Moss out of the picture, Fangio would be able to ease to the victory. Crossing the line in just under three hours, Fangio would enjoy a margin of victory of more than a lap over Peter Collins in Alfonso de Portago's Lancia-Ferrari. Two laps would be the distance back to Jean Behra finishing in 3rd place.
It would be a day of heartbreak for Scuderia Guastalla. Despite having a competitive car, it just could not make its way up to the front of the field. The gearbox issues that brought the whole effort to an end would be just another part of the frustration. Still, the team had the resources and the relationships necessary to be successful. The question would be whether or not they could actually do it?
Some privateer teams elect to enter one World Championship race to get a feel for their performances. The majority of their season would be spent taking part in non-championship races in order to build confidence and momentum. This is not how Guastalla would do things. Following the disappointment at Silverstone in the British Grand Prix the team would not set it sights on the 1st Vanwall Trophy race that took place just up the road at Aintree the following week. No, the team would turn its attention immediately toward the seventh round of the Formula One World Championship for 1956, the German Grand Prix.
A World Championship event has a way of separating the serious contender from the talented regional racer. The German Grand Prix, which would take place at the infamous 14 mile long Nurburgring separated the best from the very best and served as perhaps the most arduous test a car and driver could go through in a single race.
Later in life the Nurburgring would earn the nickname the 'Green Hell'. It would be an apt nickname as it presented car and driver with a truly epic battle with constant onslaughts coming from all sides. As dangerous as any temporary road course of the period, the purpose-built circuit beat up and wore down its challengers through its never-ending array of blind corners, rapid elevation changes and a length that made it almost impossible to memorize the nearly 180 corners. Compared to some non-championship races, just one lap represented a race. In the case of the German Grand Prix, car and driver would have to endure 22 grueling laps.
Cornacchia had never raced at the Nurburgring throughout his sportscar career. However, just a single lap around the circuit was similar in approach and make-up to events like the Targa Florio and the Mille Miglia. Therefore, the Scuderia Guastalla team had some reason to be confident coming in.
The team may have been confident about their chances but they would soon become squelched by reality. Luigi Villoresi would actually climb in behind the wheel of the car for one of the practices. This would come after Umberto Maglioli had already had some time behind the wheel and would end up being offered the opportunity to driver the number 8 Maserati for the factory Maserati team. Villoresi would have some time behind the wheel. However, he too would find another ride and the Scuderia Guastalla Maserati would be left without a pilot. Therefore, the team would end up making the trip but would be able to turn around and leave before qualifying as they had no driver.
The trip, then, to the Nurburgring would be very disappointing for the team considering they never even got the chance to take part in the race. It was now early August, the number of available Formula One races, either championship or non, were really beginning to run thin. In all reality, there was really just one more option, and it would be the most important for one for the Italian team.
The final round of the World Championship for 1956 would be the most important race for any Italian. Set to take place on the 2nd of September, the Italian Grand Prix would be the place for Scuderia Guastalla to perform well, or at least go down swinging.
While a debate might rage between either Milan or Modena being the home of the soul of Italian automobile manufacture, there would be absolutely no debate as to the place in which that soul would be most likely to bear itself. Beyond all shadow of a doubt, that canvas, that setting for the soul to express itself would be Autodromo Nazionale Monza.
Built in the early 1920s, the Autodromo Nazionale Monza would incorporate a road circuit with a loop track creating an overall circuit measuring 6.2 miles in length. By the time the Formula One World Championship came into being the loop track would be abandoned and practically all races would take place on the 3.91 mile road course. This would change heading into the 1955 season. The loop track would be redone with concrete and would feature steep banking. Once again, the original track would come to be used. At 6.2 miles of sheer speed, the Monza circuit was not for the faint of heart. And despite the terrible bumps along the banked oval, the 10km circuit would be back for the 1956 edition of the race.
As usual a sea of red could be seen up and down the paddock. However, with the presence of Connaught Engineering and Vandervell Products, there would be a bit more balance to the entry list. But, no matter how many foreign teams were in the field, this would be a race in which every Italian team, like Guastalla, would be pushing extra hard in an effort to win.
To be competitive, therefore, Guastalla would have to push their Maserati to its limits. The team would call upon Gerino Gerini to find that much needed speed in order to compete with the best teams and drivers in the most important race in Italy. He would take to the circuit in practice and would be up to speed rather quickly. Unfortunately, he would not be anywhere near as fast as those with the factory efforts.
Fastest of all would be Fangio in the Lancia-Ferrari. His best lap would be 2:42.6 at an average speed of more than 137 mph. Fangio would take the pole for the race by beating out Eugenio Castellotti by eight-tenths of a second. Luigi Musso would make sure it was an all Ferrari front row when he posted a time three-tenths off of Castellotti's best.
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