain or shine – although snow was avoided, despite the bike likely being capable of handling it.
The core component: The 1,250cc Revolution Max V-Twin engine.
The Revolution Max 1250cc V-Twin engine, the powerhouse of the Harley Davidson Pan America, available in base and Special trims.
The heart of the Pan America, available in a base model starting at $17,319 and the upgraded “Special” trim at $19,999 (the version I tested), is the brand-new Revolution Max 1,250cc engine. Being a Harley, it’s a V-twin, but this isn’t just a nod to tradition; it’s a strategically sound choice for this type of motorcycle. Unlike BMW’s GS 1250, which has a wider profile due to its horizontally opposed flat-twin cylinders, the Pan America’s engine is slim and offers better protection against impacts and tip-overs. This Revolution Max engine is thoroughly modern, featuring fuel injection, liquid cooling, anti-vibration technology, variable valve timing, and multiple riding modes, making it a truly un-Harley-like technological marvel. It delivers an impressive 150 horsepower and 94 pound-feet of torque, with a high-revving 9,000rpm redline – figures that significantly surpass Harley’s traditional air-cooled engines, with the exception of torque. Furthermore, while every other Harley in production uses a belt final drive, the Pan America transmits power to the rear wheel via a chain, coupled with a six-speed gearbox. BMW is a notable exception, having moved away from chain drives on most of their adventure bikes in favor of their signature shaft drive, which presents its own set of advantages and disadvantages.
Beyond the innovative engine, the Pan America boasts a long list of features that are unprecedented for a Harley-Davidson. These include a large, full-color LCD touchscreen display showing ride data, GPS navigation, and more, replacing the traditional round speedometer and tachometer. It features a complex frame that utilizes the engine as a stressed member, an intelligent LED headlight system that illuminates corners as you lean, highly customizable ride modes and braking systems, and a self-leveling suspension system that automatically lowers the bike at stops for improved rider footing.
The Pan America’s handlebar controls, initially appearing complex, become intuitive with use, offering a home button for easy navigation.
While the handlebar controls might seem crowded with buttons initially, their layout becomes logical with use. Notably, Harley has adopted a conventional turn signal switch on the left handlebar, a welcome change from their traditional (and sometimes confusing) single-button-per-side system. The engine start/stop button is positioned unconventionally on top of the right pod, but after weeks of riding, it’s clear Harley prioritized frequently used buttons in accessible locations, making most functions operable by feel. My only minor complaint is the high-beam toggle on the left pod, which is slightly too sensitive, leading to accidental activation of the bright high beams when adjusting other controls.
Adventure bikes are inherently tall and often heavily loaded, which can make them feel unstable at stops. The Pan America addresses this with a rider seat offering three height settings, adjustable without tools, along with optional tall and short seat choices for further customization. For riders under 5 foot 8 inches, Harley’s optional Adaptive Ride Height (ARH) feature is a game-changer. It automatically lowers the bike by up to two inches when coming to a stop, greatly boosting rider confidence. Even as a taller rider who doesn’t strictly need ARH, I appreciated the ease of flat-footing this substantial machine at stops. The system operates seamlessly and is unique to this motorcycle. The ARH is a $1,000 option and can be deactivated if preferred. It’s an invaluable feature for shorter riders interested in the Pan America, and it broadens the bike’s appeal to a wider demographic, including the growing number of women entering motorcycling.
The Harley Davidson Pan America equipped for adventure with LED lights, panniers, spoke wheels, and DOT-legal knobby tires, ready for any terrain.
Harley-Davidson also prioritized weight reduction for the Pan America, a challenging task given the need for adventure bikes to be exceptionally durable, typically requiring metal components over lighter plastics or carbon fiber. However, the base model Pan America weighs just over 500 pounds, on par with competitors from BMW, Yamaha, Honda, and others. My test bike, equipped with side cases and other accessories, weighed slightly over 550 pounds fully fueled. With all the options included – panniers, auxiliary lights, wire wheels, ARH system, and more – the total price came to just over $23,000, which is quite competitive for a fully equipped, large-displacement adventure bike and compares favorably to the competition.
On the Road and Off the Beaten Path
The Harley Davidson Pan America confidently transitions from paved roads to off-road trails, maintaining its fun and capability.
Like most adventure bikes, the Pan America’s design and capabilities naturally encourage riders to embark on extended journeys far from urban centers. Given that my review period coincided with the depths of a Pacific Northwest winter, I had to carefully select riding windows as road conditions can change dramatically just outside of Portland. The towering Cascade Mountains to the east experience rapid temperature drops and snow at higher elevations. To the west, the Oregon Coast, separated by the Coast Range, offers milder temperatures due to the ocean’s influence, with passes peaking at 1,500 feet. After Harley-Davidson graciously extended my review due to snow, a window of clearer, milder days appeared, and I set course for Astoria, one of the oldest West Coast cities, located at the northernmost tip of Oregon where the Columbia River meets the Pacific Ocean.
The Pan America is presented as the ideal motorcycle for riders with wanderlust, ready to explore new horizons and adventures.
The Pan America offers several ride modes, including Comfort, Balanced, Sport, Off-Road Soft, and Off-Road Firm, each adjusting throttle mapping, traction control, ABS sensitivity, and other parameters. Riders can also customize settings within each mode. I began my journey in Balanced mode, the default for street riding, heading north along the Columbia River. Heated grips engaged, base layers and every liner in my Rev’It! riding suit deployed, I was comfortably warm at 43 degrees as I rode Highway 30 through towns like St. Helens and Scappoose.
Navigating through thick fog on the Harley Davidson Pan America, highlighting the challenges of riding in the Pacific Northwest.
At Rainier, the majestic but vertigo-inducing bridge across the Columbia River leads into Washington, offering access to scenic rural highways. However, the bridge’s eastern end was shrouded in dense fog, so I remained on Highway 30 and began ascending into Oregon’s panhandle. Low sunlight filtered through the tall firs as I gained altitude, and the Pan America’s display showed the temperature dropping: 40, then 38, then 35 degrees as I crested a hill and descended into a valley filled with thick fog. The road now damp and the temperature low, I switched the Pan Am to Off-Road Soft mode, raised the windscreen to its highest position, and cautiously navigated the nearly deserted highway with visibility reduced to a couple hundred feet. Cars, pickups, RVs, and logging trucks seemed to materialize from the fog as I proceeded in 4th gear, auxiliary lights on to enhance visibility. Throttle response in Off-Road Soft mode was noticeably gentler, and ABS intervention was increased, providing added braking confidence. The fog was so dense it condensed on the bike, my helmet visor, and gear. At a rest stop, I added my Adventure Spec Aqua Pac rain shell.
Ten minutes later, the road briefly ascended above the fog before descending into another shrouded valley. Passing through the small town of Clatskanie, the temperature dipped to 33 degrees. However, it didn’t drop further, and thankfully, I encountered no ice. Soon, I was back along the river, riding through patches of fog and sunlight, the Pan Am back in Balanced mode, the responsive Revolution Max engine encouraging me on longer straights between curves. My bike was fitted with DOT-legal knobby tires, more suited for off-road conditions, yet they performed admirably on the road. I frequently found myself exceeding the 55mph speed limit. Despite its size, the Pan America felt stable and neutral, even with the knobby tires, and cornered far better than expected. Harley-Davidson invested significantly in ride quality, and the high-tech suspension on the Pan America Special self-levels regardless of load. I was carrying camera gear, snacks, and extra clothing in the panniers – a light load – but the intelligent suspension is designed to maintain consistent suspension sag whether it’s a day trip or a fully loaded round-the-world expedition.
Arriving in Astoria after a ride through fog and cold, highlighting the Pan America’s rider protection and suitability for challenging conditions.
Arriving in Astoria, the ocean’s influence raised the temperature back into the low 40s. After a quick breakfast, I headed for a beach I knew was accessible for a photo and riding opportunity. However, local law enforcement was present at the trailhead, advising against beach access due to a tsunami warning from a distant volcanic eruption. Heeding the warning about the unpredictable Pacific, I instead headed southeast on Highway 202, a winding rural road following rivers, streams, and mountain passes through Oregon’s timber region towards Portland. This familiar narrow but well-maintained two-lane road was perfect for testing Sport mode.
The Revolution Max engine transformed from docile to aggressive in Sport mode, with heightened throttle sensitivity, a more aggressive fuel map, and reduced electronic intervention. After weeks of riding, I was more attuned to the Pan America’s dynamics. Highway 202 was largely deserted, allowing for spirited riding. Despite being a large bike with knobby tires, heavy side cases, and an XL rider, the Pan America Special cornered confidently, and the Brembo brakes provided ample stopping power. Harley’s suspension technology proved its worth, delivering predictable handling in virtually any situation.
The Pan America’s impressive acceleration and smooth performance, cautioning riders to monitor their speed, while emphasizing its easy freeway merging.
My test bike had already accumulated over 4,000 press rider miles, so I felt comfortable exploring the engine’s 9,000rpm redline and utilizing the slick-shifting gearbox. The Pan America accelerated rapidly out of corners and reached triple-digit speeds on the undulating straights. Instead of the typical loud Harley exhaust, the Screaming Eagle 2-to-1 exhaust produced a subdued roar, largely masked by wind noise. This bike prioritizes performance over excessive noise, and I found myself grinning inside my helmet as I rode through corridors of towering redwoods and Douglas firs.
About 20 miles into my return journey, I encountered construction vehicles and flaggers signaling a road closure due to a washout. Road washouts are common in this rain-heavy region, but the timing was inconvenient. The flagger, observing the Pan America, suggested taking forest roads as a detour. After receiving directions and setting up the GPS using Harley’s app, I backtracked and found the gravel bypass. Switching the Pan America to Off-Road Soft mode, which reduces but doesn’t disable ABS and traction control, I ventured onto the gravel.
The Pan America exploring Oregon’s extensive woodlands, highlighting its off-road capabilities and the adventurous spirit it inspires.
The muddy gravel logging road wound through dense woods and clear-cut areas, with occasional fog patches dissipating in the morning sun. The temperature dropped to the high 30s but stabilized, with some frozen puddles in shaded spots. Now, the Pan America was in its element. I increased speed, navigating ruts filled with pine needles and muddy sections. Exiting tight corners, I applied more throttle, kicking up mud as traction control intervened to manage the rear wheel slip. In Off-Road Soft mode, the compliant suspension absorbed washboard surfaces and bumps. As the road climbed towards Klaskanie Summit, the terrain transitioned from gravel to rutted, rocky two-track. I navigated the rough sections in first and second gear, standing on the pegs, envisioning trans-Siberian adventures and Andean crossings.
Demonstrating the Harley Davidson Pan America’s excellent slow-speed control on a rutted forest trail, a crucial feature for adventure bikes.
A key characteristic of a good adventure bike is its slow-speed controllability. Maneuvering through technical terrain or singletrack at walking speed or slower demands balance and finesse from both rider and machine. The Pan America felt planted and confident in the dirt, largely thanks to the off-road tires, but also surprisingly light and well-balanced at low speeds – a notable achievement for a bike of this size.
Off-Road Soft mode on the Pan Am disables rear-wheel ABS and minimizes front-wheel anti-lock intervention. While experienced adventure riders might prefer fully disabling ABS, I appreciated the front wheel’s limited anti-lock function as I braked hard into a muddy corner, sliding the rear wheel to correct my line and nearly tipping into a bog. However, the front wheel maintained rotation, keeping the bike upright. Overshooting the turn could have resulted in a steep embankment descent, potentially requiring a satellite rescue call. Cell service was nonexistent; loggers still relied on CB and UHF radios. I successfully navigated the corner and continued, eventually rejoining paved Highway 202, arriving in Jewell, muddy and content.
From there, I enjoyed a spirited ride down traffic-free Highway 103 in Sport mode and then Highway 26 back to Portland, where the Pan America received a quick wash before the rain resumed. It was an informative and exhilarating ride.
Final Verdict
The Pan America navigating backroads, showcasing its GPS navigation and its natural habitat for adventurous exploration.
For a first-year, Version 1.0 adventure bike from a company with no prior experience in this segment, the Pan America has surprisingly few shortcomings. The LCD screen fonts are somewhat small (a software fix is reportedly in development), and the right-side exhaust pipe’s upward angle necessitates a smaller right pannier. A slight downward angle adjustment seems like it would accommodate a full-size case. The windscreen adjustment lever functions but could be improved. Also, light from the top LED headlight array reflects off the windscreen mount at night. The handlebar controls are button-heavy, but their layout becomes intuitive with use.
However, the Pan America’s strengths far outweigh its minor flaws. The Revolution Max engine is incredibly versatile, performing equally well at low speeds on technical trails and at high speeds on open roads in Sport mode. It delivers abundant power while remaining refined, with minimal vibration across the rev range. While I thankfully avoided crash testing, the Pan America’s protective design, with a narrow V-Twin, bash plates, and crash bars, inspires rider confidence. But the PanAm’s appeal extends beyond its engine.
The Pan America’s innovative spoked wheels, designed for tubeless tires and easier maintenance, enhancing its adventure readiness.
Adventure riders encounter diverse road conditions, and the Pan America’s adjustable braking, traction, and throttle settings are essential for safe and enjoyable riding on and off-pavement. Harley-Davidson has done an excellent job providing experienced riders with customization options while offering simplified ride modes for beginners. Thoughtful touches abound, including the nearly six-gallon fuel tank, adjustable levers, effective windscreen, adjustable seat, excellent ARH system, and overall comfort and control, making it a superb long-distance machine, even if it never sees a dirt trail. This is a bike that will be challenging to outgrow or outride.
A historical Harley-Buell adventure bike, contrasting it with the significant advancements and capabilities of the Pan America.
Beneath the impressive hardware lies a broader strategic objective: attracting new riders to the Harley-Davidson brand. Harley has faced declining sales in recent years due to various factors. However, the Pan America, and future models utilizing this engine, are poised to revitalize the brand’s appeal. The new Sportster S, featuring a slightly detuned Revolution Max engine, is already leading this charge, representing a radical departure from traditional Sportsters. Many more innovative models are expected to follow.
When I returned the Pan America to Harley-Davidson, a few riders were still present. One asked for my quick impressions. “Fast, fun, and very capable. It can take you almost anywhere,” I summarized, recounting my detour and forest road experience. Another rider turned to his friend, exclaiming, “I’m getting one,” revealing he already owned a dual-sport but was ready to trade it for a Pan America – drawn to the Harley brand and swayed by positive reviews after initial doubts.
A gas station stop during the Pan America adventure ride, highlighting the bike’s touring capabilities and the journey itself.
This anecdote illustrates a key factor in Harley-Davidson’s calculated risk with the Pan America. While a core of “H-D-or-nothing” loyalists will always exist, motorcycle rider preferences are evolving, and Harley is adapting. More women are riding Harleys and motorcycles in general, and brand loyalty is less rigid. Many Harley owners also own bikes from other brands, including adventure bikes. Research indicated that many Harley riders considering an adventure bike had it high on their wish list, hoping Harley would produce a competitive machine. With the Pan America, Harley-Davidson has answered that call, creating a motorcycle that not only competes but surpasses the competition in many aspects.
It remains somewhat astonishing how Harley-Davidson achieved such success with their first attempt at a true adventure bike. I’ve discovered a Harley-Davidson I would genuinely consider adding to my own garage. This is a motorcycle that might even prompt me to sell other bikes and prized possessions to acquire. Given Harley’s recent financial challenges, the Pan America could be seen as the bike that “saved” the company, shaping its future and attracting a new generation of enthusiasts. It has certainly climbed to the top of my personal list of motorcycles I plan to own, which is a significant endorsement.
