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The real crunch period for the riders and the teams are those three races in two weeks starting at Motegi in Japan, then just popping down to Phillip Island in Australia before starting back home via Sepang in Malaysia. Seventy-five points that have so often decided the outcome of the Championship even before that final round in Valencia. Three races staged on three so different race tracks. Three races held in often totally contrasting weather conditions. There can be fog in Motegi, rain and wind at Phillip Island and then searing heat and torrential rain in Sepang while adjusting to just travelling to and then around three such contrasting countries and lifestyles.

My other memory of Misano is after weeks of speculation at last finding out the provisional calendar for the next season and then working out the best time to tell your loved ones back home especially with the massive end of season trip about to start. When I started covering Grand Prix racing in 1980 there were ten races on the calendar although it dropped to eight with Venezuela cancelled because of financial problems and Austria snowbound. Next year there is double that number scheduled in an amazing calendar that crisscrosses the globe in almost nine months of racing and travel.

As round 13 approaches this weekend I’m sure Marc and Alex Marquez and Lorenzo Dalla Porta know that so much can change so quickly in the next nine weeks. I hope that everybody planning to embark on next year’s adventure have already shown the 2020 calendar or perhaps at least given a hint to their loved ones about their plans for next year. Don’t leave it until Valencia.

Two–stroke 500’s, 800 and 990cc four-strokes have brought the Japanese factory unrivalled success again, the very best in the World although it has not always been easy. After so much success in the smaller classes, they entered the 500cc class in 1966 to take on the might of MV Agusta and a certain Giacomo Agostini with the weighty combination of World Champions Jim Redman and Mike Hailwood. Redman won the opening two rounds at Hockenheim and Assen but his challenge that had started so brightly ended when he was injured. The following year Hailwood and Agostini ended on equal points but the title went to the Italian

Honda then withdrew from Grand Prix motor cycle racing to concentrate their considerable technical innovation and finances into Formula One car racing. They returned briefly to challenge the two–strokes with the amazing but uncompetitive NR500 four-stroke with those oval pistons. They realised they had to build a competitive two-stroke 500 to challenge the might of Suzuki and Yamaha and their return to the fray in 1982 was spearheaded by a young American Freddie Spencer on the three-cylinder 500. What a choice it turned out to be with Spencer bringing Honda their first premier class title in 1983 and then re-writing the history books two years later with a 250/500cc double Championship – a feat that has never been repeated. Mick Doohan brought them five successive titles in the nineties and Valentino Rossi took over his mantle winning the last two-stroke 500cc Championships and then heralded the return of the four-stroke era in 2002 and 2003 with a Championship win before defecting to Yamaha. Casey Stoner and Rossi were the thorns in Honda’s side in the new 800 cc class but Stoner signed from Ducati to bring Honda their first 800 cc title in 2011. Then Marquez arrived and the rest is history with the Spaniard capturing five World titles and 47 Grands Prix wins. There are still more titles and Grands Prix victories to come.

Sixty years ago Soichiro Honda arrived in the Isle of Man with a four-rider team to compete in the 176 km 125cc race to fulfil a dream. Three of the Japanese riders had never competed in a race only on tarmac but they returned home with the Team Prize. Little did anybody in the Isle of Man on that June day realise this was just the start.

There are many corners that I’m sure riders don’t want to remember and certainly would not to be named after them. I’m certain Dani was delighted with the Jerez naming but would not have selected the Parabolica Interior at Estoril where he brought down team-mate Hayden to almost wreck his World title chances in 2006. Andrea Iannone might not be that keen of a plaque being erected on the final corner at Misano after throwing a couple of punches at Pol Espargaro after both ended up in the gravel on the final lap of a 125cc race. I’m sure Alex Barros would rather forget turn one at the Sachsenring after the chance of the very last two-stroke win in the MotoGP™ class disappeared when he clattered into fellow two-stroke campaigner Olivier Jacque to bring them both down with the four-strokes nowhere in sight in 2002.

There was no chance of a naming ceremony for Alex Criville after he brought down local hero Mick Doohan at the last bend of the Australian Grand Prix at Eastern Creek with the chequered flag in sight in 1996. Perhaps Loris Capirossi would have approved of a plaque because it handed him his first premier class victory. Tetsuya Harada would certainly not have suggested a Capirossi naming ceremony in Argentina two years later with perhaps the most controversial and talked about last bend crash in Buenos Aires that finally decided the outcome of the 250cc World Championship after much discussion.

If you have the honour of a corner being named after you it’s important that it does not come back to bite you on the bottom as Jorge Lorenzo found out at Jerez in 2013. Just three days after having the infamous turn 13 that leads into the start and finish straight named after him to honour his world titles, he fell out with his now team-mate Marc Marquez after a ‘coming together’ at his very own corner in a fight for second place.

I wonder if the organisers of the next Grand Prix at Le Mans were preparing a naming ceremony in honour of 20-year-old Frenchman Fabio Quartararo after he became the youngest ever MotoGP™ pole setter at Jerez on Saturday. He looked well on course for a podium finish a day later before being sidelined with mechanical problems. The inscription on the plaque had been delayed but it’s certain to come.

During those three decades, there have been some mighty battles and coming togethers around the 4.423km circuit. The infamous Turn 13 into the final straight almost on a yearly basis has provided us with pages of copy and air time. Doohan and Criville; Rossi and Gibernau; Marquez and Rossi and Lorenzo and Marquez to name but a few who have clashed, with the chequered flag in sight, round the corner now named after three times World Champion Jorge Lorenzo. Five times World Champion Mick Doohan’s career came to a sad end in 1999 when he crashed between Turn 3 and 4 during practice. Who will forget Casey Stoner’s answer to Valentino Rossi when the nine times World Champion apologised after bringing the Australian down at Turn 1.

Jerez epitomises the very soul of MotoGP™ that no other international motorsport has a hope of matching. On-track action and controversy are a guaranteed part of the deal but it’s everything around it that makes it so special. The sunshine helps but I remember that first year in 1987, the party good time atmosphere that engulfed the whole area and especially El Puerto Sant Maria and the centre of Jerez. I was young enough to enjoy it back then and I’m reliably informed nothing much has changed, and I remember as we drove to the circuit on Sunday morning a couple of years ago hundreds of fans were still enjoying the party in the centre of Jerez.