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The summer break has arrived. The riders and teams deserve it, but it has not always been the case in the past when fighting for very survival.

Most riders competed in more than one class. The factory riders because they were told to by their employers. The privateers to gain more start money to enable them to have enough diesel and food to struggle to the next venue. Of course, the World Championship was a lot shorter than the 20-plus worldwide venues these days. The riders supplemented their paltry incomes by racing at non-championship and often extremely dangerous venues. These lucrative races were between Grands Prix and often during the summer break.

It was such a very different world and there is no better place than Assen to show just why. Compare the so different life and times of a Grand Prix rider. The Dutch Cathedral is the only circuit on the 2022 calendar that was a venue in that very first World Championship season way back in 1949. As the riders streamed through the legendary and much-changed Strubben corner on Sunday, I wondered just what those bygone heroes would have thought of the super-slick show their modern-day counterparts put on week after week. One thing for certain is they would be surprised and, in some cases, happy at the number of kilometres a modern-day Grand Prix rider puts in over a weekend and especially on race day.

On Sunday, MotoGP™ winner Pecco Bagnaia, riding for the Ducati Lenovo Team, completed twenty-six laps of the 4.542km Assen circuit, a race distance of 118.092km. Also, the Italian only competed in one race on Sunday. It used to be so very different with two great World Champions illustrating just why.

In 1964 Jim Redman won the 125, 250 and 350cc races for Honda at Assen on Saturday, June 27th. Three Grand Prix wins in one day was unheard of even in those days. Mike Hailwood had won three TT races in the Isle of Man in one week, but three in one day was a record-breaker. Two years later in 1966 Hailwood won three Grands Prix on the old Brno circuit in Czechoslovakia and then repeated the dose at Assen a year later.

Like Redman, he won all three Grands Prix on Honda machinery. First, the 250cc race after fighting off the challenge of Bill Ivy on the two-stroke Yamaha. Next up, the 350cc and finally the 20-lap 500cc race and the second showdown of the day with the MV Agusta of Giacomo Agostini. In all, Hailwood had raced in a single day to three wins over 57 laps of the 7.7km Assen circuit. It was a total distance of a staggering 439km, which he completed in a time of three hours, three minutes, 0.07s. I think, and I am sure he would have enjoyed, a beer or two that evening.

At the start of the World Championship races were longer than today, a lot longer. Once again Assen produces the perfect illustration. In 1950 Italian Umberto Masetti won the longest ever race at the legendary venue. Riding the Gilera he won the 18-lap 500cc race around the 16.536km circuit in two hours, 0m, 43.2s. The total distance was 297.6km for a single race win. Masetti went on to win the World Championship in the six-race title chase.

Marc Marquez contemplated the idea of competing in both the Moto2™ and MotoGP™ World Championships. The long Grand Prix schedule and practice and qualifying sessions made the dream impossible. The last rider to win two Grands Prix in one day was Jorge Martinez in 1988. The Spanish World Champion won the 80 and 125cc races at Brno. Three years earlier Freddie Spencer was crowned 250 and 500cc World Champion. In 1985 Freddie turned back the clock in the 12-round Championship to ride in both classes. At Mugello, he stood on the top step of the podium after winning the 500cc race as the 250cc machines were being wheeled to the grid. Second-placed Eddie Lawson turned to him after ‘The Star-Spangled Banner’ anthem and said, “rather you than me”. Freddie smiled and won the 250cc race to become the first 250 and 500cc Grand Prix winner since Jarno Saarinen 12 years earlier.

The great thing about MotoGP™ today is that it has been prepared to make changes and embrace those changes to keep the sport so vibrant and popular. We have the greatest respect and admiration for those riders who have graced the famous Assen tarmac for the last 74 years. They laid down and built the very foundations of what we witness today. They certainly deserved a summer break, but rarely took it because to survive they had to race.

Last week, two icons who played such a massive influence in my growing up celebrated their 80th birthdays. Paul McCartney will celebrate at the weekend by headlining Glastonbury Festival, the legendary Cathedral of modern music. I do not think Giacomo Agostini is planning to headline at Assen at the undisputed Cathedral of World Championship Motorcycle racing, but he has every right to.  I never saw McCartney, or The Beatles live but I certainly saw Ago. They are memories that form the very structure of my love for the sport.

The most successful rider in the 74-year history of Grand Prix racing. 15 World titles, 122 Grands Prix wins in just 231 Grands Prix starts. Add the fact that Ago’s looks, and charm, tempted so many beautiful ladies to link his arm – how could I not be impressed. Where do you start for a rider who loved Assen, winning 14 times at the Dutch TT.

Ago and I made our debuts at the TT races in the Isle of Man in 1965. The Italian was a works rider and team-mate to Mike Hailwood in the legendary MV Agusta team. I, a scruffy teenager on a day trip to the Island to watch the 50cc and 500cc World Championship races. Agostini had made his TT debut earlier in the week by finishing third in the 350cc race. I caught my first glimpse of the rider and machine that would dominate Grand Prix racing for the next decade. It was a very short glimpse as he raced down from Kates’s Cottage to where we stood in the pub at Creg Ny Baa. In a red blur and lingering exhaust smoke, he was gone. As we waited for him to return a lap later it was announced he had crashed 16 km out at Sarah’s cottage on the second lap. He was uninjured but his race was over.

Eight years later in 1973, we made a brave decision to miss our annual visit to Isle of Man TT and spread our wings and catch the ferry to Holland and a very different TT. Windmills, so many pushbikes, chips with mayonnaise and Beer at 6 am, were already making my first Grand Prix visit a memorable experience. The icing on the cake was watching Ago win the 350cc race on the MV although Phil Read’s victory in the 500cc race ran it close.

So, Ago was such a massive presence at my first World Championship events, surely it could not get better than that. It did and it did not. My very first assignment as the new reporter at Motorcycle News in 1976 was to travel to Misano for the pre-season international race in which arch enemies and former team-mate Giacomo Agostini and Phil Read were riding on 500cc Suzukis. They lost my luggage at Milan Airport, but I managed to find the legendary Abners Hotel on the Riccione seafront. I was nervous, very nervous but met Scotsman Iain Mackay, the renowned mechanic who later became head of Honda Racing PR, in the lobby. He took pity on me and asked if I would like to join him and his team for dinner that night in the hotel restaurant. I had no idea what team he worked for and gratefully accepted. With no luggage, I arrived at the restaurant in a dirty old t-shirt only to be welcomed with the shake of the hand by the rider in Mac’s team, a certain Giacomo Agostini. I said and ate little that evening. Incredibly the next evening Phil Read invited me to the very same restaurant for dinner and even lent me a couple of t-shirts. I thought what all the fuss about this job, it’s a doddle, but then events started going downhill rapidly.

When sleet fell on the morning of the race Ago refused to ride on safety grounds. The meeting was called off without a wheel being turned. I managed to get hold of Read by telephone who accused Ago of being pathetic. Pathetic Ago, accuses Read, steamed out of the front-page headlines on Wednesday morning. I thought I was in the big time. A week later the race meeting was re-scheduled for the aerodrome at Modena. I arrived cocky and full of myself. The first person I saw was Ago reading the front-page pathetic headlines. Before I could disappear, he signalled me over with the crook of his finger. He was so very angry. Ago enquired whether the opinion of a 15-time World Champion to such accusation might have been how a proper journalist would have approached the story. There were no more invitations to dinner that weekend. I still had so much to learn. Thirty-six years later when I hosted his 70^th birthday party at Silverstone he told me he’d forgiven me.

Happy 80th Ago. Paul McCartney will be celebrating his birthday by singing ‘Yesterday all my troubles seemed so far away.’ In my case, it was watching the great Giacomo Agostini in action that did just that.

Sixty-eight years ago, to the day a certain Soichiro Honda arrived unheralded on the Isle of Man to watch the 125cc TT race. He returned home with the promise he would return one day to take on and beat the world. It was a promise that he never broke. It is that promise that forms the very foundations of Honda racing and it has never been forgotten or forsaken.

Two things shocked him on that first visit to the Isle of Man. The speed and engineering prowess of the European manufacturers, and especially the German NSU 125 and 250cc superbly build bikes that were dominating the World Championships. The second shock was the anti-Japanese feeling of the British people, despite the fact that it was nine years since World War two had ended. He returned home to Japan with a suitcase full of chains, carburettors, and tyres ready to start the journey. It was five years before he returned to the Isle of Man ready to take on the world.

A year later, Honda started competing at the Mount Asama Volcano Race, located in a village at the foot of an active volcano on the island of Honshu in Japan. The track surface round the 18 kms circuit was compressed volcanic ash. Their main competition came from Yamaha and Suzuki. A decade later they were fighting each other for World titles. Mr Honda finally returned to the Isle of Man in 1959. This time no suitcase and notebook but with a team to compete in the World Championship. It was the opening round of the 125cc World Championship, ten laps around the shortened 17.365 kms Clypse TT circuit. Three Japanese riders who had never competed a full race on a tarmac surface and American Bill Hunt who was also the liaison officer for the team. The Team Manager was Kiyoshi Kawashima, who later became President of the Honda Motor Company. Their RC 142 Honda machines featured a bevel-drive DOHC twin with four valve heads. They may have been down on top speed to their Italian and East German counterparts. The riders lacked experience on the track surface, but both typically were reliable and never gave up. The result was the Team Prize including a sixth place for Japanese rider Naomi Taniguchi. Honda had arrived and the World had to take notice.

Two years later the first of those 812 wins came when Australian Tom Phillis won the 1961 125cc Spanish Grand Prix at Montjuic circuit in Barcelona. Honda were up and running. At Hockenheim Kanematsu Takahashi became the first Japanese rider to win a Grand Prix with a 250cc victory. Mike Hailwood clinched Honda’s first World title at the penultimate round of the 1961 250cc Championship with victory at Kristianstad in Sweden. It was his first World title and the first Japanese machine to take a World title.

Nowhere more than the Sachsenring illustrates just what a task lies ahead for Honda. Hopefully, their inspirational leader Marquez will return to the fight next season. It is a massive ask for both parties. Both are very capable of meeting the considerable challenge that lies ahead because winning is in the blood of Honda and those promises given by Soichro Honda 68 years ago have never been forgotten. He would expect nothing less.

It may be scant compensation for a sobbing Aleix at Barcelona on Sunday, but he is not the first rider or team to make such a mistake. He is almost certainly not the last either. The sheer disbelief, frustration and anger was felt by everybody for the rider who was brought up within sight and sound of the Barcelona circuit. His hand raised as he crossed what he thought was the finishing line to bring Aprilia second place only to realise there was still a lap to go. He eventually recovered to finish fifth and admitted afterwards he was watching the lap scoring tower and not his pit board.

Thirteen years earlier, a Spanish rider wrecked his chance of the ultimate home victory on the very same Barcelona tarmac. Julian Simon crossed the line in first place with his arm raised to celebrate victory in the 2009 125cc race, but there was still a lap to go. Like Aleix, he admitted afterwards he’d been watching the lap tower and not his pit board. He eventually finished fourth after a photo finish with teammate Sergio Gadea, with the race won by Andrea Iannone. But take heart Aleix because Julian Simon went on to win the World title that year.

On Sunday Jorge Martin, riding the Prima Pramac Racing Ducati, was timed at 363.6 kph over the rise before braking for the 95 kph frightening first turn. It is the fastest speed ever recorded in the 74-year history of Grand Prix racing. To reach the corner safely riders’ brake for around 5.9s in a distance of 317 metres. Even Lewis Hamilton’s Formula One Mercedes could not match that top speed over the crest last year. In the first F1 Grand Prix at Mugello he was timed at 322.1 kph although of course braking was a lot shorter and speed through San Donato a lot quicker on four wheels.

Ironically, it was two crashes at Mugello that vividly brought home to me just how fast the riders are going. Miraculously both riders escaped serious injury. Shinya Nakano’s 2004 crash when a rear tyre blew on his Kawasaki came moments after I had been spectating on the Mugello crest where the crash started. He hit the tarmac at around 305 kph. Nine years later I was commentating when Marc Marquez fell from the Repsol Honda at the same spot. Crashes at that speed are frightening to witness but the fact that both Nakano and Marquez were able to race that weekend illustrates just what enormous improvements have been made in riders’ equipment, track safety and instant medical intervention.

This weekend the venue for that very first World Championship event in 1949 returns after a two-year absence. The legendary 60.721kms Mountain circuit in the Isle of Man staged the first premier class race. Harold Daniell brought Norton victory in his only Grand Prix victory. His single cylinder four-stroke machine had a top speed approaching 200 kph. The fastest lap of the seven-lap race was 144.383 kph set by Bob Foster riding the Moto Guzzi. Four years ago, Peter Hickman lapped the circuit at an average speed of 217.98 kph on a machine that was capable of around 340 kph top speed.

Two of the greatest Roman gladiators return home to their very own Colosseum, the Mugello Autodromo, this weekend. Nestling between those green Tuscan Hills, Max Biaggi and Valentino Rossi take centre stage once again. Biaggi to be inducted into the MotoGP™ Legends Hall of Fame, Rossi to herald the retirement of his legendary number 46 from Grand Prix racing. Thirteen Grand Prix World titles and 157 Grand Prix victories between them but there is so much more to this story.

After an alleged argument in a restaurant when Biaggi was 250cc World Champion and teenager Rossi was on his way up, they fell out. That is putting it lightly. They fell out big time to produce a rivalry the sport has never witnessed before or after

In such a weekend of celebration and pure adrenalin, it was a picture of total dejection that remains in my memory from Le Mans. With Enea Bastianini (Gresini Racing) racing towards such an impressive third Grand Prix win of the season and the record 110,000 crowd willing Fabio Quartararo (Monster Energy Yamaha MotoGP) to steal a podium finish from Aleix Espargaro (Aprilia Racing) the television pictures switched to a deserted pit lane exit.

It was an amazing emotional long shot. The difference between success and failure summed up in such a cruel and stark way. While his nearest rivals were fighting for glory just metres away on Le Mans tarmac, a lone figure walked towards pit lane, head bowed and helmet still on. For a moment there was not another person in sight, and only the roar of four-stroke engines and partisan French voices made you realise you were at a racetrack. The red-leathered figure looked so small and forlorn in the long shot. Pecco Bagnaia (Ducati Lenovo Team) did not need reminding, did not need an arm around his shoulder to tell him that not only had he crashed out while fighting with Bastianini but had severely dented any chance he had of World Championship glory. It was such a poignant moment.

While Bagnaia grieved, Le Mans simply rocked and rolled the day and night away. A record crowd for the French Grand Prix. No worry about the competitor’s underwear and jewellery that has been the concern of other motorsports this week. No worry about how many A-listers you can cram on the grid. Can-can dancers performing on the front row, rock concerts at night and a MotoGP™ World Champion to welcome home was more than enough

Le Mans is always a crazy place but this weekend it is going to be even crazier. Returning home to race for the first time after conquering the World is the stuff of legends. On Sunday MotoGP World Champion Fabio Quartararo sets foot on the hallowed tarmac at the home of French Motorsport to race on home soil for first time since becoming the only Frenchman to win the premier class World Championship. It will be such a special moment for the French Yamaha rider and those fervent French fans who are never afraid to express their emotions and drink plenty of beer. If possible, the support and celebrations could reach another level if this year’s Championship leader wins the race. It has been done by other returning heroes. For some it took just a few weeks. For others it took years, while for some it never happened.

Three weeks after bringing Ducati their first premier class title in 2007 at the home of Honda, Motegi in Japan, Casey Stoner returned home to a hero’s welcome at Phillip Island. I think the adulation he received from the whole sports’ mad country even surprised cool Casey, but he produced the goods on a race track he loved. Not only did he comfortably win the race from team-mate Loris Capirossi and Valentino Rossi but went on to win at Phillip Island for the next five years before retiring

Who could not love the place? Packed hillsides, bright sunshine, an atmosphere like a football match and then of course there is the racing. For 36 years fans throughout Europe have been flocking south to Andalusia at the start of May. It is an annual pilgrimage to an area, not just a circuit, that breathes the very soul of Grand Prix motorcycle racing. I could feel and smell it as I turned up the volume on the remote control on Sunday and I wanted to be there.

I remember that very first Grand Prix at Jerez in 1987. Flying to Gibraltar and landing in a gale. Driving through the Andalusian hills and past lakes to arrive at a city that was famous for its sherry. Wayne Gardner won that first 500cc race from Eddie Lawson with British riders Ron Haslam third and Niall Mackenzie fourth, respectively. Who will forget the celebrations in 1995 when Alberto Puig became the first Spanish rider to win a 500cc Grand Prix on home soil. A year later the chaos when the crowd invaded the track on the last lap thinking the race was over to celebrate an Alex Criville win. World Champion Mick Doohan somehow missed the invaders and won the race with Criville crashing on the last bend. Doohan’s practice crash in 1999 that brought the five-times World Champion’s career to an end. On a personal level Bradley Smith’s first 125cc Grand Prix win in 2009. Then of course there have been the confrontations.

It was a style that brought him 68 Grands Prix victories and five world titles. Forty-seven of those came in the MotoGP™ class on his way to three premier class world titles. Three of those came towards the end his career on the Ducati. He won the 250cc World Championship in 2006/07 winning 17 Grands Prix for Aprilia before joining Rossi at Yamaha. He started his first three MotoGP™ races from pole and won in just his third race at Estoril in Portugal.

It was never going to be easy on and off the track being team-mate to ‘God’ Rossi. The first three poles and then the race victory did nothing to cement a relationship. Rossi soon realised that Lorenzo was not only a young teammate but a real threat to his superiority and riding the same Yamaha machinery. The usual fun and games started, including a wall down the middle of the Yamaha garage to separate the two teams. Jorge stood firm and was determined not to be Rossi’s fall guy. He won his first premier class title in 2010. Jorge repeated the victory two years later and won again in 2015 when the eyes of the world were focused on the Marquez/Rossi feud.

So why is Jerez such a special place for Jorge? Not quite a love hate relationship with a lot more love than hate. He arrived at Jerez from Mallorca at the beginning of May 2002 ready to make his Grand Prix debut in the 125cc Spanish Grand Prix but had to wait. He celebrated his 15^th birthday on the Saturday by riding in the third practice session after missing the two Friday sessions because he was too young.