2024 King of the Baggers Race Daytona Recap

[Bob Riebe]

https://www.cycleworld.com/motorcycle-racing/king-of-the-baggers-race-daytona-re



The bare bones of Daytona’s two six-lap Baggers races are that Kyle Wyman (Factory Harley-Davidson Race Team) won them both from the chicane on the last lap, and that second in both cases was fast learner Troy Herfoss on an S&S factory Indian. Herfoss is fresh off his third Australian Superbike championship and had never seen Daytona.

Some things have changed since last season, but let’s review by stating that this class has a minimum weight of 620 pounds. The hybrid-cooled Harley is allowed 131 cubes and the Indian 112, with a rev limit of 7,000 for the Milwaukee giant and 7,700 for the Indian. Horsepower? Maybe close to 185. The fastest top-speed number this weekend was 182 mph. Last year’s quickest lap was a 1:50.563, but this year Herfoss cranked out a 1:49.987.

The two brands were reasonably matched on the banking, where drafting confuses the issue, but Herfoss was able—traffic permitting—to gain something extra through the infield. There was no procession at any time, always bikes pushing and shoving for position.

These motorcycles weave. Not on the banking, but when lifting up from a corner or during direction changes, and riders are able to mostly ignore it. Although the weave makes some maneuvers spectacular, be sure the technicians and engineers are working on this.




Last year the Indians were dragging their frames (just ahead of the crankcase) in corners, but amended rules now allow machining to correct this. Before this, Indian coped by raising ride height, but some riders couldn’t hold up such a tall bike at rest. Remember that these bikes were originally designed for a maximum lean angle of 32 degrees!

It looks like both companies have updated their front “streamlining” to make it less of an “air dam” (one rider’s term for such mandatory obstructions).

At one point Tyler O’Hara’s factory Indian needed a clutch, and MotoAmerica commentator Roger Hayden noted the replacement job was more difficult because “It’s so hot.” Last year I learned that upon rolling into the pit a Harley’s primary cover was a don’t-touch-it item—it was around 300 degrees Fahrenheit! In the case of this year’s factory Indians, the spec sheet calls out an Endurance Adler slipper clutch, which the team boss told me last year was much needed and coming soon. Is the high temperature just a “toll” on transmitting 185 hp to the gearbox (a 2 percent loss would be 2,700 watts of heat)? Or is slippage adding to the thermal load?

Why is a slipper clutch needed? If you are trail-braking into a corner, the rear wheel is driving the engine, whose engine-braking on closed throttle tends to drag the rear wheel, making the rear of the bike swing out.

In both races, Herfoss appeared to have the win in hand approaching the V-shaped chicane, but inexperience with “Daytona chicane-craft” defeated him both times. In the second case (Saturday’s race), he braked late for the chicane, and ran wide in the right-hander, snatching a quick look over his left (outside!) shoulder. That was all the invitation Wyman needed to pass inside and exit onto the banking with the lead. He later said, “He had a friggin’ mile and he gave it to me!”



Herfoss recited forthrightly, “I overshot the chicane.” It will be interesting to see how this man’s ability to gain ground through twisties will reward him. He adapted quickly to the completely strange-to-him bike, to a track he’d never before seen, and to a crew with whom he’d never worked.

The field was 17 bikes and the health of the class is proven by the strong teams capable of running in the top group: the two factory teams, the Vance & Hines H-Ds of Hayden Gillim (the 2013 champion) and Rocco Landers, the Saddlemen H-Ds of Jake Lewis and Cory West, and the Roland Sands Indian of Bobby Fong.

James Rispoli (Factory H-D) said it well Saturday afternoon, “This is what people want—two factories going head-to-head!”

On the one hand, the liquid-cooled Indian Challenger is a 100 percent modern design backed by cooperation between Indian and S&S, and on the other, the 17 percent bigger but 9 percent slower-turning and half-air-cooled Harley is backed by that company’s potent new R&D center.

The visual impact of this class comes from big raw problems (which are mostly solved in mature classes like Superbike) and from the shock of tour bikes running 180 mph. Weave messes with control, engine-braking messes with control, 620 pounds mess with control. It’s men wrestling with giant racers, and people love it.

[Lloyd Smale]

i drove a new cvo street glide that the race bike is based on. it was more bike than i can master. but at near 50k i wont be getting one soon. but it was like comparing a new mid engine vette to a 80s f150 when compared to my 2010 fatboy. i drove snowmobiles and dirt bikes FAST. but as to street bikes im a putter. rarely drive over 65 unless passing. no real need to grag the pegs or running boards trying to get around a corner as fast as i can.