Foggy on Bikes

Copyright

Neil Bramwell, who collaborated with Carl Fogarty in writing this book, is a freelance sports journalist. He is the former sports editor of the Blackburn-based Lancashire Evening Telegraph and a former BT Northwest Sports journalist of the year. This is his second book with Carl Fogarty, having previously co-authored his bestselling autobiography, Foggy.

Harper Nonfiction

An imprint of HarperCollinsPublishers 1 London Bridge Street London SE1 9GF

www.harpercollins.co.uk

© Carl Fogarty and Neil Bramwell 2002

The Authors assert the moral right to be identified as the authors of this work

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Source ISBN: 9780007118397

Ebook Edition © MAY 2013 ISBN: 9780007390380

Version: 2015-09-10

Table of Contents

Cover

Title Page

Copyright

Introduction

Section 1: What Makes A World Champion

1: Tools for Success

2: Starting to Race

Section 2: Racing Techniques

1: Positions

2: The Perfect Line

3: Braking

4: Tyres

5: Suspension

6: Engine

7: Conditions

8: Beyond the Limit

9: Celebrations

Section 3: Preperation

Physical Preperation

1: Fitness and Diet

2: Kit

3: Teamwork

Mental Preperation

1: Build-up

2: Danger

3: Aggression

4: Opposition

5: Negotiations and the Media

Section 4: Racing

Testing and Setting-up

1: Testing and Analysis

2: Adjustments

3: Qualifying and Superpole

Race Strategy

1: Starting

2: Strategy

3: Overtaking

Section 5: Other Types of Bike Racing

Competitive

1: Endurance

2: Enduro or Trail Riding

3: Motocross

4: Speedway

5: Trials

6: Supermotard

Leisure

1: Roadcraft

Plates

Keep Reading

Index

Acknowledgements

About the Publisher

Introduction

I was knackered. We had been riding for a couple of hours and had just reached the halfway point of a really tricky steep section called Walna Scar in the Coniston area of the Lake District. It was more suited to trial bike riding than trail bikes – a slippery gully filled with boulders, and water running off the top of the mountain. I remember once following Dougie Lampkin, the world trials champion, up there and he made it look easy. I had already fallen off three or four times but I still managed to catch a lad called Kevin Moore, who had come past me laughing his head off. He was always pretty quick up that section because he had strong legs from his days playing football for Swansea City, when they were at the top of the old First Division. Sure, you need strong arms for balance, but when you are trying to keep the bike upright and to push off the rocks when your wheels are spinning, all the effort comes from your legs.

I could just about see the dry stone wall, where we always stopped for a break and which served as a finish line for the ‘race’, and saw a chance to overtake Kevin at the last minute. So I went for the tightest of gaps, he came across and we smacked into each other. I fell off, but he fell underneath me and we were both howling with laughter as we scrambled to pick the bikes up and reach the wall first. For the record, I won!

During the break, the banter was flying round about the exploits on that last section. Another mate of mine, Austin Clews, a director of a company in Blackburn called CCM which makes motorcycles, came round to have a good look at the new bike I was riding, a Suzuki DR400. It was a bit lighter than the other bikes because I was still struggling with my injured arm. Then, before we’d hardly had a chance to catch our breath, someone shouted, ‘Right, we’re off!’

The next section was also full of rocks and shale, so I decided to try and ride on the moorland grass, thinking I would manage to get up to the top if I got a good enough run at it. By this time the weather had closed in and I could hardly see more than a few yards ahead because of the mist. I just about made it over a little ridge at the top of the slope when the engine suddenly cut out. Every time I tried to start it, it died straight away, and I was getting more and more tired just trying to hold the bike up on the steep slope. It did not have a kick-start, so I was worried that the battery would go flat. Everyone else had cleared off. I could barely hear them, never mind see them.

When the bike eventually fell over, I decided to go back down the hill and try to start the thing on the way down. It would not bump-start because it was sliding on the grass, and even the electric-start would not work. What the hell is wrong with this thing? I thought during a minute’s rest back down at the wall, staring at the bike in frustration.

Then it hit me: the fuel had been switched off. It must have been Austin when he was examining the bike. I had been left with enough fuel in the pipe to get the bike started and perhaps run it for about a mile on the flat. I flicked the switch back on and eventually made it to the top, falling and stalling on the way up because I was so shattered. I was panting like a dog when I reached them. They had been waiting so long that Austin had actually forgotten he had switched the fuel off! Bastards!

When I smashed my arm at Phillip Island in Australia in April 2000 – the injury which forced me to quit racing – I was more pissed off at having to miss days like this one near Coniston than I was at missing the actual superbike races for the rest of that season. For me, racing in the World Championships was never fun. It was a serious business – I had to win, and people expected me to win. It was hard to enjoy something when there was so much pressure on you to do well.

Most people who own a bike find it difficult to understand that I didn’t get a thrill from putting my knee down at a corner. That’s part and parcel of the fun of bikes for them. But I can count the number of times I’ve ridden a bike on the roads in the last ten years on the fingers of one hand. I took my enduro bike out onto the roads a couple of times, just to get a feel for it and run it in for a few miles before taking it up to the Lake District. One of the other few times I have been out on the roads was when travelling between the hotel and Misano for the World Superbike round in Italy in 1999. As at most circuits on race days, the traffic approaching the track is bad. So, rather than have fans banging on the window while I sat in a hot car in a traffic jam, I decided to use one of the Ducati scooters to ride to and from Cattolica, where we were staying. I’ve seen Eddie Irvine do the same thing, and it’s quite funny watching people’s reactions when they realise who it is flying past, especially in Italy where I have a huge following because of my association with Ducati. They just about manage a ‘Ciao, Foggy!’ before I’m off down the road, riding like a typical Italian.

The bikes I keep at home are also used more as ornaments than as functional bikes. The 996 Ducati on which I won the world title in 1998 is mounted in my hallway in front of a mirror. There is also a replica of that bike, given to me by Ducati, in the new office and trophy room we designed at home. Then I have a Ducati 900 Monster, also given to me by Ducati. That bike has been fettled to make it a 960. It has a different exhaust, pistons, barrels and heads. My intention was to ride it on the roads occasionally, but I’ve had it for two years and never taken it out.

The bike I probably use the most at home is my KTM 250cc motocross bike – at least until the arm injury prevented me from using it on the small track I built in a field behind the house. I also bought two Honda XR100s from America to use at Fogarty Park, so that I could find someone to race against – and beat. Then Malaguti gave me a scooter, after they did a deal with Ducati to produce a series of Foggy replicas. It was sprayed up in the same colours as the bike on which I won the 1999 championship. That has also done zero miles! I bought Danielle a Yamaha TTR90 for her ninth birthday, and the girls also have a little quad bike. And I’ve got a Birel four-wheeler, which has a steering wheel and a four-stroke lawnmower engine. The manufacturer also sprayed that red, put some Ducati stickers on it and sold a few on the back of the fact that I owned one. It was useless for riding on grass because it had slick tyres and would not have had enough grip, but I did ride it around the paddock for a while because it looked different and a bit freaky – the Volkswagen Beetle of the biking world.

I also have a 90cc Honda Cub field bike, probably best suited to teenage lads, which I bought for £500 from a shop in Burnley in 1996. Don’t ask me why. I used it as a paddock bike when I was with Honda in 1996, and it’s a good bike for pulling wheelies as it has a lot of low-down power. You can get the back wheel up pretty easily, as long as you keep one finger on the back brakes to stop it going over! Finally, there’s the mini-moto, which lives in the lounge area of the kitchen. These are actually raced in Italy and are really difficult to control, as the engines are really ‘wick’. It’s not like a little four-stroke that just chuffs along. Danielle is already very confident on it.

But while my own are used mostly as toys, bikes still play a major role in my life. After the crash at Phillip Island I started to think about the possibility of running my own team. The logical thing was to ask Ducati for help and my company, Team Foggy Racing Limited, set about trying to attract enough sponsorship. Then I received a call from a Malaysian-based businessman called David Wong, whom I had raced for in the Malaysian championship in 1992, backed by that country’s state-owned petroleum giant Petronas.

I told David that I was thinking about running my own team and he said he would speak to Petronas. A couple of days later he came back to me, saying that he needed us to come out to Malaysia to discuss an exciting project. My manager and agent, Neil Bramwell, and a businessman called Murray Treece, who had been trying to find sponsorship for the team, travelled to Kuala Lumpur and were told that Petronas had funded the design of a new triple, called the GP1, with their Swiss-based joint venture company Sauber Petronas Engineering. Petronas had a number of options on the table to lease the engine out to Grand Prix teams but were very interested about the possibility of using my name to manufacture and sell the first Malaysian superbike, as well as funding my own superbike team for five years. Having my own team was a big enough step but having my own brand of bike was just mind-blowing!

It was a massive project and something that I could not turn down, although it meant breaking my ties with Ducati. The call to my old team boss Davide Tardozzi was one of the hardest I have ever had to make, but Ducati appreciated that this was a once in a lifetime opportunity. So suddenly I was a team owner and facing a whole new set of pressures. Petronas wanted us to start in the 2002 season and we set ourselves a massive engineering task in order to meet homologation requirements. I managed to snap up two top-class riders in Troy Corser, my former Ducati team-mate, and James Haydon, a fast British rider with loads of potential, for our debut year. I also picked my old mate Nigel Bosworth to be team manager, as I was convinced he was the best man for the job. The next big task was to make sure the bike was competitive, as there was no point me doing this if we weren’t going to be at the front of the grid within a couple of years. It was actually that win-at-all-costs attitude that stopped me from going over to Malaysia during the early negotiations.

Whenever I’m riding a bike, whether it’s a CCM 600 up a mountainside or throwing my Honda XR100 over jumps at home, I always go for it 100 per cent.

That’s probably why I was pushing so hard at a track at Anglesey in North Wales when I suffered my latest bad injury in September 2001. I’d been booked to ride for CCM in a big supermotard race in Belgium and was keen to put in as much practice as possible, as I would have been up against people like Jamie Whitham and Ruben Xaus. I also wanted to give the regular supermotard guys a proper race. But I high-sided on a gravel section and snapped my tibia and fibula on landing. The weird thing about it was that the circuit is an absolute dead ringer for Phillip Island. It’s situated at one end of Anglesey, the sea surrounds the track, and the bend where I went down exactly matches the one where I crashed in Australia in 2000.

The first operation to reset the joint wasn’t successful so I had to stay in Bangor Hospital over the weekend in order that the doctors could have another go. I had plenty of time to think things through. As much as I like riding competitively, I can’t afford to get injured again. So I will have to stop. I’m 36 years old – not 20 any more. I don’t bounce like I used to or heal like I used to. And I do have to think of other people as well – like Michaela because she has to look after me and hump me around when I’m in plaster. But there’s no looking back, and I have no regrets as I now have the Foggy Petronas Racing team and the Foggy FP1 (the name of the new bike that we are building from scratch) to concentrate on and throw all my energies into. I want both the team and the bike to be the best. It’s as simple as that!

That kind of commitment and desire made me the best superbike rider of all time. Four world titles are proof of that fact. Sure, a lot of the other riders had the talent, but not the same hunger for success. That is something that cannot be taught. It has to be there inside you. But there are certain techniques, practices and principles that can give you an edge over the next guy. I was never a textbook rider; I had my own distinctive and aggressive style around the track. It was the same in my early days in motocross, not to mention on the road circuits where I won another three world titles, before clinching my first world title on the track with the World Endurance Championship in 1992.

It goes without saying that much of the advice contained in this book is not best suited to safely riding your own bike – preferably a Foggy FP1!! – on the country’s roads. But after reading about the secrets of my success – as well as the scrapes, problems and laughs along the way – every rider, whether a world championship contender or a weekend plodder, will be able to get even more performance and enjoyment out of his or her machine.

Section 1 What Makes A World Champion

‘I’ve always admired Carl as one of the world’s best motorcycle riders of the 1990s, regardless of whether you’re talking 500cc or superbikes. Carl won four World Superbike Championship titles and no one gets lucky four times. He worked hard, he had talent and determination, and he deserved all the success that came his way.

‘Our careers had a lot in common. Both of us won our first world championship in 1994, and we each had more than 50 race wins in our respective categories. Unfortunately we were also both forced out of the sport by injuries from crashes within a few months of each other.

‘So what makes a world champion? To be honest, there’s no secret recipe. Every rider is different and so much depends on your team, the support of the manufacturer you’re racing for, the level of competition, tyres, plus a slice of luck here and there.

‘I went to quite a few World Superbike races over the years and Carl seemed to have a good relationship with his team and Ducati. He also had a strong attitude, and the right level of self-confidence that you need to win – a bit like Eddie Lawson had when I first went into 500cc.

‘Sometimes both Carl and I were called ruthless when we were racing. What people don’t always understand is that on race weekends the main priority is getting yourself in the best possible position to go for the win on Sunday afternoon. Winning gives you the most satisfaction, and Carl did plenty of that.

‘Over the years I’ve lost count of the number of times I’ve been asked, by the British in particular, how I think Carl would have gone on a 500. I’m sure he would have been very competitive, but he had a good, longstanding relationship with Ducati in superbikes, like I had with Honda in 500cc, and he may have felt better off staying where he was. You spend years building up working relationships, and it’s a big risk going to another team, or category. That’s one of the reasons I stayed with Honda throughout my 500cc racing.

‘At the end of the day Carl didn’t have to race 500cc to prove he was a good motorcycle rider. He’d already done that in superbikes. He was a great champion and role model for young British riders. Above all, he was someone who knew how to win.’

Michael Doohan

Five-times 500cc World Champion