In the pages of Formula One history, the weekend of the 1959 German Grand Prix is usually remembered for a couple of incidents. One of those would see a providential escape. The other, unfortunately, would end in tragedy. Most unfortunate is the fact these two events, though very considerable in the annals of motor racing history, would largely overshadow what would end up being one of the most dominant performances by a Briton in an Italian car.

Brooks would go on to prove he was no fly-by-night driver when he would share in victory with Stirling Moss in the British Grand Prix in 1957 and then would earn no less than three victories over the course of the 1958 season while driving a Vanwall. More than a couple of times during the season Tony looked the part of a potential World Champion, earning dominant victories in Belgium and again at the difficult Nurburgring.

The season would start out well for Brooks as he would score a 2nd place result in the Monaco Grand prix. Though this would be followed up with a retirement in the Grand Prix of the Netherlands, Brooks would not merely bounce-back in France. He would take a very important victory. At the end of the race, Tony sat in 2nd place in the championship behind Jack Brabham.

Brooks would still be in 2nd place in the championship following the British Grand Prix, but the victory by Brabham and Tony's retirement meant he was some 13 points behind heading to the next race of the season. Tony needed some help, but all was not lost. A good result in the German Grand Prix and he likely would be right back into the championship picture.

Returning to the German Grand Prix should have meant a lot of encouragement to Brooks. However, the series would not be returning to the Nurburgring. Instead, the German round of the World Championship would be held at a new venue.

Not since the 1926 running had the AVUS circuit hosted the German Grand Prix, but, in 1959 that is exactly what would happen. And, while it was the German round of the World Championship, there was really very little in common between AVUS and the Nurburgring that Brooks could pull from to use for his benefit. If there was one commonality between the two circuits it could be easily summed up in one word—danger.

Situated in the western part of Berlin between Charlottenburg-Wilmersdorf and Steglitz-Zehlendorf, the AVUS circuit would be comprised of what is now the Autobahnzubringer Magdeburg/Leipzig. Unusual in its shape as it is, in the simplest of descriptions merely two long straights connected by curves at either end, the AVUS circuit would actually be much more menacing than what it looks.

When first opened near the turn of the 20th century, the circuit measured around 12 miles in length. At both ends were similarly-shaped teardrop-like curves. The circuit was incredible fast as each straight measured nearly 6 miles. As a result of the speeds and the numerous deaths that would occur, the circuit would be shortened, but not before the north curve would be rebuilt with a steeply banked turn. This had been done in an effort to make AVUS the world's fastest track. But, while the circuit was fast, in wet conditions it was also very dangerous.

The circuit length would be shortened to just over 5 miles but the banking and the speeds would remain. So, as the Formula One cars appeared for the race in '59 it was more the clear there was the potential for something bad to happen.

The race would already be maligned somewhat as its being hosted at AVUS was as much a political statement as anything else. The Cold War was beginning to heat up and the German organizers believed that hosting the race at AVUS could do a lot of good to the situation.

The high speeds of the circuit played into the hands of the Ferrari Dino 246. In fact, many of the competitors would be seen tucked in behind the Ferraris lap after lap of the circuit. Not surprisingly then, a Ferrari would end up on the pole. However, it would not be either of the Americans, but Brooks that would be on point. On the front row with him would be Moss, Dan Gurney and Brabham, in that order. Two drivers would not start the race. One of those would be Frenchman Jean Behra. He would lose control of his car on the banking in damp conditions during a sportscar race. The car would be thrown over the top of the banking hitting a flag pole before coming crashing down to the ground behind the banking. Behra would be killed. Porsche would withdraw from the Formula One event held the next day.

The race would be conducted in two heats of 30 laps. As a result of the number of crashes the day before, there was to be no passing on the Nordkurve if there was rain. In addition, no car was to be allowed above a yellow line that had been quickly painted onto the brick surface.

The first heat would get underway with Brooks in the lead and already pulling away. However, on the third lap, Masten Gregory would slip-stream his way up toward the front and would end up taking over the lead, but for only a couple of laps before Tony would retake the point. After that, the Ferraris of Gurney and Hill had moved up in support of Brooks. The three red cars at the front would then pull away from the rest of the field. Tony would pull away from his teammate. Able to ease toward the end of the first heat, Brooks was in a commanding position having his two Ferrari teammates following along behind.

At the end of the first heat, Brooks would be leading Gurney by a little more than a second and would also set the fastest lap for the heat. Tony would complete the first 30 laps at an average speed of more than 146mph. Phil Hill's ability to fend off Masten Gregory meant the three Ferraris were the only cars still on the lead lap after the first heat.

The finishing order in the first heat determined the starting grid for the second. Therefore, the three Ferraris commanded the first three positions along the front row. The severe beating the rest of the cars took over the course of the first heat meant the second was nothing more than an exhibition for Ferrari. Firmly in control, the Ferrari drivers would only battle amongst themselves, but they would also take it a little easier as they too realized their cars could suffer the same fate.

The second heat would be more of the same. However, the last part would look more like a photo-op, or a Le Mans finish, than a conclusion of a Formula One race. Trailed closely by his teammates, Brooks continued to hold onto the lead. Maurice Trintignant would keep things close but he was already more than a lap behind from the first heat so he caused very little stir.

The second heat would be boring by most standards had it not been for Hans Herrmann's spectacular crash in the BRM 25. Turned sideways, the BRM would throw Herrmann out before it broke into a series of violent snap rolls. The demolished car would finally come to a rest with Herrmann unhurt.

All the Ferraris had to do was finish the race. It was determined the other Ferraris of Hill and Gurney were to hold station behind Brooks. Lining up in trail formation, the three Ferraris circulated the final lap and crossed the line nearly within a half a second's time. Brooks would take the overall win while Gurney would finish in 2nd place ahead of Hill. It would be a fantastic one-two-three finish for Ferrari and one of the most dominant performances by Brooks over the course of his career. As a result, the Briton was back in the championship picture trailing Brabham by a mere three points.

Often overlooked throughout history, Brooks' ability as a racing driver would be confirmed with the dominant performance put in at the wheel of the Ferrari during the German Grand Prix of 1959. Though he would finish the season 2nd in the championship standings, Tony Brooks' time at Ferrari would be a defining moment as to his talents, and would verify the respect he has amongst his fellow drivers.

Sources:
'Drivers: Tony Brooks', (http://en.espnf1.com/brm/motorsport/driver/696.html). ESPN F1. http://en.espnf1.com/brm/motorsport/driver/696.html. Retrieved 13 February 2014.

'Williamson, Martin. 'Brooks and Ferrari Shine Amid the Tedium', (http://en.espnf1.com/f1/motorsport/story/16177.html). ESPN F1. http://en.espnf1.com/f1/motorsport/story/16177.html. Retrieved 13 February 2014.

'Germany 1959', (http://statsf1.com/en/1959/allemagne.aspx). Stats F1. http://statsf1.com/en/1959/allemagne.aspx. Retrieved 13 February 2014.

'1959 World Drivers Championship', (http://www.silhouet.com/motorsport/archive/f1/1959/f159.html). 1959 World Drivers Championship. http://www.silhouet.com/motorsport/archive/f1/1959/f159.html. Retrieved 13 February 2014.

Capps, Don. '1959: Part 3, Avus and Portugal', (http://atlasf1.autosport.com/99/spn/mirror.html). Rear View Mirror: Backward Glances at Racing History. http://atlasf1.autosport.com/99/spn/mirror.html. Retrieved 13 February 2014.

Wikipedia contributors, 'AVUS', Wikipedia, The Free Encyclopedia, 12 December 2013, 06:29 UTC, http://en.wikipedia.org/w/index.php?title=AVUS&oldid=585707306 accessed 13 February 2014posted on conceptcarz.com

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