Length 2050 mm / 81in
Width 680 mm / 27 in
Height 1135 mm / 44.7 in
1420 mm / 56 in
800 mm / 31.4 in
181 kg / 399 lbs
18 Litres / 4.8 US gal
The FP1 was originally developed as a 998cc
triple for entry into the MotoGP series by PETRONAS and Sauber.
However in late 2001 PETRONAS decided that they would contest
the world superbike series instead in conjunction with Team
Foggy Racing Ltd,
Thereafter know as Foggy PETRONAS Racing.
This change meant that a number of major changes had to be made to the
machine for it to be eligible to race in 2002. The first and most important
was the reverse in-line triple engine had to be reduced to 900cc to comply
with the technical specifications for triples in the superbike class. This
was then mated with a chassis that was designed and built in record time by
the team. A state of the art exhaust system was developed which features a
unique three into one into two into three arrangement which allows the
engine to run at lower revs.
Foggy Petronas Racing FP1 must produce
150 to participate in the World Superbike Champion Chip. The 75 was first
produced at the SFX in England and approved by the FIM in March, in July, is
still 75 clear. These are produced in Modena, Malaysia's largest mc /
Petronas FP1 is developed directly from racing bikes but there are savings
both in terms of trim level and equipment. The effect, which is given to 185
hp for the racing bike is reduced to about 129 hp for the street version.
The design is largely unchanged, and the front is mainly the two lights and
turn indicators that reveal the street bike. But the brakes are somewhat
easier, and superbikensradialkalipere on
front wheel is reduced to the traditional four vote fur kalipere. Frame and
swingarm are otherwise unchanged, and according to Petronas includes racing
bike and road bike 80 percent common components. This includes a large part
of the engine, even if the trimming factor is somewhat kinder. But even
"only" 129 hp should keep dry weight for the street bike is in fact a modest
181 kg. With gasoline means that it weighs a little over 200 kg.
FP1 in the street version shows signs of his racing well also in terms of
finish, and it may in some areas seem a little rough hewn. Among other
things are the instrumentation a little elaborate, when, and the rest is
detail finish only moderately. But the question of whether customers put so
much emphasis on it. Driving ability is in fact compelling, and the
tresylindrede engine has a wide and easily exploitable useful effect and
torque registry that makes it efficient and easy to run.
Some of the other technical
changes made include:
- Changing the bore and stroke to increase drivability at the torque curve.
- Increasing the size of the gears to improve life.
- A redesign of the cylinder head and crank cases.
- A vertical split in the headstock of the air intake.
- A change of injector bodies and increase in powertrain weight to improve
- An improved lubrication circuit.
Where are they know?
Hoard of Foggy-Petronas FP1 road bikes
found in Essex
MCN has discovered a secret hoard of 60
£25,000 Foggy-Petronas FP1 road bikes in a bunker in Essex.
Carl Fogarty – race team manager and
figurehead of the ill-fated FP1 project – said when told the news: “You’re
joking – that’s amazing!” It had been thought – and stated by the team –
that the bikes were shipped to Malaysia five years ago and disposed of. But
in fact virtually all the bikes initially produced to homologated the FP1
for WSB racing are still on UK soil.
The collection – worth around £2m – is
held in a state of suspended animation awaiting, with the bikes’ owner –
Malaysian oil giant Petronas – keen to draw a veil over the whole episode.
The firm burned £30m on a WSB program that was intended to kick-start a
Ducati-sized bike manufacturing business in Malaysia, but in fact petered
out with a 21st place championship finish in 2006.
The bikes were manufactured for Petronas
by engineering firm MSX International in Basildon in Essex in record time in
2002, around engines designed by Austrian firm Suter Racing. The idea was
that the production process would then be replicated in Malaysia and form
the start of a range of higher and lower-spec bikes running to ten thousand
and more. 75 road bikes were built in Essex, followed by another 75 in
Malaysia six months later,
Though the business that produced this
first batch has since changed hands the bikes are still there, now in
possession of engineering firm Arrk R&D, which also retains key MSXI staff
who worked on the FP1. Tony White is one of them: “They were perfect” is all
he will say about the bikes, the existence of which Petronas gagging orders
prevent him from acknowledging.
As chief executive of Foggy Petronas
Racing, Murray Treece was the go-between for Petronas and the UK engineers
who developed the road bike. He says: “Our staff developed the race bike and
then were involved in transferring the design and supplier information over
to the road bike team. Exactly what happened after that to the road bikes is
unknown (by me at least).”
It was a transition in which the FP1 lost
virtually none of its clean racing looks, but a fair chunk of its power –
down to 127bhp from 185bhp. Even so, at 181kg it should still have been a
competitive road bike – though it was never released for road test. Eight
years later only the non-radial brakes date the stark, stylish lines of the
Foggy said at the time: “There is no
doubt that this will be the most beautiful bike on the roads. It combines
cutting edge technology with real elegance and has set new standards at the
top end of the road bike market”. Treece echoes: “It was a beautiful looking
and sounding machine. I wish I owned one”.
Treece believes Petronas underestimated
the challenge in bringing a bike to market in such a short time with no
Priceless or worthless?
What does eight years do to the value of a now-outdated but
ultra-exclusive superbike that failed to launch? “It’s tricky” says
motorcycle valuation expert for auction house Bonhams Ben Whitworth. “The
Petronas might be a bit long in the tooth compared to modern top-flight
superbikes costing around £15,000, but the kudos of owning such a limited
edition is certainly comparable to Ducati’s Desmosedici at £40-45,000. Very
broadly speaking I reckon an example would be between £15,000-25,000. But
until one is actually sold at auction and sets a precedent that remains very
much a guestimate. It would be fascinating to see.”
NOTE: Any correction or more
information on these motorcycles will kindly be appreciated,
Some country's motorcycle specifications can be different to
motorcyclespecs.co.za. Confirm with your motorcycle dealer
before ordering any parts or spares. Any objections to articles
or photos placed on motorcyclespecs.co.za will be removed upon