In true Campbell tradition, with the blue paint still wet, the latest Bluebird was launched at the Brooklands museum on September 24th 1997.
Bluebird BE97/1 had been built and designed by Chris Humberstone and his team led by Paul Keegan at Great Yeldham in Essex. The car had been built and designed in less than 4 months. The team had worked through the night to get the car to Brooklands for the 11.00hrs press call.
We were very kindly offered trackspace at Goodwood by Michael Scott of the 96 Club. So in keeping with family tradition the car was taken to Goodwood for its shakedown test. My uncle, Donald Campbell launched his car Bluebird CN7 at Goodwood in 1960.
We have always struggled to achieve a fully funded project and after the test we had to shut down for the winter period. We were offered a wind tunnel test by MIRA at Nuneaton. The test indicated that a bigger tail fin was needed for added stability, so for a short time the car had two tailfins!
The first goal was to break the UK record for an electric car, which stood at 106.77mph to project Volta. Bluebird had been designed to run on Pendine Sands with an anticipated distance of at least 4 miles. However with the limited funds available and the high risk of running on the beach we decided that it would be prudent to use the runway at Elvington Airfield. The runway is only 1.8 miles long and a peak speed of only 140mph could be expected by the end of the measured Kilometre.
In early May 1998 the team assembled at the Steer Inn in Elvington. The team consists of very welcome volunteers who have helped on a number of other British record attempts. They are mostly members of the Speed Record Club and are all dedicated to the cause and are very professional in their approach to all attempts.
Our first runs of the car got off with a good start on day one with speeds slowly increasing on each run. This was also to be our first proper test session and record attempt at the same time, all down to the lack of finance! An electrical 'cut out' problem and some heavy showers (another Campbell tradition!) added to the sense of frustration.
The second day got off to a brighter start with some encouraging speeds on half power before lunch. We were averaging 99mph on a number of runs, only 7mph slower than the record. Once we felt we were ready more batteries were powered up and the timekeepers led by Robin Hutton were in place, A new record was there for the taking! However the extra power 'tripped' our 'cut out' problem and we were unable to increase speeds and our day ended! Defeat was snatched from the jaws of success.
We were able to obtain permission from the RACMSA and Elvington to run again at short notice. On May 21st we were back on the runway. We built up speeds gradually again, but when we switched to anything above half power we had our 'cut out' problem. Sheffield University thought that they had cured the problem. During the afternoon our times were getting slower as different solutions were sought. It looked like we were going to be beaten again, and a last minute frantic rush was made to over ride the problems.
The timekeepers agreed to time one more pair of runs. So very late in the day we were able to set a new British Land Speed Record for an Electric car of 116.41 mph. The relief was felt the whole length of the runway!
The expected news coverage and increase in sponsorship was a big disappointment. Money was needed to fund our next attempt scheduled for Pendine on Sept 5/6 and 19/20.
We decided to carry on with the attempt despite the immense difficulties involved. The modifications to the car took longer than expected; we missed our first dates and only just managed to get to Pendine for September 19th. Sheffield had done some work on the drivetrain but we were unable to test the system in the car prior to arriving at Pendine.
Also some mechanical work was still required overnight! The weekend turned out to be a big disappointment. Despite excellent weather, very good sand conditions and a large crowd, we were unable to overcome the re-occurring 'cut out' problem. We were able to set a new Mile record due to the fact that one had not been set before. However we were not able to improve our outright UK record despite a best one way average of 137.27mph.
Our money problems got worse, one expected sum was not paid, and the project was forced to close down over the winter. It was decided that it was best for this phase of the project to close. I did my best for the company and its creditors, all recognised creditors were paid and company temporarily ceased trading.
A completely new project was started by Martin Rees based at Pendine and I was invited to drive and lend the name Bluebird to a new car.
In October 1999, a new car was launched at Pendine. This new car is lighter and more streamlined than its predecessor. Narrower tyres and an enclosed cockpit were the major changes. The same drivetrain from Sheffield University and lighter batteries from Hawker. The two motors are fitted directly to the rear wheels via a 6:1 epicyclic gear box and weigh 13kg developing 100kilowatts (125 bhp) each. The car is 21 feet long and 4 feet wide weighing 890Kilos.
This was to be an 'interim' car for the year to go to Pendine and break the UK record and to aim for my grandfather's first ever record of 146.16mph. It was hoped that the resultant publicity would attract more sponsors to build a new 300mph car.
It has been my ambition to emulate my grandfather’s 301mph, but in an electric car. The international record for an electric car is currently 245mph and is held by the American team, 'White Lightning'.
The racing team had many weekends down at Pendine preparing for a record attempt planned for June. Much was needed to be done, Health and Safety, team procedures and the preparation of the new car.
Most of Pendine Sands is own by DERA and Martin has his base on the military establishment.
The week leading up to the weekend of June 15/16/17 had awful weather and we very nearly cancelled. However Friday 15th dawned sunny. The tide left just over 3 miles of usable beach with some severe holes on the sea side of the course, which the support crews, led by my half brother Peter had to drive. We started racing at 14.14hrs once the beach crews, led by Malcolm Pittwood had cleared and secured the beach. As usual modest speeds for the first runs were the order of the day to test the sand conditions. At 15.11hrs a best one way average of 123.92 was recorded, there was great excitement and expectation in the team. After two years of frustrations would we break a record at Pendine at last?
The car had to return within one hour of starting the outward run. Fresh batteries were placed on board and systems checked. We were still not using full power and wanted to keep that up our sleeve for the next pair of runs
The timekeepers were ready and all the beach crew were warned that Bluebird was ready to make the return run. I was sitting in the car waiting for the 'go' signal from my brother and looked at my St Christopher's on the dash board, (one belonged to my grandfather) and hoped that this at last would be a good run back, we had more run up to the timing lights in this direction, despite having to run around some very soft sand that I had nicknamed 'the porridge'. There is an underground stream that rises at this point and causes very soft sand.
My brother gave me the OK and I went through the start up procedure with Tim Allen of Sheffield. As usual the car felt a bit sluggish to get going, but then I was away, but only for about 50feet! A very strange sound came from the motors; the car shuddered to a stop. It felt like a gear had been stripped or broken. I could not believe my luck.
Tim Allen was the first on the scene and tried to get the car moving, without any luck. I was pushed back to the pit area and waited for news. It seemed that we had a terminal problem and the car was loaded onto to the trailer and taken back to the workshops. A team meeting was arranged whilst the mechanics, led by Mike Varndell, and Sheffield tried to find out the problem.
When I arrived at the meeting the mood was very downbeat and feeling that we had been robbed yet again. However, news from the workshops was good. It turned out that the weather proofing around the motors to prevent any sand or water getting in was so effective that a natural oil leak had filed the bags and 'drowned' the sensors forcing them to shut down! The cure was easy and once the motors were cleaned we were back in business.
Saturday again was a glorious day and the car was ready to run at 12.43hrs. Again, modest initial runs were made to test the conditions. The tide had left a shorter than 3-mile useable stretch and again Malcolm Pittwood and his team had done a superb job getting the course ready in very quick time. The 'porridge' was still a problem at the West end and a patch of 'Treacle' had appeared at the East end!
We calculated that at 14.00hrs we would make our first attempt of the day and have fully charged batteries ready for the return run. The run was to start from the eastern end. I was sitting in the car strapped in waiting for the top body to be placed over me when I noticed a strange mist almost like steam rising up from the sand! The observers along the course reported a sea mist approaching along the course from Tenby. However visibility was still good, but please 'get a move on'!
Suddenly I was away and noticed that the mist was getting heavier the further west I drove, however it was a good run with an average of 119.26mph. When I brought the car to a halt at the pit station the mist had turned into a thick fog and I could not make out any of the course markers in front of me! The timekeepers, RAC observer and Malcolm all radioed 'No Go' due to poor visibility. The car was made ready with fresh batteries. Everyone was aware that to get a new record we had to be clear within one hour of our first run and time was ticking by waiting for the fog to clear. It was coming across in thick banks with clearer bits in between. I was strapped into the car and waited for clearance to run. Over the radio I could hear the observers from the middle of the course giving the distances of visibility. Apparently from the central high look out position Martin could see that the fog was only low level and could see right over the top of it and into pockets of clearance.
I was getting frustrated realising that yet again we would be beaten, this time by Mother Nature. I was prepared to run, provided I could make out each next course marker. My only concerns were the Scaffolding poles, left by the MOD as marker posts, which were in the middle of the run up and at the far end of the course in the slowing down zone.
I had made my mind up to run on a higher course into the measure mile and run very close to the high water mark, which also acted as a guideline. I had to avoid the porridge to be able to get decent acceleration. Suddenly I was given the 'Go ahead' signal. The fog was moving and had created a clear patch in the middle of the course, I could just make out the first course marker and was off and running!
The higher course was good and smooth, but I knew that I had to swerve to the right then left to avoid the poles, the 'porridge' and line up for the timing lights. At this point the fog was getting thicker and I could not see the next marker, I also had to make this turn, I thought that I passed my turning marker and made the turn only for the fog to clear and let me see that I had turned too early and was heading straight into the poles and the 'porridge'. Another quick flick on the steering wheel and I was back on course after a little bit of 'fish tailing' from the back of the car and a few extra heart beats.
Once in the measured section I knew that as long as I could see the markers I was safe! The fog was getting thicker as I left the last timing lights and could not see anything, not even the headlights from the cars at the pit station! I knew that somewhere were three poles in a row in the middle of the course and used the brake pedal quite severely! It was almost as if the fog had filed the cockpit, again it cleared enough to see the poles and then the pit station. I was mightily relieved to stop and knew that it had been a quick run. !
The timekeepers announced an average of 136.01mph and a new two way record of 128.87mph, the relief was instant
We hoped to be able to improve the speeds and go after the weekends' objective of 146mph, my grandfather's first record at Pendine. However time was against us, 'tide waits for no man'. We were able to have one set of batteries ready, so with more power available we achieved a one way average of 142.49mph. It was then straight off the beach and off to the celebration party, which apparently went on until the very early hours! We decided it best not to run on Sunday and anyway I wanted to be at my children's First Holy Communion in Surrey.
The press response on the Sunday was fantastic with every newspaper carrying a story. We even managed to sign up a new sponsor in LG the Korean electronics company. We were now able to go back to Pendine in August to try and finish the objective of beating the 146mph, having been so close in June.
Again the weather was kind to us the week-end of August 18-20th.However the sand seemed a lot softer over most of the course and the 'Porridge' and 'Treacle' were no better. We opted for our attempts to be timed over the kilometre and the 1/2 kilometre, in the hope to give us the complete set of time distances.
Friday 18th was very much a trial day again, Sheffield University wanted to build up the speeds gradually. They had full control of all speeds. I only need to put my foot hard down and they would tell the computer what speeds they wanted.
So on Saturday 19th, it was agreed that we would start with 3/4 power and go straight for an increase in our outright record. The first pair of runs yielded a new average of 137.15mph with relative ease. I was aware of the car 'crabbing' sideways on the soft sand, which was an interesting drive, but otherwise uneventful.
We then started to add more power, but started going slower! The car also had its 'cut out' problem return, everyone was getting very frustrated. The sand was drying out and leaving a thin layer of soft crust on the top, which seemed to be slowing us down. The electronics were also behaving 'erratically'. On the last run of the car the car hit a rut in the sand, possibly left by the lifting of a jelly fish and the filed hole 'sinking' whilst it dried out. After an inspection it was noticed that the rear suspension was bent, it was not sure if the 'bump' or the general poor state of the sand had put paid to the rest of the weekend.
We were unable to use Pendine again in 2000 due to both the lack of finances and the fact that the military were using the beach for a secret test session.
It is still my ambition to drive an Electric car at 301 mph!
© Don Wales February 2001
This feature article originally appeared in the Bluebirds club magazine no 1 in Spring 2001
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