In Saturday morning’s final qualifying session I tried the tyre again and finished third fastest behind Edwards and Chili’s Suzuki. But I was beginning to feel like I was going round in circles with all the different things we were trying and it might have been better to put the bike back to how it had been set up the previous year. My shoulder was not much better but I needed full movement in it during the final free practice of Saturday afternoon to give the finger to a slow guy called Massimo De Silvestro, who could have killed me when he turned straight into my path while pulling into the pit lane. I had to swerve just to miss running in the back of him. It was no surprise to me when Corser clinched Superpole. He’s probably the best rider at doing one fast lap and Dunlop also produce a special tyre for it. I was third, just under a tenth of a second slower than Edwards, so at least I was on the front row of the grid at a track which is difficult to pass on.
It had already been a trying week. For these long-haul meetings, there was no point in Ducati bringing over the full hospitality set-up so we were all forced to share a room at the back of the garage. There was not much privacy and I even had to change into my leathers in front of everyone. After the press conference following Superpole, I just wanted to go through everything again with the mechanics to make sure we had covered all the bases before Sunday.
My mind was now totally on the racing. So it wasn’t the best time for Ducati to have arranged a profile piece with Sports Illustrated at 6pm, just when I was ready to get back to the hotel room and shut myself away. Then there was a queue of autograph hunters waiting at the back of the garage with a pile of calendars to sign. Still, Michaela cheered me up when she rang her dad, then told me that Blackburn Rovers had won 5–0 and Manchester United beat West Ham 7–1. Michaela had a lot of time to kill at the track and she did her best to try and keep me as relaxed as possible in the build-up to a race. So she stayed in the room with me that night, instead of going out for a meal.
A crowd of nearly 60,000 turned up at the track for race day which, thankfully, turned out fine. That was twice the size of the previous year and four times that of the South African Grand Prix race the previous week at Welkom. A few Brits made the trip and had been shouting themselves hoarse, across the track from our garage on the finishing straight behind their English flags, for the previous two days. After morning warm-up I made my final visit to the Clinica Mobile to have about seven more injections in the shoulder area and a few pills. I almost tried a South African sports drink until one of the doctors told me at the last minute that it contained a banned substance. Looking back, that was a lucky escape because Haga tested positive for ephedrine at that meeting, which caused all sorts of problems all year with the authorities. But the doctors couldn’t prevent some pain during the race, which soon boiled down to a three-way fight between Hagar, Edwards and me.
For the first time ever I used a 16.5in front tyre and the grip was not the best. Also, I was struggling to change gear and eventually had to do it manually, which used even more energy. And, while my top speed was good, I was losing some acceleration coming out of a few corners. So, on the last lap, I just wasn’t able to make in-roads as Edwards won the race. I donated my trophy to the doctors at the track for putting up with me for the last few days, as I had not been the easiest person to deal with. It also saved me carrying the thing back on the plane!
In some ways, the result relaxed me for the second race because I probably couldn’t have asked for much more, all things considered. But I got a terrible start and, after touching the back wheel of a Japanese rider called Haruchika Aoki, dropped down to eighth. I had swapped the front tyre back to a 17in and the grip was better, even though I lost the front end two or three times. Still, I managed to fight it and worked my way back up to the leading three pretty easily and was confident of getting past them with plenty of laps available.
Then, on the 11th lap, I lost the front end and slid into the gravel. The bike was still running and I tried to get back on but the gear lever was snapped and the brake line severed. So that was that. I had a mountain to climb so early in the season as Haga went on to win and join Edwards on 45 points, while I had just 16. Maybe I should have just ridden round the problem with the front end and settled for fourth. But that’s just not me.
Luckily, we had brought our flights back to England a day forward, keen to get back home and surprise the girls. There wasn’t a lot of time to spare so I was able to get away from all the stupid questions and just hibernate with Michaela, who knows exactly how to handle me after a bad result. Danielle burst into tears again when her mum picked her up from school on Monday afternoon. But there was only a gap of less than two weeks before we were off to Australia and Japan for back-to-back rounds.
I have always had problems sleeping in the build-up to races, and especially in Australia because of the jetlag. So this year we decided to go out a couple of days early and visit Sydney, somewhere we’ve never been before. What a shithole! Everyone goes on about how fantastic a place it is but it pissed down most of the time we were there and, if you’re like me and not into sightseeing, there’s not much to do. It’s not as though I’m going to queue up for tickets to see something at the Sydney Opera House. We had a look round the aquarium and took a couple of ferries around the harbour but I was glad to get away, especially when, for the first time in Australia, people started coming up and asking for autographs in the street. To make up for the disappointment, we decided to book a couple of days up on the Great Barrier Reef near Cairns on the way up to Japan, to try and see a bit of real Australia, as there was a chance we might never get back there.
The frustrating thing, though, was that the plan to get me into an Australian sleep pattern hadn’t worked. I’d had about one decent night’s sleep and was knackered by the time we made it down to Phillip Island, a couple of hours’ drive from Melbourne. South Africa had been difficult for Michaela because there had not been many of the girls around. But Leeann had decided to fly over to see Ben, Troy’s girlfriend Sam and Aaron Slight’s wife, Megan, were there, and Michaela’s best mate on the circuit, Andrea Cooke, was back on the scene as Jamie was racing in the Supersport series. But, even with all the gossip that lot produces, I still wasn’t sleeping well.
So, the evening after qualifying, Barry Sheene had a quiet word with me and suggested I tried taking a Valium tranquiliser. I wasn’t so sure. People think you’re a looney when you say you’re on sleeping pills. But he swore by them and said that the Formula One driver Gerhard Berger always used to take them before races. I asked the doctors and they told me not to go near them. But it had been a difficult first day. A wet morning had prevented me doing more than five laps but I still managed to set the fastest lap. The wind was so strong in the afternoon that I was continually fighting it just to pull the bike in, which aggravated my shoulder, and I finished that qualifying session third fastest. As usual, I was totally wrapped up in the racing and finding it really difficult to relax. So I decided to give one of the pills a go that night and slept like a log.
I felt great the next morning and was fastest by a long way in the final morning qualifying session. That meant I was last out for Superpole. Just as I started the lap, I saw a few spots of rain on my visor and completely lost the plot. I panicked and rode round like there was a wasp in my helmet, trying to get the lap out the way before the rain set in. I was still quick in a couple of sections but was only sixth fastest, which meant a second row start for race day when more rain was predicted. For good measure, I took another Valium that night and slept better than I usually do.
As feared, the Sunday was wet and windy. If it had been a dry race I would have won without a problem because I was riding so well. We initially decided to use full wet weather tyres but changed them at the last minute to intermediates. As it turned out, it would have been better to stick with them because local rider, Anthony Gobert, used his local knowledge of the weather and won by a mile on wets. He was a bit lucky, though, because at one point
it looked as though I might be able to claw back his 33-second lead.
The track had started to dry, which was destroying his wet weather tyres and I was gaining a couple of seconds a lap with enough of the race left to catch him. Just then it started to rain again and I had to concentrate on staying upright to collect a comfortable second place.
The showers held off towards the start of the second race at 3.30pm and it was declared ‘dry’. That meant that, once the race was started, the result would stand if more than two-thirds of the laps were completed should it have started raining again. So this time we nearly all went with the same tyre combination, a cut intermediate on the front and a slick on the rear. With that decision made, I could concentrate on the job in hand, knowing that my British fans were crawling out of their beds early on Easter Sunday morning to watch the live coverage. Some stupid cow tried to get my autograph while the bike was started and revved up by the mechanics, as I sat next to a fan at the back of the garage to keep cool. But she was stopped by some of the team. I would’ve just ignored her anyway because, by then, I was in my own bubble.
I had been in this position hundreds of times, but it was always tense. After taking our positions on the grid, Luca and the other mechanics spent the final ten minutes checking that everything was okay and putting the warmers on the tyres to make sure they stayed heated. Michaela stood alongside me holding the umbrella to keep the sun, which kept bursting through the clouds, off my head. The photographers and television crews buzzed around, getting their final close-up pictures of my piercing blue eyes. Some riders allowed interviews – but the reporters knew better than to even ask me. That famous Foggy stare was fixed on the track ahead as the hooter sounded and the grid was cleared of everyone but the riders. Michaela was last to leave me. She hugged me and told me that she loved me. And her last words, always the same, were … ‘Come back!’
If you enjoyed Foggy, check out these other great Carl Fogarty titles.
Carl Fogarty, four-time Superbike World Champion and bestselling author, draws on 18 years of international motorcycle riding to give readers a comprehensive guide to bikes, and how to ride them, from competition to leisure biking.
He begins by describing how he started out in bike racing by going to race schools. Advice is given on how to get started in the sport before Carl explores all the key techniques which the novice rider will need in their repertoire.
He goes on to talk about preparation for race riding, how you gear yourself physically through fitness, diet and teamwork for the demands of each race. Mental strength is just as important – how to block out danger, the different approach required for qualifying and racing, and how to treat the opposition.
Then we take to the track, as Carl explores the essential components of competitive racing. With expert advice from Ducati’s top technicians, Carl stresses the importance of testing and set-up; race strategy is also covered – how and when should a rider overtake? There is Carl’s own insight into track management as he talks the reader round the Superbike circuits in Britain and the rest of the world. There is also a full review of other types of racing, such as Enduro and Motocross and a look at leisure road riding.
The book combines personal experiences and anecdotes from Carl’s glittering career, with advice on how to improve their techniques.
Buy the ebook here
Career Record
1983
Venue/Race Class Place
Aintree Formula 500 2nd, disqualified
Ouston Formula 500 2nd, 1st
Mallory Formula 500 1st, 2nd, 1st
Cadwell Formula 500 crashed
Mallory Formula 500 1st
Oulton 1000cc 4th
Aintree Formula 500 1st
Cadwell Formula 500 1st
* * *
1984
Venue/Race Class Place
Snetterton 250cc retired
Thruxton (ACU) 250cc 10th
Cadwell 250cc 2nd, 3rd
trophy 6th
Donington (ACU) 250cc crashed
Oulton 250cc 5th
350cc 5th
Oulton (ACU) 250cc 12th (heat)
Cadwell (ACU) 250cc 1st, retired
1000cc 3rd
Aintree 250cc 2nd
Venue/Race Class Place
Mallory 250cc 1st, 1st
trophy 1st
Aintree 250cc 1st
350cc 9th
Carnaby (ACU) 250cc 5th
Oulton 250cc 1st
champs 3rd
Mallory 250cc 5th
Silverstone (ACU) 250cc 4th
Aintree 250cc 1st
350cc 1st (heat)
Oulton 250cc 12th (heat)
Cadwell 250cc 1st
350cc 2nd
* * *
1985
Venue/Race Class Place
Oulton 250cc 1st
350cc 2nd
500cc heat 1st
Cadwell 250cc crashed
Snetterton: Sat 250cc 1st, 1st
350cc 4th, 4th
Snetterton: Sun (ACU) 250cc retired
350cc retired
Darley 250cc 1st
350cc 3rd (ACU Star)
Donington 250cc crashed
Oulton 250cc 6th
Aintree 250cc 1st
350cc 1st (heat)
Thruxton (ACU) 250cc 1st
Venue/Race Class Place
Brands (ACU) 250cc 7th
350cc 8th
Mallory 350cc crashed
Cadwell (ACU) 250cc 6th
Aintree 250cc 1st (heat)
350cc 1st
Lydden: Sat 250cc 1st
1000cc 4th
Lydden: Sun (ACU) 250cc 1st
Donington: Sat 250cc 3rd
Donington: Sun 250cc 9th
(ACU)
Aintree 250cc 1st
350cc 1st
Mallory 250cc retired
Aintree 250cc 1st
350cc 1st
Carnaby (ACU) 250cc 4th
Mallory (ACU) 250cc 11th
Manx GP 250cc new-comers 3rd and 1st
Aintree 250cc 1st
350cc 2nd
Silverstone (ACU) 250cc 1st
Cadwell 250cc 9th
Darley 250cc 1st
* * *
1986
Venue/Race Class Place
Oulton 250cc 1st
350cc 1st
Cadwell 250cc 7th, 8th
Brands 250cc 11th, 5th
Venue/Race Class Place
Donington 250cc 3rd
Formula 2 1st
Oulton 250cc 6th
350cc 2nd
champs 2nd
Cadwell 250cc 3rd
Thruxton 250cc 1st
350cc crashed
Mallory 250cc retired
Formula 2 2nd
Brands 250cc 2nd
Aintree 250cc 2nd
350cc 1st
Isle of Man TT 250cc retired
350cc retired
400cc 17th
600cc 12th
Mallory 250cc 2nd
Donington 250cc 4th, 5th
Formula 2 1st
Aberdare 250cc 1st
1000cc 1st
Scarborough: Sat 350cc 2nd
Scarborough: Sun 250cc 1st
Snetterton 250cc 2nd, 2nd
Mallory 250cc 2nd
British GP 250cc 11th
* * *
1987
Venue/Race Class Place
Jerez 250cc did not qualify
Donington 250cc did not qualify
Scarborough 250cc 1st
350cc 1st
North West 200 250cc crashed
Isle of Man TT 350cc Junior 4th
750cc 9th
Donington 350cc Super 2 retired
Aberdare 250cc 1st
1000cc 1st
Cadwell 350cc Super 2 4th
Scarborough: Sat 250cc 1st
350cc Super 2 1st
Scarborough: Sun 250cc 1st
1000cc 5th
Knockhill 350cc Super 2 2nd
1000cc 9th (heat)
Snetterton 350cc Super 2 5th
Mallory 250cc 1st
350cc Super 2 1st
British GP 250cc did not qualify
Thruxton 250cc 3rd, 4th
350cc Super 2 1st
Mallory 250cc 1st
1000cc 5th
Scarborough: Sat 350cc Super 2 1st
Scarborough: Sun 250cc 1st
Silverstone 250cc crashed
* * *
1988
Venue/Race Class Place
Donington 250cc did not finish
Thruxton 250cc 3rd
Scarborough 250cc 1st
Superbikes 3rd
Snetterton 250cc 2nd
Brands 250cc 7th
Pembrey 250cc 1st, 1st
Superbikes 3rd
North West 200 250cc 2nd
Superbikes 5th
Carnaby Formula One 9th
Isle of Man TT 600cc Super 2 12th
Formula One 4th
1000cc Senior 7th
Donington 250cc 6th (heat)
Superbikes 5th
Assen Formula One 9th
Aberdare 250cc 1st
1000cc 1st
Cadwell Formula One 3rd
Vila Real Formula One retired
Knockhill 250cc 2nd
Formula One 6th
Kouvola Formula One 4th
Mallory Formula One 5th
Ulster GP Formula One 1st