Through the first few corners of the first lap it would be Mercedes 1st through 4th with Behra quickly trying to regain lost ground. Halfway through the first lap, Behra would begin his ascent back up the running order and would find himself back where he started by the end of the first lap. Fangio would hold onto the lead over Moss, and Macklin would also make it through the first lap and would find himself around 15th after starting in 16th.
The next few laps of the race would see Moss begin to challenge, and finally take, the lead away from Fangio. Macklin, who drove well during the first lap would find trouble and would end up being delayed. This would cause him to slip a couple of places in the running order. And, by the end of the 2nd lap, Macklin would be down in outside of the top fifteen.
Trouble would begin to strike the field. Simon's trouble would eventually lead to his retirement. Robert Manzon and Jean Behra would all fall out before reaching the 10 lap mark of the race. Harry Schell, Castellotti, Roy Salvadori and Peter Collins would be just some of the others that would run afoul of trouble over the course of the race and would be forced to retire. Macklin, on the other hand, would not be in any trouble at all, except for going down lap after lap to the leaders.
Besides another brief interlude with Fangio in the lead, Moss would control the proceedings. He would go on to turn the fastest lap of the race with a lap time equal to his own qualifying effort. This would put tremendous pressure on Fangio and the Argentinean would let the Brit go. Moss would build up a bit of a margin but Fangio would do his best to keep his teammate within striking distance.
Speaking of distance, Macklin would be well back in the distance, even by the halfway point in the race. Despite starting out well, Macklin would find himself hanging on in the heat as the race wore on. Just about every 8 or 9 laps, Moss would have the opportunity to see how his own team was fairing as he would come around to put Macklin another lap down.
Still, unlike some 15 others, Macklin was still in the race. And because of the terrible rate of attrition, he would find himself inside the top ten, but too far back to really be classified. It would be a totally different story for the team's owner.
Moss would have the race well under control. Lap after lap, Moss would lead the way with a comfortable margin over Fangio. It was the British Grand Prix and a British driver was leading the field. This would push Moss' adrenaline up even further, but it also had the chance to spell disaster. And in the closing couple of laps, Fangio would go on to show how.
Moss would drive an absolutely superb race. In total, he had led 78 laps. There were just a couple of laps remaining in the race. But there was a problem. Moss' car seemed to be going off a lot more than what Fangio's was. Therefore, the comfortable margin Moss had managed to build up over the course of the race was rapidly beginning to disappear. Then, on the final lap of the race, Fangio would be tucked right up under the backside of Moss' car pressuring the Brit throughout the final lap of the race. Powering down Railway Straight, it seemed Fangio was in the perfect position to make the pass and take the win. Braking for Tatts, Fangio would go in a little slower but would power out of the corner hard. Moss would move to hold his lead but Fangio would be coming up along his outside. Approaching the line, it seemed the British driver would be clipped at just the last moment. Nearly side-by-side, Moss would hold on to take the victory by just a couple of tenths over Fangio.
While the crowd would erupt with pleasure watching a British driver score his first win, and in the British Grand Prix, the Mercedes-Benz team would have even more to celebrate as they would take a fantastic 1st through 4th place finish in the race.
It would be a fantastic day for Stirling Moss, not quite the same sentiment would be shared by his own team, however. Lance Macklin would drive a consistent race and would manage to bring the car home, which had proven to be no easy feat over the course of the season. However, as Macklin crossed the line to end his day, the realization of being 11 laps down in 8th place had to have set in. And so, while it was a good day bringing the car home after a very difficult season, at least to that point, the result wasn't anything to get excited about. In the end, Macklin would finish the race 33 miles behind Moss. Or, to put it into a slightly different perspective, Macklin finished nearly 25 minutes behind. But while most team bosses would be terribly bothered by such a performance, on that day, Macklin would catch Moss in a very good mood.
Upon the conclusion of the British Grand Prix, there would be a large gap of time in between rounds of the World Championship. The cancellation of the German and Swiss Grand Prix would leave drivers, like Moss, without a whole lot to do. Therefore, without Mercedes taking part in any races, Stirling would have to find ways to occupy his time. For one thing, he would take part in a sportcar race held at Monsanto driving a Porsche 550. In that race, he would start on pole and would end up taking the win. Just a few days later, his own grand prix team would depart for another non-championship grand prix.
Right at the end of July, Crystal Palace Park would prepare to play host to the 3rd London Trophy race. Absent of any major championship or non-championship race, the circuit and the race would welcome some of the best drivers and privateer teams in England at the time.
A popular haunt of the less-fortunate before the 19th century, Crystal Palace Park would come to be born and would quickly become popular with people from all over London as a place for recreation and enjoyable weekends away from the busyness of life. Navigated by park roads, a 1.35 mile circuit would be birthed and would initially welcome Formula 2 cars and other lower formulas. However, on the 30th of July, in 1955, the short circuit would welcome a number of Formula 2 and Formula One entries. One of those would be Stirling Moss Ltd and its driver for the race, Mike Hawthorn.
The London Trophy race format followed the same kind of procedure as what the BRDC International Trophy race had before 1955. The race would include a couple of heat races covering a total of 10 laps. It would then be concluded with a 15 lap final. Unlike the Grand Prix of Monza where aggregate scoring would be used, the entire entry field would be split up into two separate heat races. Therefore, Hawthorn would find himself listed in the first heat right along with Roy Salvadori, Horace Gould and others.
Having Hawthorn at the wheel made it possible to see just what Moss' Maserati was capable of doing. Not surprisingly, Hawthorn would turn the fastest lap in practice and would take the pole for the short heat race. Horace Gould would end up 2nd with Tony Brooks completing the front row in 3rd.
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