Moss had won his first World Championship race at Aintree the previous year. One year later, he would be showing the performance was no fluke and piece of luck as he left the rest of the field behind and looked entirely in control in the lead. Roy Salvadori would continue to delight the fans as he continued in 2nd place ahead of Fangio and Brooks.
On the 40th lap Brooks would make a dramatic exit from the race when he crashed his BRM and it then erupted into flames. Brooks would escape the terrible scene with some damage, but with his life well intact. This enabled Peter Collins to move forward into 4th place behind Fangio.
When Salvadori departed the scene after 30 laps in 2nd place, Moss would still be in 1st place and looking more and more unstoppable. Lap after lap it would be Moss in the lead with Fangio giving chase. Salvadori's absence made it easier, however, for Fangio to gain ground and Moss would eventually lose the lead of the race on the 69th lap. Moss had been some 53 laps in the lead. The British crowd would feel as bitterly disappointed as Moss after such a performance.
Nearly 25 laps would transpire with Moss following Fangio. However, with just 7 laps remaining in the race, the final shake-up in the standings would take place when Moss was forced to retire with gearbox troubles. This would enable Peter Collins, who had taken over Alfonso de Portago's Lancia-Ferrari, to move up to 2nd place and give Ferrari a possible one-two finish.
Fangio would have the race well in hand as he set off on his final lap. He enjoyed at least a lap's advantage on the rest of the field. And, rounding Woodcote for the final time, the Argentinean would flash over the line to take the victory and pull himself within one point of Collins in the championship standings. Collins would have lost his championship lead had it not been for the misfortune of others and his own determined drive. Instead of losing the lead in the championship, he would come away with 3 points having finished a little more than a lap down in 2nd place in de Portago's Lancia. The 3rd place finisher would be Jean Behra in a factory Maserati. He would end up more than 2 laps behind.
The high speed Silverstone circuit certainly didn't play into the hands of the small Alta-powered Emeryson. But if the race did expose anything it was the simple fact the car was not suited to such high-speed circuits. So, Emery either needed to come by some more power, or, he needed to stick to tight and twisty circuits in order to give his car a chance—if it even had one.
The engine failure at Silverstone in the British Grand Prix would come to be a hindrance for Emery in more ways than one. Not only would the expired engine cost him a chance at finishing the most important Formula One race in England, but it would also cost him financially to fix it. This was not an easy pill to swallow considering finances were already tight. Ultimately, being in this position meant Emery's future efforts would likely take a hit.
The lack of finances would delay Emery's efforts to repair and rebuild the Alta engine for his Emeryson chassis. This was not good financially, but the resulting delay would push Emery into a very frustrating position. The 1st Vanwall Trophy race was to be held at Snetterton on the 22nd of July. This was just a week after the British Grand Prix. Emery had an entry in the race but would be under pressure to get his engine repaired in time. Unfortunately, the finances and the situation would cause the Alta to remain unrepaired when Emery would have had to leave for the race. Therefore, Emery and his Emeryson-Alta would not appear at Snetterton. As it would turn out, not many would show up at Snetterton for the race as there would be just 6 cars that would take the start of the race.
Throwing the German Grand Prix aside and focusing on local non-championship Formula One events, Emery would have a little more time to rebuild his broken Alta engine. In fact, he would have until nearly the end of August before he would take part in his next race. Interestingly, once he repaired the Emeryson-Alta he would head across the English Channel to the tiny city of Caen. For there, on the 26th of August would be held the 4th Grand Prix de Caen.
In World War II, Caen would be a major tactical objective as part of Operation Overlord, the invasion of France to push the German military back into Germany. In the case of Emery, Caen would also be a very important tactical objective as he hoped to recover from his engine troubles in the British Grand Prix, and his other poor showings, to turn his season around.
The previous year Emery had been rather impressive on the short, rather quick Crystal Palace circuit. In one of the non-championship races held at the circuit he would be quite quick as the circuit seemed to neutralize, at least a little bit, the advantages the more power engines had. He would duel with some of the best drivers for at least a little bit around the circuit. Compared to Silverstone, Caen would be shorter and slower, but not by much. Therefore, it would be unlikely he would be able to battle with the other more powerful cars, at least not for very long.
The circuit in Caen would be like Crystal Palace in some ways. Positioned right near the heart of the small city L'hippodrome de la Prairie would serve as host for the 2.19 mile circuit. The circuit itself would be a mixture of city streets and park roads forming a perimeter around the hippodrome. With a portion of the circuit running along the banks of the Orne River, the speeds would remain relatively high given just one tight hairpin turn leading around to the Yves Guillou Boulevard. The rest of the circuit would consist of quick chicanes and rather fast 90 degree corners that led onto and off of the Cours General de Gaulle.
Given the fact the final round of the Formula One World Championship was just around the corner, the field would be relatively light when it came to major teams and drivers. Still, there would be some very talented drivers in the mix. Drivers like Harry Schell, Roy Salvadori and Robert Manzon would be just a handful of the drivers present in the field.
At the wheel of the Gilby Engineering Maserati, Roy Salvadori would be quickest in practice and would take the pole for the 70 lap race. The grid width would be small, with just two cars on each row. The other car that would join Salvadori on the front row would be driven by the vastly experienced French driver, Louis Rosier.
Once again, the Caen circuit just would not be to the liking of the Alta-powered Emeryson. As a result, Emery would qualify rather poorly. He would be found down on the sixth row of the grid in the 11th place starting spot.
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