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Episode 77 of the Paddock Pass Podcast is out, and in it we see David Emmett, & Neil Morrison on the mics, as they discuss both the Dutch TT at Assen and the German GP at Sachsenring.

Getting us caught up on the happenings in the MotoGP paddock, the guys discuss two eventful rounds in the MotoGP Championship, and also look back on the season thus far, as the grand prix paddock heads into its summer break.

All in all, we think you will enjoy the show. It is packed with behind-the-scenes info, and insights from teams and riders in the paddock.

As always, be sure to follow the Paddock Pass Podcast on Facebook, Twitter and subscribe to the show on iTunes and SoundCloud – we even have an RSS feed for you. If you like the show, we would really appreciate you giving it a review on iTunes. Thanks for listening!

When it comes down to it, it is always individual races which define an era. Silverstone 1979 defined the late 1970s, with Barry Sheene coming up just short of Kenny Roberts, a milestone in the American takeover of Grand Prix motorcycle racing.

In 1983, at Anderstorp in Sweden, Freddie Spencer brought the Roberts era to an end, by beating the triple world champion with an outrageously late braking maneuver on the final lap.

In the 1990s, what we might now refer to as the First Golden Age, Hockenheim 1991 typifies the battles between Kevin Schwantz and Wayne Rainey, where quarter was neither asked nor given.

The wild scenes at Eastern Creek and Jerez in 1996 marked the rivalry between Mick Doohan and the man came closest to stopping him, Alex Crivillé.

Valentino Rossi’s arrival in MotoGP may have been spectacular, but his win at Welkom in South Africa in 2004, his first race on the Yamaha since leaving Honda beating arch enemy Max Biaggi, was a watershed in his career. That was the point at which Rossi truly transcended the sport.

When we look back at this period, which will surely be called the Second Golden Age, then Assen 2018, along with the 2015 and 2017 races at Phillip Island, will be the races that fans and pundits point to as the ones which defined the era.

Mass battles between multiple riders, hard and close passing in which contact is frequent and accepted, a healthy mix of riders and bikes, of factory and satellite. Battles which rage almost from start to finish, with frequent lead changes, and an almost uncountable number of passes.

How close is MotoGP right now? At the end of FP3 on Saturday morning, the top five bikes were separated by 0.062 seconds. The top three had just six thousandths of a second between them.

And the difference between Marc Márquez and Maverick Viñales, first and second in FP3? Just one thousandth of a second. If they were both lapping at the same time, it would have needed the special finish line camera to separate them.

It was pretty close behind the top five as well. There were sixteen riders within nine tenths of Márquez, gaps between them counted in hundredths of seconds, rather than thousandths of seconds.

Qualifying was much the same: the difference between pole and eleventh place on the grid was just half a second. If you made a mistake in two corners, costing you a tenth or so in each, you would have ended up starting from the third row, rather than the front row.

Another Friday, another save that would have seen any other rider rolling through the gravel. And at Assen, with its collection of terrifyingly fast corners, rolling through the gravel often ends up rolling into the back of an ambulance, and X-rays, cat scans, and metal plates holding your bones together.

But Friday wouldn’t be Friday without Marc Márquez folding the front completely, jabbing his elbow into the tarmac, and hanging on long enough for the front to catch again and stay upright, or what passes for upright if your name is Marc Márquez.

This time it happened at the Ruskenhoek, the very fast left hander after the Veenslang back straight, where the bikes flick right, then long left, and then right again for the short run towards Stekkenwal.

Márquez was traveling at something approaching 200km/h when the front went, but he caught it, stayed on board, and ended up running just off track and clipping the gravel. “I didn’t expect it, and I didn’t want to have a ‘safe’ crash in fourth gear at a very high-speed corner,” Márquez explained.

Holding your line is difficult because of the track changes direction at very high speed, so being precise is of the utmost importance, Márquez said.

“Here at Assen, the speed is so high and to take the correct lines is difficult but we were already in FP2, but in the first run it is always difficult to understand the lines and to be precise. A small mistake is a big mistake here: you cannot adjust with the brakes or the gas and you need to keep the speed during all the lap.”

Another weekend, another racetrack, but exactly the same story. We all gathered once again to hear what Dani Pedrosa had to say about his future, and once again, Pedrosa had nothing to say.

“I know there are a lot of people waiting and wanting to know some information, but unfortunately not yet,” Pedrosa told the pre-event press conference.

“I can’t give any different news from what I already in Barcelona. I expect to, but still things are going slow, so we don’t know at this moment exactly. Sooner or later I will have something to say!”

Once bitten, twice shy, the media were a little more prepared this Thursday. Dorna had put Dani Pedrosa into the press conference, a little safer situation than the masses crowded into the HRC hospitality at Barcelona.

We were acting on a little more information as well: journalists have been talking to a range of sources since Barcelona, and so there is a much better sense of where we stand on the Petronas-Yamaha story, as I explained on Tuesday.

There was some hope Pedrosa might announce something, but a realistic expectation he would not. So the disappointment when the Repsol Honda rider told there was still no news on his future was much more limited at Assen than it had been at Montmeló.

Where do we stand? Sepang International Circuit boss Razlan Razali is at Assen this weekend, but unavailable for reporters, as he is in wall-to-wall meetings finalizing various details.

That suggests that the deal is basically done, and he is now going through the laborious business of tying up loose ends. There is a lot of work to be done to get a MotoGP team off the ground from scratch.

The team will consist of Dani Pedrosa and Franco Morbidelli, though Pedrosa has still not put pen to paper on a deal. In theory, Pedrosa could still choose to retire, but he is not talking like a man on the verge of hanging up his helmet.

Pedrosa still has the fire, the only question is sorting out how much he is willing to settle for at the Petronas Yamaha team. The bike will be a full factory Yamaha, possibly an update or two behind the Movistar Yamaha team, but still highly competitive.

The tale of the TT Circuit at Assen is really the tale of Grand Prix motorcycle racing.

That is hardly surprising, given that the race has featured on the calendar since Grand Prix racing was born, or rather, since the FIM Motorcycle Grand Prix Road Racing World Championship was established, back in 1949. And like Grand Prix racing, it has roots which go back a long way before that.

The first race took place in 1925, a year after the Dutch government passed a law permitting racing on public roads. It ran over cobbled roads and sand tracks between three villages to the east of Assen: Rolde, Borger, and Schoonlo.

The next year it moved south of Assen, again over public roads, between De Haar, Oude Tol, Hooghalen, Laaghalen, and Laaghalerveen. It stayed there until 1955, when the first sections of what would become the modern circuit were built.

The roads were closed and the circuit was separated from the world, an isolated loop of tarmac, where racing was safer, easier to organize, and, not coincidentally, easier to monetize.

The inaugural Grand Prix season in 1949 took place mainly on circuits set out using public roads, which made for long tracks taken at high speed (Bremgarten in Switzerland and Monza in Italy were the two purpose-built circuits on the calendar, but Bremgarten, in particular, was a spectacularly dangerous circuit which wound through a forest).

Episode 55 of the Paddock Pass Podcast sees David Emmett and Neil Morrison back on the mics, as they cover the Grand Prix racing’s stop in The Netherlands, for the Dutch TT.

The longest-running round in the MotoGP Championship, Assen always provides good racing for fans, and this year was no different. Assen was also the stage for Valentino Rossi’s return to winning form, with the Italian taking his first race win in over a year.

The results of the Dutch TT have big consequences for the MotoGP Championship, and Assen also gave us our first glimpse into the growing rift between Valentino Rossi and Maverick Viñales, inside the Yamaha team.

Per usual, once the MotoGP talk is done, the conversation turns to the Moto2 and Moto3 championships, before the guys talk about their winners and losers of the two weekends.

As always, be sure to follow the Paddock Pass Podcast on Facebook, Twitter and subscribe to the show on iTunes and SoundCloud – we even have an RSS feed for you. If you like the show, we would really appreciate you giving it a review on iTunes. Thanks for listening!

There are days when being a MotoGP journalist can be hard work. You spend hours each day trying to wheedle tidbits of information from unwilling conversation partners, then hours chasing round after riders.

You top it off with hours trying to spin a day’s worth of platitudes into something vaguely readable and semi-interesting, before hopping into bed for five hours’ sleep, only to do it all over again.

There were years when writing race reports containing any entertainment value was a hard slog through tiny details, as for much of the Bridgestone years, the riders would pretty much finish in the order in which they qualified. You keep doing it from a deep love of the sport, and the hope of better days.

You keep doing it for days like today. Sunday at Assen saw not one, but three breathtaking races. Each race was packed with a season’s worth of drama, and combined spectacular passing, raw, undiluted speed, tricky weather conditions and surprise results from the first race through to the last.

It was a reminder that majestic tracks produce phenomenal racing. A reminder that we are living through a new golden age of Grand Prix racing, with the outcome of any of the three races completely up in the air on any given weekend.

Above all, though, it was a reminder that we are watching giants of the sport at play. In twenty years’ time, when MotoGP fans come to draw up their lists of the top ten racers of all time, at least half of the names they choose will have been on the grid on Sunday. Assen was a veritable cornucopia of racing greatness.

As had been widely trailed, Franco Morbidelli has signed a two-year with the Marc VDS Racing squad to move up to MotoGP. The deal will see the Italian take the place of Tito Rabat inside the Marc VDS team for the next two years, with an option to sign on for a third.

Morbidelli had also been under consideration for a ride with Ducati, but the relationship the Italian had built up with the team proved decisive.