A big, larger-than-life character, Horace Gould was considered the Jose Froilan Gonzalez of the west, at least in appearance. For the better part of three seasons, the Bristolian had bore more of a resemblance to that of a gypsy. However, heading into the 1958 season, a cruel reality was beginning to set in for the avid gentleman racer.
Throughout the 1956 season, Gould had lived as often as he could right near the Maserati factory in Modena so that he could rummage through the spare parts and the leftovers to use on his own 250F. Owning a garage in Bristol, England, Gould was adept at taking what he could find and making it work. This he would do to good effect as the season would see Horace finish in 8th place at Monaco and then a points-scoring 5th at the British Grand Prix later that same year.
The 1957 season would be a different story. Gould had initially purchased the 250F owned by Prince Bira. However, late in 1955, Horace would purchase a newer version of the car from the Maserati factory. Gould would campaign chassis 2514, which when he purchased the car from the factory had undergone the latest evolutions, throughout 1956 and 1957. However, the car, by 1957 standards, was now too heavy and lacked the upgrades that had made it into the newer factory 250Fs. This made find spare parts more and more difficult. It also meant his performance suffered. This was evident when retirements in four of the six races in which he attempted to take part. The only highlight over the course of the World Championship season would come in the final round, the Italian Grand Prix. In what had become his adopted home grand prix he would come home in 10th place, well behind the Vanwall of Stirling Moss.
The Italian Grand Prix would not only provide Gould with his only highlight in the World Championship in 1957, it would also provide a bit of comfort following the terrible events surrounding the Pescara Grand Prix. Already facing an arduous test around the nearly 16 mile long Pescara road circuit, Gould's race wouldn't even get started before he struck a mechanic leaving the grid. His race was over and the Italian government had further ammunition to put an end to any further road racing within the country.
So Gould was left with a car that was too heavy and really too slow to compete with the likes of the other factory teams. Gould would have another problem heading into the 1958 season as well, and that would be the withdrawal of Maserati from Formula One altogether. And while the factory would continue to provide support to its customers, the fact there was no factory team meant the parts were going to become more and more scarce. The car would also not undergo the development needed to remain competitive. But Gould had thrown his lot in with Maserati. There were few options, of which he could really afford, left to him.
Irrepressible and a character in many ways, Gould would still carry a grin into the new season. Still armed with his aged Maserati 250F, the Bristolian looked ready to soldier on into the new year.
In spite of the fact Gould's financial resources were not what they had been, and the prospects of success looked bleak to say the least, the Englishman would decide to roll the dice and take a chance. Completely aware of the situation with Maserati, Gould knew he needed to get his season started early to give himself the best possible chance of earning some good starting and results money in order to keep the rest of his season funded. This meant having to spend some money. He would do just that and would head to South America for the first round of the 1958 Formula One World Championship.
More than five years on, the Argentine Grand Prix would remain the first round of the Formula One World Championship. In 1958, the race would take place on the 19th of January and would be held at the usual site, the Autodromo Municipal Ciudad de Buenos Aires.
In spite of the outward appearance of calm within the country, the ousting of Peron during the Liberating Revolution would still ripple throughout the subconscious of the nation. Peronism wouldn't entirely disappear despite Peron having moved to Spain. This created a number of deep factions within the country. There were still a number of entities fighting for power and influence and this created even more distrust within the hearts and minds of the people. However, there was one Argentinean behind which all of the country could unite.
Gould's presence in the Argentine Grand Prix would only be noticed amongst the small inner-circle of Formula One. The vast majority on the outside looking in would only be looking at one person—Juan Manuel Fangio.
By the time of the Argentine Grand Prix, Fangio was Formula One's only five-time World Champion. In fact, he had dominated the new World Championship series earning the title five times out of nine seasons. Apolitical in nearly every way, Fangio's demeanor and calmness was just what the Argentinean people needed. What Gould needed was a fast start to his 1958 campaign.
As usual, the 2.42 mile circuit number two would be used for the event. As the teams began to arrive and prepare their cars for the first race of the new season the actual field would be quite small. A couple of entries, those of Masten Gregory and Jo Bonnier, would be withdrawn. Three others, one of those being Jose Froilan Gonzalez, would not arrive at the race as a result of Maserati shipping their cars too late to take part in the event. Therefore, just ten cars would be set to take part in practice. This was the good news for Gould.
The bad news for Gould would be his starting position for the race. Despite taking part with a year old car, Fangio would show why he was a five-time World Champion and would take pole setting a lap time of 1:42.0. Starting beside him on the front row would be Mike Hawthorn and Peter Collins in the new Ferrari Dino 246s and Jean Behra taking the final spot in another Maserati.
Gould, on the other hand, would be starting from point, but at the other end of the grid. The difficulty of the Englishman's situation would be on display for all to see and it would result in him turning a best lap of just 1:51.7. He was easily the slowest car in practice and would start from the third row of the grid in the 10th position—dead-last.
While practice would seemingly be straight-forward, the look and feel to Formula One in 1958 would be quite different. One change that would impact everybody would be the encouragement from the governing body to the race organizers to run races of a shorter distance. Therefore, the Argentine Grand Prix in 1958 would be just 80 laps compared to the 100 it had been the year before. This mean the race distance would be more than a half hour shorter. Secondly, avgas would be used instead of the more-volatile alcohol-based fuels. This meant a slight reduction in horsepower. Third, there was the establishment of a championship for constructors to go along with the drivers' title. One final regulation change that would impact just about every team would be the outlawing of drivers swapping cars over the course of a race.
In spite of the new regulation changes, the race looked to start without incident. The conditions would be sunny, usual for Argentina at that time of year. However, the temperatures wouldn't be as unbearable as in years past. The small, ten-car field would take its places on the grid. Fangio had won in each of the four previous Argentine Grand Prix and the Argentine crowds would be hoping to see a fifth.
Right from the start, Fangio would have to fight to appease his fellow countrymen as he would make one of his usual poor starts. Into the lead would be Jean Behra. Mike Hawthorn would follow along closely in 2nd place while Moss would leap up toward the front from his second row starting spot.
At the completion of the first lap it would be Behra holding onto a very thin lead over Hawthorn. Moss would cross the line in 3rd place ahead of Fangio while Gould would be stuck at the back of the field, but already up to 9th place as a result Peter Collins' Dino 246 breaking right at the start of the race.
A top ten result was in the offing right from the get-go as long as Gould made it to the end of the race and in close enough proximity to be classified in the results. Hawthorn would take over the lead of the race and would hold a fast pace. However, his pace wouldn't be as fast as what Fangio had in store. After nearly 10 laps in the lead, Hawthorn would lose out on the lead to Fangio. The Argentine would then proceed to put together a performance very reminiscent to his glorious effort at the German Grand Prix the year before. He would lap the circuit faster and faster, breaking the lap record a number of times.
Fangio continued to carry on in the lead of the race pushing the pace ever-faster. Moss would take over 2nd place from Hawthorn. It would be an impressive performance by Moss who was practically driving with just one good eye in an under-powered Cooper. Gould would be less than inspiring as he remained last in the running order. Still, he was in the race and just a mere race finish would certainly be more important than failing to finish after a torrid effort.
Fangio would be the one putting together the torrid effort. He would set what would end up being the fastest lap of the race on the 30th lap of the race. His time would be two-tenths of a second faster than his effort in qualifying. Unfortunately for him and his countrymen, the pace would come at a cost. And, after 34 laps, Fangio would appear in the pits to have his worn out tires replaced. This would enable Moss would carry on into the lead of the race.
Unfortunately for Gould, attrition would be practically non-existent. This meant he needed to make his way up the leaderboard by sheer effort. Unfortunately, neither he nor his car had it in them to mount any kind of a challenge. They would remain stuck at the back of the field losing precious laps to the leader and the rest of the field.
Though Moss held onto the lead, Luigi Musso, who followed along a little ways back in 2nd place, had reason to believe the race would come to him. Not only did the Cooper lack the out-right power, but it was believed that Moss' pace would necessitate a tire stop before the end. Walker's team would further reinforce this belief within Musso as their crews prepared for a pitstop late in the race. Musso believed it was just a matter of time before he would be handed the lead, and likely the win.
But then, with just a few laps remaining in the race, Musso would become aware of the fact Moss was not about to stop. He was going to push the car all the way to the end without stopping. Only a matter of a couple of seconds separated the two cars, but it seemed unlikely Musso could mount a challenge having been caught off guard as he had been.
The rouse would work. Though he had virtually no rubber left on the tires, Moss would power his way to victory, the first for Cooper in Formula One. The Brit would take the British car across the line just 2.7 seconds ahead of Musso in the Ferrari. Mike Hawthorn would help to make it two Ferraris on the podium finishing in 3rd place a little under 13 seconds behind Moss. The tire stop would terribly hinder Fangio as he would end up down in 4th place nearly a minute behind Moss.
Still, Fangio would be in much closer contention than what Gould would be by the end of the race. Relying upon attrition to move himself up the order instead of upon raw speed, Gould would lack both and would end up down in 9th place more than 9 laps behind Moss by the end of the race.
The sedated pace by Gould would ensure he made it to the end of the race, but it wouldn't help him to challenge for any points-scoring position. This would not help his cause all that much though it would help him to carry on through the next few races on the season.
Having made the trip to Argentina, Gould would need to make the trip pay off as much as possible. This meant his sticking around a little while longer instead of heading back to Europe. He would remain, for on the 2nd of February would be held the first of just a few non-championship races on the season. The event would be the 14th Gran Premio Ciudad de Buenos Aires.
Similar to the year before, the Buenos Aires Grand Prix would take place on the 2.92 circuit layout. But while the length of the circuit used would be longer, the length of the race would be short than its World Championship counterpart.
The format of the race would also be similar to that of the previous year in that the 60 lap race distance would be separated into two heats of 30 laps each. The final results would then be determined by aggregate scoring.
As with the Argentine Grand Prix a couple of weeks earlier, the non-championship event would pose an interesting battle between the old champion and the new challenger. The Maserati 250F had been around for a number of years. The Ferrari Dino 246 was brand-new. In the first heat, the first blow would be scored by Ferrari with Mike Hawthorn at the wheel. He would take the Dino 246 and would come through to take the victory in the first heat by more than 30 seconds over Fangio in the Maserati. Luigi Musso would bookend the Maserati finishing the first heat in 3rd place. As for Gould, he would continue to struggle around the circuit in Buenos Aires. Still with one eye focused on merely finishing, the Bristolian would again drive rather sedated, but would still come through to finish well down in the order.
A great blow to the battle at the head of the field would come right at the start of the second heat race. While Fangio would get away well with the lead firmly within his grasp, Hawthorn's transmission would give out right at the start preventing him from completing even a single lap. From then on, Fangio could control the pace and power his way toward his first victory of the season.
After one hour, 19 minutes and nearly 8 seconds, Fangio would flash across the line to take the victory. Carlos Menditeguy would finish in 2nd place beating Luigi Musso by more than a minute. Recognizing the affects of attrition, Gould would be very careful over the course of the second heat in order to ensure he made it to the finish.
When the aggregate results were compiled, Argentine hopes would be restored as Fangio took the overall victory beating Luigi Musso easily. Francisco Godia-Sales and Carlos Menditeguy would combine to finish 3rd overall more than a minute behind Fangio by the end. Gould's lackluster performance would still be rewarding in that he would finish, but really only just as he would complete just 40 laps and would be all the way down in 11th, or last place, in the standings by the end.
Following the uninspiring performance in the non-championship race, Gould would pack his car and everything else up and would head back to Europe to prepare for the start of the season there. It was still the early part of spring and that meant there were still a couple of months to go before the next round of the World Championship. However, there would be a number of non-championship events that would kick off at that time. One of those on the calendar at that time of year would be the Glover Trophy race held at Goodwood.
The Glover Trophy race would be just one of a number of races held at Goodwood over the weekend of April 7th. Actually, the Glover Trophy would be just one of a couple of races to be held on the same day throughout the whole of Europe. One of the other races to be held on the same day would be the Pau Grand Prix. The year before, as in years past, the Pau Grand Prix had been a Formula One non-championship event. However, in 1958, the event would switch to become a part of the Formula 2 championship.
Gould would not enter the Pau Grand Prix, but he would have an entry back in his native land for the Glover Trophy race. But even though Gould had an entry for the race it wouldn't mean he would actually show up to take part in the race. In fact, he would not. Instead, he would switch his focus to a race set to take place on the 13th of April, one week later.
While Gould would take part in the Pau Grand Prix during the 1957 season, he would not attempt the Gran Premio di Siracusa. Instead, he would wait a year and would be in the ancient city of Syracuse ready to take part in his first race of the European grand prix season.
In spite of a heritage filled with great battles, sieges and destruction, Syracuse has managed to weather time and remained relatively intact. In many ways, the city has had the incredibly ability to absorb change and become new in spite of its obvious link to antiquity. At a time when the World Championship would expand to include a championship for constructors and would increase in its numbers of rounds, the Syracuse Grand Prix would weather the storm that would cause many other non-championship races to succumb to non-existence. The race would continue and would continue to be a popular draw, but with mostly privateer entries.
It would be obvious the growing size of the World Championship and the importance of the new Constructors' World Championship would have an effect on non-championship events. The desire to win the championship would cause many factory efforts to look at the risks involved in taking part in non-championship events. Therefore, it was not at all surprising to see a rather small starting field for the race in Syracuse.
Scuderia Ferrari would send a token entry to the race to be driven by Luigi Musso. Other than an OSCA Formula 2 car entered for Giulio Cabianca, the remainder of the field would be comprised entirely of Maserati 250Fs, included among them Horace Gould.
Missing the vast majority of the factory efforts, the race would be Gould's best opportunity at a top result. He needed to take advantage of the situation, and, by the times in practice, it would seem as though this was on the forefront of Gould's mind.
Though all alone with just the one Dino 246, Musso would prove quickest in practice and would take pole for the 60 lap race. Musso's best effort of 1:58.4 would end up being the only time to dip below the two minute mark around the 3.48 mile circuit. Giorgio Scarlatti would take Fangio's Maserati from Argentina and would capture 2nd place on the grid while Jo Bonnier would complete the front row in Francisco Godia-Sales' Maserati.
When it came to Gould, his times would improve greatly from his previous couple of races. His fastest time in practice would be nine seconds slower than Musso. And though this would be a considerable gap, the time would be fast enough to enable Horace to capture the 6th place starting spot on the inside of the third row of the grid. This was easily his best starting spot on the young season. It was, therefore, his best opportunity.
An interesting participant in the race would be Maria Teresa de Filippis, an Italian woman racing driver. It would be her first Formula One race and she would start out on the third row of the grid right along with Gould.
Musso had the pace on everyone else in practice. The only question was being able to maintain the pace over the whole of the 60 lap race. If the Ferrari could do that, Musso would have been able to control the pace and take a relatively easy victory. Musso would do his best grabbing the lead early on and pushing forward the pace.
Musso was not about to lay back at any point. He was intent on using the superior pace of the Ferrari to destroy his competitors. It would work to great effect as Giulio Cabianca would retire after just 2 laps with magneto troubles. Wolfgang Seidel, who started in the middle of third row, would end up out of the race after 18 laps after it was discovered there was water in his fuel. Scarlatti, and then Masten Gregory, would retire just past the halfway mark.
Gould was not out of the race, and, with all of the retirements, would find himself inside the top five. He was looking strong and would be close to putting a lap on de Filippis, his next-closest challenger out on the circuit.
Musso's pace would be brutal. He would end up posting a fastest lap time that was nearly under the 1:59 mark and was far too much for anyone else to handle. His next-closest challenger would be Bonnier. He would be running well but had absolutely nothing to offer Musso in the way of a challenge. So Musso would just disappear into the distance.
One year earlier, Musso followed Peter Collins home to a Ferrari one-two victory. On that day, Collins was very much the superior driver. However, one year later, Musso would be all by himself and was proving to be more than up to the challenge. Averaging 100mph over the course of the race, Musso would cruise to an easy victory. The distance back to Bonnier finishing in 2nd place would be no less than a lap. The gap would be more than two laps back to Godia-Sales finishing in 3rd place.
Gould would recognize the opportunity before him and would do everything within his power to take advantage of the moment. Followed home by de Filippis, Gould would finish a strong 4th just a little more than three laps down to Musso. And although he would finish more than a couple of laps behind Musso by the end of the race, Horace would look quite strong over the course of the race and would look much stronger than what he had at any other point in the season to that point. This was a good sign with the second round of the World Championship just a month away.
Following the strong 4th place in the Syracuse Grand Prix, Gould would look far to the northwest for his next race. On the 19th of April, Aintree would play host to what was the 13th BARC ‘200'. He had taken part in the 1st Aintree ‘100' back in late June of 1956 and had come away the victor in that event. Therefore, no doubt encouraged by his result at the circuit, he would put in an entry for the 67 lap race in the middle of April in 1958.
The race would be quite different in that it would consist of Formula One and Formula 2 cars battling it out together. Gould would be undaunted and would look to the race. However, he would not arrive for the event as a result of his car not being readied in time following the race in Syracuse just the week before. Therefore, it would not be until the month of May when Gould would prepare to take part in another grand prix.
Though there was the BRDC International Trophy race on the 3rd of May, Gould would choose to hedge his bets with the race following. Gould's first Formula One World Championship race would come in 1954 as part of the British Grand Prix. At that race at Silverstone, Horace would be driving an outclassed Cooper T23. The car's short-comings would be more than obvious against the new Maserati 250F and the Mercedes-Benz W196s. Therefore, a 15th place in his debut was still a rather impressive Formula One debut for Gould. However, it would be a whole year on before he would finally finish another World Championship round. Surprisingly, the event would be the Monaco Grand Prix, and in that race he would come away with an 8th place result. Monaco had been his best showing to that point in his career. Therefore, he would return to the circuit for the second round of the World Championship in 1958.
The 1958 Monaco Grand Prix would take place on the weekend of the 18th of May. The setting, with the Mediterranean to the south and the slopes of mountains the dominating the rest of the skyline, would be rather familiar. However, the teams and the cars appearing for the race would be quite unusual. The year before, Vandervell and Cooper had been rather strong, overshadowing the final days of Connaught. One year on, and the Vandervell team would be back in force right along with even more Coopers. Then there were the BRMs from Owen Racing. It appeared as though the whole dynamic of Formula One had changed in the matter of a year.
The field would be much more even than in years past. There would be about an equal number of English entries to those of Italian origin. Gould would be present for the race but he would have a drive with Scuderia Centro Sud. This was a great opportunity for Gould as he would be able to drive one of the more recently updated 250Fs. His own car, in fact, would be undergoing some evolutions with Maserati at the same time. He knew the chapter with Maserati was coming to an end, but he was intent on getting the most out of what he could.
The time with Centro Sud would prove to be unfruitful though as he would be just one of twelve that would fail to qualify for the race. Another notable absence from the race would be Juan Manuel Fangio.
Failing to qualify for the race in Monaco, Gould was really begin to take stock of his situation. His own Maserati was being updated but it was clear a brand new wave was washing up upon Formula One's shores. The victory by Maurice Trintignant in a Cooper, the second win in a row for the mid-engined car from Cooper made it clear the future of the series. Maserati had already pulled out, but it was clear the aged 250F was not going to be a part of this new era.
But Gould wasn't about to give up, at least not yet. After failing to qualify for the Monaco Grand Prix on the 18th of May, the Englishman would look to the third round of the World Championship, which would come up just a week later on the 26th of May. The race would be the Grand Prix of the Netherlands and it would be one of the last moments for Gould as a racing driver.
Gould would take delivery of his updated Maserati in time to make the journey to Zandvoort for the third round of the 1958 Formula One World Championship. Gould would last visit the circuit in 1955. The race would come on the heels of the tragic events of Le Mans, but it would still carry on as planned. In that race, Horace would start from 15th on the grid and would suffer an exciting grand prix spinning off the side of the circuit only to retire a short time later following another spin. It was not necessarily a circuit that had been kind to Gould, but he would attempt, one more time, to tame the circuit.
Zandvoort and the Dutch Grand Prix had intended to be on the schedule for 1957. However, disputes would lead to it being left off the calendar. Therefore, it would be the first time Formula One would return to the circuit since that race following the tragic events at Le Mans back in 1955.
The circuit itself would be no different in 1958 from what it was back in 1955. Measuring 2.60 miles in length, the circuit would be fast but also quite dangerous because of the slippery conditions caused by the sand blowing over the circuit. Situated, literally, within yards of the North Sea coast, the winds around the circuit were known to kick up the sand and dust. This was a problem particularly for the circuit as many areas of the circuit would be merely cut from between sandy dunes that would form natural grandstands overlooking the circuit. In spite of the conditions around the circuit, the track would be well known and famous for some truly breath-taking spots, including Tunnel Oost, Bos Uit and the aptly-named Tarzanbocht.
Unloading his Maserati, Gould would make some fine-tune adjustments and then would head out on track for practice. In spite of the changes to the car, it wouldn't take Gould too long to realize he just wouldn't be all that competitive around the circuit. He would give it his best, but it was clear his best wasn't going to cut it any more. He was nearing his 40th birthday by this point and a Juan Manuel Fangio he certainly was not. Gould decided to look around to somebody that could make difference in his car. Right away he had become a team manager. Gould would turn to the talented Masten Gregory.
Gregory would take over the reigns of the car and would be a fair amount quicker. Therefore, Gregory would be given the drive for the rest of the weekend. As with the Italian Grand Prix at the end of the previous season, Vanwalls would capture the top three spots in practice. The fastest of these three would be Stuart Lewis-Evans with a lap time of 1:37.1. Stirling Moss would end up sitting 2nd on the grid while Tony Brooks would complete the front row in 3rd with a lap time exactly a second slower than Lewis-Evans.
Gregory was a rather good pick-up for Gould. The young man had worked his way to a 3rd place result in the Monaco Grand Prix in 1957. He would follow that performance up with two 4th place finishes in the Pescara and Italian Grand Prix as well. The Grand Prix of the Netherlands would end up being his first World Championship race of the season and his pace would be such that he would end up being five seconds slower than Lewis-Evans the pole-sitter. Therefore, the young American would start the race from the sixth row of the grid, 14th overall.
Conditions heading into the race would be quite nice as the sun would be shinning. The breeze would be blowing quite hard, as was usual, but it wouldn't be all that bad as the cars and drivers prepared for what was to be a 75 lap race.
Heading to the start of the race, Gregory would find himself back in the field with a number of other Italian machines. It would be a strange sight seeing so many red cars at the back of the field while the green cars, which usually occupied the back, would now be up at the front.
Lined up and ready to go, nearly all eyes would be trained at the front of the field to see if Moss would make a good start to take the lead early, or, would their be a surprise at the head of the field. Darting away into the Tarzanbocht for the first time it would be of little surprise to see Moss heading the field followed by Lewis-Evans and Tony Brooks. And, although Brooks would hold onto the position through the first couple of corners, Harry Schell would end up stealing 3rd place away before the end of the first lap.
Adorned in a gold and dark red color, the Maserati driven by Gregory, would get caught up a little at the start of the race but would hold station throughout the first lap without too much trouble.
At the completion of the first lap it would be Moss in the lead with Lewis-Evans following along in 2nd place. Schell would end up supplanting Brooks to take 3rd place and Gregory would end up losing a spot from the start and would come across the line for the first time in 15th spot.
Brooks had suffered damage in the early going of the race and would end up pitting from 4th place after just a couple of laps. This would drop him all the way to the back of the field while Moss carried on in the lead ahead of Lewis-Evans and Harry Schell. Gregory would quickly recover from his rather stalled start and would be all the way up to 11th place by the end of the 5th lap.
Gregory seemed to be on course for a strong showing as he sat tight in 11th place looking to move forward. Moss would be in a very strong position himself as he carried on in the lead as Lewis-Evans would lose out on 2nd place to Schell. The Ferraris, which had started further down in the field than most would have expected, would only manage to fight for the spots just inside the top ten as the Coopers and the Vanwalls continued to show themselves the class of the field.
It seemed as though Gregory was just waiting to make his move up the order just as he had the year before on a number of occasions. However, on this day, it would be attrition that would be waiting for him. After completing 16 laps, the engine would fail in the Maserati bringing his race to an end.
Gregory wouldn't be the only one to fall prey to attrition. Besides himself and Brooks, Graham Hill, Peter Collins, Lewis-Evans and Giorgio Scarlatti would all fall out of contention. With Lewis-Evans gone, it was up to Schell and Jean Behra to take up the attack of Moss. However, the Vanwall would be out front and looking entirely comfortable. The only hope either of the BRM drivers would have would be if Moss made a mistake or the car failed.
There had been some concern within the Vandervell team prior to the start of the season about the switch to avgas, but on this day, Moss could have used the lowest-octane fuel and still come out the winner. In spite of Mike Hawthorn setting the fastest lap of the race, Moss would thoroughly demolish the competition crossing the line in a little under two hours and five minutes to take the victory. The margin of victory would be nearly 50 seconds as Schell came through to finish in 2nd place. Nearly another minute would pass before Behra would come by to complete the podium finishing 3rd.
It was the second victory of the season for Moss. It was the first in which Gould had failed to finish. It was clear Gould's days in Formula One were beyond numbered, even as a team manager lending his car to another driver. The 250F was rapidly becoming out of date, and therefore, too costly to use to finish well down in the order, or perhaps not at all. Seeing his car fail during the race, and having to face the prospects of paying for his car's engine to be rebuilt, Gould would recognize the writing on the wall and would move on.
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