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Stoner "99% Certain" To Be Testing At Sepang

The Australian press is reporting that Casey Stoner is still not certain to take part in testing at Sepang. Stoner is recovering from a bone graft operation in late October to repair the cracked scaphoid in his left wrist, but the recovery is taking longer than Stoner had hoped for. "I'm 99 per cent certain that I will be riding at Sepang although I doubt it would be at full fitness," Stoner said.

But the former world champion was not too worried about his injury preventing further development of the bike. The factory had no plans to change the bike much, as Stoner felt that the Ducati Desmosedici GP9 was in good shape as it is. "In Valencia, myself and Nicky were both fastest on two different days in different conditions so that shows we've got a good bike already,'' he said. Changes would any be difficult, a result of the switch to a carbon fiber chassis over the old tubular steel trellis frame used by previous incarnations of the GP9.

Testing is due to resume in Sepang, Malaysia on February 5th.

Could Aspar Save Kawasaki?

The official announcement of the demise of Kawasaki's MotoGP effort has not even been made yet, but already, it would seem to have a saviour. Italian sports daily Gazzetto dello Sport is reporting that since the news broke of Kawasaki's imminent withdrawal, Jorge Martinez, the man behind the Aspar team which dominates 125 and 250 racing, has been hard at working trying to take over the team from Kawasaki.

Martinez says he was contacted by Dorna a couple of days ago, and since then he has spent all his time on the phone, despite being on a family vacation. The deal which Dorna, Martinez and Kawasaki are trying to put together according to Gazzetto dello Sport would involve Martinez taking over the team at no cost to the Spanish former racer.

The reasons for this apparent generosity on the part of Kawasaki have little to do with altruism, however. According to the Italian daily, Kawasaki has a contract with Dorna to compete in MotoGP until the end of 2011. If Kawasaki were to pull out before that time, then they would be hit by a fine numbering "millions of dollars" for breach of contract. And as Kawasaki have already invested some 6 million dollars in next year's bike, they have little to lose by handing the whole project over to Aspar, and would avoid the penalty by providing engineering support to the privateer team, whilst Aspar bears the day-to-day costs of running the team, again saving Kawasaki a large amount of money. Contracts with riders and team crew have already been signed, and this is money Kawasaki would have to pay anyway.

Dorna, for their part, have a vested interest in keeping the Kawasakis on the grid: The Barcelona-based organizers of MotoGP have in turn a contract with the FIM, the governing body of motorcycle racing, which guarantees a minimum of 18 riders if the series is to retain the status of a world championship. What's more, the loss of face for Dorna would be immeasurable if a major manufacturer were to withdraw in the very season when two new manufacturers (BMW and Aprilia) entered World Superbikes, with another (KTM) waiting in the wings.

With the big ticket items covered, Aspar should be able to cover the basic costs of the team, especially given the considerable sponsorship from Monster Energy, who had signed a deal to support Kawasaki for the 2008 and 2009 seasons. The Monster millions would also mean that Marco Melandri's seat at Kawasaki is likely to be safe. If Aspar were to take over the Kawasaki team, the Monster money would ensure that John Hopkins - who is linked personally to the deal - will retain his seat. But Aspar's previous attempts to run a Kawasaki in 2009 foundered on the insistence of his Valencian sponsors that the team field a Spanish rider, whilst Kawasaki demanded that the team give Shinya Nakano a ride. With the money mostly covered, Aspar's Spanish sponsors would no longer be the main investor in the team, and Melandri would keep his ride.

Jorge Martinez, Aspar boss, told La Gazzetta dello Sport that he is keen to keep the Italian. "The rider question is not a priority at the moment. I certainly wouldn't have any problem with Melandri. He's a rider that I've always been very impressed with."

Though the article talks of Aspar taking over the Kawasakis, no mention is made of the team. What would happen to Michael Bartholemy and the rest of his Venlo-based crew is unclear, though putting together a team to run a two-rider MotoGP team from scratch in January is likely to be difficult at the very least. The most likely scenario is that Martinez would take over the team lock, stock and barrel, taking over the role as nominal head of the team. Just how current team manager Michael Bartholemy would fit into the whole equation is unclear, and the Belgian is the most likely casualty of the whole deal.

The elephant in the room in all these discussions is of course the question of bike development. Last season, the Kawasaki was by far the weakest bike on the grid, and a huge amount of development was going to be needed to get the bike anywhere near competitive. It's highly unlikely that the 2009 ZX-RR is ready to take on the Ducati and the Yamaha, and if no development is done during the season, Melandri and Hopkins would fall further and further behind. So any handing over of the team to Aspar would not acquit Kawasaki of the necessity to keep trying to improve the bike. Though handing over the entire project to Martinez and his Aspar team may save Kawasaki a considerable amount of money, there could still be hidden costs along the way.

For now, though, we await an official announcement from Kawasaki. On Monday, we should know more.

MotoGP Manufacturers To Hold Crisis Meeting In Japan

Yet more repercussions from Kawasaki's shock withdrawal from MotoGP. The Italian site is reporting that a meeting is being arranged for all of the manufacturers involved in MotoGP to discuss the crisis in the series. The meeting is due to be held early next week, with the date of January 7th being mentioned, and will include Ducati and Kawasaki, despite Kawasaki's intention to withdraw from the series.

The main business of the meeting will of course be cutting costs. GPOne says that a salary cap is one proposal which could be discussed, despite the measure having little or no success in other sports where it has been tried. The problem for 2009 is of course that budgets have already been committed and spending is already well underway: GPOne reports that despite their plans to pull out of MotoGP, Kawasaki have already spent some 6 million dollars on the 2009 season, money they will not see again.

Part of the problem is the fact that MotoGP is a prototype series, and there is no way to defray the costs. Though many have pointed to the World Superbike series as a much cheaper form of racing, they are conveniently neglecting the fact that the race teams pay only a fraction of the R&D costs which go into the bikes which race in the series. It is the buyers of the latest versions of liter sportsbikes who bear the brunt of the development costs, with race teams only left to shoulder the costs for tuning and developing the bikes within the narrow framework set out by the FIM rules.

FIM President Vito Ippolito has already suggested a way of addressing this problem. The Venezuelan FIM boss proposed a return to the policies of the 1970s and 80s, when factories produced "production prototypes", race bikes which they then sold to privateer teams, rather than the leasing arrangements which are the current vogue. The main obstacle to this proposal would be IMS, the body than runs World Superbikes. IMS, in the persons of the Flammini brothers, have a contract with the FIM for the sole rights to production motorcycle racing. Any blurring of the line between those two series would see a lot of expensive wrangling between IMS and Dorna about who is allowed to do what.

Whether the meeting of MotoGP manufacturers can come up with proposals to help solve the current financial crisis remains to be seen. The need for action to limit costs is clear. The question is, how do you do that without the measures you take either ruining racing, or even worse, backfiring and actually forcing up costs through something unforeseen?


Melandri To Join LCR And Ezpeleta On Phone To Japan?

In the hectic period since news of Kawasaki's withdrawal from MotoGP leaked out, speculation on the future of Team Green's riders has been widespread. Initial reports suggested that Marco Melandri would return to Gresini Honda, though there has also been talk of Melandri seriously considering World Superbikes as a viable alternative, while John Hopkins is widely predicted to either switch to the Tech 3 Yamaha squad, or else go back to Suzuki.

But now, the Italian site is reporting another possible option for Melandri: It seems that Lucio Cecchinello of the LCR Honda team has already been in touch with Melandri to try and persuade the Italian to ride for him next year. Cecchinello's problem - and it is a considerable one - is that he would not be able to obtain two more bikes from Honda to support the usual team structure, where each team member has two machines, nor would he be able to afford the costs of running four bikes even if he could get the equipment from Honda.

Instead, Cecchinello has come up with an ingenious cost-cutting scheme whereby both Randy de Puniet and Marco Melandri would have one bike each. This would remove the expense of leasing extra equipment from Honda, as well as reducing the number of mechanics needed for each rider. Costs would further be cut by only attending test in Europe, saving the expense of the flyaway tests in Sepang, Qatar and Australia.

The disadvantages of such a scheme are obvious: If a rider crashes during practice, he would potentially face a long wait before he could get back out on track, as the bike would have to be returned to the pits, then repaired, instead of the rider just hopping on a scooter back to the pits and then leaping on his second bike. With Randy de Puniet's track record, that's a lot of lost track time. It would also mean more time spent sitting in the pits while the mechanics make changes to the bike, instead of having a second bike standing ready with revised settings - though as this is Casey Stoner's preferred method of working, it need not necessarily be unsuccessful. Finally, it would also leave both riders out of contention in flag-to-flag races. Instead of coming in and leaping on a different bike with rain tires, the wheels would have to be swapped and suspension altered, a time-consuming operation.

The other fact which has been heavily remarked upon is the silence of the website on the Kawasaki situation. Part of this is down to the fact that all this has happened during the holiday season, which probably sees the Dorna offices at the very least seriously understaffed. But unverified reports from Spain indicate that, in an interview with a local radio station, Dorna CEO Carmelo Ezpeleta said that he has been desperately trying to get through to Kawasaki in Japan to find out more about the situation. Ezpeleta told the radio station that they had not yet been informed officially, which is why he was trying to contact Japan.

Further unconfirmed reports also stated that the Nietos - who run the GFH team with Sete Gibernau - were trying to organize a third Ducati, to expand their team to 3 riders, including Niccolo Canepa, as we reported yesterday. The GFH team had originally wanted to field Fonsi Nieto on the second Ducati, but pressure from the Bologna factory left them with no option but to accept Canepa. However, a third bike would allow them to give Fonsi a ride after all. The problem, as ever, remains in persuading Ducati to provide the extra equipment. The smallest manufacturer is already providing the second highest number of machines, and making 6 bikes available would put them level with the mighty Honda.

Of course, as reader Jim Race pointed out, with John Hopkins available, and along with him a big pile of energy drink sponsorship, the question of why Ducati hasn't jumped all over the perfect marketing opportunity arises. After all, how could they refuse to support Monster Ducati?

Yamaha To Keep World Supersport Team

More good news on the racing front, after Kawasaki's shock withdrawal from MotoGP. Team Green's pullout saw a wave of speculation in the media about who would follow. Among the names most mentioned were Suzuki's MotoGP team and Yamaha's World Supersport effort. There have been denials from Suzuki that they are under threat, but so far, no word had been forthcoming about Yamaha and their World Supersport program.

The team was considered vulnerable because of their conspicuous failure to win a world championship since 2000, despite having factory support, competitive equipment and proven riders. To make things worse, the team, based in Holland, were being regularly beaten by their compatriots Ten Kate Honda, a relatively modest effort only partially - and rather begrudgingly - supported by Honda in Japan.

But word has come today that Yamaha will be remaining in the World Supersport championship after all. The Dutch racing site is reporting that Yamaha's WSS team boss and former racer Wilco Zeelenberg has denied rumors of a withdrawal. "It seems to me that as the team manager, I would be the first to be told that kind of news, but I haven't heard anything. We're signed up to race next season, though admittedly with a lower budget," Zeelenberg told Racesport. The Dutch website also contacted Yamaha's head of racing Laurens Klein Koerkamp, who also denied the reports of a withdrawal.

Canepa To Be Shifted Sideways - Off To Join Gibernau

It's hard to underestimate the impact of the shocking news yesterday that Kawasaki will be pulling out of MotoGP. And today, more bad news about teams arrives, only this time, accompanied by good news.

The bad news is that, according to Spanish sports daily, the Pramac Ducati team will only field 1 rider next year, the Finn Mika Kallio. The move has been forced as a result of Alice, the Italian telecoms sponsor, withdrawing its sponsorship from the Pramac team, leaving the satellite Ducati squad short of cash.

The good news is that this will not leave Niccolo Canepa, Ducati's promising young test rider, out of a job. The same paper is also reporting that the young Italian will be a team mate to Sete Gibernau in the Grupo Francisco Hernando team, better known as Onde 2000 in the 125 and 250 classes, run by the Nieto cousins. Despite the global recession, money is still no object for the GFH team, the personal project of Francisco "El Pocero" Hernando, a Spanish property tycoon whose career has been surrounded by allegations of corruption: From the very beginning of the project, "Paco" Hernando had wanted to field a two-bike team, stating that he was willing to make the budget available.

At first turned down by Ducati, now, Hernando will get his way. With both Canepa and Gibernau, the GFH team now has both a seasoned veteran and a talented youngster, and Canepa could well profit from Gibernau's experience.

Though the saving of Canepa by Francisco Hernando is good for MotoGP, it's not quite so good for Africa. Part of the sponsorship for the GFH team involves promoting a project being built by Hernando in Equatorial Guinea, one of Africa's most corrupt countries, coming 151st out of 163 countries in Transparency International's Corruption Perception Index in 2006. Hernando is building a luxury vacation complex in the country for the Spanish tourist market, and as a former Spanish colony, and a country where most of the population speak Spanish, Equatorial Guinea would seem like an ideal location. Of course, just how profitable it is to do business with a corrupt regime, run by a man who a prominent US journalist described as "Africa's worst dictator, worse than Robert Mugabe" remains to be seen. Money may be tight in MotoGP, but sometimes you have to wonder if there are some things which are more important than motorcycle racing.

Kawasaki Fallout: Hopper vs Edwards, Melandri vs De Angelis?

The withdrawal of Kawasaki from MotoGP - which Ian Wheeler, the team's press officer has told that he knows nothing about - is likely to blow the MotoGP riders market completely open once again. With the MotoGP merry-go-round seemingly all done and dusted before the end of the season, the sudden availability of two big name riders is likely to have satellite team managers consulting their lawyers.

Of the Kawasaki pairing of John Hopkins and Marco Melandri, Hopper is likely to be the name most in demand. Hopkins is the rider carrying the Monster Energy sponsorship, and with Kawasaki out, Monster's budget is likely to go to whoever signs the American. And in a time of hardship, that money will be very welcome indeed.

The most probable casualty of the Hopkins / Monster duo is Colin Edwards. The Texan's position in the Tech 3 Yamaha squad had already become less certain after Bridgestone were awarded the single tire contract for MotoGP. Edwards has been closely associated with Michelin for a very long time, and was their lead development rider in MotoGP until their forced withdrawal. With the tire development role gone, along with the Michelin money which was said to be funding Tech 3, Herve Poncharal may feel that Hopkins and his Monster millions are a far more attractive proposition.

The problem for Poncharal is that Edwards is not in the employ of the Tech 3 Yamaha team, but has a contract with Yamaha directly. Consequently, Poncharal has less control over the hiring and firing of the Texan than he may wish. And with Yamaha seats in the other major racing series all filled, it may prove difficult to convince Edwards to move elsewhere.

Another possibility is of course that Yamaha supply a bike to a new satellite team, set up especially for Hopkins. There are plenty of experienced team managers available, and men such as Sito Pons have made no secret of their desire to return to the premier class in one form or another. Though Monster Energy's sponsorship was nowhere near enough to cover all of Kawasaki's costs, it is likely enough to fund a satellite team with relative ease.

The one thing blocking such a move would be Yamaha's policy of keeping the satellite bikes and the factory machines as close in spec as possible. Paradoxically, this helps to keep costs down, as the engineers in Yamaha's racing department can focus on a single bike, and not have to support multiple specs of machine for extended periods. Adding a fifth bike would make this policy more difficult to maintain, and was one of the reasons Yamaha spurned the advances of Jorge Martinez when he came looking for a bike to field Alvaro Bautista on earlier in the year.

As for Marco Melandri, the rider likely to be losing the most sleep at the moment will be Alex de Angelis. The San Marinese rider had a commendable, if not exactly explosive, rookie season, but did enough to secure his seat for this year. However, Fausto Gresini, boss of the eponymous Honda satellite squad, made no secret of his desire to have Melandri back riding for him, and it looked for a long time that the Italian would end up back in the team he'd left a year previously. In the end, though, Melandri decided that the best way of ensuring full support from a factory is by riding for the factory team, leading him to finally sign for Kawasaki instead.

Melandri must surely regret that decision now, but Gresini will not. Melandri is still a much bigger draw in Italy than de Angelis, and Gresini's sponsors - an Italian snack company - would have no compunction in welcoming Melandri back.

But it would not be all good news for Gresini. Signing Melandri would open up for discussion the question of who will get the factory support from HRC. When Toni Elias signed for Gresini, he stipulated that he would only ride the satellite Honda if he was given factory-level equipment, a promise honored by Gresini and HRC. But with Melandri back, both Gresini and HRC may feel that Melandri should be getting the hot HRC parts rather than Elias, and the situation could easily descend into internal strife, and sure to erupt into the pages of the Spanish and Italian press.

But neither of these proposals are anywhere near being a foregone conclusion. There are already rumors emerging that Kawasaki's withdrawal saw Jorge Martinez immediately on the phone to Kawasaki and Carmelo Ezpeleta at Dorna. Martinez is almost certain to try and resurrect his Aspar MotoGP project, which saw him trying to get Alvaro Bautista into MotoGP in 2009. Bautista is now tied up in 250, and set on trying to win the world championship he missed out on in 2008, but Martinez may instead try and secure the services of John Hopkins instead.

With the money from Monster Energy, and the return of their prodigal son, Hopper having ridden for the marque between 2003 and 2007, Suzuki could well be persuaded to field a third bike for Hopper. What's more, the Monster millions could also help fund Suzuki's own ailing MotoGP effort, with contract discussions still ongoing with Rizla about a sponsorship extension for 2009.

But if attempts to keep either or both men in MotoGP fail, the big winner in all of this could well be World Superbikes. Both men would be welcomed with open arms into the rival series, where fielding extra machines for riders can be done at a fraction of the cost of MotoGP equipment. MotoGP is already in some trouble, with Kawasaki's withdrawal leaving just 4 manufacturers in the series. World Superbikes, on the other hand, will see 7 manufacturers field factory or near-factory teams, with an 8th (KTM) waiting in the wings for its RC8R project to start yielding results. In the battle between Dorna and Infront Motor Sports, Dorna's position is looking weaker and weaker.

Confirmed: Kawasaki Out Of MotoGP

The extremely well-informed Spanish magazine is reporting that Kawasaki's withdrawal from MotoGP has been made official. The factory has sent a letter to Dorna and the other factories announcing their withdrawal, and giving some explanation. The full public announcement is expect on Monday, January 5th 2009, according to

More news once it becomes available.

Kawasaki Out Of MotoGP?

After Honda announced its shock withdrawal from Formula One, it was feared that this was just a premonition of what could happen in other forms of motorsports. Initially, reports from Spain suggested that Honda would pull out of MotoGP as well, despite the program costing only a fraction of the costs involved in Formula One. But once Takeo Fukui's end-of-year speech as Honda CEO passed without any mention of MotoGP, the hearts of MotoGP fans were reassured: MotoGP was safe for now.

But further announcements were far from reassuring: Suzuki announced that it was pulling out of its (far from successful) World Rally Championship, a move then followed by Subaru, a brand which is inextricably linked with the sport. Days later, Toyota announced drastic cost cutting in its Formula One program, though the optimists took comfort in the fact that this was not a withdrawal.

Speculation continued around what all this would mean for MotoGP. With Honda seemingly safe, and Yamaha and Ducati positively enthusiastic about the series, attention turned to the lame ducks of MotoGP, Suzuki and Kawasaki. No word has yet been heard from Suzuki, though the extension of the sponsorship deal with Rizla is taking a worryingly long time to be confirmed, though Suzuki team bosses profess that they are unconcerned. But as a (semi-) regular visitor to the podium - including a victory for Chris Vermeulen in 2007 - the team has at least had some success over the years.

The same cannot be said for Kawasaki. The Japanese firm's fortunes have been in a downward spiral since the beginning of 2007, with last year being the absolute nadir. Ant West fought a long and hard battle for last place with Marco Melandri every race, while West's team mate John Hopkins - said to have joined Kawasaki for a multi-million dollar fee - spent all year fighting to finish in the top 10. And earlier this year, Kawasaki's technical chief Ichiro Yoda admitted to the press that he had been told by Kawasaki that he had one more year to produce a motorcycle capable of better results, or he would be looking for a job.

Now, though, press reports from one of Italy's many sports daily's Tuttosport suggest that Kawasaki have decided not to wait that long. Tuttosport is saying that Kawasaki has already decided to withdraw from MotoGP, and that the riders and team have already been informed, pending an official announcement. Yoshio Kawamura, head of Kawasaki Racing, is said to have informed Hopkins and Melandri personally.

So far, no confirmation has been forthcoming, though ominously, nobody from the team has been available for comment. The holiday season may well be a perfectly reasonable explanation for this, but then again, it may just be that the team members are under strict instructions not to speak to the press until after an official announcement has been made.

The major question mark hanging over these reports is the Monster Energy deal. The American energy drink giant is a huge supporter of motorcycle racing in various guises, and has especially close ties with Kawasaki, the two brands conveniently sharing the same corporate colors. Monster signed up to support the Kawasaki MotoGP team for two years - 2008 and 2009 - and so was expecting to support the team for at least another year.

But such contracts usually have an out-clause somewhere. And with a big name American in John Hopkins, Monster were surely not expecting to see their millions of dollars going unnoticed way down the field. But Kawasaki's failure, for whatever reason, to produce a competitive motorcycle may provide Monster with exactly the reason they had been looking for to get out of their two-year deal.

There is also the question of exactly how much money the Monster Energy deal brought to Kawasaki. Exact numbers were - as ever - not released, but it is unlikely that Monster's contribution covered Kawasaki's entire budget, as is believed to be the case with Repsol and Honda. Most likely, the deal covered John Hopkins sizable salary and some of the team's expenses, which is one of the reasons that Kawasaki looked to cheaper options for their second rider in 2007.

With the arrival of Marco Melandri alongside Hopkins, Kawasaki's wage bill will have grown substantially. Though the Italian superstar had a disastrous season aboard the factory Ducati in 2008, he is still a huge name in Italy, and a big crowd puller. Monster's sponsorship dollars may be going less far than last season towards covering the costs of racing in motorcycle's premier class.

With the global financial crisis in full swing, and motorcycle sales expected to fall - though not as badly as car sales - Kawasaki may have decided that they simply could not afford to pour tens of millions of dollars into a project which saw them so publicly humiliated. And despite the fact that Kawasaki Heavy Industries is one of the largest companies in the world, building everything from bullet trains to rockets to supertankers to earth moving equipment to, yes, motorcycles, each arm of the corporation is financially independent, with little or no cross subsidy between the various branches. So Kawasaki's racing program is entirely dependent on selling more motorcycles, a feat which their conspicuous failure in almost every branch of motorcycle sport they participate in has surely made more difficulty.

Kawasaki's possible withdrawal could also mean trouble for Dorna. With Kawasaki gone, the number of entrants would fall to 17, below the minimum said to be guaranteed in contracts with the FIM. And this late in the game, with just a few months to go to the start of the season, it would be very difficult for Dorna to persuade another manufacturer to make up the shortfall. With Honda, Ducati and Yamaha supplying 6, 5 and 4 bikes respectively, the only real room for expansion is with Suzuki. But as stated before, the future of Suzuki's participation is far from certain, so persuading the Hamamatsu factory to enter an extra machine is almost laughably unlikely.

So far, however, no official statement has been forthcoming from Kawasaki, and until it does anything could happen. Stay tuned.

~~~ UPDATE ~~~

The eternally well-informed Autosport is reporting that Marco Melandri has heard nothing from Kawasaki. This directly contradicts the reports from Tuttosport, which said that Melandri had already been told by Kawamura.

It Isn't January 1st Yet - 2009 Racing Calendar Still Shipping

Christmas may have come and gone, but the new year hasn't started yet, and so there is still time to order the 2009 Motorcycle Racing Calendar. Any orders placed this weekend for shipping to the US and Europe should be received before the start of 2009, if the storms lashing parts of North America and some areas in Europe don't hold the post up too much.

Antipodean motorcycle racing fans may be enjoying the Southern Hemisphere summer, but may have to wait a little longer for orders to reach their shores. But though you may spend the first few days of 2009 without the beautiful photography of Scott Jones, you won't have missed out on a key feature of the calendar: the full schedule of MotoGP and World Superbike rounds, starting in March and finishing in November. It's a vital tool when planning vacations, trips to races and your life in general.

If you really need the calendar in a hurry, or if you live outside of North America, Australia, South Africa or Europe, please send an e-mail to with your enquiry, and we'll answer your questions about the cost of express shipping, shipping to South America, the Middle East, etc.

The Calendar

Featuring a host of gorgeous photographs by Scott Jones, as well as a full listing of MotoGP and World Superbike weekends clearly marked on each month, it's the perfect schedule planner for motorcycle racing fans who don't want to miss the best racing on the planet. Printed using a four-color offset process, providing rich and beautiful photographs, the calendar measures 11" by 8.5", or 11" by 17" when folded out, with a photograph above a month grid.

Below is a sample month to give you an idea of the layout:

motogp motogpmatters calendar 2009 jorge lorenzo


So get your orders in quickly so that we can get this to you in time for the gift-giving season, and before we run out. Orders can be made by Paypal, as shown below. For orders of more than 2 calendars, or for shipping options outside of the countries shown below, send an e-mail to

Orders for 1 Calendar

US & Canada Orders
California Residents $22,95 United States excluding California $20,25 Canada $25,95

Orders for Europe, Australia, New Zealand and South Africa
Europe €19,50 Australia & New Zealand €21,95 South Africa €21,95

Orders for 2 calendars

US & Canada Orders - 2 Calendars
California Residents Qty 2 $39,50 United States excluding California Qty 2 $36,90 Canada Qty 2 $41,90

Orders for Europe, Australia, NZ and South Africa - 2 Calendar
Europe - Qty 2 €35,45 Australia & New Zealand - Qty 2 €37,90 South Africa - Qty 2 €37,90

PS: If you love the photos, Scott Jones will offer customers who buy a calendar a discount on full-size prints of any of the images from the calendar if you order them from his website,