At the 2019 EICMA show in Milan, the Bar & Shield brand pulled the curtains off their brand-new, strategically developed machines that will bring them a new bunch of riders, ones who’ve never looked inside its shops before. Behold the “Bronx” and the “Pan-America.”

Paving the company into the Streetfighter and the ADV touring category, the Bronx and the Pan-America are the first babies of Harley’s “More Roads to Harley-Davidson” growth plan through 2022, though it all started with the launch of its first electric, no-clutch “twist and go” LiveWire.

These new motorcycles will be powered by the company’s new 60-degree V-twin Revolution Max engine that is supposed to be like nothing seen on a Harley before. The Milwaukee brand hasn’t divulged much information, but enough to just keep us excited through to their launch sometime towards the end of 2020. We’ve gathered them around here for a pre-production review of the Pan-America 1250 Adventure Tourer.

STYLING

Well, first, let us not get judgmental here. This is Harley-Davidson’s first modern attempt at this segment, and for that, they have managed to pull off a decent package with the Pan-America.

Seeing the first glimpses of the Pan-America a little over a year ago, it carried a smart and confusing front façade that was pretty distinctive, probably cued from their Road Glide model. When Harley->ke300 unveiled the Pan-America at this year's EICMA, the orange and white paint scheme put things to a better perspective, and the ADV machine looked more like a production model. However, Harley still maintains it to be a pre-production model.

Harley has kept the proportions right and gets the off-road stance well-pronounced. The large fuel tank sees the silhouetted logo, but the centerpiece is still that 1250cc Revolution Max mill. Since it is liquid-cooled, it manages a cleaner design, hiding a hooligan within. The rear sub-frame looks like ones you see on the Triumph Tigers, and have a lot of scope for pannier fitments.

Coming to the fairing, it might not look the most handsome, but is definitely a functional piece of panel that might need some getting used to. They house the headlights that will be LEDs with signature daytime running lights (DRL) and will get a big adjustable touring screen for better protection for the rider. Behind the screen, we see Harley’s new TFT instrument cluster that can be controlled using the ergonomically positioned switch cubes on the handlebar.

Engine protection bars and radiator guards will probably come as standard fitment, and the underbody bash-plate has seen a trimming down compared to the concept model showcased last year.

POWERTRAIN

The only concept of the Pan-America we are certain about is this Revolution Max 60-degree V-twin setup that will displace 1250cc to produce over 145 hp and 90 lb-ft of peak torque. The new Revolution Max engine architecture is designed for flexible performance with a broad powerband and dual downdraft throttle bodies to maximize airflow and increase performance.

Sitting right between Harley’s very own 90-degree V-twin and Ducati’s 45-degree mills, the Revolution Max should have a unique characteristic vibe to it. If I may scratch that brain for some history, Harley used a 60-degree design for its 2001-2017 Harley-Davidson V-Rod->ke3300 VRSC models. Pan-America’s mill, however, will be a whole new source of insanity.

Replacing the age-old air-cooled mill that is running the show since the ‘80s, these new liquid-cooled power monsters will be making lower tailpipe emissions and a few more horses to compete in the most utilitarian segment at the moment. This will allow the chaps at HD to snug fit the mill with the intention it making it a tad bit sleeker than the air-cooled ones.

A counter-balancing shaft will keep engine vibrations at bay and is said to run smoother than any other Harley on the road running with an IC engine. Power will be delivered via a chain-drive (yes, a chain-drive on a Harley), and the gearbox will probably even feature a quickshifter and a slipper clutch.

Engine Specification

RIDE AND HANDLING

Entering a new world, Harley has developed a chassis with a Tubular steel Trellis frame to be part of a cult that gives off-road agility and dynamic handling on multi-terrains. Softer saddle compounds, handlebar positions, and the frame geometry looks to being set for an enhanced rider ergonomics and comfort. The V-twin acts as a stressed member, with the frame attaching the steering head to the engine, and the swingarm pivots in the crankcases.

We don’t have much information about the machine yet, except for a couple of photos of the pre-production version that indicates this Harley is running on spoked wheels wrapped with ADV spec bobbed tires by Michelin. We see the electronically adjustable USD forks and mono shocks that will be handling the suspension while dual Brembo Monobloc radial calipers up front with massive 320 mm disks will halt the machine.

Harley has collaborated with Michelin and Brembo to work on bespoke designs and setup for the Bronx that “combines sharp edges and softer curves.” We are awaiting more on the spec sheet, but be sure Harley will equip the Bronx with all the electronics to hoon this Streetfighter against the likes of Ducati->ke622, Triumph->ke1864, Honda->ke291, and BMW->ke1398.

Expect a myriad of rider aids and modes that will include a dedicated “off-road” setup to alter the electronically adjustable suspension units for a far superior level of electronic control over the bike’s reaction to the surface. Be sure the motorcycle will tip the scales around the 500lbs mark.

Chassis Specifications

PRICE

Although Harley is tightly lipped about any details at the moment, the Pan-America could come attached with the price tag reading anywhere in the vicinity of $ 19,000.

COMPETITION

There is no escaping the comparisons from the European brothers. Talk about BMW or Triumph, they have been running the show for quite some time now and have produced the world’s finest.

Triumph Tiger 1200

The LED headlights get all-new innovative Triumph Adaptive Cornering Lighting for enhanced visibility when cornering. The heated grips and seats, and electrically-adjustable windscreen give in for rider comfort under cold conditions. Add keyless ignition and a TFT instrumentation to that.

The 1215 in-line triple boasts of having the most potent shaft-driven engine in its class that belts out 140 bhp and 91 lb-ft of torque. For 2018, the engine receives significant updates to allow it to expel immediate power delivery lower down the rev range. It also gets new Triumph Shift Assist for smooth clutchless gear changes and a lightweight Arrow titanium and carbon fiber silencer gives it a better soundtrack.

Rider aids include an Inertial Measurement Unit (IMU), an integrated braking system (developed with Continental), optimized cornering ABS & traction control, hill hold, ride-by-wire throttle, cruise control. There are up to six riding modes, including the new “Off-Road Pro” mode, which allows the rider to disengage the electronic rider aids. Other mechanicals includes top-of-the-line units like the Triumph Semi-Active Suspension incorporating WP adjustable front and rear suspension and Brembo Monobloc 4-piston radial calipers.

FINAL THOUGHTS

“Equal parts campfire, wanderlust, and grit.” is how Harley puts a structure to its brand-new ADV machine. Feature-laden, comfortable, tough, and typically large, this motorcycle ticks all boxes to qualify for the competition. And the brand new Revolution max motor will be a far cry from Harley's usual pushrod affair.

Harleys’ were machines that made complete sense of a brute character that lets you cruise around in the brawniest fashion. It’s weird to have the ’Bar and Shield’ on an ADV tourer. But it’s happening, and it looks tougher than being a pretty one, all happy to get down and dirty off-road.

All of this comes in as a surprising change in the corporate stance where Harley Davidson has gone on record showcasing its plans over the next five years in great detail. Blowing the door wide open, HD gave us a peek at all their new products coming in the next five years, including new internal combustion engines (500cc, 750cc, 975cc, and 1,250cc) that will go onto 16 new models.

Should the fancy European guys get scared? I really doubt it.

I wonder how that 60-degree V-twin will sound, though.