Carl Fogarty: “The Petronas experience was frustrating”

What does an expert rider like Carl Fogarty do upon leaving Superbike, his career interrupted by injury? Remain in that world of course, particularly if you still have the passion but are unable to race.

And if you’re Carl Fogarty, you accept an offer to take on a revolutionary Superbike project, whereby one of the world’s biggest lubricant firms was instantly transformed into being a motorcycle manufacturer.

Crazy Malaysian idea

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And so it was, in 2003, that Petronas arrived. And the Malaysian firm had no intention of constructing small 400cc bikes before moving up, no, they preferred to start immediately with a one-of-a-kind Superbike, for track and road, and associate it with Fogarty’s name and experience. The Petronas FP1 would receive special homologation, for the total production of 150 bikes, 75 units at first, followed by another 75 in order to reach the minimum quota required for World Superbike entry, in accordance with the regulation. Rules that the small manufacturers knew well but, as the critics pointed out, the small manufacturers were already there, and were not just starting out. Other details came under discussion too. The original project, for example, was a three-cylinder model designed for MotoGP, but the Malaysian giant then changed its mind and focused in on Superbike and its former champion. The timing was very likely wrong, as was the engine – in terms of both its design and build – as would soon become clear on track.

But Fogarty really liked the idea. “To be honest, the timing wasn’t right” he later admitted. “I hadn’t yet digested my retirement from racing, I hadn’t accepted the idea, and I was trying to take no further part in the championship. But this opportunity was too tempting and I decided to get involved. It also started because of some of my old sponsors. It was through them that I got to know Petronas and won some races for them in Malaysia. David Wong, who died a few years back, arranged it all and it was him who convinced Petronas to make more than just two or three bikes to race in MotoGP in 2003, and instead produce 150 examples, becoming a real manufacturer competing in World Superbike. I don’t know how, but he managed it”.

From dream to nightmare

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Despite the engine reliability issues, the other components appeared to reflect a project that was reported to be costing almost 50 million Euro. A three-cylinder turquoise dream that would soon become a nightmare, despite a high of two pole positions and a podium with Troy Corser and another podium with Chris Walker. “If I think back to that experience, I can be proud for many reasons”, adds Fogarty. “I’m proud of what we built and did in such a short time. We hired great riders, our structures were top notch, as was our presence in WorldSBK. But then our track debut was terrible. But those issues had to do with things that didn't fall under my responsibility. The only thing that me and my team had nothing to do with was the engine. Which was built by Petronas, originally with Sauber, but the agreement fell through. We sought help, I turned to engine builders that I trusted, like Cosworth, but the company bosses put a stop to that. Because they planned to go with Eskil Suter. We were a little confused, as we thought he specialised more in two-strokes and 250 bikes. You know how it ended anyway. In a way I’d call frustrating”.

Once the initial projects were completed and the individual components made, it was time for the engines. “Which integrated perfectly with the frame. Everything had been done to perfection, but as soon as we turned the bike on, the problems started. The bike sounded great but it would quickly overheat and lose oil, and then water. It did this on its debut appearance in Superbike and I think it did the same during its last outing, at Magny-Cours in 2006. But what could we do? Once the project had been completed and the 150 models built, we couldn’t exactly suddenly change everything. I guess they were saying ‘what have we got ourselves into?’ at Petronas but they wanted to honour the contracts until the end, and we did what we could with what we had available”.

Good frame, slow engine

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A nightmare for a rider as successful as Fogarty of course, so used to being the man to beat. “For someone used to winning, fighting to score a few points or finish the race is frustrating. And it was for Petronas too, as they’d invested a great deal. I wanted to achieve results for them mainly, but the engine wasn’t even close to being competitive. Then the rules changed after we brought the 900 three-cylinder and they increased the engine size for everyone. We ended up with the slowest bike on the grid, with the smallest engine. But today, so many years later, I still feel it was an interesting experience”.

Foggy Petronas Racing was divided between the frame builders and race department in the UK and the engine department in Switzerland. Everything new, especially the UK headquarters, though there were some well-known names in the shape of team manager Nigel Bosworth, a former rider, and crew chief Steve Thompson. There was no shortage of resources but, with engines with such a short lifespan, the project failed to take off. Steve Martin, the rider chosen by Fogarty for a team that, in many ways, was first-rate, said that he’d never ridden a bike with a frame like that of the Petronas. “Yes, I agree. But when you have a slow bike, the handling is normally good in my experience” adds Fogarty with a bitter smile. “But Martin was right, we had basically copied the bike, because the geometries and chassis came from the then Yamaha 500”.

The subsequent changes in regulation and the fact that Petronas never saw many bikes on the road considering the Superbike project’s engine problems soon brought things to an end. An end that was not without its regrets. Or interesting facts. Such as the riders that had been called in to race it, starting with Corser and James Haydon in 2003, then Corser and Walker in the podium year, then Martin, Garry McCoy and wildcard Andi Notman in 2005, before the late Craig Jones joined Martin in 2006.

The tale of former champion turned successful manager (with Yamaha) turned less than successful constructor (Modenas) had also been attempted by Kenny Roberts, but in GP. We wonder what might have happened if Fogarty had become a manager for Ducati, Yamaha or Honda in SBK. And one interesting fact remains, as some of the Petronas road bikes are still hidden away in dealer warehouses. How much might they fetch at a British auction in 50 years’ time do you think?

Translated by Heather Watson

WorldSBK, 2021 calendar: Most is in, Phillip Island is out