Jean Denton was an international rally driver between 1969 and 1972, after some years as a circuit racer.
She did particularly well in long-distance events, such as the 1968 London-Sydney rally, in which she won the sportscar class in her MGB. Her co-driver was Tom Boyce, a Canadian who had been a friend of Jean and her husband Tony at the London School of Economics, where they all studied. They were 42nd overall, out of 56 finishers and 100 starters. Jean was just pipped to the Coupe des Dames by the Volvo crew led by Elsie Gadd, who were 41st. The MGB was sponsored by Nova, an influential fashion magazine of the time. Jean was a marketing consultant for IPC Magazines, who knew how to use her contacts well.
In the 1970 World Cup event, which ended in Mexico, she, Pat Wright and Liz Crellin were eighteenth in a Morris 1800. Again, they did not manage to get the Ladies’ award, which went to tenth-place finisher, Rosemary Smith, in an Austin Maxi. Jean, however, did manage to secure another good sponsorship package. The car was nicknamed “The Beauty Box”, and was sponsored by Woman magazine.
Jean usually drove BMC/Leyland cars, including an Austin–Healey Sprite in the 1970 RAC Rally. It is not clear whether or not she and co-driver Sandy Lawson finished.
Despite her usual loyalty to British power, she drove a Fiat 128 on the RAC Rally in 1972. Her co-driver was the experienced Elma Lewsey, and they were 80th.
Rallying was not her first love, but her motorsport career had a far from orthodox trajectory. Her background was academic, and not particularly sporty. She did not even learn to drive until 1961, when she was 26. Just four years later, she was competing in a Cooper single-seater that had previously belonged to Jackie Stewart. In this car, she was ninth in the 1965 Leinster Trophy, in Ireland.
In between, she drove a Mini in British club races, although she sometimes found it lacking in power. The Mini was her first racing car, and she began driving it shortly after passing her driving test.
After a while, the expense of maintaining the Cooper to a competitive standard became too much, and Jean took a sideways step into sportscar racing. Her first experiences in a sports racer were in a Morgan Plus 4, much earlier, in 1964. In this car, she won a Ladies’ Handicap at Brands Hatch, organised by the London Motor Club.
In 1966, she started racing a heavily tuned MGB on the British circuits. Her first major race in this car seems to have been that year’s Brands Hatch 500 Miles. Driving with her husband, Tony, Jean was twelfth overall.
Another year of racing the MGB in the UK followed, although details are a little sketchy. One of the races she entered was a Ladies’ Handicap, part of the Oulton Park Spring Cup. This event was associated with the British Women Racing Drivers’ Club, of which Jean was a long-standing member. She was fifth overall.
In 1968, her career went pan-European, with appearances in races at Vila Real, Montes Claros and Mugello. Sadly, the results seem to have been lost. She entered the Nürburgring 1000km with fellow BWRDC member, Natalie Goodwin, but they did not finish. This was a big race, a round of the World Championship for Makes, and won by Jo Siffert and Vic Elford, in a Porsche 908.
This year, she won the second of her British Women’s Racing championships, awarded by the BWRDC.
A second attempt at the Nürburgring 1000km in 1969 led to a finish, in 36th place. Jean was driving an MGB for her own team, and assisted by Mike Garton. The pair raced together in Europe at least twice more that year, at Mugello and Barcelona, but did not make the finish either time.
Jean only became a rally driver through a coincidence. She was apparently at the dentist’s, and found out that the dentist rallied himself. She thought it sounded like a good idea, and got in touch with Tom Boyce again, who, she knew, owned a rally-prepared MG. Her husband, Tony, was unsuitable as a co-driver, as he often suffered motion sickness when a passenger in fast cars. Thus began the professional part of her motorsport career, in 1968, from very unlikely origins.
After 1972, she retired from active competition, and returned to the world of business. Bringing her race and rally experience with her, she worked in corporate communications in the motor industry, up to and including being the head of that department in the MG Rover Group, previously her staunchly-supported British Leyland. She was the most senior woman in the British motor industry.
Later, she became a Conservative politician and a Cabinet member, at first in the Trade and Industry Office, and then in 1994, the Northern Ireland Office, until the Conservatives were deposed in 1997. She was made Baroness Denton of Wakefield in recognition of her achievements.
She died in 2001, of cancer. Before her death, she used her influence and organisational skills to set up a support group called “Women On The Move Against Cancer.”
She is fondly remembered in motorsport circles as being down-to-earth and funny, as well as being a good driver and a highly organised team co-ordinator.
Given its limited resources, the team was quickly formed: Tom Boyce, Tony Denton, Jean’s husband, and a friend Pete Smith. The work was be carried out in a lock-up garage located near Tom’s home. Unfortunately, there are few photos showing the modifications made at the time to the Marathon, but a number are still clearly visible on UMD as found in the wreckage.
Peter Briggs has sent us the following from Australia. It follows on from what we knew about Jean Denton’s adventures. The London to Sydney Marathon in 1968 with Jean Denton’s MGB story was featured in recent editions of Safety Fast!. This has brought back a lot of memories for the Western Australian MG Car Club members. Particularly now that the original car has recently been discovered. I was a Foundation Member of the Club in 1962, which was the first “ all model” MG Car Club in WA. At the time, in 1968, I had an MGB and I now own an MG NE and an MG K3 Chassis 3003 and an MG Airline Coupe. In 1968, whilst I was President, I had a call from your Club in London to say that Jean Denton was in the London to Sydney Marathon and would we look after her whilst she was in WA, which naturally I accepted.T
The holed radiator is resting against Jean Denton’s legs as Tom Boyce continues fitting the radiator to the M G.
Members of the Western Australian MGCC greet the boat bringing the Marathon crews.
In 1968, whilst I was President, I had a call from your Club in London to say that Jean Denton was in the London to Sydney Marathon and would we look after her whilst she was in WA, which naturally I accepted.
This was like a Club Event and my fellow Club Member Richard Ashton takes up the story from here: “ The London to Sydney Marathon event started in London Earls Court, November 24 1968. One of the entrants was an MGB No 47 being entered and driven by Jean Denton and co-driven by Tom Boyce.
Jean inspecting the holed radiator.
The rally was routed through Europe. Paris, Turin, Belgrade to Istanbul across the Bosporus by ferry, then on to Asia via Kabul, to Delhi on its way to Bombay, India. On December 5 they were transported by sea to Fremantle where we waved Jean in. The first check point was at Youami, a deserted old mining town seven hours away from Perth. Some of us went there to be on standby. The second group were split into two and three. One group were to go to the end of stage two at Marvel Lock for 5.00am onward and the following morning for an expected 7.00am arrival of the MGB. The second group would go on to Norseman, to be on standby for an anticipated 10.00am arrival. Although it was not an official check point, it was a stop for fuel and service point, before the big crossing through to Ceduna in South Australia on the old road, a journey expected to be some six hours and 18 minutes.
The Marathon MGB raring to go !! Tom Boyce finishing the radiator change whilst others check over the MGB
From the start at Gloucester Park at 6.00pm for the first cars, it would be 1.00am to expect the MG to reach Youami. A further four hours to Marvel Lock by 5.00am. Then on to Lake King by 7.00am. Considering that it would take the field about an hour to get on their way, we had adjusted times for us to be in place.
50 kms after leaving Lake King on the way to Norseman, Jean and Tom and the MG became briefly airborne over a “ jump” section. They were going a little too fast and applied the brakes too suddenly. When the car hit the road, the engine kept going and the fan went through the core of the radiator.
They patched up the radiator as best as possible and sent forward a message to us who were anxiously waiting at Norseman. Finally the message came through via another competitor that they were in trouble half way across from Lake King. At the toss of a coin, which I lost, my radiator was sacrificed to the cause, and quickly removed from my car. Away we went; about six suddenly MG Car Club radiator experts were sandwiched into three cars, complete with a dripping radiator, a toolbox and water. We found them about 30 miles into the Lake King Norseman track. Jean and Tom were running slowly toward us, after having blocked off the engine water pipes, they had had no success with trying to patch up the radiator. They had crawled along mile after mile with the heater going full bore. When the engine frequently got too hot, they would stop and wait for things to cool down and slowly move on again. With repairs quickly made, MGB No. 47 was on its way. We also reversed and made our way back the way we came. Back at Norseman, with Jean and Tom well gone; we caught up with our remaining MG crew. They had seen them through and on their way to cross the Nullarbor.
Heading out from a BMC Service Centre
In my radiator-less MGB, my wife Ronda and I were towed through to Esperance, after receiving promises that a new radiator would be sent down on the overnight trucking service from Perth. It’s amazing how cold a car can become with no engine heat from up front. MGB No 47 got through to Sydney and finished in 42nd place. After leaving Ronda and I to wait for the radiator, the rest of the MG Car Club team drove back home to Perth the next day. We had a forced but happy break at Esperance, even though we were on shanks’s pony and forced to live frugally, owing to not having much cash with us, as we had to wait for the Rural & Industries bank to open. Three days later a new radiator turned up after much telephoning through to Perth. Radiator fitted, which today is still in the car, we were on our way back home.”
It seems incredible on reflection,that not only has the London-Sydney Marathon come and gone, but that I have in fact been all the way to Australia and back, It is very difficult to recall the events of that month, they all happened so quickly and even the ones I recall have a vaguely unreal quality about them.
What stands out without a doubt is the four solid months before we left when our whole lives were given over to building up the MGB for the epic, and raising the money to pay for the trip – so much so that we now wonder what else we used to do in our spare time.
We used the MGB I had raced in Europe during the summer and stripped it down to a body shell again and the engine down to the block, We double – welded all the seams which seemed likely to be heavily stressed on the journey, and brought the fuel and brake lines inside the car in order to protect them.
We already had a double tank fitted and to cope with the car’s additional fuel requirements we built a rack to carry three five-gallon jerrycans. Working on the principle that the drag of the car should be kept as low as possible – already being at an advantage here with the MGB – we steadfastly refused to carry any equipment on the roof. One spare wheel went inside the boot and the other was carried outside the boot lid. To cope with the extra weight at the back of the car, special springs and extra dampers were fitted. Fortunately BMC had developed springs for those police forces who carry radio equipment in the boot of their MGs.
We had extra long coil springs made up for the front of the car and the result was that unladen the lowest point on the “B” was still 7 1/2″ off the ground. This rather threw those critics who said the MG was too low for such an event. One of the most frequent questions in Sydney “what number exhaust system we were on” and we were delighted to be able to stress that the very same one that left Crystal Palace arrived at Warwick Farm.
Rumours were flying around about the dangers of kangaroos on the Australian section and Rearsby Automotive made up an absolutely splendid ‘roo guard for us. In fact it was so fearsome that it terrified all the kangaroos on sight and I had to go to one of Sydney’s National Parks in order to get my first close look at one.
It seems that the Porsche team appeared with a very tiny guard initially as they went round to London Zoo to view the opposition and mistook the wallabies for kangaroos. Upon being told that the kangaroos came in sizes up to six foot, the final all-enclosing guard was built.
Cibié very kindly gave lights to all private entrants and we ran with extra powerful headlamps, two spots and two fogs, plus a reversing light. Apparently Fords rejected an offer latter, but neither Tom nor myself had such faith in our navigation. These additions changed the appearance of the outside of the car. Inside, the major modification and the one to arouse most comment, both polite and dubious, was the substitution of a bed for the passenger seat. This was designed by ourselves. It consisted of an alloy tube frame with webbing stretched across and foam on top. We had decided that with only two of us in the car we had to make sure that we slept soundly during rest periods. In fact apart from Australia when the going was rough one rattled about too much, we slept like logs, and the driver would have to start waking the passenger at least half-an-hour before it was time to change. Under the bed and in the remainder of the space in the boot we packed as many spares as possible to make ourselves independent. In retrospect, we overdid it. We carried spare clutches, brakes, front and rear springs, stub axles, filters, pistons, snow chains, etc.
People were very generous in helping towards our participation. The magazine NOVA took over the entry and provided us with suitable clothing for the trip, along with various other goodies — for instance a cordless shaver for co-driver Tom — cleansing pads for both of us, radio and tape recorder from Phillips, and a medical kit to which my doctor added morphine and syringes.
I was also given an especially large handbag which in the event proved a great advantage for, having spent several years learning that a girl never leaves her handbag behind, we were constantly in possesion of our documents whereas some of the men decided to leave theirs in the oddest places. The only problem on this score arose when we had to sleep in beds put up on a landing in a hotel in Kabul when, to protect my precious carnet along with hundreds of Monopoly – type bank notes, I had to take this enormous handbag to bed with me,
Duckhams assisted the venture. And BP provided me with fuel along the route — sometimes with glee, out of the Castrol tanker. Gibeys of Australia christened the car “Miss Smirnoff” and were kind enough to provide constant reminders of our heritage, especially welcome by the time we reached Sydney. Air India provided us with tickets home from wherever we ground to a halt — which, of course, made us determined to extract maximum value by reaching Sydney, Indeed we set off with extra determination just because everyone said it could not be done by two amateurs in an MGB — that was just the sort of incentive we needed!
And we certainly could do with some sort of encouragement by the time we got to Paris on the first day as by then we had lost our overdrive,starter motor and windscreen wipers. The first we never found again, which upset our petrol calculations and top speed enormously. The starter motor came and went with the guarantee of always disappearing when there was no slope on which to park the car. Fortunately even Tom recognised that it was easier for me to be inside than for me to push with his 14 stone filling the driver’s seat.
The trip through France was fairly uneventful apart from the confusion caused by the French police issuing an alternative route which ignored the autoroutes we had all planned to use. Much to our amazement the Australians obeyed the police instructions to a man — and it was only later, when we encoutered the Australian police, that we understood their respect for authority.
Over the Alps we discovered our team’s secret weapon. As soon as we encountered this mountain range, as with any other along the route, I was car sick. This was not only unpleasant for me but equally so for poor Tom, having to ignore the odd noises and moans. However, we quickly learnt that if I wound down a window and stuck my head out, the car behind backed off — and really all this unfortunate illness cost me was enjoyment of the scenery. The Army team did offer to come to my rescue on this matter, but we discovered the pills they were so keen I should take were only prescribed for cattle.
Everyone arrived in Turin early and set off for Belgrade where again most of us arrived with time to go to bed. This also occured in Istanbul although by then the weather was beginning to be less favourable. It poured continuously all the way through Bulgaria and Turkey, withoutdampening in the slightest the tremendous enthusiasm of the Bulgarian people. In Istanbul I had not booked a room, but Peter Browning of British Leyland very kindly let me use a spare bed in one of his teams’ rooms. This did not worry the driver using the other bed but it certainly amusedhis co-drivers when they arrived to collect him for departure.
We all felt the Marathon began after Istanbul. Up to there we had been on surfaced roads and certainly all of us felt that we shouldbe able to get in a car and drive as far as Istanbul for our summer holiday if we wanted. However, it was just afterwe left the ferry that we passed one of the first accidents of the Marathon. This turned out to be Peter Lumsden’s car and as Peter had very kindly let us build our Marathon car in his garage, our hearts went out to him.
Our Journey to Sivas was uneventful and we set about doing a routine service before we departed into the mountains. This was complicated by the collapse of the jack, fortunatley without damage to the car, and eventually we departed to do the first of the special stages.
Jean and her MGB at Sarobi, high up in Afghanistan. Ahead lay the Khyber Pass and more travel-sickness for our correspondent.
We were aiming to get to Sydney, so we took this one very cautiously and in the end had a Porsche for company, using our lights to replace their own. Not far doen this stage we came accross one of the privately entered 1800s hanging off a bridge, but fortunately there were about fifty Turks around, defeating the law of gravity.
The most noteworthy part of the next 1,000 miles was the efficiency of the Tehran control. We had met the members of the Iran Motor Club whilst competing in the Lebanon last year, and they gave us a tremendous welcome. For the first time Tom had someone to help him do the servicing, and we had the chance to have a shower and, had we not felt so sociable, there were dormitories available for sleep. The control was located in Phillips factory and the whole of their machine shop facilities were available for major rebuilds.
the Afghan roads turned out to be so good that one wished the GLC would take lessons. Here we sadly missed our overdrive and it lost us several hundred points. But we had never believed in the existence of Afghanistan — certainly no cables had ever been replied from that country — and we were delighted to be there. The strangeness was emphasised when at the border we discovered the money-changers sit in the middle of the wilderness, with their tables and chairs on the most splendid Persian carpets I have ever seen.
we arrived in Kabul it was at least six degrees below freezing, and we had to change tyres (only as security measure as Dunlop had our size there — we were convinced that we could have gone all the way to Sydney on the one set, so good were the SP44s). the tyres were changed in the light of a bonfire fuelled by the opposition’s product and compressed air was replaced by silent Afghans responding to cries of “pump” uttered in strong Birmingham accents.
When we entered Afghanistan we were given a note to say that, risking the displeasure of the organisers, the infamous Lataban Pass had been graded; and when we began our ascent we discovered that not only was the surface improved but there were soldiers on most of the fresh – air corners. We could not decide whether they were just incredibly brave or whether their boots had been concreted to the spot, certainly they never flinched.
After that it was, so to speak, all down – hill, the one hazard being people surrounding the roads through India and Pakistan. The lorry and bus drivers were extremley good and moved out of our way, but we were mobbed constantly. Our radio aerial was torn off and, before we learnt the technique, all sorts of things were thrown in through the open windows, including dirty socks with messages of steadfast devotion inside them. We think the crowds initially threw flowers — but when they ran out of these it was shoes or clothing and, for the tail-enders, stones. Nevertheless we managed to arrive in Bombay six hours ahead. The car was parked and we walked around in a dream; in spite of there being 500 indians on every street it was difficult to believe we had reached Bombay.
The boat trip was, for me, the horror section of the Rally, and I had already decided I loved Australia before we arrived there. This view was confirmed by eventualities. As the “Chusan” sailed into Fremantle, the quay was lined by members of the MG Car Club, and they were to be our guardian angels throughout the trip across Australia.
By the time we restarted from Perth my nerves were at screaming point, as not only did the Australians say it was impossible, but people like Paddy Hopkirk and henry Liddon indicated that we ought to carry an Air Line timetable.
At Perth, Jean and co-driver Tom Boyce wait behind the Wilson’s Motor Caravan.
Naturally all the english drivers set off alert for kangaroos. The first section went very well, but on the second section we had two punctures within five minutes of each other — through the walls of the tyres as we bounced off the banks sideways. Our fuel pump started to play up and we had a top speed of 50 mph … at which point the rough stuff changed immediately to straight tarmac roads.
We were, however, enjoying ourselves enormously, our “B” was taking a beating without hesitation. About 20 miles from Lake King, disaster struck. We broke one of the steel engine mountings — it must have been one of the only five unmodified parts on the car — and the fan went through the radiator. The hole was so big no amount of Cataloy would stop it. We flagged down everyone behind us and asked them to let the MG Car Club people at the next point know about our trouble, but the tears came when the Toyota Land Cruiser which was closing the course came up, with its driver saying that this looked like the end of my rally run.
We put the engine on to two cylinders and tried to run on the heater. But as it was midday and we were on the edge of the desert we could only do five miles at a time this way. When the boys eventually did bring a radiator back to us, we both thought the car appearing on the horizon was a mirage.
However, we got the MG going again and,although officially we were out of time at that stage, we set off to cross the Nullabar and hoped to pull back the rally. In the end, by averaging 85 mph for six hours, we arrived at Ceduna with twenty minutes to spare. After that it was a case of pressing on as quickly as possible to try to make up time to weld the engine mounting — which we did, losing another hour.
The only other complication to our life was the failure of the speedometer which kept functioning at half speed, so that T-junctions would come up four miles early and be taken flat out. Eventually it packed up altogether. Throughout the journey the MG Car Club people in Australia gave us great support.
Eventually we arrived in Sydney. This came as something of an anticlimax, especially as, when we had six hours driving still to do, we knew who had won the Rally. We were disappointed because we felt we could have done so much better as the engine of the MG was still going beautifully. Nevertheless we were the only sports car to finish — and we could have been unluckier and been put out altogether by the radiator.
The one big setback, towards the end of the run, has made us more determined to have a go in the next Marathon. We enjoyed every minute of this one, and we know the car can do it.
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The London to Sydney Marathon event started in London Earls Court November 24 1968. One of the entrants was an MGB No. 47 being entered and driven by Jean Denton and co-driven by Tom Boyce.
MGB No. 47 linedup at Gloucester Park Perth for the restart run to Sydney Picture by courtesy MGCC member Colin Cleaver
Jean was no newcomer to long distance racing and rallying. She as a
member of the BRDC racing in Cooper formula 3 racing in 1966, became British
women racing champion in 1967 and 1968, and driving an MGB in the Nürburgring
1000 km sports car race in Germany.
The Rally was route through Europe. Paris, Turin, Belgrade to Istanbul across the Bosporus by ferry, then on to Asia via
Kabul, to Delhi
on its way to Bombay India. On December 5, they were
transported by sea to Fremantle, arriving at 10 am December 13. The MG had had
an uneventful run through to Fremantle.
Here in Fremantle, just about all the member
of the MG Car Club met the ship and convoyed the MGB to Winterbottom’s service
division. Later the MG was driven to Gloucester
Park trotting ground
ready for the restart the next day at 6 pm.
Earlier in 1968 a call from the MG Car Club
headquarters in England had
come to the club, could we help entrant no. 47 while in Western Australia. The Club had
enthusiastically agreed to be of service and provide assistance if required at
check points for them all the way to the WA border. Here they where handed over
to members of the South Australian MG Car Club to help them on their way to the
finish in Sydney.
In each state MG members followed the cars progress and maned check points at
each of the rally stages.
We divide up the crews depending on the time
they had available. The first check point was at Youami a deserted old mining 7
hour away from Perth,
some of us went there to be on standby. The second group were splint into two
and three. One group were to go to the end of stage two at Marvel Lock for 5 am
onward the following morning for an expected 7 am arrival of the MGB.
The second group would go on to Norseman, to
be on stand by from an anticipated 10 am arrival. Although it was not an
official check point, it was a stop for fuel and service point, before the big
crossing through to Ceduna in South
Australia on the old road, a journey expected to be
some 6 hour and 18 minutes.
From the start at Gloucester Park
at 1800 for the first cars, it would be 1 am for the MG reach Youami. A further
4 hour to Marvel Lock by 0500. Then on to Lake King
by 0700am. Considering that it would take the field about an hour to get on
their way, we had adjusted times for us to be in place.
50 kms after leaving Lake King
on the way to Norseman, Jean and Tom and the MG became briefly air-borne over a
“yump” section, they were going a little too fast and applied the brakes too
suddenly, when the car hit the road, the engine kept going and the fan went
through the core of the radiator.
They patched up the radiator as best
possible, and sent forward a message to us who were anxiously waiting at
Norseman. Finally the message came through via another competitor that they
were in trouble half way across from Lake
King.
At the toss of a coin which I lost, my
radiator was sacrificed to the cause, and quickly removed from my car. Away we went; about six suddenly MG Car Club
radiator experts were sandwiched into two cars, complete with a dripping
radiator a toolbox and water.
We found them about 30 miles into the Lake
King Norseman track. Jean and Tom were running slowly toward us, after having
blocked off the engine water pipes, they had had no success with trying to
patch up the radiator. They had crawled along mile after mile with the heater
going full bore. When the engine frequently got too hot, they would stop and
wait for things to cool down and slowly move on again.
Found, the radiator team were happily
greeted, and Tom who got quickly into action.
MG Car Club President Peter Briggs talks to driver Jean Denton as co-driver and mechanic Tom Boyce fits my radiator. Standing at right is club member Pat Reid, John Keenan at the water supply canisters.
The holed radiator is resting against Jean Denton’s legs; it had been un-successfully repaired with Plastibond. Tom Boyce continues fitting my radiator to the MG.Next to Jean in the bright shirt is Club Treasurer Jeff Cohen
Tom Boyce continues fitting my radiator to the MG.Next to Jean in the bright shirt is Club Treasurer Jeff Cohen
With repair quickly made, MGB No. 47 was quickly on its way. We also
reversed and made our way back the way we came.
Back at Norseman, with Jean and Tom well
gone; we caught up with our remaining MG crew. They had seen them through on
their way to cross the Nullarbor.
Ronda and I in my radiator less MGB was
towed through to Esperance, after receiving promises that a new radiator would
be sent down on the overnight trucking service from Perth. It’s amazing how
cold a car can become with no engine heat from up front.
MGB No 47 got through to Sydney and finished in 42nd place.
After leaving Ronda and me to wait for the
radiator, the rest of the MG Car Club team drove back home to Perth the next day. We had a forced but happy
break at Esperance, even though we were on shanks pony and forced to live
frugally owing to not having much cash with us, waiting for the R&I bank to
open. Three days later a new radiator turned up after much telephoning through
to Perth. Radiator fitted we were on our way back home.
……………
In April-May in 1970 Jean Denton entered the
six weeks long World Rally London to Mexico Rally driving a Morris 1800. She
and her two other lady crew were placed first women drivers and 18th
place overall.
Jean Denton’s
title was Lady Denton of Wakefield.
After motor racing and rallying, she became business woman in promotion and
publicity companies with Heron
Drive a car leasing company and marketing director
Huxford Garages.
She became marketing director and external
affairs director for the Austin Rover Group, and also connected with Heritage
Motor Centre, Gaydon. Amongst other appointments she was a board member of
British Nuclear Fuels.
Always interested in the women’s movement
she was honoured with a CBE in 1990 was appointed Baroness Denton in 1991.
After a life in business world she entered political life for a short time appointed Government Whip in the John Major government. She became Minister for Northern Ireland in the House of Lords
Jean passed away 2000 aged 65 after a long
battle with cancer
Compiled by Richard Ashton
Originally
Overseas MGCC member, Local MG Car Club No. 31, Committee member, Competition
Secretary, Vice President, President, CAMS State Councillor, Life Member.
