Just a few years ago, only loyal fans of this brand, who had outgrown the format of heavy cruisers, could dream of a touring bike from Harley Davidson. A lot of different factors contributed to the fact that the company has stepped so far beyond its reputation - as they say, the stars aligned. Here is the rapid aging of the main HD audience, and economic problems, and changes in management, and at the same time - the ongoing development of new engines and platforms, and the success of FTR, going far beyond the usual niche in the form of LiveWire, and new strategic plans (succeeding each other after leadership), and, of course, how dynamically the modern world is changing.
Even 20 years ago, Harley’s attempt to create a touring bike with dropsy would have been considered heresy, but now, in the era of start-ups and fusion (mixing styles and trends), it has gone just great. Moreover, it’s a tourenduro. After all, everyone loves tourenduros!
In any case, I love it. I had the opportunity to drive a Pan America for about 700 kilometers across a variety of terrain, from picturesque serpentine roads to jeep trails with sandy clearings. I tested both the road tires Michelin Scorcher Adventure, created specifically for Pan America, and the optional all-terrain Michelin Anakee Wild, as well as optional saddles, handlebar spacers and the ability to customize the controls.
So don't go too far! It will be interesting.
Two faces of Harley Davidson Pan America
The new touring bike from Harley Davidson comes in two versions: a basic one with magnesium wheels, with regular suspension and a slightly higher saddle. When equipped, it weighs 242 kg. By the way, spoked wheels for the basic version are available as an option: they will lighten the wallet by about 500 bucks and make the motorcycle heavier by 6 kilos.
The Pan America Special also comes standard with magnesium alloy wheels and weighs 253 kg. The cross-spoke test unit with the optional crankcase protection installed weighed 260 kg. Basically what makes the Special heavier is its optional equipment.
Additional equipment on the Special includes a center stand, roll bars, skid plates, an Ohlins steering damper, a tire pressure monitoring system, plastic handlebar mounts, an adjustable brake pad and a Harley Daymaker adaptive LED headlight. But the main difference between the Special is the semi-active Showa suspension and the ability to install adaptive height adjustment.
Harley Davidson Pan America
Tourenduro from Harley
The idea of a Harley touring bike has been around for a long time, but it became official in 2022 when Harley Davidson published its “More Roads for Harley Davidson” strategy. In a bid to make the brand appeal to a wider younger audience, the company said it plans to break out of its niche and enter new segments. The plan, in particular, included the development of new small (250-500 cc) and medium-sized (500-1250 cc) platforms, the release of new classes of motorcycles and the appearance of the long-awaited electric LiveWire.
Pan America Adaptive Height and Suspension Adjustment
The Harley Davidson Pan America Special is equipped with a 47mm Showa fork and a linkage suspension with a monoshock at the rear, both suspensions have 19 centimeters of travel and are electronically adjustable with fully automatic preload adjustment and semi-active smoothing adjustment. Unlike other electronically adjustable suspensions, where the spring preload is manually selected (from schematic options such as Solo, Two, Two with Luggage), the Pan America system itself determines the load on the rear suspension and sets the sag (sag) at 30% of the suspension travel.
Adaptive Height Control (ARH) works in conjunction with the rear suspension's automatic spring preload adjuster. ARH is perhaps the most innovative component of Pan America: this system automatically reduces spring preload at stops, thereby reducing the motorcycle's seat height by 2-5 centimeters, making it easier for short people to hold the motorcycle at stops.
In automatic mode, the system lowers the Harley Davidson Pan America quickly during a quick stop, and more slowly during a normal, smoother stop. In Short Delay or Long Delay modes, the system's response to stopping becomes faster or slower. And in Locked mode, the adaptive height adjustment system is disabled, leaving the saddle height as it should be for riding. The ARH system is an option that increases the Special's price by about $1,000 more.
There are currently three seat options available for the Pan America Special, each with two seat heights. The stock seat height in the lower position is 79cm, and in the upper position it is 81.5cm. The high seat in the lower position gives a height of 81.5 cm, and in the upper position - 84 cm, while the low one allows you to reduce the height of the saddle to 76.5 cm. In combination with the ARH system under the rider, the saddle height can even reach 71.5cm, but this also depends on the load.
As for the suspensions, there are five modes of their operation, switchable manually. For asphalt driving, Comfort, Balance and Sport are intended, and for off-road driving - Off-road soft and Off-road hard.
Engine Harley Davidson Pan America Revolution Max 1250
Engine Harley Davidson Pan America Revolution Max 1250
The heart of both Harley Davidson Pan America variants is the new Revolution Max 1250 engine, built in the Wisconsin factory. The 1,252cc, 60-degree DOHC, four-valve, liquid-cooled V-twin combines traditional V-twin layout (the mainstream HD market won't accept anything else) with modern technology. The crankpins are offset by 30 degrees, which creates a 90-degree flash interval, which, in combination with two balancer shafts, provides smooth operation at steady speed and extremely charismatic, almost ragged powerful traction during acceleration.
The Revolution Max engine is equipped with an electronically controlled variable valve timing system. It works with both intake and exhaust camshafts and allows you to advance or retard the cam timing by up to 40 degrees of crankshaft rotation. The result is an even distribution of power across the entire rev range, however, the engine literally wakes up at the top - but I'll talk about that later.
According to Harley, the engine produces a peak of 150 hp at 9,000 rpm and 127.5 Nm at 6,750 rpm. It is preferable to fill it with 95-octane gasoline, but it can also operate on low-octane fuel without damage thanks to a knock sensor that adjusts the ignition to less knock-resistant gasoline (at the cost of power, of course).
The design of the camshaft drive allows them to be removed for maintenance (or replaced with tuning ones) without disassembling the head and, even more importantly, without dismantling the timing drive. By the way, about maintenance: thanks to the use of hydraulic compensators in the valve drive, Revolution Max does not need periodic adjustment of the valve clearance - it is enough to change the oil every 8000 km.
Unlike other Harley Davidson motorcycles that have a separate transmission housing, the Revolution Max has a unified housing that houses the six-speed transmission and light-slip clutch. The clutch has a cable drive and an adjustable lever. A quickshifter for this model is not yet available, and when asked persistently, Harley representatives respond that they “have no right to comment on future versions of products.” Well, since there are no comments about the quickshifter, it means that it is probably in the plans.
The Pan America air filter housing is located under the gas tank, which means the tank must be removed to service the filter. This may not appeal to those who often ride in dry dust, but a Harley representative assured that cleaning the filter is as simple as “unscrewing three bolts and lifting the tank.” Perhaps I’ll ask Pan America for a long test to check the veracity of these words. I wonder if they will?
The stock stainless steel exhaust weighs 7kg. The optional Screamin' Eagle doesn't sound much better, but it looks cleaner and weighs 3kg less.
Electronics Harley Davidson Pan America
The Pan America is one of the most sophisticated motorcycles I've ever ridden. The downside of this is that you have to learn all these things, and the system is not very intuitive.
The engine operates in one of five driving modes: Rain, Road, Sport for asphalt, and Off-road and Off-road Plus for dirt. All of these modes use a six-axis inertia sensing device to operate tilt ABS and traction control, as well as adjust throttle response. Harley calls these systems the Cornering Enhanced Traction Control System (C-TCS, which translates to something like a traction control system with improved tilt performance) and the Cornering Enhanced Linked Braking System (C-ELB, a system of combined brakes with improved tilt performance). The braking system electronically links two monoblock four-piston Brembo calipers on the front wheel with a single-piston Brembo on the rear. The harder the pedal or brake lever is pressed, the more the second circuit helps the first (for example, lightly pressing the rear brake pedal only activates the rear caliper, while pressing firmly adds force to the front ones). Communication between the circuits is completely disabled in the Off-Road Plus driving mode.
Pan America's traction control also works flexibly: its work is most noticeable in the Rain mode, then Road, Off-Road, Sports, Off-Road Plus. In addition to the ability to disable the combibrake, the latter mode is also needed to disable ABS on the rear wheel, stopper control and engine braking control. This system, which Harley calls Corner Enhanced Drag-Torque Slip Control (C-DSCS), adjusts traction at the rear wheel to reduce wheel slip during aggressive decelerations and downshifts. It works in combination with a slipper clutch.
But the anti-wheelie system (Front Wheel Lift Mitigation) in the Off-Road Plus mode is not completely disabled, its interference is simply reduced. In order to turn it off completely, you need to turn off the traction control, which is done using the button on the right remote control. ABS on the front wheel always remains in operation, even in Off-Road Plus mode (and this is good). By the way, there are a lot of buttons on the remote control, as well as information on the dashboard.
In addition to the five standard riding modes, the motorcycle has three customizable ones, allowing you to select throttle response, traction control intervention, level of engine braking, adjust ABS, suspension smoothing and the adaptive height adjustment algorithm. All these systems are configured using buttons on the left remote control or directly on the 6.8-inch touch screen of the instrument panel. The fully customizable Off-Road Plus mode is only available on the Special version.
You can connect a phone to the motorcycle dashboard via Bluetooth, and control music from the motorcycle, receive navigator tips, and so on. True, they didn’t remind me to install the Harley app, and I decided not to bother, because I control the music from the headset. There is a USB socket on the right side of the dashboard for charging your phone.
Review of the Honda ST1100 Pan European motorcycle
I owned Pan for a short time, a little less than three years. But he left a lot of impressions! And 99% are positive! In three seasons, I covered a little more than 90,000 km on it. Mainly long rangers. Home is work, in the city it’s the same, but without fanaticism. I don’t like the city crowd... Honda ST1100 is a 100% touring motorcycle! With all the consequences. Landing. Wind protection. Equipment. Everything about him suggests that his element and home are long straight lines to the horizon with good! asphalt surface. Only on the track can you realize its full potential and understand what a touring motorcycle should be like. But first things first.
Appearance. By modern standards it is certainly outdated. And some will find it unattractive, and may even discourage them from purchasing. But I want to say that behind such a nondescript and simple “face”, there is hidden the most thoughtful ease of maintenance, ergonomics and reliability. Nothing superfluous and everything in its place.
Ergonomics. The fit on it is classic. Almost vertical. With a slight forward bend. With excellent wind protection. When it rains, you drive absolutely dry and clean. It doesn’t blow anywhere and doesn’t flood. So does the passenger. But I recommend installing deflectors on the mirrors and on the sidewalls. With them the level of comfort is even higher! The control buttons on the remotes are in the usual places and will not reveal anything new for the owner. But personally, in place of the right remote control, I installed the switch control unit from the police version. With a safe engine shutdown and additional buttons to which I connected the fog lights and motorcycle lights. Such a control unit can be bought on English eBay. It's inexpensive. But the connection took me almost half a day, since I had to resolder the contacts and shorten the wiring a little. You can see in the photo below... The saddle has no adjustments. Wide. Soft and comfortable enough for both the pilot and the passenger. The instruments are located high and you don’t have to lower your head to read their readings. They just sparkle in the sun. During the day, if the sunlight falls from behind, then practically nothing is visible. I also recommend changing the backlight bulbs to LEDs with five diodes. The mirrors are located at waist level and will take some getting used to at first. They are adjustable over a very wide range and allow you to clearly see the situation behind you. BUT! The mirrors are attached to the body with three iron latching pins and when hitting a good bump they more than fly off onto the asphalt, cracking and scratching. Therefore, I recommend tying the mirrors to the eyelets under them with a regular underwear elastic band. Then, if they fly away, they will hang on these elastic bands and will not fall anywhere. I don't recommend plastic ties. I also tied them, even thick ones, but they tore. The light from the headlight, even if there are two bulbs there, is not enough. I installed more powerful lamps. Did not help. Only installing bi-xenon and fog lights saved it. There was a lot of light and the road was clearly visible at night. It has enough space for installing ignition units under the “face”. The original side cases are not that large in volume, so you can’t do without a central case when traveling. Also, the side cases do not have the most reliable fastening, although they are closed from below with a clasp lock. I had a couple of times when the lock opened on a bump and the trunks flew away... Naturally they broke and cracked. Therefore, I recommend tying the panniers by the handles to the rear passenger handrails with leather straps. This is quite aesthetically pleasing and even if the lock opens, the case will remain in place, since the leather is elastic and will not tear, as if it were tied with a plastic tie, for example. By the way, I never removed the panniers. In traffic jams, if the face of a motorcycle passes through the mirrors, then the rear will also pass. Mirrors are a kind of indicator of the width of the motorcycle. Well, the biggest plus of this motorcycle is the tank! 29 liters! That, with a moderate average consumption of 6 liters, is enough for almost 500 km!
Engine and transmission. “V”-shaped with four cylinders! The motor is simply fantastic! With soft work. No vibrations. With a pleasant rustling sound. During the entire period of use, nothing broke in it. Scheduled maintenance only. I read on the English forum of EuroPanov owners that Honda ST1100 engines run 300-400,000 km without any serious interventions. One of the most reliable motorcycle engines! The engine has almost car-like traction from the bottom up to the red zone. He has no cutoff. Anyone can use gasoline. I refueled both AI-80 and AI-98. No difference. I mostly drove the AI-95. In the city you can drive in third gear, like an automatic transmission. From 20km/h to 180km/h. It pulls great. The engine has a timing belt drive, the service life of which is about 90,000 km. The clutch is multi-plate and in an oil bath. Very soft and clear. The most interesting thing is that it is located in front of the engine and has a gear drive to the gearbox. To replace the discs, you need to remove the lower skirt and unscrew the clutch housing cover. Everything is very simple and well thought out. In general, in terms of maintenance, the Honda ST1100 is made very simply and affordable. The gearbox is very soft and clear. Shifts are smooth and always in the right place. But at very high speeds, second and third gears may not engage, so I don’t recommend cranking the engine in lower gears. The mileage on my motorcycle was almost 200,000 km, but it did not consume oil. I didn’t add any more. From replacement to replacement (10,000 km), the level always remained level. The cardan drive only increases the degree of reliability and unpretentiousness. Every time at the beginning of the season I filled in 150g of oil and no problems. I didn’t even think about him, and he didn’t remind me of himself. As a rule, all motorcycle stores for the Honda ST1100 have all filters and pads in stock. But some consumables will have to be ordered.
Frame and suspension. The duplex frame speaks for itself that the stability of the motorcycle in long turns, especially with bumps, is not the best. The motorcycle begins to wobble, which can lead to wobbling. Therefore, the speed in a turn must be selected according to the quality of the asphalt. In addition, it has to be laid by force. In a straight line it goes very smoothly and smoothly, like a locomotive. Swallowing bumps and swaying a little, like an American Lincoln of the 80s. In general, the suspension of the 1100th Pan is weak. The front fork “walks” at low speed and seems to twist and break when turning/turning. Despite the fact that it was properly maintained. The heavy weight of the motorcycle and the thin 39mm front fork stays have an effect. Installing a third traverse may make this moment a little easier, but not by much. After riding a motorcycle with this addition, I realized that there was no point in installing it. The rear shock absorber is also archaic and simple. If you drive together, loaded with camping gear, the suspension gets hit very hard, even with the shock absorber tightened up. Sparks are generated from the center stand. The rear swingarm must be periodically inspected for rust (bottom) and bearing play. This is the weak point of this motorcycle.
Brakes. On mine there were the simplest ones without ABS and not combined ones. Frankly speaking, I missed them. After a couple of extreme braking they overheat and become “wobbly”. For such a heavy motorcycle, with such speed capabilities, this is a huge minus! Therefore, I recommend buying a motorcycle with a combined brake system and ABS. There they are much more informative and more tenacious with less effort on the lever. Pads are always available in motorcycle stores, both original and non-original.
Electrical equipment. On motorcycles before 1997, the generator has a power of 20A. Which is very little. You can install a heated steering wheel and a couple of PTFs... but nothing more. Since 1997, generators began to be installed at 40A, which greatly simplifies the operation of the motorcycle and the ability to connect additional electrical equipment. But despite everything, 20-amp generators are also very reliable and there are very few cases of their breakdowns. Replacing all incandescent light bulbs with diode ones, plus installing xenon in the headlight, will significantly lighten the load and give a couple of extra “free” watts for charging the phone, which I placed in the left side compartment near the false tank. Installing a 40-amp generator instead of a 20A is possible, but you will have to make an adapter because there are slight differences in the mounting locations. Details about such operations are written on the English forum of Honda ST1100 owners.
ST1100 is a vehicle for long-distance travel on good roads. Its main trump cards: wind protection, traction and long service intervals.
Weight. The motorcycle initially gives the impression of being heavier than it actually is. This is due to the high center of gravity. At first, this really depressed me, especially after the Yamaha Super Tenere. But then I realized that disadvantages are the other side of advantages. After all, this is one of its tourist advantages. I would be very upset if I were blown into oncoming traffic by the wind from an overtaking truck, as can easily happen on lighter motorcycles. Moreover, you get used to the peculiarities of maneuvering on such heavy equipment and stop noticing. Subsequently, when switching to lighter motorcycles for business, you get great pleasure from their lightness and nimbleness. But Panochka remains such a nimble limousine. The motorcycle is comfortable on a long journey.
Plastic. Wind protection. Wind protection provides excellent protection from dirt and wind. To provide even better protection, I recommend installing deflectors on the rear-view mirrors and extensions on the side plastic (the so-called “aero package”). These accessories can be ordered from the standard OEM parts catalog for model years 1998-2002. You can even come up with shields to protect boots from splashes; on American forums there were craftsmen who sawed out similar structures from polycarbonate.
Dimensions. The motorcycle is wide. The rear-view mirrors are mounted at the same height as on cars, so you won't see too much in traffic jams. But the width of these mirrors is slightly narrower than the rear panniers, so that the “overall width indicator” is always before your eyes. It’s convenient to look in the mirror, you can see a lot of what you need, your hands don’t get in the way. They are attached to three ball-latch fasteners and are additionally connected to the bracket with a short plastic strap. This comes in very handy when you hit someone with the mirror and it falls off, hanging on the sling. Mirrors are adjusted manually by pressing on the mirror. The mirror casing that fell off from the impact is attached back after precise aiming and a light blow.
Engine. Powerful motor with very good torque. It goes both “from below” and “from above”. Of course, you won’t get a superbike kick in the ass at 8000 like you do with a Ninja-cut engine, but overtaking on a long climb on a fully loaded motorcycle is easy. In general, the engine of this motorcycle is a separate work of engineering. The camshafts are driven by a toothed belt, the longitudinal arrangement of the V-shaped four-cylinder engine, which allows the use of rear wheel drive by a cardan shaft, ease of access to service points, and long service intervals provide a lot of pleasant sensations during operation. This engine is even made in the automobile, and not the motorcycle, division of the HONDA concern, as evidenced by the emblem on the oil filler cap. Thanks to this, some sensors and other small things (like the cover itself, for example) are unified with the Honda Civic/Accord 1994. The engine is large, heavy and hot. In the summer, the fan drives air through the radiator and it comes out of all the cracks directly at the driver. Therefore, in the heat in city traffic jams, you will fry, evaporate or dry out (depending on your build). It is a pity that such a useful phenomenon disappears when driving along the highway on a long journey, since the temperature regime stabilizes at speed. The motorcycle has a large, almost automobile-sized oil system. The engine is reliable, I have not seen any complaints about the engine either from mechanics or on Western forums. Personally, on my motorcycle, the rings on the right rear cylinder became coked, which was overcome by a specialized liquid. However, this malfunction seems to me to be quite typical for older motorcycles. The fact is that the right rear cylinder is the highest and hottest point of the engine. I assume that the oil that remained on the rings when the motorcycle was stored thickened and formed a fireproof sediment. I recommend that future owners take an interest in the condition of the 3rd cylinder.
Frame. The frame is steel, duplex, very strong. Compared to modern diagonal aluminum structures, the frame has insufficient torsional rigidity, but can be repaired in the field, which makes this motorcycle much more suitable for traveling around Russia. Comfortable cruising speed on the ST1100 is 160-180 km/h. If you start to accelerate, the motorcycle begins to yaw and the fuel decreases before your eyes. So whatever you gain on that particular leg is lost when you refuel. To make your motorcycle more stable in corners, keep the tires as new as possible and the fork oil as hard as possible. Be sure to monitor the condition of the wheel bearings and steering column; the large mass of the motorcycle causes them to fail relatively quickly, especially on uneven roads.
About the fork. On the first generation ST1100, the fork had a 41mm diameter of stays, which is not enough for active riding at high speed. Taking into account the quality of SuperBtace versions with ABS/TCS/CBS, the feathers became 2 mm thicker, it became better. But by today's standards, it's still not enough. Taking into account the quality of our roads, it is recommended to replace guide bushings every 10 thousand km, that is, almost once a season. After modernization in 1996, they began installing feathers with a diameter of 43 mm on the version with ABS, and it became much better. For the rest, there are two options left: either install a fork from the CBR1100XX, or don’t drive too hard. To reduce the bends of the fork on older models, Western craftsmen came up with an additional stainless steel jumper, which prevents the forks from moving apart when braking in different directions under heavy loads. The name of this part is Super Brace. Those who use it praise it very much, saying that the contrast is striking.
And one last thing about the frame and fork. To avoid the impression that the frame, pendulum and fork are horribly flimsy, I will say that the rigidity is quite sufficient for a quiet touring ride. If you become boring and literal, then there is a difference. And so, for ordinary people like me, there is enough of everything, even more than enough. And certainly better than the GL1500.
On-board network. On versions before 1995, a 28-amp generator is installed, which is enough to supply standard consumers plus a couple of accessories. Additional headlights for such power gradually destroy the generator. After 1995, they started installing a 40-amp one, and things got much better. Installing a more powerful generator is the main point of useful tuning for the ST1100.
Brakes. The brakes are rather weak for such a mass, remember this on a long journey. I recommend using original brake pads. With them, braking efficiency is much higher. A special word about ABS. The system exists in two versions: ABS (before 1995) and ABS-II (after 1995). Until 1995, two modulators were installed (one for each braking circuit). After 1995, the modulator became one with two circuits and a combined braking circuit was added. In the same form, it migrated to the CBR1100XX. That's the whole difference.
CBS. In general, the system is useful, especially for beginners. But it has one drawback: the rear disc wears out too much. In fact, all used CBS version motorcycles require replacement of the rear brake disc either immediately or in the very near future. Wheels. Rare tire size: rear 160/70R17, front: 110/80R18. The front wheel has a fairly large diameter, which makes driving over uneven surfaces smoother. But in this dimension there is almost no choice of tread types, only touring and highway. I don’t recommend installing wheels with a different profile, because the handling changes dramatically and it is unknown in what modes this will become dangerous.
TCS scheme. Traction Control System (TCS) prevents the rear wheel from slipping when driving on slippery surfaces. Uses the same sensors as ABS. A very convenient and useful system, I tell you. Especially when turning in the rain when hitting the markings. Or when trying to leave a dirty roadside, which you drove onto unknowingly. If you have a choice of which motorcycle to take - with ABS/TCS or not, definitely take it with ABS/TCS.
To ofry. The volume of the suitcases is large, which is convenient. Enough to carry a change of clothes and shoes with you, constantly carry a raincoat and shoe covers for motorcycle boots, as well as a warm lining for a jacket. The cases are locked with a key and can be removed. A topcase is not required, but it is simply more convenient to use for storing frequently used items. I have no idea why a tank bag might be needed. If only for a dog.
My opinion: The Honda ST1100 is a good mid-size tourer with a classic design, a reliable engine and well-balanced performance. This motorcycle was used by a large number of intelligence agencies in Europe and was produced until 2007 (in the police version). Moreover, if you look at the statistics of used offers, it becomes clear that the new ST1300 has not been able to repeat the success of the previous model. There are many such motorcycles on offer and they are much easier to find than an ST1100 in good condition.
However, when buying an old Panochka, you need to clearly understand that you will not have a third dimension when riding it. Just right-left-forward-a little back. Not all roadsides will submit to you; there will be those to which you will submit. It used to be very expensive, but today, when the new model reigns abroad, the previous version is slowly being poured into Russia. In the city it is not very comfortable to ride (however, it is a matter of skill), so this motorcycle is used by those people who travel far, but rarely and in gentle modes. So the mileage of 100,000 km and the dense year of manufacture do not mean anything. Much more important is the good overall condition of the motorcycle.
Harley Davidson Pan America On the Go
Harley Davidson Pan America
I left quite early, but the weather was already perfect: about 25 degrees. Harley Davidson Pan America rejoiced with me, going its 120 at a calm 4300 rpm.
Calm ones - for Pan America, of course. Most Harleys don't do much above 5000, but this one feels great between 3000 and 5000, the perfect range for cruise control and enjoying the views. You can even drive it at 2000, but it starts to twitch and vibrate, but if you spin it up to 3000, it feels just fine, just like I do on it.
Someone complained to me about a small itchy vibration at 4000, but even after removing the rubber inserts from the footpegs, I still did not feel anything unusual. In general, the engine runs very nicely when running smoothly.
Cruise control allows you to rest your wrist, but it is controlled by three buttons, although two would be enough. They are located rather strangely - on top of the left console. The first couple of times, instead of cruise control, I turned on the heated grips, and turning it off by simply pressing the same button one more time did not work - I had to look away from the road and look at the remote control to find a separate button to turn off the warm grips. In short, there are a lot of buttons, and even too many for my taste.
Stock wind protection is naturally neither fish nor meat. Fans of tall windshields will be clearly disappointed, but in my opinion, it would be better if it were lower. I kept mine in the down position, but the helmet still shook quite a bit. The windshield adjustment mechanism works somewhat unclearly at speed, but it is still possible to adjust it on the go.
From the highway I descended onto a small mountain track, where the Pan America surprised me by exhibiting much more torque than you'd expect from an HD V-twin. After 5000, as it turns out, it just wakes up and rushes incredibly powerfully until the cutoff of 9500 rpm. I drove in third or fourth gear almost the entire day.
The box feels much more modern than most Harleys I know. The clutch is depressed quite softly, and shifts occur quickly, clearly and quietly. Clutch slip and Engine Brake Control smooth out aggressive downshifts flawlessly.
Harley Davidson Pan America
I tried all the asphalt modes and found Rain too soft, but Road turned out to be the ideal universal option. True, I spent almost the whole day in the Sporty: a little more aggressive response, a little stiffer suspension - ideal for the roads on which I rode. The handling is fairly neutral - it doesn't turn in too quickly, but it doesn't force you to fight to enter corners. Gently press the handle - and it leans where you lead it, confidently holding its trajectory. The pendants - how can I describe them... confident, but soft. They work out the bumps, but stay with changes in speed or direction.
At first, I kept the adaptive height adjustment feature turned on. It works flawlessly, you don’t even notice it, but when you stop, the ground is a little closer, which allows you to plant your foot confidently. I'm definitely not short, on a good day (with a good stretch) I'm 189cm tall, but even I really liked this feature. I left it in automatic mode and was glad that it was there. I think this is a really great invention for tall tourer bikes.
I also really liked the combination brakes. Simply because they work perfectly, and for confident, controlled braking, a lever on the steering wheel is enough (I don’t know if it can now be called a “front brake”). ABS worked a couple of times, but did not interfere at all. In Sport mode, the traction control allows the Harley Davidson Pan America to wobble a little before it intervenes - but if you want to lift the front wheel, you need to turn off the traction control completely. And in advance - the motorcycle must be stopped and idling.
The stock tires work great on asphalt, providing confident grip and good feedback. At some point we drove onto a dry dirt road covered with what looked like gray sand - and these tires worked great there too. Even in deep sand, the tires confidently keep the motorcycle on line.
This is where I started playing with the two Off-Road riding modes, predominantly Off-Road Plus for the minimal intervention of the traction control, which allows you to lock the rear wheel a little before intervening. On less aggressive tires and for beginners, the standard Off-Road mode is better suited.
I didn't like the side stand. The eyelet for its extension is much further than it seems, and if you leave it folded when installing it on the central stand, then you won’t be able to put the side one out - the central one will get in the way. As a result, it is necessary to remove it from the central assembly very carefully. I also didn’t like the way the rear brake pedal was positioned. Or rather, the way it is pressed in the stance - even when I turned the pedal on the lever to the “high” position, it turned out to be not high enough. Fortunately, I then adjusted the lever itself.
Off-road day at Pan America
On the second day I rolled out later than on the first. The Harley engineer spent a couple of hours setting up the controls. It was here that he and I adjusted the position of both paws to suit my motorcycle boots, and at the same time turned the levers on the steering wheel lower. Some also asked to install steering wheel spacers, but I didn’t. With my height, the standard height is enough for me.
But the high seat is good. Even with the adaptive height control turned off and the suspension at its highest setting, I could still reach the ground with both feet. So, for myself, I would choose a high saddle - preferably a rally one, without a step between the driver and passenger parts, so that I can move the weight comfortably.
I decided to tweak my own Pan America ride mode: off-road throttle response, stiffer suspensions in off-road mode, engine braking down one notch. Next, we select a custom map, hold the Mode button on the right remote control, the map is highlighted in purple, letting you know that the Off-Road Plus mode is turned on, which means the rear ABS is turned off, traction control is limited and combined braking is turned off.
Harley Davidson Pan America
So I drove for a few kilometers, and then I accidentally pressed the traction control button and turned it off completely. I think most riders with average off-road skills will still be better suited to the limited traction control of the Off-Road Plus - it allows just enough wheel slip for safe fun. But for experienced people, the ability to turn off traction control completely is also good.
Then a glitch happened: the device displayed an error message and switched to Road mode, turning on the traction control and ABS. One of the Harley engineers did some magic with the diagnostic mode on the dashboard, reset the ECU, and the error no longer appeared. In general, engineers actively downloaded diagnostic information from our motorcycles to configure and eliminate glitches on production models that will soon go on sale.
The first half of the day was spent on rocky jeep roads with occasional sandy drifts. In the beginning, I set the suspension to soft mode, as Harley employees recommended, but after 50 km/h this mode is completely useless: it is too soft, and the bike rocks like jelly and at the same time transmits impacts more harshly than in hard suspension mode. In general, anyone weighing at least 90 kilograms should immediately set the hard mode. Even at low speeds it will be both more comfortable and more stable.
I think the average rider will find the Pan America Special stable and comfortable for average off-road use. It confidently holds its trajectory and easily goes 50-60 km/h on the dirt road. But for a more experienced rider, the Pan America limit is 80, well, a maximum of 90 kilometers per hour on a dirt road. Here the not very high ground clearance plays a role, and the suspensions begin to break through on rocks and landings.
Harley representatives would not allow me to lower the tire pressure, even on motorcycles that were supposed to be off-road. On a tourenduro I usually bleed up to 1.7-1.9 atmospheres, but the pressure control system at some point showed 3.3 atmospheres in the rear wheel. I think the guys were worried I'd blow a flat tire on the rocks, but I ended up just testing out the Pan America in novice mode.
And you know what I’ll say? In its current state, the Harley Davidson Pan America is very asphalt. It is not at all as soft as you would expect from an expensive tourenduro with semi-active suspensions. This may be to a large extent due to overinflated tires, but I was not allowed to find out.
My motorcycle had an optional crankcase protection, more powerful and wider than the standard one. I think this would be worth installing on the Special as stock - because with the stock one, even the relay-regulator sticks out right under the wheel.
And next to the relay-regulator there is a battery. Harley engineers claim that there are no problems with this arrangement, but the optional large crankcase protection somehow looks more reliable. But what’s bad about it is that it’s angular (just like the shape of the fins of the relay-regulator), and if it hits a stone, it will get caught and not slide over it. Well, again, even though the relay-regulator is super-reliable, dirt from under the front wheel obviously won’t do it any good, even in terms of cooling. This is probably the first case in history of water cooling of motorcycle electronics - but is it worth doing? Not to mention the fact that the low-mounted battery and RR can clearly become upset when crossing fords.
All this makes me think that Pan America was not really made for fords and liquid mud. This model is more about pushing the boundaries of Harley Davidson than serious off-road riders. This is a very pleasant motorcycle on light off-road, comfortable and easy to control, and at the same time very nimble on medium-sized dirt roads. I think it’s exactly this kind of roadless stuff that it’s designed for—and that’s great.
On the way home I dried off. And completely by accident, without trying to find out the real power reserve. It turned out that if you crank the engine up to the cutoff, jumping from bump to bump in third gear, then the real power reserve will be 290 km.
Harley-Davidson Pan America owner's chronicles: purchase experience and the first 3000 with two and panniers. I will tell you my impressions of owning a Harley Davidson Pan America after 3,000 km with a double and heavy panniers, as well as about the thrash of buying this “elite” brand and the further thrash of owning it, as well as the various extras that I installed. There are already quite a lot of reviews on this model on the Internet, in many ways my conclusions repeat what has already been said, but they are more likely from the point of view of reviewers, I will broadcast from the owner’s bell tower and, of course, I will smooth out some corners to justify my choice. Who is too lazy to read - the motorcycle itself is simply gorgeous with some minor exceptions, everything else is a disappointment. Fortunately, I was buying a motorcycle, and not all this. UPD At the moment it has already passed 10,000, but more on that later.
For the last 8 years, I have driven more than 200 thousand in a BMW KS on roads from Baikal to Barcelona through Kyrgyzstan and even sometimes fucking (that’s why it’s easier for me to compare with a KS, and not with a GS, as many do). In addition to it, there are a couple of medium-sized motards. I have been looking for a replacement for a long time, I wanted to change the class to something also touring, but more endurable, or motard, or simply comfortable for our roads, and not sporty. I tried to ride three days in a row for 1000 km in Africa, a 1200 liquid goose and an 850k on serpentines, gravel and bad asphalt in Montenegro (except for the serpentines, the roads there are similar in many ways). Good motorcycles, but they lacked some kind of drive, for me they are soft and insipid, kind of sluggish, well, the kind that doesn’t blow in, but dents. A heavy goose doesn’t seem to be bad, but it’s too obvious a choice, plus it sits like on a toilet or on a perch, and with my 2 meters tall, I constantly trip over pots when I’m rolling in the parking lot.
In principle, I didn’t even look closely at Harleys or Pan-Americans, but tired of the torment of choosing between scrupulously verified options, I freaked out and made an advance payment on the very first day the prices for them were announced on the Russian market. And then it began to seem that I was looking for a wife for the rest of my life, and not involved in motorcycling. Therefore, it was somewhat of a gamble, since at that time there was not a single review of this motorcycle and essentially took a pig in a poke according to the specs, although it must be said that it was the cheapest motorcycle from its classmates (although on the very first day the prices were announced raised by 100 thousand, but this did not change the situation). But I’ll tell you about the purchase itself and the suffering associated with it and after that separately at the end.
At the moment, I have covered 3,000 km on it, having gone on a test trip to Khakassia with a double and loaded with three panniers.
First about the motorcycle:
The most exciting thing for me about the motorcycle itself is the engine.
It’s peppy, pulls without explosions, but has constant excellent pickup from 3 thousand to the very top of 9 thousand revolutions, a very dynamic and provoking engine and I don’t feel like I’ve lost anything after the engine - it’s even more fun and exciting to drive. When I picked it up from the dealer and drove home 280 km, the cruiser easily stayed above 170 km/h. The cruiser dropped slightly to 150-160 when it began to ride loaded and with a two-wheeler, although in general the engine and motorcycle did not feel the load and rather psychologically stuck to a slightly lower speed. Many people note that the engine gets hot and blows in the leg, but I ride only in hiking boots and did not feel this problem, I rode in a raincoat for several hours in a row and the pipes did not leave any marks on it. There are practically no vibrations, nothing turns into itching, 700 km per trip and I never caught myself thinking that I felt any unpleasant vibrations on my legs or arms.
The suspension is semi-active in the special version, the dive is not particularly noticeable, even when loaded, if both brakes are applied, it squats rather than bites, especially in sport mode. It may bite a little after a wave on the asphalt in soft modes if you press the front. The rear almost does not sway even when fully loaded, only on waves. Although this reason with the buildup is exactly why I didn’t like it most on Africa and on the 850k.
Switching dynamic modes really works, at first it is obviously noticeable in the operation of the throttle, and when I had already rolled a decent amount, I noticed there was a build-up on the waves of asphalt in Khakassia - I switched to sport mode and everything calmed down, in much the same way I struggled with this in the cop. I must say that the fresh GTL1600 and RT1200 that were traveling with me also switched to a tougher mode due to the same problems in this section. I haven’t had the opportunity to check the offroad mode and how traction works - neither the capabilities nor the skills yet). In general, now switching to sports, I notice a serious difference in swallowing joints, bumps and holes. In the rain mode, the throttle is more likely, but I believe that the other settings are really more suitable for rain.
I really like that the motorcycle steers very easily: at near-zero speeds it feels not like a heavy motorcycle, but like a much lighter one. At speed it also lays down more than easily, at first I oversteered and kept a lower speed than it allowed. Psychologically, the tank is narrow, the motorcycle is perceived as already a skinny goose, you are happy to climb into the aisles with it, the size does not bother you, climbing in the city is a pleasure.
Gearbox The gearbox works great, it’s light, but at the same time I can clearly feel everything shifting even in heavy motorcycle boots. BUT! In addition to switching between first and second: you feel the harshness of the transition at the beginning of the movement of the paw and at the same time it immediately throws it over neutral, it can be very difficult to dose the force necessary to catch neutral, it is almost impossible to get into neutral from the first gear, from the second it is not a shift, but a calculated touch neutral is turned on. Sometimes annoying. I’ve never had a quickshifter on any motorcycle, so I don’t see its absence as a loss, although for a modern motorcycle it’s probably a minus. At the same time, the clutch is incredibly light and informative; clicking through gears is a pleasure and happens quickly.
The rear brake is rather weak, you have to push it with your whole foot until the abs is activated. At the same time, the motorcycle doesn’t brake so much, maybe this is good for enduro so that it doesn’t lock up ahead of time - I haven’t gotten around to it yet. There are no questions about the front. Overall I would say the brakes are adequate.
As for the stand - I installed spacers from Aliexpress, with them, with my height of 2 meters, I can stand at least fully straightened - that's enough, to improve the position in the stand, you can buy bumpers for the tank so that your legs don't slip, but for aesthetic reasons I won't stand on the orange tank ) The saddle is simply gorgeous, I rode 600 km a day with a double and nothing went stiff, there is room to warm up. The seating position is generally very comfortable for me, perhaps the first motorcycle that I don’t perceive with my height as something I need to get used to, I sat down immediately and was very comfortable. Maybe I’ll straighten my legs a little more thanks to the low running boards, but it’s not critical yet. At the same time, while on the move, the moto is perceived as nimble, steering and immediately getting into all the holes.
According to her words, the seat is also quite soft and comfortable, only at 600 km does it begin to become numb and only in the place where it sits. There is enough space in the back even with the trunk installed, but I would like the handles for the passenger to be spaced a little wider. They are much more convenient than on the 850 or Africa, but worse than on the big goose. It doesn’t shake from behind on bumps; it also passes on gravel without even noticing the bad road. I myself don’t feel it at all behind me: it doesn’t lean on me when braking, it doesn’t hit my helmet with its helmet. For me, one of the most comfortable motorcycles for traveling together.
The mirrors seem to be a little small, but you quickly get used to them and after adjustment they are sufficient.
Footrest - at first, this system of fixing the footrest is very inconvenient; you first have to tilt the motorcycle in the opposite direction, and then be afraid that it will start to fall when it enters the groove, but you quickly get used to it and it even seems comfortable.
What constantly irritates me is the turn signal switch - it’s small, you can tactilely feel the turn signals turning on, but turning it off is a particular pain. On the KS they are spaced apart on both sides, but that’s okay, we won’t compare, but on the wife’s Honda it’s just a pleasure after the Harley to click them back and forth. I have never seen anything worse than here.
Sometimes there is a problem with starting - you can hear an electric sound, but the engine does not start or does not start right away (to start it, you don’t have to press the starter button, you have to press it at the same time and then it starts on its own). I heard the same sound on my single-cylinder engine when the piston rose at top dead center and the auto-decompressor did not work - the starter did not have enough strength to turn the engine. But on the second attempt it starts, apparently by pushing the position of the pistons in the first approach. Doesn't bother me.
The sound of the engine is not to say that it is gorgeous, but after the high-frequency buzzer (thanks to which I can recognize its sound in dense traffic several tens of meters away)) it is more than pleasant. It doesn't bother me at all when driving. But this is clearly the sound of just a modern engine with a huge muffler and all sorts of euros, and not the rich sound of a Harley.
The windshield is a little low for me, but there is no turbulence, my head doesn’t wobble, my shoulders don’t feel pressure, after the rain the dirt on my pants is mostly below the knee - otherwise it covers everything well. In general, the stock wind protection is good, especially given the visually small size of the motorcycle.
Another big irritation is the tidy: a huge display, but it’s completely inconvenient to use due to the small font. It's been a little rainy and droplets of dirt make reading the inscriptions completely impossible, you have to duck down to look out for the readings. At the same time, there is a lot of empty space for enlarging the font, you can choose the readings you need and in general everything would be fine if it weren’t for the size itself. I hope this will be fixed by updating the widgets. Another big drawback to the tidy is the built-in navigation. More precisely, it is not built-in, but is output from the native application. So, you won’t be able to install this application on your phone, because in the Russia region it is not present either in Apple Store or in Google. I found an apk for Android and installed it, but it required an update to work and could not be updated. It is possible to find the current version, but losing navigation on the road because the application has been updated in the store and requires it from you is not an option. As a result, I found an old iPhone separately and registered in the USA to gain access. In general, the navigation knows our roads well and even knows small villages around me, including showing places of eating and sleeping areas, but the information on them is quite old - in my city for three years now some of the establishments that it shows have been closed. The problem is that it is impossible to cancel the route using the steering wheel controls - you cancel, confirm the cancellation, it disappears for a couple of minutes and then starts leading you to the same point again, and so on endlessly. But when you stop and turn off the ignition, on the contrary, it loses the route, i.e. if you stopped on the side of the road for your difficult but quick business, then you need to take out your phone again and enter the route after turning on the ignition and this is a very nerve-wracking moment. By the time of my trip to Khakassia, I had not yet cheated with the application, so how well it knows the roads will only be assessed after a trip to Altai in a week. Something else I still haven’t figured out with the tidy is how to switch it to dark mode. In a bunch of photos and reviews, I see a dark device, but I have a white one, and driving with it at night is quite stressful - there is a function for automatically adjusting the brightness, and at night, every time you drive under a pillar of light, it starts to drive the brightness back and forth like on old cheap phones , which is naturally annoying. The dealer cannot help me with switching the tidy, he suggested that it would be possible to change it in the application - but this setting is not there either.
The relationship with the dealer is a different story altogether: So in March I decided to take the pig in a poke and made an advance payment for Pan America to my nearest dealer. I chose the configuration from the list of those motorcycles that were available and were supposed to be included in the first batch - I take it in the maximum configuration, with everything that is there, except for the auto-lowering function (because why would I need it with two meters in height). At the same time, delivery was promised before June, most likely even in April, but according to the contract they hedged their bets and entered a date until June 30 (at my request they added a date; initially there was no date). The amount under the contract is a deposit with all that it implies. I’m leaving to go on vacation with my children to the south, worrying only that while I’m away I can get him for a motorcycle and it will be waiting for me upon arrival.
By the end of the month of June, I timidly inquire about the fate of my motorcycle, seeing the joyful stories of Panama unboxing. At the same time, I inquire about the availability of accessories in the form of trunks. On the fifth day of July, I remind myself about both questions - they answer me that the delivery did not include my equipment and that I need to wait for the next batch - and this is already the end of July. They give incentives for axes, they contact me and tell me that everything is not very good for panniers either - they are not expected.
And I’m already planning a trip to Vladik to pick up my wife’s money and a return march across the whole country to Crimea wearing two helmets. Okay, I'm starting to fuss about how to solve the panniers, hoping that the Panama will be by the end of July at least. There is absolutely nothing in the world for Panama yet, I decide to put the trunks of the Minsk guys with a bison case - the guys go to the meeting, promptly make trunks and receiving frames, bags, and promptly send them to me in the wilderness, in Siberia. On Alishka I find several important accessories for a Panama hat (on world forums they agree that this is the original, only without labels) - I order them. Soon I meet all this at the post office and agree that they will quickly make me a cage for motorcycle panniers. What about Panama hat? But they can’t tell me until the last minute when it will be available and whether it will be in the next delivery. I'm languishing in languor.
And here's the call! receive/sign for it - your Panama hat is not included in this delivery and it is unknown when to expect the next one. At the same time, in the dealer’s showroom there is a configuration similar to what I ordered, only with a squat function and at a price higher than the spring pre-order prices (they are also official prices from the Harley website) by 600 thousand. I say: “How can this be? sell me this one, I’m ready to pay extra for a feature I don’t need, but only at the prices that were when I made the pre-order,” to which they shave me off – “if you want, take it from stock for 600 more, or not at all.”
At this moment I, of course, became depressed. I was just at a meeting of BMW drivers and there was a desire to take the deposit and buy a goose and not warm the brains of either myself or other people. A week goes by, I have already agreed with a friend to pick up the s1000xr from him (well, I can’t talk myself into a goose), I almost buy plane tickets and at that moment the dealer calls me and offers to pick up the bike almost as I need it, but without the spokes and with a function I don’t need and a mileage of 2000 km after the director’s rides around the region, but at the same price as with spokes and as if no one’s ass had ever sat on it. Those. more expensive than it is in the official Harley prices and also with a mileage of 2000. The landlord has already exercised the right of the first wedding night and deigns to extend it to me.
I went through all the stages from anger to acceptance. But the market is the market. And judging by the pictures, I had already gotten used to it and it didn’t seem as ugly to me as at first. I've even become somewhat close.
I took it. Well, at least they did TO-0 for free, and thank you)) ah, they let me twitch the bell as if I had bought a new one! ) coffee was poured, in general the manager Anton was a great guy, he tried to smooth it out as best he could.
The trash didn’t end with this: now they don’t even have service books, and there are no user manuals either in paper or electronic form. The dealer cannot provide it to me in Russian or any other language. Damn, I don’t know how to check the oil level - on the side stand, hold it vertically or on the center stand? to screw in the dipstick or not to screw it in? how to check chain tension? how... in short, writing to the dealer on WhatsApp for every minor question is annoying, and there aren’t always answers. There is only one excuse: they didn’t ship it to us.
And it’s okay if they didn’t ship it because they don’t have this manual yet. But when I took the left route, replacing the region, installed the HD-app application on my phone and entered my VIN into the system, guess what link they gave me? To the Pan America user manual in Russian! Those. Harley already has this manual, but the dealer cannot provide it to me either in paper or electronic form! And yes, it was only after that that I was completely bombarded. But few people will end up installing this application.
I believe that Harley is completely unprepared to sell this model. There are no accompanying papers, no accessories, no repair base for sure (it’s interesting that they found a service manual or the same as with the user’s manual, but on TO-0 they handed it over to everyone at least they knew when?) and I don’t want to solve this. I would like to make money on the hype, 600 thousand on top on the older model and 400 thousand on the younger one just by selling and shooting tik-toks. And this is the best dealer in the Russian Federation, it’s hard for me to imagine what’s worse.
The icing on the cake was that a couple of hours after I drove away from the Harley dealer, my phone received several dozen calls from different numbers with “pre-approved loans,” “loan for a vehicle.” Apparently, every time after visiting the salon, Harley owners are forced to urgently look for money, even at a high percentage. I don’t use this phone at work in any way, on average I have a couple of calls a day to a couple of numbers, I don’t communicate via phone, not a single account is opened for me in any bank, moreover, I was in such a procedure that no Not only will the bank not give me a loan, it won’t even issue me a debit card. Even added to my wife's bill. Those. I am absolutely not interested in financial organizations... I was until this moment. SMS messages are still coming.
I’m a very low-conflict person, so when I got boiling, I went and yelled in the toilet, pissed in the sink and wrote this post. I’m not waiting like Julia Roberts to have my ass licked in stores after I took out my wallet and I don’t feel any special reverence for the legendary brand, I’m not hysterical in search of justice and the department of complaints and suggestions so that they call me back and fix something there - the first impression cannot be returned. But I wanted to speak out.
I liked the motorcycle so much that these little things do not spoil my pleasure from riding it. He really got into it and you know what is the most important thing about him for me? besides this: the engine, comfort, appearance - this is all secondary, it brought back to me that feeling of the first season when every day you rush to the garage to sit down and go. At least a little, but ride it. Again, I don’t care that there are clouds, that it’s late, that it’s hot, that there are midges, that the kids are screaming - asking for a tit. Behind all the logical selections of the right motorcycle, looking at sales reports, reviews, and analyzing the dealer network, the most important thing was somehow forgotten. And Pan America returned to me that state of high from the very possibility of driving.
Competitors of Harley Davidson Pan America
Pan America in basic configuration starts at 1 million. 600 thousand rubles Special - from about 1 million. 700 thousand rubles, and in the configuration as they gave me for testing, with adaptive height adjustment and on spoked wheels, almost 2. These figures allow HD to compete not only with BMW and KTM, but also with Triumph and Suzuki.
At the same time, Harley understands perfectly well: the KTM is a much more off-road motorcycle, and, in fact, is not really a competitor. Pan America was designed as a universal model. The KTM has a higher seat height and this alone can be a limiting factor for many shorter riders.
The new Suzuki V-Strom 1050XT Adventure doesn't even come close to the performance, technology and workmanship of the Pan America. The Triumph Tiger 1200 XCa is more expensive, but it is not as balanced and is more difficult to handle both on asphalt and off-road.
So of all these motorcycles, Harley Davidson primarily competes with the BMW R 1250 GS/GSA, which, comparably equipped, will cost about the same amount. I'm tall, but even I find GSA intimidating with its size. Compared to the flagship boxer in the BMW lineup, the Pan America is much more accessible in terms of handling, more compliant and simpler. But if you have the skills and desire to drive a BMW, you can drive it much harder!
Harley Davidson Pan America
Luggage options
For any touring, and for Adventure touring in particular, the capacity and convenience of luggage racks is one of the most important selection criteria. So let's start with the industry standard - aluminum crates .
There are two types of them, they differ in color. The most common ones, made of unpainted material, produced by SW-MOTECH, have a capacity of 37+45+38 (right/left/top drawers, respectively) liters. 6 locks (box lids plus motorcycle mount) can be opened with one key. Installation of this kit requires the purchase of an installation kit. Needless to say, the boxes are durable and waterproof. More interesting, in my opinion, is another option - Sport Luggage . This set is made of durable composite material. What's great is that it does not require the purchase of additional fasteners (not counting the top box), and is locked with the same key as the ignition switch, as all Harley riders are used to. Capacity 36+40+40 liters.
And, of course, soft bags made of reliable waterproof material. The bags have a roll top and waterproof zippered pockets. Sold as a set, only all together. Requires purchase and installation of a mounting system. Capacity - 30, 30, 40 liters. The bags are decorated with reflective stripes.
The top bag from this set can also be placed on the passenger seat in front of the aluminum box if, for example, you are traveling alone and there is not enough space.
Regardless of the luggage set chosen, the manufacturer does not recommend loading more than 30 kg on the motorcycle.
At the end of the note, it is worth mentioning the tank bag; it is made of synthetic material, has three zippered pockets, the top one with a window for the navigator, and a rain cover with the same window that allows the use of a touchscreen. The bottom of the bag is made of plastic, matching in shape to the top of the Pan America tank, due to which the bag is securely attached. Capacity - 8 liters.
