Harley-Davidson Pan America 1250 ST…Starting from 2,586,800 yen (pre-orders begin March 21, 2025)
The Pan America 1250/Special was released in 2021 as Harley’s first adventure model. In Japan, the standard version was sold until the 2023 model, and in 2024 only the “Special” model with electronically controlled suspension was available. In 2025, the “ST” model, with a smaller front wheel (downsized from 19 inches to 17 inches), was added to the lineup.
The main differences in appearance from the previous standard model and special model are the new front and rear integrated low seats and short windscreen, and the standard tires are Michelin Scorcher Sports, which are suitable for on-road use. The front and rear suspensions have been lowered, but we were unable to find any specific figures on how much wheel travel has been reduced.
A pleasant pulsating feeling and a muscular power feel coexist.
Harley-Davidson unveiled the prototype of the Pan America 1250 on July 30, 2018. Needless to say, it surprised the world as it was their first full-fledged adventure model. The company’s main customer base was aging, and sales had been sluggish for a long time. It was against this backdrop that they clearly wanted to venture into a new genre and expand their market. Although the schedule was slightly delayed due to the impact of the COVID-19 pandemic, the mass-produced model was announced in February 2021. Sales began in Japan in July of the same year.
The Pan America 1250 Special is fitted with 19-inch front and 17-inch rear wheels. It comes standard with a Showa semi-active suspension that lowers the seat height by up to 43mm when stopped, as well as cornering lamps, an aluminum skid plate, a center stand, and handguards. As of the time of writing in early May, the arrival date and price of the 2025 Special model in Japan have yet to be decided.
The Pan America 1250 has proven its capabilities as an adventure model, winning its class at the 15th Africa Eco Race, but it’s also active in the world of road racing. Last year, it took the annual championship in the Super Hooligan class at MotoAmerica, held in North America. Any bike with a 750cc or larger two-cylinder engine and a 900cc or smaller three-cylinder engine can participate, but water-cooled engines must retain their original frame. Naturally, the Pan America 1250 competing in this race has 17-inch front and rear wheels.
Considering this background, the new model Pan America 1250 ST can be seen as a replica of the racer competing in the Super Hooligan. With a smaller front wheel, lowered suspension, and a low seat integrated into the front and rear, the ST’s official seat height is 825mm. In contrast, the Special has two adjustable rider seat heights, and is set to the lower position, with the rear shock absorber ARH reaching a height of 830mm when fully lowered, meaning the seat height is lower than that.
The engine is a 1252cc water-cooled, four-stroke V-twin “Revolution Max 1250” with a 60-degree cylinder angle, and the DOHC 4-valve camshaft incorporates a variable valve timing mechanism (VVT) on both the intake and exhaust sides. The water-cooled 60-degree V-twin is reminiscent of the old V-ROD series, but the biggest difference is that this engine has a crankpin phased 30 degrees, making the firing interval the same as a 90-degree V-twin. The maximum output is officially rated at 150 HP (152.1 PS) and maximum torque at 127 Nm.
The Pan America 1250 ST has four riding modes: Road, Rain, Sport, and Custom, but does not include modes for unpaved roads such as Off-Road and Off-Road Plus. All modes change throttle response, engine braking, and the intervention levels of traction control and ABS.
First, let’s start in road mode. The 1252cc water-cooled 60-degree V-twin “Revolution Max” engine has a balancer in the cylinder head of each front cylinder and in the crankcase, which moderately suppresses unpleasant vibrations, while still providing a sense of power that is expected of a liter-plus V-twin. Around 2000-3000 rpm, it’s not just powerful, but also has an exquisite pulsating feeling, like rolling an iron ball, which is a different feel to the 90-degree V-twins of Ducati and Moto Guzzi.
When you open the throttle wide, the power curve changes dramatically around 4000 rpm, as if the VVT is somehow kicking in. Switching to sport mode increases the momentum even more, demonstrating acceleration that could be described as ferocious. The power feel is on par with or better than that of a famous street fighter, and the duality of this power feel, along with the pleasant pulsating feeling at low rpm, is what makes the Revolution Max so beautiful.
This ST comes standard with a bidirectional quickshifter, but because there is a strong shock when shifting up from low to second and from second to third, I disliked that and just operated the clutch lever naturally. Also, perhaps because a sensor is connected to the linkage, the feel when operating the shift pedal is soft, which is a concern. If you’re considering purchasing one, I recommend checking this out during a test drive.
The Pan America 1250 ST comes standard with a Screamin’ Eagle quickshifter, a foot-shift control that cuts fuel and ignition within milliseconds and automatically blips gears on downshifts.
It is as easy to handle as a naked bike and the ride is excellent.
It’s no exaggeration to say that its handling is the most modern and easy to handle of all the Harley-Davidson models. The bike’s basic maneuverability, such as the smooth leaning and turning that doesn’t make you feel its 246kg weight, and the natural steering angle of the front, places it in the naked bike category, and the long wheelbase and smooth operation of the front and rear suspensions add to its touring feel.
The wheelbase is 1580mm. Although it is 5mm shorter than the Special, it is still 10cm longer than the Suzuki Hayabusa, which has a similar engine displacement, so being based on an adventure model is no small disadvantage.
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It uses an inverted front fork with an extremely thick diameter of 47mm. The adjusters are concentrated in the top cap, with adjustment screws for preload on the left and right, compression damping force on the right, and rebound damping force on the left. The front caliper is a Brembo radial mount type, and the ABS control takes into account lean angle based on information from a 6-axis sensor (C-ABS). Furthermore, the front and rear are linked together for a balanced effect as needed (C-ELB).
The standard tires are Michelin Scorcher Sport. The rear caliper is a Brembo single piston. It has Vehicle Hold Control (VHC) to assist with hill starts. The rear suspension is a bottom link type, and the shock unit has a hydraulic preload adjuster as well as adjustment screws for compression damping force on the top and rebound damping force on the bottom. The recommended suspension settings are listed in the owner’s manual.
What impressed me personally was that, despite being equipped with such a muscular engine, the chassis still felt very powerful. In the Pan America 1250 series, the engine functions as a stressed member of the body, and the front frame that supports the fork, the mid-frame that supports the rear shock, and the seat rail that supports the rider are all separate. Even if you intentionally shake the handlebars while riding, the body flexes naturally, and unless you were told, you wouldn’t realize that the frame structure is unusual. This solid chassis design is likely one of the reasons for the bike’s strong performance in the Super Hooligan class at MotoAmerica.
In terms of wind protection, since it is a short and fixed type, it is not as effective as the Special (long screen with four adjustable heights), but it is still comfortable enough within Japan’s legal speed limits, and the smoke color also contributes to making the machine look more manly.
Adventure is one of the genres that many manufacturers are focusing on the most, and there are countless rivals to choose from. However, when it comes to on-road models that borrow that style, the number is significantly smaller. Despite its aggressive styling, it is easy to handle, making it an all-purpose vehicle that can be used for everything from city riding to long touring.
Riding position and foot reach (175cm/68kg)
Compared to the Special, it feels like bending your knees is a little more cramped, but this low seat provides adequate support for your lower back when accelerating, so overall it makes a good impression when riding around town. The handlebars seem to be the same as the Special, and considering the concept of the machine, it might have been better to set them a little lower.
