Saturday, 20 May 2017

The Fast Girl Trophy


Sally Stokes in her Mini

Brands Hatch, 19th May 1963

  1. Joey Freeman (Aston Martin Spa Special)
  2. Michaelle Burns-Grieg (Austin Mini)
  3. Wendy Hamblin (Lotus 7) - fastest lap
  4. Sally Minter (Austin A40)
  5. Sally Stokes (Austin Mini Cooper S)
  6. Ann Glover (Morgan Plus Four)
Anita Taylor (Ford Anglia) - DNF
Jean Dorken (Lotus Ford) - DNF

Entered, finishing position unknown:
Gabriel Konig (Austin Healey Sprite)
Mary Wheeler (Vauxhall VX4/90)
Gillian Sturgess (Daimler SP250)
Isobel Robinson (Ford Anglia)
Kim Stevens (Austin Healey Sprite)
Fritzi Landes (Austin Mini Cooper)
Wendy Atkinson (Austin Mini)
Sylvia Mason (Austin Mini)

Entered, did not race:
Jenny Tudor Owen (MGB)
Rosemary Seers (Sunbeam Rapier?)
Louisa Squires (Porsche 1600)
Tessa Hollis (Austin Healey Sprite)
Jean Aley (Mini Cooper)

The original Fast Girl Trophy was part of the BRSCC’s Members Meeting at Brands that weekend. Fifteen drivers took the start; as many as 21 may have attempted to qualify. The race was open to female drivers in saloon or sports cars and was run in a handicap format.

It was originally scheduled to run for ten laps, but was shortened to twelve minutes. Michaelle Burns-Grieg and Gabriel Konig had a low-speed collision on the formation lap, which had to be dealt with before the race commenced. On the fifth lap, Jean Dorken’s clutch blew up, then Anita Taylor rolled her Anglia after puncturing a tyre on the debris. The resulting pictures were picked up by several daily newspapers, who were all over this story of women drivers and carnage. Anita Taylor joked to a reporter that she would have to do her shopping by bicycle until the car was repaired. Some of the drivers used their own cars, while others were borrowed, from the likes of Chris Craft and Gordon Spice.

The race was won by Joey (Jocelyn) Freeman in an Aston Martin. This was her comeback race after a heavy crash in 1962, and her first all-female event. Anita Taylor and Michaelle Burns-Grieg had previously raced each other in the BSCC, the fore-runner of the BTCC. Fifth-place finisher, Sally Stokes, was making her competition debut. She was better-known as the long-term girlfriend of Jim Clark.

Another Fast Girl Trophy was apparently held at Mallory Park later in the year, but no results are forthcoming.

Full results for the race are rather hard to track down. There were fifteen starters, who were pictured in the Daily Express. One of the names on the list must have either dropped out or not qualified.

I am grateful to Richard Page, John Winfield and Richard Armstrong for their help in finding entry lists.

(Image copyright Alamy)

Saturday, 13 May 2017

Rebecca Jackson


Rebecca Jackson is best known for racing Porsches in the UK, and for her “Project Le Mans” plan.

She grew up around motor racing, having been introduced to the sport as a baby by her dad. However, she was never a junior karter and only started competing once she was an adult, with her education finished. After university, she ran her own car sales business, which she started in 2007. For fun, she drove her Subaru Impreza on track days. She set up her own Youtube channel, in which she posted her own car reviews of vehicles she was selling. This was the start of her media career, which progressed in tandem with her racing ambitions.

Her first Porsche was a 924, in 2011, which she raced in the BRSCC’s Porsche championship. The car had cost her £5000, the proceeds from the sale of the Impreza, and was pretty basic. She was eighth overall. Her best finish was fifth, at Oulton Park.

Having gained valuable experience, she was fourth in 2012, having scored her first win at Snetterton, as well as a second and third. That year she also raced a Toyota MR2. Quite early in her career, she picked up a reputation as a wet-track specialist, having prevailed in a number of wet races.

For 2013, she swapped the 924 for a production-class Boxter, remaining in the same championship, but a different class. She won the class comfortably, and was 19th overall, six places above her nearest Boxter rival.

2013 saw her launch “Project Le Mans”, a four-year plan that would end with her racing at Le Mans. She used the Autosport International Show to canvass support. To begin with, this was in the form of spare parts, but she did get some cash sponsors on board.

In 2014, she planned to move into the Race Spec Boxter class, the highest level of Porsche  club competition. However, she opted for the Cartek Roadsports Endurance Series, a production-based championship, run by the 750MC. Her best results were two fifth places, at Snetterton and Silverstone, and she struggled a little with non-finishes and development issues with the Boxter. However, her performances were enough to earn her some good Class B finishes, including a second at Snetterton. Later in the season, she drove in the Birkett Six Hour Handicap Relay, as part of Team Turtle Wax, all driving Porsches or Ginettas. They were fifth on handicap, and 22nd on scratch, winning their class. Turtle Wax became her principal sponsor for the next three seasons.

Rebecca moved a little further up the Porsche racing ladder in 2015, with a view to a Le Mans seat in 2016. For this, she needed some top-level GT3 experience, which the GTUK championship provided. She was sixth in the GTB class of the GTUK series, driving a Porsche 997 Carrera Cup car. Her best result was a third place, at Donington, and she was normally in the top five. Although she was still in a Porsche, this was the most powerful car she had raced yet.

Another of her 2015 activities was her RecordRoadTrip, sponsored by the RAC and Audi. The aim of the trip was to visit as many countries as she could on a single tank of fuel. She was assisted by Andrew Frankel, and the car, an Audi, had a special enlarged fuel tank. The pair set a Guinness-ratified world record, having travelled most of the way round Europe.

Later in the year, she did another road trip, the Track 2 Track Challenge. Rebecca and Russian racer Natalia Freidina travelled around the UK and Eastern Europe and raced each other on circuits along the way, including some forgotten F1 tracks.

She spent most of 2016 in the GT4 European Series, driving a KTM X-Bow in the Pro class for the Reiter team. Her best finish was fifth, at Pau, and she was 20th overall. This was her first experience of a sports prototype. She also paid another visit to Dubai for the 24 Hours, but did not finish in the Sorg Rennsport BMW 325i.

This was the final year of her Project Le Mans plan, and true to her word, she raced at Le Mans. She did not compete in the 24 Hours itself, but in the Road to Le Mans support race for LMP3 cars. She drove a Nissan-engined Ligier to sixteenth place, with her By Speed Factory team-mate, Jesus Fuster. This was only the second time she had driven the Ligier. The first time was a month earlier, at Paul Ricard, where she raced in a round of the VdeV championship, finishing sixth.

In 2017, she is racing in the UK Mini Challenge.

Away from actual racing, she is a motoring journalist and broadcaster who writes for The Telegraph’s motoring section, among other publications.

(Image from www.rebeccaracer.com)

Tuesday, 9 May 2017

Catie Munnings


Catie Munnings won the European Ladies’ Rally Championship in 2016, aged eighteen and in only her second season of rallying.

She started in 2015, driving a Peugeot 106 in British club rallies, with her father Chris as her co-driver. Chris used to run the Brands Hatch and London rally schools, so Catie grew up around rally cars from a very young age.

Her best finish was 26th in the Lynn Stages Rally.  During the season, she tested a Peugeot, and so impressed watching team managers that they decided to put her straight into the European Championship the following season. In order to be eligible, she needed to have completed six rallies, so she did the Donington Park and Red Dragon events near the start of the year, to add to her four finishes in 2015.

Her ERC car was a Peugeot 208, co-driven by the more experienced German, Anne Katharina Stein. She won two Ladies ERC awards, in the Ypres Rally and the Liepāja Rally in Latvia. In Belgium, she was 65th, seventh in the Junior class and eleventh in ERC3. Her Coupe des Dames was assured when Melissa Debackere retired with accident damage. In Latvia, she was 25th overall, ninth in the ERC3 class, and eighth in the Junior class. She was 16th in the Junior standings at the end of the year, and won the Ladies’ championship.

In 2017, she declined a university place in favour of continuing her rally career. In June 2016, she had hurried back from Ypres in order to take an A-level exam.

Catie’s 2017 season will be her second in the ERC with the Saintéloc Junior team. At the time of writing, she has retired from the Azores Rally after an accident, and finished the Islas Canarias Rally in 68th place, out of 89 finishers.

(Image from http://www.sportsister.com)


Friday, 5 May 2017

Cheryl Glass


Cheryl Glass is most famous for being the only African-American woman ever to race sprintcars professionally, and to race in Indy Lights.

She was born in December 1961 in California, and moved to Seattle two years later with her parents. They were a high-achieving family; her mother was an aircraft engineer, and her father a vice-president of the Pacific Northwest Bell telecommunications company.

Encouraged by her father, she took up dirt-track racing at the age of nine, in a quarter-midget car. A younger sister, Cherry, also raced, although not to the same level as Cheryl.

She competed all over the country, winning some races and titles, and moving through the sprintcar ranks. She made it onto the professional circuit and won the Northwest Sprintcar Association’s Rookie of the Year award in 1981. Among her rivals was Al Unser Jr.

In tandem with her developing sprintcar career, Cheryl graduated from high school with honours at sixteen. Before that even, she had run her own business, creating and selling ceramic dolls, which she started when she was only nine. She enrolled at university to study Electrical Engineering, but did not graduate, preferring to concentrate on her racing career.

Between 1980 and 1983, she continued to race sprintcars. A series of spectacular accidents did not put her off, although she sustained damage to her knees that required surgery. The worst of these happened at Manzanita, Phoenix. In 1982, she took part in the USAC National Sprint Silver Crown at Indiana.

By 1984, she felt that she needed to try a different discipline within motorsport. She set her sights on road circuits, and entered the Dallas round of the Can-Am single-seater challenge, driving a VW-powered Van Diemen. She had to retire after six laps, from eighth place.

Although she hoped to have the funding to contest the rest of the Can-Am calendar, she did not. The Dallas race appears to have been run in a second-choice car, as she was originally scheduled to drive an Ausca Racing Toleman.

In 1985, she tried truck racing, in a Toyota pickup, but she crashed during testing at the Los Angeles Coliseum, and did not actually race.

It was about this time that her father acquired a Penske PC-6 Indycar, which Cheryl tested at Seattle International Raceway. This car was built in 1978, and would never be competitive against the current generation of Indycars. Talking to the Los Angeles Times, she stated that her aim was the 1987 Indianapolis 500, after at least a part-season in CART in 1986.  

There is some talk of Cheryl taking the Indianapolis Rookie Test, but I cannot find any concrete information to confirm or deny this. Her 1985 accident seems to have been a considerable setback to her career, as she disappears from the scene for a while after that. She remained hard at work on her business interests, which by now included a high-end bridal and eveningwear design studio. She was a vocal advocate for young black people wanting to get into business and engineering. This, coupled with her photogenic looks and bold career path, meant that she remained a popular media figure.

She reappeared in 1990, and entered the penultimate round of the CART American Racing Series (Indy Lights), finishing seventh at Nazareth. Among her rivals were Robbie Buhl and Paul Tracy, the latter of whom finished below her. Although she was listed for the final Laguna Seca event, she did not start.

The following year, she entered the first two races of the season, but did not finish either, driving for her own Glass Racing team, sponsored by Elegente Eye eyewear. The car’s electrics gave up after fourteen laps of Laguna Seca, and she crashed out at Phoenix.

After that, things started to go very wrong for Cheryl. She appears to have become the target of criminal activity, motivated by racism. Her house was broken into and daubed with swastikas, and she was sexually assaulted by intruders. The police were called, but the incident ended with Cheryl herself being arrested for assaulting a police officer. Her family and friends protested her innocence with her.

She committed suicide in 1997, at the age of 35, although some mystery surrounded her death. She is still remembered as a pioneer in the sport.

(Image copyright Paul Jackson)

Sunday, 30 April 2017

Deborah Gregg


Deborah Gregg raced sportscars in the States in the 1980s, and ran Brumos Motorsport after the premature death of her husband, Peter Gregg, in 1980.

The Greggs first met at a party, and initially bonded over a late-night road race they held with friends. Deborah had never actually raced. Peter competed internationally, as well as owning four car dealerships.

Their relationship progressed quickly, and they married within a few months. However, just five months after they met, Peter drove out into the desert and shot himself. He had changed his will in favour of Deborah, and left her a note telling her not to blame herself for what he had done.

She was now a widow, and went through the normal grieving processes, but she was also, now, a very wealthy woman, with the resources at hand to go racing, an ambition she had always harboured. According to her mother, she had been interested in cars since the age of five.

Her first IMSA event, in 1982, was the Daytona Finale. She drove a Porsche 924 with Elliot Forbes-Robinson. They were 22nd overall, and eleventh in the GTO class.

In 1983, she started racing for the Brumos team, which now technically belonged to her, as it had been owned by Peter since 1965. Hurley Haywood, a former team-mate of Peter’s, was on hand to help. Deborah ran a Porsche 924 for an all-female team of herself, Bonnie Henn and Kathy Rude. Their first event together was the Daytona 24 Hours, and they were thirteenth overall. The trio reunited for the Sebring 12 Hours, in which they were 35th. Deborah and Kathy then did the next three rounds of the IMSA series together, with a best finish of 17th, at Charlotte.

Mid-season, Deborah travelled to Germany for the Nürburgring Grand Prix. She shared a car with Lili Reisenbichler and Jürgen Hamelmann, but they did not finish. Back at home, she did the last two rounds of IMSA in two different Porsches 924s, driving alongside Elliot Forbes-Robinson and George Drolsom.

1984 was a much quieter season. She raced with the El Salvador team, in another 924. Her team-mates were Jim Trueman and Alfredo Mena. They were meant to do the Daytona 24 Hours and Sebring 12 Hours together, but Deborah never got to race at Sebring. The team did not finish either race anyway.

1985 saw her back in a Brumos car for the Road America Trans Am round. This time, it was a Buick Regal. She was 23rd. She also drove an Alba AR4 for Malibu in the Watkins Glen 500km, and was fifteenth.

She returned to IMSA in 1986, driving a Tiga GT286. For Daytona, she was part of a four-driver Rinzler Motoracing team with Mike Brockman, Steve Durst and Jim Trueman. They qualified in 28th place, but the car’s engine failed. Sharing with Jeff Kline, Deborah was eleventh at Laguna Seca, then ninth at Charlotte, with Jim Trueman. This was her best finish of the year. Later in the season, the car was taken over by Brumos. This particular team’s best result was a twelfth place at Palm Beach, before another Tiga was brought in, which did not run as well.

Her fourth Daytona 24 Hours was the best of her career. She got a ride in a Roush Racing Ford Mustang, with Scott Pruett, Scott Goodyear and Bobby Akin. They were ninth overall, third in class. This was more remarkable considering that they were unable to set a qualifying time, and started from the back of the grid.

Deborah remained a Roush driver for the rest of the season, and tackled the Trans-Am series in a Mercury Capri. This car seemed to suit her. She was eighth in her first race at Long Beach. By the third round at Portland, she was into the top five. Her first podium happened at Road America, and was quickly followed by another third place at Memphis. She was fifth in the championship, and won the Rookie of the Year award.

In 1988, she joined up with another Roush driver, Lyn St. James. They drove a Mercury Capri at Daytona with Mark Martin and Pete Halsmer, but crashed out quite late on. Deborah and Lynn had more success as a duo, finishing eighth at the Sebring 12 Hours in a Mercury Merkur XR4Ti. They were second in the GTO class.

Deborah had not always had such good relationships with other female drivers. Shortly before her 1988 Daytona run, she had appeared on a speaking panel with Janet Guthrie, who said, in front of her, “as for Deborah Gregg, I don't know how much money Peter Gregg left her, but it was evidently enough for her to buy herself a ride.'' It is unclear what her grudge was, or what the context of her remarks was. Others were more complementary. Including former team-mate Elliot Forbes-Robinson, who praised her progress that year.

Deborah’s Trans-Am season was not quite as strong as her 1987 run, although she remained a solid competitor. Her best result was at Detroit, where she was fifth in the Merkur. This was one of four top-tens she earned that year.

During her time at Roush, Deborah also did some truck racing in a Mitsubishi and a Jeep Comanche, although results are proving hard to track down. Lyn St. James used a Ford Ranger.

After the 1988 season, Deborah took a break from racing, although she came back to Trans-Am in a Chevrolet Camaro, in 1991. She was 18th in the 1991 championship, and tenth in 1992. A part-season in 1993 gave her a 21st place.

Her last IMSA race also occurred in 1993. She was twelfth at Miami, in her self-entered Camaro.

Shortly afterwards, she sold her interest in Brumos, and concentrated on other things, including family.

(Image copyright Mark Windecker)

Monday, 24 April 2017

The European Ladies' Rally Championship


Ewy Rosqvist and Ursula Wirth

The FIA European Rally Championship began in 1953. For the first thirteen years of its existence, a Ladies’ Championship prize was awarded to the overall highest-performing female driver.
In its heyday, the Ladies’ Prize was taken seriously by teams and manufacturers, who liked to use it in their lists of wins in their advertisements. The Ladies’ Prize was not a mere token either; a certain number of women had to take part in a rally for one to be given. It was not an award for showing up. This led to teams entering multiple female crews, in order to ensure that a prize would be awarded. This could be good news for female drivers, who got more chances to compete internationally, but it could also mean that once someone had picked up enough points to win, those drivers would be dropped from the team. Other tactics included deliberately pulling out of rallies, to make sure a rival was unable to score points.

The new ERC reinstated the Ladies’ Prize in 2015, with a less complicated set of rules.

Below is a list of the winners. Co-drivers’ names are given when known, and when they were a regular team-mate. Team names have been given when a driver used different cars during a season.

1953 Greta Molander (Saab 92)
1954 Sheila van Damm/Anne Hall (Sunbeam/Rootes team)
1955 Sheila van Damm/Anne Hall (Sunbeam/Rootes team)
1956 Nancy Mitchell (MG/BMC team)
1957 Nancy Mitchell (MG/BMC team)
1958 Pat Moss-Carlsson/Ann Wisdom (BMC)
1959 Ewy Rosqvist (Volvo)
1960 Pat Moss-Carlsson/Ann Wisdom (BMC)
1961 Ewy Rosqvist (Volvo)
1962 Pat Moss-Carlsson (BMC)
1963 Pauline Mayman/Valerie Domleo (BMC)
1964 Pat Moss-Carlsson (Saab 96)
1965 Pat Moss-Carlsson/Elisabeth Nyström (Saab 96)
1966 Sylvia Österberg (Volvo 122/Renault 8 Gordini)

2015 Ekaterina Stratieva/Julianna Nyirfás (Citroen C2/Mitsubishi Lancer Evo IX)
2016 Catie Munnings/Anne Katharina Stein (Peugeot 208)


(Image from https://www.mercedes-benz.com/en/mercedes-benz/classic/women-and-motor-racing/)


Friday, 21 April 2017

Female Drivers in Touring Cars: the USA


Michele Abbate

Below are some profiles of women racing touring cars in the USA. Some of these have been split off from the Female Drivers in Touring Cars in the Rest of the World post. Shea Holbrook has her own profile. For female stock car drivers, try here or here.

Michele Abbate - races a Scion FR-S (precursor to the Toyota GT86) in the USA. She started out in time trials and Time Attack events, before moving into circuit racing in 2009. She has mainly competed in SCCA Nationals, where she has achieved considerable success, including a Western Conference championship win in 2015. In 2014 and 2015, she raced in the US Touring Car Championship. She was seventh in the 2014 series, but only competed in one 2015 race. Her continuing strong performances and skill in finding sponsorship have led to a drive in the 2017 Bathurst 6 Hour race, for Pedders Racing. She will be driving a Toyota GT86.

Geri Amani - races touring cars and single-seaters in the USA. She is a multiple race winner in SCCA Improved Touring, and finished in the championship top three in 2013 and 2014. In 2014, she also entered the US Touring Car Championship, driving a Mazda3. She did one race, and was fourth in class, at Laguna Seca. That year, she did her first single-seater races as well, finishing third in Formula F in a 1600cc Formula Ford. Since then, she has mostly worked as a driving instructor, and stunt driver.

Rebecca (Becky) Arsham - has taken part in at least five seasons of the US Touring Car Championship, usually in a Honda. She has only done part-seasons, and her best championship position was eighth, in 2014, driving a gogogear.com Honda Civic. Much earlier, in 2007, she shared a car with Rich Woo, and earned at least one third place. The pair had raced together in the NASA Pacific Coast Touring Car Championship in 1999 and 2000, finishing second both times. Becky has been active in motorsport since at least 1996, when she was second in the NASA HPR Championship.

Sarah Montgomery - racing in the Pirelli World Challenge in 2017, driving for Shea Holbrook’s Shea Racing team. Her car is a Honda Civic. Prior to this, Sarah raced a Mazda MX-5 (Miata) from 2011 to 2016. In 2013, she won two championships, the Gulf Coast Racing Series, and the NOLA Region Spec Miata Series. In 2012, she also won the Spec Miata Charity Challenge, a one-hour enduro.

(Image copyright Scion Racing)


Monday, 17 April 2017

Rena Blome


Rena in 1984

Rena Blome was the fastest female rally driver in Germany, in the mid-1980s.

A former apprentice painter and decorator, she rallied internationally from 1981, initially in a Peugeot 104. During this season, she entered the Monte Carlo and RAC Rallies, and was the leading German finisher in the 1000 Lakes Rally. She did not finish the other two World Championship events.  

In 1982, she managed a twelfth place in the Rallye Deutschland, and another in the Vorderpfalz Rally. This was one of four top-twenty finishes that year. The Peugeot team gave her a works 104 for the Hunsrück Rally, but she did not finish.

By the start of 1983, she had been talent-spotted by Peugeot Sport, who provided her with a car for the German championship. She drove a Talbot Samba that year, and was twelfth in the German championship. Her best finish was twelfth, in the ADAC-Saarland Peugeot-Talbot Rally, and she also scored a class win. The class win was won of seven that year.

In a Talbot Samba, and scored three top-ten finishes in 1984. The best of these was an eighth place, in the Saarland Rally. The others were two tenths in the Hessen and Trifels rallies, both with class wins. She was sixth in the German championship, and would probably have been higher, had she finished more rallies.

The following year, she returned to the Peugeot side of the company with a 205 GTi. She achieved two more top tens, an eighth in the Sachs Winter Rally, and a sixth in the Saarland Rally. Again, too many retirements later in the season disrupted her momentum, but it was still a strong season, in a competitive championship.

At the end of the year, she tried to obtain a Group B 205 T16 from Peugeot. This car, one of the fastest of the Group B era, would have allowed her to challenge for overall wins. It had allowed Kalle Grundel to dominate the 1985 championship, and he moved on to Ford, creating a space in the team. In the end they did not give her one; the number one Peugeot seat was filled by Michele Mouton, who went on to win the 1986 championship. Rena had set her heart on a T16, and sat the season out rather than try her luck in another car.

After the 1986 season, Group B was banned, so she never got her T16 drive.

Her career finishes here, apart from one run in the 1987 Rally Deutschland, in an Opel Kadett. She did not finish. After her retirement from rallying, she worked as a safe-driving instructor, often working with other women, and had children. Much later, she worked in the field of complementary medicine, and opened her own clinic.

(Image copyright McKlein)