The day of the race would be just as hot as the days leading up to it. The three green Vanwalls would take their places on the front row while the sea of red would fill in behind. The crowd would arrive and certainly had to be shocked by the sight before them on the straight. But still, the crowd would eagerly wait, looking forward to a great day of racing.
Engines roaring, the flag would drop and the 87 lap race would get underway to a great crescendo of noise and plumes of exhaust. Streaming away it would be Moss that would streak into the lead with his two Vanwall teammates not far behind. Gould would actually get away well from the grid as well and would be a few places up on his last place starting spot before heading around Curva Grande for the first time.
At the conclusion of the first lap it would be Moss leading the way with Behra running an impressive 2nd in front of Lewis-Evans and Brooks. Fangio would have a poor start and would end up in 7th place by the end of the first lap. Another that would have a great start would be Gould. He would manage to make it through the first lap just fine and would actually be in 14th at the end of the first lap, not a bad start after having been 18th on the grid.
Up at the front the racing would be absolutely torrid with some five drivers all having a turn at the lead of the race through the first 20 laps. It would be absolutely spectacular. Unfortunately for Gould, the spectacular start would be greatly subdued as he would end up being passed and would eventually fall back down to 16th through the first third of the race. What he really needed was the help of attrition, and, it would come.
After a truly mesmerizing battle up at the front between Moss, Behra, Lewis-Evans, Brooks and Fangio, attrition would come and play a part in the proceedings. The first to be hit would be Brooks. He would have to come into the pits in order to have his throttle adjusted. This would drop him well down in the order. Lewis-Evans' race would come to an end on the 50th lap as a result of a cracked cylinder head. Harry Schell had already retired along with Jo Bonnier and Bruce Halford. This meant Gould would be up to 11th place by the 50th lap having certainly survived the first couple of laps of the race.
Moss held onto the lead and looked every bit as dominant as he had the year before. However, he had looked as dominant the year before and nearly threw the victory away when he ran out of fuel. Luigi Piotti, his hero, was no longer in the race having retired much earlier. And so, Moss needed to take care to ensure that he would make it all the way to the end.
Heading into the final 20 laps of the race, Moss would still be in the lead and would have a very large margin in hand over Fangio. Gould would also still be in the running. It was as if the month of August hadn't happened and he soldiered on in the best way he knew how. This wasn't easy, however, as his pace would be such that he would find himself well behind of the leaders. Just about every 10th lap he would have Moss come around to put him another lap behind. But at this point in the season, and following the month he had just experienced, just remaining in the race was more than a victory.
Ten laps from the end, Moss would stop to have new tires fitted to the car and to have everything else checked. Like Pescara, he enjoyed a sizable margin and had the luxury of such a stop. The crew would work hard and would get him back into the race without incident. He would hold onto the lead and just needed to hold on to the finish. Gould would now be up to 10th place despite his sedate pace. All was looking well. He just needed to hold on for another few laps.
In spite of the earlier battle, Moss would appear the class of the field as he would roll over the line to collect the win. The winning margin Moss would enjoy over Fangio would be no less than 41 seconds. It had been a remarkable performance and demonstrated the sheer speed of the Vanwall in the most resolute way. Wolfgang von Trips would ride the wave of attrition and would end up coming home in 3rd place more than 2 laps behind.
And, Horace Gould would do it. After experiencing what was likely the worst month of his racing career and not finishing a World Championship grand prix all season long, Gould would make it across the finish line. Although he would finish more than 9 laps behind in 10th place, he would still come through to finish. He had desperately needed what would have been a win in his mind and a top ten result in the Italian Grand Prix certainly had to be just that—a win.
The result in the Italian Grand Prix was something of a breath of fresh air for Gould; he could finally take a deep breath and relax just a little bit. Considering the way the season had gone, it had been a good end to the World Championship for Horace. Having gained some momentum and confidence from the result, he would travel across Europe to the English Channel. Crossing over to England, Gould would continue on until he had reached the village of Silverstone and the former Royal Air Force bomber base that bears the same name. For it would there, at Silverstone, that the rescheduled BRDC International Trophy race would be held on the 14th of September.
It was something of a blessing the International Trophy race was held just six days after the Italian Grand Prix. The wave of momentum Gould had achieved in Monza would have little chance of waning before the non-championship event. And, sure enough, Gould would take advantage of the confidence.
The International Trophy race had been the first to make sole use of the 2.9 mile perimeter road that would become so iconic for Silverstone. Held for the first time in 1949, the International Trophy race would be one of the more popular non-championship grand prix, especially during the early 1950s. This was undoubtedly due to the fact the British Grand Prix would take place on the same circuit. And, given that the British Grand Prix was held after the non-championship event it provided teams the opportunity to get some important track time. In 1957, the situation would be quite different. The British Grand Prix was held at Aintree that year. Also, the Suez Crisis led to the date of the race being moved to September. However, in spite of the differences, the 1957 edition of the race would see the return of the past. Over the previous few years the make-up of the race had included practice and a race. In 1957, however, heat races and a final would reappear.
Consisting of two 15 lap heat races and a 35 lap final, the International Trophy race would still draw an impressive list of entries, though the vast majority of them would be Formula 2 cars. Gould would be listed in the first heat along with other Formula One entries such as Jean Behra and Masten Gregory.
Amazingly, Tony Brooks would prove the fastest in practice in a Formula 2 Cooper-Climax. His pole-winning time of 1:43.0 would be a second and a half faster than Behra's time in a BRM 25. Ron Flockhart would be in 3rd place on the front row while Gregory would complete the front row with his Maserati. Gould would not look like he had all that much confidence. Posting a lap of 1:53.6, Gould would start on the fifth, and final, row in the 15th position.
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