Posts Tagged ‘Lotus 11 Climax’

(Douglas Walker)

Quintessential Australian racer/engineer Tom Sulman loads his Maserati 4CM after the 2nd ‘Lady Wigram Trophy’, Wigram Airbase, New Zealand 23 February 1952…

 Tom Sulman was born in Sydney on 25 December 1899 and died in a tragic accident at Mount Panorama, Bathurst on 30 March 1970 aboard one of his Lotus 11 Climax’. He was the grand old, gently spoken man of Australian motor racing- a racer to the core, he competed all of his life inclusive of elite levels internationally.

Like most of my articles this one was stimulated by finding some photographs, and as is usually the case, doing so whilst looking for something else!

The shots of Tom and his Maserati 4CM in New Zealand in 1951 were simply too good- so evocative of the period not to do something with. The trouble is that his racing career was so long it’s a huge job to do it justice especially with information not readily available, so treat this as summary of his wonderful life with a bit of focus on the Maser, itself a car with an interesting provenance.

Sulman was the son of UK born and later immensely prominent and influential Sydney architect Sir John Sulman. Tom grew up in a rambling home at Turramurra, on Sydney’s upper North Shore. Unlike his formidable father, whose competitive spirit he undoubtedly had, he commenced a career in automotive engineering, very much an industry of growth at the time. In 1923 he built his first racer, the ‘Sulman Simplex’, a road-going cyclecar, which he raced at Sydney’s Victoria Park that year.

Tom Sulman and Fay Taylor with the Sulman Singer at West Ham, London in 1936

During the 1930’s depression Tom travelled to England looking for work and soon established a motor engineering business. His early motor sport endeavours began in 1931 and involved conversion of a Morgan 3 wheeler to a 4 wheeler! so that he could race ‘a car’ on dirt, which was very popular at the time. Later he built a car with a motor-cycle twin-cylinder engine and a ‘vaguely Salmson chassis’ which he raced at the early Crystal Palace meetings and at Greenford.

In fact Tom was right there at the start of organised car-only dirt track racing on motorcycle speedway lines. Outside the reach of the RAC, the first UK race of this type was held on Good Friday 30 March 1934, at Crystal Palace.

There were three teams of three riders and a reserve with ‘New South Wales Champion’ Tommy Sulman captaining the Wimbledon Park team driving a ‘Bitza Special’! During this period he raced at tracks such as Greenford, Crystal Palace, Hackney, Lea Bridge and Wimbledon. To provide some sense of the scale and level of interest in speedway racing at the time there were over 25 tracks in the London extended area alone. In addition to his motor engineering Tom was a professional driver earning money from his race competition.

He was approached by a Singer agent off the back of his performances and growing reputation to build a similar sprint and hillclimb special to his own car using Singer components. Core mechanicals were a Singer Le Mans engine and G.N. chain transmission. When the car was completed, it became the ‘Sulman Singer Special’ after the Singer agent went ‘bust’ leaving Sulman with the car! It soon became clear after the commencement of dirt track racing that the cut down sportscars predominantly used were unsuited to the tight, deep cindered UK tracks with short straights. Tom built the Sulman Singer as a dual purpose machine, but its very short wheelbase was a function of the development work by trial and error he and other leading racers had done to create a car ideal for the dirt.

Sulman raced it regularly in the UK and once in Holland in 1936. On 4 August 1936 Tom contested the very first Midget World Championships at Hackney, in inner London.

The winner with 7 points from his heats was Cordy Milne of the US- Tom was 6th with 3 points, he was 3rd, 2nd, and 2nd in his three heats. Another Australian, Dicky Case was 2nd with 6 points. An interesting sidebar is that Case, a star motorcycle solo-rider was invited into the competition as a fill-in driver due to a lack competitors- and came close to winning the thing! The program does not disclose the chassis the various competitors used.

Into 1937 the Sulman became obsolete, along with most of the rest of the fields with the advent of the ‘Skirrow Specials’. These revolutionary cars built by Harry Skirrow in Cumbria had chain drive to both front and rear axles harnessing the 80bhp produced by their bespoke 990cc twin-cylinder JAP engines rather effectively. As a consequence, Tom built a 4WD car of his own in an attempt to more effectively compete- he crashed badly at Coventry in August/September 1937 and elected then to end his midget racing career. The Sulman Singer, which had been put to one side, was then pressed back into service, Tom raced it at various hillclimbs.

Bathurst 1950, Hell Corner lap 1. Ron Ward MG TC from Sulman in the  #47 ‘Singer then Ron Edgerton #37 MG TC and Gordon Stewart #46 MG Magna (AussieHomestead)

At the end of World War 2 Sulman returned to Australia by signing on as a flight engineer on an aircraft, his very cost-effective way to take the long, expensive 12000 mile journey home was as a crew member of a Lancaster Bomber converted to carry people rather than a lethal payload. The Sulman Singer followed by ship, the car travelled sans bodywork to avoid import duty being imposed upon it by the Fiscal Fiend- the Australian Taxation Office!

Tom first raced the car in Australia at Nowra on the NSW south coast in June 1947, the combination took a win in the under 1100cc scratch race. As a road racer it competed in contemporary events up to and including the Australian Grand Prix, then a handicap event. He was 5th at Bathurst in 1947 and also contested the 1948 AGP race at Point Cook in Melbourne’s outer west, the little car succumbing to the extreme March summer heat like so many others on that day.

Sulman eventually sold the car when he acquired the Maserati, it raced regularly in various hands in the 1950’s but by the 1960’s was mainly used in historic events. The car was sold to AP North, then later to Monty South and finally Ron Reid on 6 November 1965 to start a long relationship of sympatico between driver and owner.

Moustachioed Ron Reid, red ‘kerchief flapping in the breeze with a big smile upon his face was an icon of Australian Historic Racing in the car which still races, after Ron’s demise in 1999, in the hands of Mal Reid, Rons son. Whenever I see this wonderful machine in the paddock it always brings a smile to my face. Drivers and cars come and go, but the Sulman Singer remains a constant in Australian motor racing and would be a finalist for the ‘longest continuously raced’ car on the planet.

Sulman competed in other cars as well though, including an 1100cc HRG sports car. By the late 1950’s, Tom, who had a workshop in the now very trendy inner-Sydney suburb of Surry Hills, had added to his stable the Maserati 4CM. This ex-Farina/Salvadori car, he bought from Australian resident Englishman David Chambers.

Sulman in the Maserati 4CM at Mt Druitt’s Hairpin, Sydney, date unknown (AussieHomestead)

Chassis # 1521, one of about twelve 1500cc 4CM’s, was first delivered to none other than Giuseppe Farina in August 1934, he won Voiturette races in it at Biella and Masaryk and then Modena and Turin. Gino Rovere, who probably owned the car when raced by Farina, raced it during 1935 and perhaps also Gigi Villoresi as part of Rovere’s ‘Scuderia Subalpina’. It then passed into the hands of several UK drivers including EK Rayson, Charles Mortimer and then formed an important part of the nascent racing career of Roy Salvadori post-war.

David Chambers acquired the car in England in 1949, raced it at Goodwood and then shipped it home and made his Australian debut at Rob Roy Hillclimb in outer Melbourne in 1950. Raced at Easter Bathurst 1950, the 500Kg, 1496cc, Roots-type supercharged, 4 cylinder 130bhp @ 6100 rpm car achieved 122mph through the traps on Conrod Straight in top- 4th gear in its Fiat derived gearbox.

New Zealand Hillclimb Championship 1951, winner in the Maser 4CM. Venue folks? (Walker)

Tom bought the car shortly after this meeting and campaigned it in both Australia and New Zealand over the next few years.

Among his New Zealand successes were the 1951 NZ Hillclimb Championship, on that tour he also contested circuit races- the Ohakea Trophy and Lady Wigram Trophy in March finishing 4th and taking fastest lap, and DNF at Wigram. NZ ‘heavy metal’ of the day included cars such as Les Moore’s Alfa Tipo B, Ronnie Moore’s Alfa 8C, Frank Shuter’s V8 Spl, Jack Tutton’s C Type, Ron Roycroft’s Jag XK120 and like Australia a swag of MG and Ford V8 powered specials as well as the early Coopers starting to appear.

Working on the engine of the Maser 4CM, NZ Hillclimb Championship 1951. Mechanical specifications as per text (Walker)

The Maser was period typical in having a channel section chassis, with rigid axle suspension at both ends and semi-elliptic springs front and rear. Sulman was unhappy with the cars handling so modified it by adding 3.5 inches into the front axle, increasing the front track from 3 foot 11.2 inches to about 4 feet 3.5 inches, widening the spring base and inverting the rear shackles. The rear track remained at 3 feet 11.2 inches. When completed he reported the car as extremely predictable and easier to handle.

During practice at Parramatta Park in January 1952 he nipped a brake coming into Rotunda Corner, spun, hit the kerb and rolled landing back on the Masers wheels. Damage was limited to a bent stub axle and minor body twisting. He repaired the car and returned to the Land of the Long White Cloud that summer of 1952, racing again at Wigram and Ohakea for 2nd off the front row and 4th.

Tom at Mount Panorama in the 4CM, date unknown- superb, rare colour shot (B Miles)

The car was shipped back to Australia in time for the April 1952 AGP at Mount Panorama- finishing 6th in the race won by Doug Whiteford’s Talbot Lago T26C taking the second of his three AGP wins.

Probably his best run in the thoroughbred single-seater was at Gnoo Blas, Orange, NSW in April 1953- his haul five race wins. Less happy was the car ‘chucking a rod’ through the block at Mount Druitt, Sydney in 1954.

Tom Sulman Aston DB3S, Doug Whiteford Maserati 300S and Bill Pitt Jaguar XKD on pole, Victorian Tourist Trophy, Albert Park 17 March 1957. Whiteford won the 100 mile racefrom Pitt, Tom DNF on lap 16 (unattributed)

Tom was invited to become a member of ‘The Kangaroo Stable’ which planned a long distance sportscar racing program in Europe in 1955 with three Aston Martin DB3S customer racers. At that point the Maser was sold, it remained in Australia into the mid-sixties but left the country many years ago, living on in historic racing.

He acquired DB3S ’103’ new from the Aston, Feltham factory, the car was registered in NSW as ‘OXE-473’ and raced it in England-the Goodwood 9 Hours and at Aintree during the British GP meeting sportscar events, Portugal- the Lisbon GP, France, with the best result a 2-3-4 finish for The Kangaroo Stable behind a Ferrari in the Hyeres 12 Hour in the Provence-Cote d’Azur region of France-Tom was third. His co-driver was none other than Jack Brabham, then in his first year of a long and rather successful racing career in Europe. The Kangaroo Stable’s racing plans were to a large extent scuttled by the ’55 Le Mans disaster and the cancellation of many events in Europe as a consequence that year.

Tom returned to Oz, with the Aston his mount for years. Sportscar racing was especially healthy in Australia at the time with a mix of XKC and XKD Jags, Maser 300S, Aston DB3S, Cooper Jaguar, the Ausca Holden Repco, a swag of Austin Healey 100S and various Climax engined Lotus 11 and 15’s thrilling large crowds. The customer Astons were front third of the field cars. When David McKay’s ex-works DB3S car- DB3S/9 arrived it was the class of the field. Other quicks of the time Bill Pitt’s D Type, Frank Gardner’s C and D Types, Doug Whiteford’s ex-works Maserati 300S and the Derek Jolly and Frank Matich Lotus 15 FPF’s when they appeared later in the decade. Tom’s best results aboard ‘103’ were 2nd , 4th and 4th in the South Pacific Sportscar Championship at Longford in 1958, 1959 and 1960. He was 5th in the hotly contested 1960 Australian Tourist Trophy at Longford won by Jolly’s Lotus 15.

Tom Sulman takes his Aston DB3S onto the Longford grid during the 1960 Australian Tourist Trophy weekend. Only Whiteford’s #10 Maser 300S of this group of cars (in addition to Tom) contested the championship event- this is perhaps a preliminary or practice (J Ellacott)

 

Gnoo Blas Orange 1960. Derek Jolly Lotus 15, Frank Matich Jag XKC, David Finch Jag XKD and on row 2 the Aston DB3S’ of Warren Bloomfield and #58 Tom Sulman. Date and results folks? (Aussie Homestead)

Tom took the car to New Zealand for their summer races in 1956 commencing with the NZ GP held at Ardmore, then Wigram, Dunedin, Ryal Bush and Ohakea, his best results in the two month stay were 6th and 7th at Ryal Bush and Ohakea.

At a time the Australian Grand Prix was still a Formula Libre race, with ‘outright’ sportscars regular entrants. Tom the took the Aston on the long trip, 3920 kilometres for you Europeans- you have to be keen!, from Sydney to Western Australia to contest the 1957 race held at Caversham in outer Perth. It was a long way to travel for a DNF, but many cars did not survive another AGP held in scorching hot Australian summer heat. Lex Davison took a famous, and fortunate win in that race co-driven by Bill Patterson. Fortunate in the sense that lap-timing confusion awarded the race to Lex rather than Stan Jones.

In addition to Jack Brabham driving the car, the Aston’s provenance was further enhanced when Stirling Moss took the wheel and gave a journalist the ride of his life during several practice laps at the 1961 Warwick Farm opening meeting.

Sulman, Lotus 11 Climax, Silverdale Hillclimb, NSW (Bruce Wells)

In the early 1960’s he bought a locally built Lynx Ford Formula Junior and in 1961 the first of two Lotus 11 Climax’.

Chassis ‘343’ was an S2 Le Mans spec car powered by several Coventry Climax FWA engines. The Aston was sold to Ron Thorp, it remained in Australia for some years before it too made its way to the UK. In 1963 he bought his other 11, a Climax FPF engined car, chassis ‘305/552’ which had originally been raced by Ron Flockhart and Roy Salvadori in the UK. This period is confusing for historians as it is not clear which car he raced where- and he raced them everywhere! At sprints, hillclimbs and circuit races.

Remember, by 1960, he was 61 and had been racing for the best part of 40 years. Tom’s racing was diverse though, he contested rallies, hillclimbs and sprints as well as circuit racing. His rally/reliability trial experience included the famous, legendary RedeX Round Australia Trials of the 1950’s including the first one in 1953 as a member of the Humber Super Snipe team. He entered touring car races too- as that aspect of the sport grew including the Mount Druitt 24 Hour race and the 1962 Bathurst Six Hour aboard a new-fangled Datsun Bluebird.

Tom in the ex-Abbott/Hamilton Porsche 904 Ford Cobra, Huntley Hillclimb, NSW 1 June 1969 (T Arts)

and again as above (Tony Arts)

Some of the cars he raced such as the ex-Alan Hamilton Ford Cobra powered Porsche 904 were very potent devices, he ran this car circa 1969. He contested the 1966 Surfers Paradise 12 Hour enduro as co-driver to Ron Thorp who by then was racing a booming AC Cobra, very much a crowd favourite, the duo won their class, that event won outright by Jackie Stewart and Andy Buchanan aboard the famous Scuderia Veloce Ferrari 250LM.

Lotus 11 Le Mans Climax FPF 1500, Lakeview Hillclimb, ACT date unknown (AussieHomestead)

In March 1970 Tom loaded the little Lotus 11 ‘343’ onto its trailer in Surry Hills and headed out of Sydney west towards the Bells Line of Road for the 200Km trip to Mount Panorama, goodness knows how many times he would have made that journey? He was off to the Easter Bathurst meeting, at that time there were two race meetings a year at the famous circuit, not just the annual touring car 500 miler.

Journalist Barry Lake recounts the events of Sulman’s final drive in the insignificant 6 lap ‘Sir Joseph Banks Trophy’ sportscar scratch race at Mount Panorama. ‘At the Easter Bathurst meeting on 30 March 1970 the quietly spoken Tom, now 70 years old and as keen to race as ever, moved slightly to the right and simultaneously slowed down between the two humps on Conrod Straight. Vincent Evans who was a short distance behind, could not avoid the impact of his left-front mudguard with the right rear bodywork of the Lotus 11 driven by Sulman. The Lotus 11 swerved to the left of the circuit (its inside) into the gravel on the verge and rolled into a locked (farmers) gateway, hitting the gatepost on the drivers side. Sulman’s head hit the post causing his instant death’.

‘Shortly before the accident there had been a ‘Tom Sulman Trophy’ race at Warwick Farm for historic cars to commemorate his very long racing career. At the age of 70, Sulman was one of the oldest racing drivers in activity at the time’ Lake’s tribute concludes.

It was a terrible case of being in the wrong place at the wrong time and hitting the fencepost when it could just as easily have been open space. Australian motor racing was rocked by another fatal accident at Bathurst twelve months after the last, Bevan Gibson’s Elfin 400 Repco became airborne on one of Bathurst’s humps at the same meeting a year before.

Sulman had lived a good life, a long full one despite its untimely end. He was one of those fellows who put more into the sport than he took out, and loved it to its core. A racer through and through right to the very end.

Tom Sulman at Lowood, circa 1959 (R Wittig)

Bibliography…

Obituary written by Barry Lake published on ‘Motorsport Memorial’, ‘Historic Racing Cars in Australia’ John Blanden, ‘Maserati: A Racing History’ Anthony Pritchard, Derek Bridgett on ‘Midget Car Panorama’. MotorSport magazine December 1936, ‘Bugattis Did It Too’ article in ‘Loose Fillings’ December 2015

Photo Credits…

Douglas Walker Collection, Aussie Homestead, Simon Lewis, Bruce Wells, Ron Wittig, Bruce Miles, John Ellacott, Tony Arts

Tailpiece: Sulman aboard his remarkably adaptable Sulman Singer at Kennel Corner, Shelsey Walsh in 1938. A rare UK shot of the car…

(Simon Lewis)

Gary Knutson and Jerry Mallett with their Lotus 11 Climax at the ‘Garden of The Gods’, Colorado Springs, Colorado circa 1959…

Knutson went on to become one of the ’main men’ during the McLaren ‘Papaya Period’ after doing stints with Traco and Chaparral, but here he is posing with his later business partner and their new car just acquired from Jim Hall.

Its amazing how you find stuff such as this wonderful photograph. I was trying to find the correct spelling of Gary’s surname which I always get wrong- off to Google. Click away. Bingo! The trouble is the photo is on ‘The Nostalgia Forum’, the most content rich motorsport website on the planet. I can never deal with a new thread on TNF in less than an hour.

Tyler Alexander and Gary Knutson tend to their charge in the Bridghampton paddock, 1968. Bruce waits patiently. Both M8A’s had engine dramas this race- Bruce ran a bearing and Denny’s chucked a rod. Mark Donohue won in Roger Penske’s M6B Chev (P Lyons)

Contributions to this thread of TNF include bits by Wally Willmott, Howden Ganley, Jerry Entin and others. Here are some snippets, its not a comprehensive article about Knutson but a pot-pourri of bits and bobs plus a link to a fantastic, detailed article in Hot Rod magazine on development of the Big Block Chev ZL1 V8- Knutson was up to his armpits in that project of course.

The connection to Jim Hall was via Jims brother Chuck who was going to the University of Colorado, at Boulder, as was Knutson. Gary prepared Chuck’s Corvette with which he was third in class at Pikes Peak in 1958.

Knutson and Mallett shortly thereafter saw a sportscar race in Phoenix and were hooked- they then approached Jim via Chuck to buy the 1.5 litre Coventry Climax powered Lotus 11 Le Mans Series 2.

Bruce McLaren and Robin Herd’s superb, simple monocoque M6A Chev- the ’67 Can Am Champ. ’67 engines developed on Al Bartz’ dyno in Van Nuys, Cal by Knutson as McLaren then did not have a dyno- look closely on the rocker cover and you can see the Bartz tag in addition to the McLaren Flower Power one! Cast iron Chev 350, four-bolt main bearing caps, 2.02 /1.60 inch intake/exhaust valves with 4 Weber 48IDA carbs 525 bhp @ 7600 rpm. An additional 25 bhp was gained with the adoption of Lucas fuel injection- Knutson used Traco throttle bodies on a Mickey Thomson cross-ram intake manifold intended for Webers. Also used was a Corvette Rochester fuel injection distributor to drive the metering unit and a Vertex magneto instead of a distributor. McLaren was reported disappointed with the power gain but the improved throttle response and driveability was significant with the M6A’s winning 5 of the 6 rounds and Bruce the championship from Denny (unattributed)

Knutson, born in 1937 lived in Colorado Springs where his mother was a teacher and father a photographer. His mechanical interest started with Soapbox Derby devices, a Maytag washing machine motor powered trike and Briggs and Stratton lawnmower engines, then ‘Whizzer’ ‘bike engines and soon an Ardun flat-head Ford V8 engine which went into a 1932 ‘5 window’ Ford which was ‘dragged’ and hill-climbed. Gary won a dirt hillclimb event in the car aged 16 at Georgetown.

Mallett recalls ‘When we ran the Lotus 11, both of us worked two jobs each to pay for the thing, but we would roll out of Colorado Springs on Friday night at about 7 pm and drive all night to Salt Lake City, Utah, New Mexico or Texas. The first race was in Dallas, Texas and after the all night drive, a shower and a cup of coffee, we really thought we were in the big leagues. Around 8 am a trailer showed up with four Ferraris. It was a long day’.

1967 Chev 350 McLaren engine detail at Road America. Note the Traco throttle bodies and Mickey Thomson magnesium manifold referred to above. Below is the Vertex maggy and roller-rocker valve gear- by whom I wonder? (D Friedman)

Knutson worked for Chaparral in the early days when the Chap 2 was first built and the team comprised Jim Hall and Hap Sharp, chief mechanic Franz Weis, ace fabricator Troy Rogers, with Gary as the engine man. At Traco Engineering before commencing McLaren’s in-house Chevy engine program, he worked on a ‘Who’s Who of all branches of motor racing engines doing 14 hour days with Wally Willmott, with Gary having oversight of the Ford Quad Cam Indy to McLaren F1 engine project.

The in-house CanAm project started with the ’67 McLaren Chev 350 cid engines which produced about 525 bhp @ 7600 rpm on Webers, before Knutson adapted Lucas fuel injection…

At this point, click on this link to a wonderful article in ‘Hot Rod’ magazine about the development of the McLaren Chev aluminium, big block ‘Rat Motors’ in which Knutson was the major player, it’s a beauty;

http://www.hotrod.com/articles/unlimited-rat-motor-racing/

1968 7 litre Chev ally LT1 ‘Rat Motor’. Development work initially done with cast iron block and the new L88 ally heads till the blocks became available. 4.25 inch standard bore and 3.76 inch stroke with Moldex steel crank, Cloyes roller timing chains, cam by Vince Piggins group at Chev R&D. Production solid lifters, Forgedtrue pistons and Carillo rods. Dry sump pumps by Weaver and magnesium dry sump pans by Chev R&D. The L88 heads had 2.19/1.84 inch intake/exhaust valves with the ports enlarged and re-shaped. Crane aluminium roller-rockers. Magnesium intake manifolds had a 2.9 inch bore for each cylinder with a fuel injector into each of the curved and tuned length steel velocity stacks. Intakes were modified Crower with MacKay making the intakes, Lucas metering unit, Vetex magneto and tach drives from magnesium. That lot generated  a real 650 bhp @ 7600 rpm with McLaren quoting 620 in-period . In ’68 the M8A won 4 of the 6 rounds and Denny the title. McLarens won every round of the series (HotRod)

Bibliography…

The Nostalgia Forum, classicscars.com

Photo Credits…

Gary Knutson Collection, Pete Lyons, Dave Friedman Archive, hotrod.com

Tailpiece: Moss, Hulme and Knutson astride another McLaren mechanic, McLaren M6A Chev, Road America 1967…

Stirling Moss is interviewing the winner Denny Hulme whilst Knutson looks pleased that his engine has won first time out. Road Am the first ’67 Can Am round on 3 September. Donohue and Surtees were 2nd/3rd in Lola T70 Mk3B’s with Bruce #4 below out with an oil leak on lap 6 (D Friedman)

Finito…

 

hawt hill

I don’t think of Mike Hawthorn as a Lotus driver but here he is with Graham Hill, rather similar in age, they were both born in 1929…

Amazing really, grafter Hill worked hard to get into motor racing, his GP career started not long before Hawthorn’s finished and went well into the 1970’s, not to forget Graham’s Le Mans and Indy wins of course. Mike’s racing entree was smoothed by his fathers wealth, it’s intriguing to guess what he may have achieved had he raced on into the 1960’s and applied his considerable skills to Chapman’s works of Lotus art.

Both Hill and Hawthorn are English to the core albeit completely different charcters. And personalities they certainly were. It’s a wonderful shot.

image

Hawthorn, Lotus 11 Climax, Oulton Park, Cheshire April 1955 (Popperfoto)

The event or reason for the Hill/Hawthorn shot is unrecorded but dated 12 April 1956 as is the photo of Hawthorn with Stirling Moss below. Its dated 11 May 1953, i am interested if anybody can assist with the places and occasions…

hawt moss

Credits…

Getty/Manchester Daily Express, Popperfoto