enthusiasts who see turing is detouring adv writers seeking power tech and capability
in a design package that is uniquely hd versatility and comfort on and off-road
features may include we're calling it special for good reason designed to compete with the
top-of-the-line adv bikes in the segment the 1250 special is loaded with premium features
semi-active front and rear suspension with vehicle load control tire pressure monitoring system tpms
center stand multi-position rear brake pedal brush guard aluminum skid plate
day maker signature adaptive headlamp hand wind deflectors heated hand grips steering damper
factory installed option adaptive ride height factory installed option tubeless laced wheels
all new revolution max 1250 engine for a new generation of iconic bikes
the next chapter in a century of legendary v twins is here
revolution max is a liquid-cooled powertrain with over 145 horsepower
full of ample torque and a surging power band tuned to maximize rider control
dual purpose powertrain the revolution max 1250 is a structural component of
the motorcycle chassis eliminating a traditional frame which significantly
reduces overall weight and keeps handling talk
this is performance you can feel with the center of gravity low and the chassis super rigid
peak performance where it counts double overhead camshafts dohc facilitate higher peak horsepower
and independent variable valve timing vvt
broadens the overall power band and improves torque management
all this to say you'll have as much low end acceleration off the line and high
rpm horsepower you can twist adaptive ride height revolutionary suspension
adaptive ride height makes its debut on the pan america 1250 special this factory installed option
unlocks confidence you can feel by lowering seat height when stopped and maintaining a constant
optimum suspension sag at speed by adjusting preload while continuously sensing weight inputs
semi-active front and rear suspension 190 millimeters 7.48 inches travel on showa bff
balance-free forks fronts and a bfrc balanced free rear cushion
light coil over rear shock with electronic preload control and semi-active damping
the rear suspension incorporates a linkage system connecting the shock
swing arm and frame which provides a progressive feel through the stroke
as the v-twin rumbles into life it's still got a distinctly harley vibe
to it but also feels different from anything harley have released before
the new pan am is all about its 30 degrees of crank pin offset
which is why it doesn't sound so typically harley magnesium covers variable valve timing
and sodium in the exhaust valves for optimum cooling to name just a few of the innovations
it's saturated with state-of-the-art features that mean this newly developed 60 degrees v-twin power
plant is immediately competitive within the big adventure bike market with 150 bhp on tap at 9000
rpm and 94 foot pounds torque at 6750 rpm harley are most definitely playing with the big boys
the ultra-modern revolution max engine wants to be revved
and thanks to the well-honed ride-by-wire system it feels really sporty to ride
but the panamerica engine also works well at low revs where it's impressively smooth and the
different riding modes which can be selected at the touch of a button on the right handlebar do
actually make significant changes to the engine's characteristics the step up from road mode to
sport alters the throttle response to instantly feel more aggressive the step back to rain mode
is another dramatic change in character which will prove useful for more inexperienced riders
and harley are desperate to attract new customers with the pan the pan is powered by harley's new
revolution max motor which is a 60 degree v-twin with a 30 degree crank offset why does this matter
aside from the fact it has a cam chain dohc and water cooling this engine configuration makes it
sound like a 90 degree v twin and is therefore orally far removed from the traditional potato
potato synonymous with harley's 45 degree v twins and it doesn't feel like one either
on the road the max motor is remarkably refined there are two balancer shafts tucked away within
the engine as well as variable valve timing with infinite adjustment much like ducati's
dvt system and the engine is fed through a ride by wire throttle with variable power modes ignoring
the wet mode which is truly horrible as it makes the first quarter turn of the throttle do nothing
before the muted power arrives and opting for road mode instead the max engine is really impressive
it's a kind of backhanded compliment but in road mode the v twin is as smooth as a suzuki
v strom 1050s twin and the throttle connection is so precise you would imagine you are riding
a japanese bike there is no thump of a twin as you got on the old v twin multi-strata models
which were actual 90-degree v-twins and no instant smack of power as you get on a gs instead it is a
really progressive build-up of drive that is easy going and very manageable the headline figures of
150 bhp and 94.5 foot-pounds of torque may sound a lot but they are delivered with such a lovely
feel that even in torrential welsh reign they were far from intimidating unless you wanted them to be
another switch of power mode and in sport the engine's character changes gaining a harder edge
and a lot more enthusiasm when it comes to picking up speed it's very rare that changing power modes
actually makes a tangible difference on a modern bike but on the harley it most certainly does and
in this mode the max motor feels like a proper spirited engine with impressive performance
if a touch quiet exhaust note and it has to be said also a few tingles of vibrations that
the rubber pegs do their best to damp out the only major annoyance with the motor is the fact
there is no up down quick shifter option however this gripe is likely to be righted soon enough