Harleys Under Glass: We Check Out the New Bronx and Pan America Bikes
H-D Forums got to see Harley’s upcoming streetfighter and touring bikes in person–more or less–behind quarter-inch thick Plexiglass.
I have been eagerly awaiting the release of two new models from Harley-Davidson: the Bronx and the Pan America. Originally debuting at the EICMA show in Milan, Italy late last year, I was somewhat surprised to see them in person at the Progressive International Motorcycle Show in Cleveland.
Harley-Davidson must trust the folks in attendance at Milan more than they trust Clevelanders. While EICMA showgoers were free to get up close and personal with the new bikes, the ones I saw were encased in Plexiglass containers.
I’m not sure why this was the case. Maybe it was Harley’s call, or the show’s organizers–they are sponsored by an insurance company, after all. Nevertheless, I peered inside the glass cases to glean as much information as I could from these pre-production prototypes. I felt more than a little bit like Ralphie from the flick A Christmas Story, peering into the Higbee department store window display.
Instead of a BB gun, though, I had my eye on what might be the future of Harley-Davidson. These bikes represent two very different ways of attracting a wider (and younger) base of Harley-Davidson customers.
Before diving too deep into the bikes themselves, though, let’s take a look at one of few things these bikes share in common: the engine.
Meet the Revolution Max
As it turns out, the Revolution Max engine, found in both the Bronx and the Pan America, was on display near the bikes. Thankfully, the engine was not in a plastic case.
The Revolution Max is a new, compact engine design for Harley-Davidson’s new lineup of smaller bikes. Like the Milwaukee Eight, it’s a water-cooled V-twin. However, the Revolution Max is a 60 degree V-twin, instead of a 45 degree V-twin like most Harley-Davidson engines. This results in a smaller footprint and easier packaging.
Another difference between the Revolution Max and Harley-Davidson’s other V-twins is the internal counter-balancer. This will result in a smoother-running engine with less vibration. This may be anathema for Harley faithful, but this kinder, gentler, more refined engine may attract new customers to the brand.
Just because there’s less Harley rumble doesn’t mean there’s less power; quite the contrary, in fact. Like the 60-degree Revolution engine found in the dearly departed V-Rod, the Revolution Max is all about performance.
The 975cc version of the Revolution Max (seen here, and powering the Bronx) is good for 115 horsepower. The 1275cc version that will live in the Pan America produces an impressive 145 horsepower.
Additionally, the Revolution Max engine will be utilized as a stressed member of the frame. In short, this isn’t just another V-twin for Harley-Davidson. It’s a high-tech, high-performance powerplant that will live in the next generation of smaller Harleys for years to come.
Rumble in the Bronx
Speaking of small Harleys, it was time to have a look at the Bronx. We’ve heard whispers and rumors about a long-term plan to replace the aging Sportster lineup with the Bronx. I can’t speak for the authenticity of said rumors, but after seeing the Bronx in person, I can understand why that may be the case.
The Bronx is a thoroughly modern streetfighter that still retains an unmistakable Harley look. From some angles, it looks like a Sportster Roadster from the future. I’d like to add that it looks terrific in blue; previously, I’d only seen press photos and EICMA coverage showing it in a deep metallic red.
The details on this bike seem just about ready for production. Seeing the Bronx up close afforded me a chance to appreciate many of its smaller details.
The simple, single round gauge remains completely blank when the bike is parked–save for a small white bar and shield logo at the bottom of the face. The headlight is surrounded by a subtle aerodynamic fairing.
The open, uncluttered rear end of the bike utilizes the bike’s frame as a styling feature. It will look even better when the aftermarket inevitably comes to the rescue with a rear fender delete/tail tidy kit.
As other bikes in this category become increasingly wild and futuristic-looking, the Bronx is a breath of fresh air. There’s still a place in the naked bike/street fighter class for a traditionally-styled, yet still modern-looking motorcycle.
Pan American Dream Machine
If you thought that the Bronx was a departure from traditional Harley styling, brace yourself for the Pan America. It’s Harley-Davidson’s entry into the red-hot–and increasingly crowded–adventure bike class.
High ground clearance, knobby tires, and an upright riding position are hallmarks of this touring class. To that basic recipe, Harley-Davidson has added a clever windshield that’s one-hand adjustable; as well as dramatic, squared-off styling. The headlight and fairing reminded me of Bender from Futurama.
Few bikes in this category are what anyone would call “pretty.” Still, I like the styling of this bike, and it looks great in olive green. Although, I hope a few of the details get changed before production. Both the tablet-esque infortainment gauge cluster and exhaust canister look–well, a little low-quality; like they could have been ordered from Wish.
Still, form follows function, and I’ll reserve my final judgement until I actually get to see and ride one of these bikes. The gauge cluster, after all, will likely display a ton of great info when it’s powered on. Harley-Davidson has been knocking it out of the park with their digital displays on the touring lineup lately. I expect that this won’t be any different.
In defense of that exhaust, press photos have shown us that the can clears the big honkin’ aluminum travel cases that adventure riders like to bolt to the back of their bikes.
The biggest difference I noticed about these two? Despite the shared engine and rear suspension setup, each bike has a unique frame and swingarm. That’s a very good sign for fans of either naked bikes or adventure bikes. Unlike other bikes in Harley-Davidson’s lineup, the lack of a shared frame means that each variant can be designed from the ground up to excel at its chosen discipline.
I’m excited to ride both–and when I do, you’ll hear about it here first.
Photos for H-D Forums by Cameron VanDerHorst
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