The CVO Pan America is Harley-Davidson’s adventure model. Introduced in 2020, the Pan America brings a breath of fresh air to the American company, more familiar with producing custom motorcycles. The adventure segment is gaining in popularity, and Harley-Davidson wants its share of this booming market. Since its release, the Pan America has been attracting new customers and creating a buzz around the model. In this article, I’ll try to answer your questions by giving you a brief overview of how this bike behaves, to give you an idea of how I feel about it.
An American look
First of all, CVO (Custom Vehicle Operation) models are very popular, with their magnificent paintwork. On this test drive, I was lucky enough to have the Legendary Orange color. I felt a bit like the mythical Evel Kneivel, that legendary stuntman who was a bit of a daredevil with his Harley-Davidson motorcycle. He often had a number 1 logo with stars like the one I have on the gas tank. I don’t claim to be a stuntman, I just felt like I was riding a legendary motorcycle. It’s a typically American look and I love it. I know it’s not unanimous, but for me, having a Harley-Davidson, I’d like to display its country of origin and show it off. It’s probably the proximity to the United States that influences me.
The main lines
On the mechanical side, it’s the 1250 Revolution Max engine that inhabits this frame. With its 150 hp, power is omnipresent, and fortunately there are electronics to correct any jerks I might make with the throttle or maneuvers that could jeopardize my safety. That’s a lot of horsepower, but also a lot of torque (94 lb-ft) at 6750 rpm. This big V-twin is well suited to this size of adventure bike. It can cope well with rough terrain, but a smaller frame will always be much easier to handle. A big adventurer like this is more of a gravel road rider than a narrow trail rider. Yes, it’s capable of it, but the maneuverability will come to miss or tire you out if your goal is to do lots of small trails and explore nature in every nook and cranny away from public roads. As I say, it can be done, especially with the suspension that lowers when you stop, making it easier to touch the ground. And as soon as you move forward, the shock absorbers swell to their full extension, providing travel that’s always adapted to ground conditions. The suspension is semi-active, automatically adjusting for driving position, vehicle speed, vertical acceleration, braking and pre-selected driving mode. The on-board computer calculates all this data and transmits it to the shock absorbers. It also detects the load of luggage on board.
A quick tour of the frame
Electronics are very much in evidence on this bike. Sport, road, rain, off-road and off-road “Plus” modes control how power is delivered to the rear wheel, as well as ABS and traction. The instrument panel includes all the essentials such as GPS, Bluetooth connection with your phone, trip meters, engine and ambient temperature. The CVO model is equipped with fog lights to increase your visibility. I would have liked a dedicated switch for this option, but instead it’s activated in the menu, in a not-so-simple way. SW-MOTECH’s aluminum suitcases are an excellent choice, adding an adventurous character. They’re big enough to hold all your gear for a multi-day excursion. The six-speed transmission makes good use of the engine. The Screamin Eagle quick-shifter could be improved, however. Japanese motorcycles have accustomed us to smoother gear changes. Still, the latter works “relatively” well. The windshield is easy to adjust with one hand, even while riding. Weather protection is as you’d expect from an adventure bike.
The pedals feature small, easily removable rubbers for off-road use, while the upright riding position is recommended. The brake pedal, too, can be adjusted without the need for tools, just in time for upright trail riding. The handlebars are well positioned, whether you’re sitting or standing. The bike’s center of gravity is well balanced, despite its large size. One small detail I had trouble getting used to was the side stand. Because of its awkward position in front of the pedal, you have to lean the bike to the right to take out the stand, since the suspension lowers when the bike is stationary. The rear of the bike must then be raised once dismounted to tilt and stabilize it. This requires special care, especially on uneven terrain.
To conclude
I like this type of bike. A semi-active suspension on Quebec roads is well suited. A big plus when the suspension lowers during stops, allowing me to be comfortable with my foot firmly planted on the ground. The 1250 Revolution Max engine delivers all its power without getting out of control. Comfort is undeniable, and the quality of finish makes it a worthy adversary. The seat can be adjusted to either high or low position.
Highlights:
- Semi-active suspension that lowers when stationary
- 1250 Revolution Max engine
- Legendary Orange paintwork
Areas for improvement:
- Position of side stand
- Screamin Eagle quick-clutch system
- CVO’s high base price starting at $34,599 CAD
The 4Riders Magazine team would like to thank Harley-Davidson Canada and Léo Harley-Davidson for the loan of this bike, which made this test ride possible.
Photo credit: Steve Maillet
Equipment worn during this test ride:
- Oxford Montréal 4.0 coat
- CKX Atlas helmet
- Falco Liberty 3 boots
- Cardo PackTalk Edge communication system
