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Issue link: https://magazine.cyclenews.com/i/1525243
VOLUME ISSUE AUGUST , P139 consider his history. Enea, rather refreshingly the only top-level Italian not to be part of the VR46 milieu, won four races in 2022 on a year-old Ducati, earning a factory ride in the process. A fine sophomore season, under - mined by appalling luck the next year. In 2023, the self-styled "Beast" (an ill-fitting nickname for an affable personality and cool, calculating rider) had an injury-plagued nightmare. At the very first race, the inaugu - ral Sprint in Portugal, Marini knocked him off and broke his shoulder. He missed five races. Then, soon after his return, another crash at Catalunya's no - torious first corner. He took the blame for knocking down Zarco, Bezzecchi, Marquez and Di Gi- annantonio, and was injured yet again. He missed another three races. Never really fully fit, he took a win anyway, in Malaysia. As the year before, it was a demonstra- tion of remarkable tire preser- vation and late-race speed. As again at Mugello this year, when he made up more than a second to steal second place off Vina- les at the final corner. Now, midway through 2024, with Marquez dropping away somewhat on his year-old bike, the focus of the championship battle is on defender Bagnaia and narrow points leader Martin. And now Bastianini, too. After maximum points in Britain, the 26-year-old second-factory Ducati rider is just 49 points adrift, with a total of 370 points still available over the second half of the season. All three ride GP24 Ducatis, so the brand has the title in the bag. But next season only Bagnaia will still be riding for Bologna. His new teammate—none other than Marc, an appointment that triggered chaos. Martin, miffed at being twice passed over for the factory ride, promptly signed for Aprilia. Bastianini, set to be demoted if he stayed, is off to KTM. Either of those rival construc - tors would be more than delight- ed for one of their bikes to wear the number one. This leaves Ducati in a bind entirely of their own making. Or was it? Perhaps they are inno - cent victims, blindsided by the power and ambition of Marc Marquez. It was his insistence on getting a full factory bike next year combined with his refusal to accept a role at the Pramac B-team, that caused all the pain. As a corollary, Pramac also spat the dummy, turning their back on 20 years of closeness with Ducati to link with Yamaha next year. Having said that, at Silver - stone, Ducati high-up Davide Tardozzi confirmed that as well as the two GP25s for Bagnaia and Marquez in the home team, a third will be going to Di Gi - annantonio in Rossi's VR46 squad (taking over as the senior satellite team). If they'd given it instead to Marc's current Gresini team, he'd have been happy to stay there. Martin could have been promoted as he wanted; Bastianini mollified with a fa - vored Pramac ride. Either way, Ducati is in the soup. In the past, they have held themselves aloof from issu - ing team orders, as last year between Bagnaia and Martin. Then, there was nothing to lose. Now, even if they do issue team orders, why would either of the departing riders feel any need to obey? Bagnaia and Marquez might. But what could the orders be, to join forces to knock the other two down? There is a way they can favor Bagnaia. It's not as crude as put - ting sugar in the petrol, but it amounts to the same thing. Me- chanical sabotage. Even if only indirectly, by giving Bagnaia up- grades denied to the other two. Although engine-freeze rules rather limit the possibilities. Back in Rossi's day, Michelin was always able to make spe- cial track-specific tires just for him (just ask Casey Stoner). But that's not possible, either. It's a job for a modern-day Machiavelli. And is there anyone so manipulatively evil inside Ducati? Please don't answer that question. CN