2021 Harley-Davidson Pan America Review

The 2021 Harley-Davidson Pan America has ruffled more than a few feathers since it was first revealed, but the big bosses in Milwaukee are rubbing their hands together.

Very few people expected the 118-year-old cruiser company to pull this one off, but despite plenty of backlash, criticism and ridicule, the 2021 Harley-Davidson Pan America could yet prove to be one of motorcycling’s greatest success stories.

A Harley adventure tourer shouldn’t make sense. This is a company that has built its globe-conquering brand on big American V-twin cruisers, leather jackets, long beards and tattoos. How could it possibly think that a dual-sport motorcycle would appeal to the H-D faithful?

But the Milwaukee firm is not stupid. It’s well-known that sales were declining and the historic company had been in freefall for a number of years. The fact of the matter is that cruisers just aren’t as popular as they once were. On the flip-side, the adventure segment is booming. See where I’m going with this?

Harley-Davidson needed to break out of its cruiser shell and explore new-found territory. It wasn’t just for the sake of change – it was for the sake of survival.

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Okay, that’s cool. But while H-D needed to build an adventure tourer, surely it couldn’t build a good adventure tourer. Couldn’t it?

First impressions of the bike suggested it was too big, too ugly, too heavy, and too…Harley. It simply wasn’t going to work. The cruiserheads shouted treason from the rooftops, while the adventure warriors simply scoffed and encouraged the company to stick to what it knows.

And yet, some nine months after its official reveal, the Pan America is apparently the best-selling adventure tourer in the United States. Not only that, but H-D says it is having a very good year with increased revenue and sales across the board. After years of negativity, it seems as though things are finally looking up for Harley.

The Pan America is doing wonders for Harley, and the reason is because – shock, horror – it is actually a good adventure bike. Wait, no – it’s a great adventure bike.

Is it better than, say, the BMW R 1250 GS or KTM 1290 Super Adventure S? Well, not necessarily, but it gets pretty damn close. You see, H-D has done its research and figured out what makes a great big-bore adventure bike.

Everything from the electronics to the chassis to the suspension is inspired by other brands and models. It’s got all the standard safety features, off-road ride modes, adequate suspension travel, adventure-friendly ergonomics – the list goes on. Harley hasn’t exactly copied everyone else’s homework, but the similarities are there.

But the Pan Am is also unmistakably a Harley-Davidson. The odd-looking headlight is a nod to other H-D models, while the whole machine has an American muscle car vibe about it. Even the various colourways fit well within the H-D ethos.

The look and style of the Pan America has been one major source of criticism. And sure, it does look different (mostly thanks to the headlight/fairing design). But I have to say that it looks much better in the flesh. And, dare I say it, it looks like a Harley-Davidson. Surely you’d rather that than a BMW copy? Each to their own, I guess.

Style is subjective, of course, but engine performance is a little less so. And Harley has built something pretty special in the Pan America’s engine.

The 1252cc Revolution Max is typically a V-twin, but it is like no other H-D powerplant. With figures of 150hp at 8750rpm and 127Nm at 6750rpm, it is set up perfectly for its dual-sport application. It runs double overhead cams and independent variable valve timing, as well as other cool features.

On the road, the Rev Max tries to convince you it is not Harley-built. There is ample, but manageable torque, and plenty of high-RPM horsepower. The engine is smooth, high-revving and lets out a brilliant snarling growl. Yep, this is a Harley, but not as you know it.

When you open the throttle, the bike accelerates very quickly and the mid-range torque makes the ride experience an absolute blast. Coupled with an agile chassis and great handling, the Pan Am is a weapon on the tarmac. In fact, in the right hands, it would keep up with most other road bikes.

Even on the dirt, the engine does its job to perfection. The customisable ride modes allow you to tailor the throttle response for off-road conditions, meaning you can easily nurse the bike through bumpy, rocky, muddy, slippery, sandy and technical terrain without fuss.

The engine is complimented by a high-strength low alloy steel trellis frame, and adventure-suitable geometry and ergonomics. The Pan Am is a comfortable machine to ride in either seated or standing positions, and there is plenty of adjustment for things like handlebar and seat height.

Overall the chassis feels very solid and durable, which makes it well suited to vigorous adventure riding. The semi-active suspension set-up also contributes to the bike’s capability. Regardless of whether you are on or off-road, the Pan Am’s suspension will adapt to suit.

On the tarmac, the suspension and chassis inspires confidence. The bike handles better than nearly every Harley before it, and it teases you into pushing harder and harder. And when you get off-road, the Pan Am will surprise you with its ability.

There are arguably more off-road friendly adventure bikes out there, but the Pan Am is far from a failure in this area. It is more than capable of getting off the beaten track and will go almost anywhere that the average adventure rider will be willing to take it. Make no mistake – the Pan Am is not a pseudo-adventure bike. It is a genuine dual sport motorcycle.

The good news continues in electronic department with the Pan America packing cornering ABS, cornering traction control, rear-wheel lift mitigation, cornering drag-torque slip control, electronically-linked braking, hill-hold control, five pre-programmed ride modes, three custom modes and a 6.8-inch TFT screen with Bluetooth connectivity.

All of this works rather flawlessly too. The TFT menus are easy to navigate, the ride modes offer excellent versatility, and the safety features do their job perfectly.

Of course, with a price tag north of $30k, you’d expect the Pan America to have all these features, given that most of its competitors do. But Harley went another step and added the innovative (albeit optional) adaptive ride height function. This cool new feature is apparently a first for the motorcycle industry and electronically lowers the bike when it comes to a stop. It can be adjusted (or turned off completely) and it helps give confidence to less-experienced or shorter riders.

For a first-up effort in the segment, Harley has put together a pretty comprehensive package, but there are a few notable omissions.

Firstly, there is no radar technology – a function that features on both the KTM 1290 Super Adventure S and the Ducati Multistrada V4 S (and we’re betting that it will appear on the next-generation BMW GS as well). It certainly isn’t essential, but it would have been nice for H-D to really make a statement by including it.

And secondly, there is no Apple CarPlay or Android Auto (though only Honda has employed this technology in the adventure category so far). H-D, like other brands, insists on using its own connectivity system, which is frustrating to say the least. Apple or Android integration would arguably make life a lot easier when it comes to hooking up your phone.

Of course, it’s entirely possible that both radar and Apple/Android tech are missing due to licencing issues, in which case, we forgive you Harley.

Other minor issues with the Pan Am include an awkward side-stand (especially for a heavy bike), unreliable self-cancelling indicators, and the lack of a quickshifter (even as an option).

But those minor gripes aside, there is very little to complain about with the Pan America. It is a true adventure tourer that is made for travelling the globe.

It is early days for the Pan America, and Harley will no doubt perfect the package in the coming years, but, as a first attempt, the Milwaukee firm has really smashed this one out of the park.

The haters are gonna hate, but if you go in with an open mind and give the Pan America a chance, you’ll be surprised at how capable, comfortable and fun the bike is. It is a genuine all-road adventure bike that is much better than anyone expected.

ENGINE
Type: Liquid-cooled, DOHC, Revolution-Max 1250 V-twin
Capacity: 1252cc
Bore x stroke: 105mm x 72mm
Compression ratio: 13.0:1
Fuel system: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 150hp at 8750rpm
Claimed maximum torque: 127Nm at 6750rpm

TRANSMISSION
Type: Six-speed
Clutch: Wet, multi-plate
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Stressed-member, high strength low alloy steel trellis frame; stamped, cast, and forged junctions; MIG welded; aluminum forged mid-structure
Front suspension: Linkage-mounted monoshock with automatic electronic preload control and semi-active compression & rebound damping, 191mm travel
Rear suspension: Linkage-mounted Showa monoshock with automatic electronic preload control and semi-active compression & rebound damping, 191mm travel
Front brake: Dual 320mm discs with four-piston caliper, ABS equipped
Rear brake: Single 280mm disc with single-piston caliper, ABS equipped
Wheels: Cast aluminum – 19-inch front, 17-inch rear (laced wheels optional)
Tyres: Michelin Scorcher Adventure

DIMENSIONS AND CAPACITIES
Claimed wet weight: 258kg
Seat height: 830-875mm (optional low and tall seats available)
Wheelbase: 1580mm
Rake: 25 degrees
Trail: 108mm
Fuel capacity: 21.2 litres

OTHER STUFF
Price: from $31,995 ride away
Colours: Vivid Black (standard), Deadwood Green (optional), Gauntlet Grey Metallic (optional), Baja Orange/Stone Washed White Pearl (optional)
Test bike supplied by: Harley-Davidson Australia
Warranty: 24 months, unlimited kilometres