2025 Harley-Davidson Pan America 1250 ST Review – First Ride

Hollywood knows what to do with a hit: you follow it up with a sequel. Iconic science-fiction horror film “Alien” paved the way for its decidedly more action-packed successor “Aliens,” where we saw Ellen Ripley continue to kick extraterrestrial ass in new and exciting ways. Even Woody from the “Toy Story” franchise has made five silver screen appearances, spinning yarns about the power of friendship, adventure, and other wholesome themes. A good sequel brings fresh elements to the table because seeing the same heroes cover the same ground won’t put butts in theater seats, and that’s a fact that doesn’t escape motorcycle manufacturers either. The Harley-Davidson Pan America 1250 Special liter-class ADV platform garnered praise in 2021, surprising even the brand’s harshest critics. Yet, there are more threads to be pulled, as the 2025 Harley-Davidson Pan America 1250 ST focuses on a road-going audience, diving into the ADV-sport-touring category.

Spin-offs are smart business. Taking a proven concept, then walking it forward a few subtle steps to create a wholly different experience is just efficient design. In the case of the Pan America 1250 ST, converting a dirt-stache wearin’ ADV to a tarmac-pounding sport-tourer isn’t all that complicated.

Here’s the mechanical synopsis: the 19-/17-inch wire-spoke wheel combo is swapped out in favor of street-aimed 17-inch cast-aluminum hoops and Michelin Scorcher Sport rubber. With off-highway excursions out of the picture, engineers can reduce suspension travel by 0.75 inches to a more street-applicable 6.75 inches front and rear. Then toss in a redesigned one-piece saddle that’s a half-inch lower than what’s found on the Pan Am Special. Factor in the standard Adaptive Ride Height that automatically lowers the steed, and the ST's 29.4-inch seat height is one of the lowest in class. Crash bars and handguards are left on the parts shelf, while we see a stubbier non-adjustable windscreen added and a trimmed radiator shroud finishing the street trappings. The final touches come from reconfiguring the rider aids for road duty. That’s how we get to the Pan America ST’s $19,999 MSRP.

Let’s dig into the centerpiece of this red-blooded American V-Twin machine: the Revolution Max 1250. Perusing the spec sheet, it’s abundantly clear that H-D went against the Milwaukee grain as we know it, ponying up an undeniably modern twin-cylinder powerplant. The 1,252cc engine eyes sportier designs, sharing the same 60-degree V-angle used in the brand’s legendary VR1000 superbike project. She revs, folks, pulling with an almost racy urgency darn near to the redline when asked.

There are machines at the ritzier end of the class with far higher claimed figures — the Ducati Multistrada V4 Pikes Peak ($32,995) or BMW M 1000 XR ($25,475 base price), for example. While the ST’s claimed 150 horsepower and 94 lb-ft of torque don’t match those in terms of peak ponies, you’ll hardly be left feeling wanting. It’s dang quick. Last we had a Pan Am on the MO  dyno, it put down a commendable 124.6 horsepower at 8,800 rpm and 76.8 lb-ft of torque at 6,700 rpm to the rear wheel. It has all the puff you could hope for to turn Ohio’s Triple Nickel (Ohio State Route 555) into your own mid-week hooligan circuit.

Per tradition, H-D hasn’t forgotten about the all-important bottom-end and midrange performance, which is where this mill’s variable valve timing system steps into the spotlight by ensuring tractable power throughout the whole rev range. Mix that with the kind of punch that’d be the envy of any ’80s action star and we’re gifted with the luxury of laziness, letting riders settle into taller gears while that ultra-linear torque does the hard work. It does all that with just the right amount of V-Twin rumble left on the palette, not too vibey and certainly distinct from some of the glassy-smooth I4-powered competitors in this segment, such as the Kawasaki Versys 1100 SE LT ($19,499) or Suzuki GSX-1000GX+ ($18,599).

The Pan Am 1250 ST has all the modern fixings, including non-adjustable cornering ABS and wheelie control, along with adjustable lean-angle-sensitive traction control. Cruise control, hill-hold assist, a tire pressure monitoring system are standard as well. Also included are three distinct ride modes (Sport, Street, and Rain), accompanied by two customizable modes.

From those custom modes, riders can tailor throttle response, engine power, engine braking, and traction control settings. While H-D did well to create unique personalities within each preset mode, the default ride-by-wire settings are beyond jarring, creating issues when getting back on the gas mid-corner and especially at slower speeds. Irksome, yes, though there is a fix: program a custom mode with the zestiest engine and traction control settings, but back off the throttle response and engine braking below their respective base levels. Plug in those parameters to iron things out on and off the gas, creating less unintended chassis pitching and a far better riding experience. Wheelie control is linked to TC and not independently adjustable, though TC can be turned off easily at stops with a dedicated button on the switchgear.

Electronic bugbears do extend downward to the standard bi-directional quickshifter, though this isn’t a matter of dialing in settings. Shifts are executed with Euro-bike-level precision or result in a concerning clunk, and discovering its sweet spot is about as confounding as that one avant-garde film you watched in college. Curiously, it often performed best at low rpm where bikes can often struggle. The six-speed gearbox is another example of forward-thinking from H-D in its slick actuation, but there were still quirks. On more than a handful of occasions when decelerating at a decent clip, the transmission would drop into neutral when back-shifting from third to second gear. Taken together, H-D does need to take another look at its electronics.

Where the Pan America ST excels is in the twistier sections of road, and that’s despite its sizable ADV-adjacent stance. The lengthy 61.8-inch wheelbase provides a sturdy foundation to build confidence on, keeping things steady through corners of all shapes or paces, yet it remains incredibly agile. Lowering the center of gravity by clipping the suspension length a touch and tossing on a set of traditional 17-inch wheels has done wonders for this machine, flattering the 542-pound claimed wet weight. On that note, no matter how good ADV machines have become on the tarmac, a larger-diameter 19- or 21-inch hoop makes grip and handling compromises that are as plain as day.

Winding through the endlessly undulating and twisty roads near Nelsonville, Ohio is a perfect proving ground for the ST, where its quick handling response and ability to correct lines is put to the test. Also, should you put a bit of sunlight between your wheels while cresting one of the many rollers, you’ll have some nice ground clearance thanks to its ADV DNA. Ah, good fun, ain’t it?

That brings us to the firmed-up Showa suspension, equipped with the brand’s Adaptive Ride Height system that automatically sets preload and lowers the bike when coming to stops. Unlike the Pan America Special, the ST opts for conventional compression and rebound damping adjustment as opposed to semi-active, with Harley staff citing that this audience will prefer more precise suspension adjustment. It’s this reviewer’s opinion that semi-active damping is primed for a sport-touring application, but we’re still working with fully adjustable stuff at each end.

In practice, the suspension holds up nicely, tuned to the sterner side of things in standard settings to keep the bike’s heft on the straight and narrow. That’s a recipe for success channeling your inner Tom Cruise in, well, any of his movies that include a motorcycle, so this 180+ pound scribe will take it in box-stock trim. Comfort-wise, it takes a fair whack to transmit harshness through the saddle, though as always, your mileage may vary depending on what dimensions you’re packing.

The other side to riding quickly is stopping with the same gusto, and for that H-D tapped Brembo 4-piston monoblock calipers as well as 320mm rotors. Feedback from the radial master cylinder is as top notch as is the braking performance itself. In the rear, we’re dealing with a single-piston Brembo unit working in conjunction with a 280mm disc that’s useful when scrubbing speed off a sniff or adjusting lines.

It all works together nicely, and we’ll place extra emphasis on together because H-D’s linked braking system is in play — applying the front brake will see the various computers modulate the rear without the rider noticing. However, engaging the rear brake alone won’t affect the front. If there are nitpicks, it’s that the ABS can be a bit overbearing at times, though you’re still stopping.

Any sport-tourer worth its salt must be a comfy place to call home for hours at a time. Mess that up and that bike has truly lost the plot. Thankfully, the ST’s cockpit is a cozy place to spend the day in the saddle, where we’re greeted with wide handlebars that give us all the leverage we’d want. If I had my way, the riser would be a skosh lower. As for the rest of it, the scalloped seat measures in at an accommodating 29.4 inches tall with ARH activated, making this one of the few motorcycles in the “tall arounder” category that is accessible to those with shorter inseam lengths. Beyond that, my 32-inch inseam didn’t call out for more distance between the saddle and footpegs. Even when it comes to wind protection, the abbreviated windscreen does a decent job accommodating my 5-foot 10-inch frame.

There is one unresolved narrative thread with respect to its “Sport Touring” name that we’ve ignored until now: luggage. As it stands, the ST is equipped with integrated mounting hardware and optional panniers are offered for $875.95. Still, a part of me feels like we’re buying popcorn at the concession stand and being charged for butter. Unfortunately, the practice is becoming more commonplace within the industry, which makes you want to spike your Slurpee at the screen in disapproval. The ST has the sport stuff down pat, and on the touring front, it’s a comfortable ride that includes heated grips, but luggage is undeniably important in this class. How about next year, eh, Harley?

Naturally, summing up the Pan America 1250 ST raises the question of whether the sequel is better than the original. The answer will depend entirely on you and your needs as a rider. If you enjoy getting dirt under your fingernails, then the Pan America Special will satisfy all your requirements. For those looking to seek tarmac-exclusive adventures, the Pan Am ST meets those needs head-on with a torque-rich V-Twin engine, an impressive chassis, and comfortable ergonomics that are suitable for a variety of riders. There are issues, namely with some of its electronic features, shifting hiccups, and the lack of luggage, but the ST is a machine that has plenty of merits to deserve your attention.

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