List of water speed records
The list of water speed records chronicles the fastest speeds attained by powered watercraft across various classes and categories, as officially recognized and ratified by the Union Internationale Motonautique (UIM), the global governing body for powerboating and motornautique sports. These records encompass unlimited outright speeds as well as class-specific achievements based on factors such as engine type, displacement, hull design, and propulsion method, reflecting advancements in hydroplane and boat technology since the early 20th century.[1] The outright unlimited water speed record—the highest overall velocity achieved on water—currently stands at 317.59 miles per hour (511.11 kilometers per hour), set by Australian engineer and racer Ken Warby (1939–2023) aboard his self-built, jet-powered hydroplane Spirit of Australia on October 8, 1978, during two runs on Blowering Dam in New South Wales, Australia.[2] This mark, powered by a modified Westinghouse J34 jet engine, has remained unbroken for 47 years, surpassing previous benchmarks set primarily by British and American challengers in the mid-20th century.[3] Unofficial records date back to 1909 through powerboat race organizers, but formal UIM ratification began in 1928 with George Wood's 92.83 mph (149.40 km/h) in the Miss America VII on the Detroit River, establishing standardized rules for measured kilometer and mile courses requiring two-way averages to account for wind and current.[4] Pursuits of these records have been marked by intense innovation, from piston-engine hydroplanes in the 1930s—such as Sir Malcolm Campbell's Bluebird K3 reaching 126.33 mph (203.31 km/h) in 1937—to turbine and jet propulsion in later decades, but the endeavor is infamously perilous, with at least five record holders, including Britain's Donald Campbell in 1967, perishing during attempts due to structural failures, cavitation, and high-speed instability on water.[2] In the United States, the American Power Boat Association (APBA) maintains parallel national records that often align with UIM standards, covering inboard, outboard, and hydroplane classes, while global efforts continue with ongoing challenges like those by Warby's son, David, aiming to eclipse the family legacy using modern composites and engines.[5]Early Records (Pre-1930)
Before 1910
Early attempts at achieving high speeds on water in the 19th century relied on steam-powered paddle steamers, which represented the first mechanized efforts to surpass sailing vessels. Experimental steamboats like Robert Fulton's Clermont, launched in 1807, averaged around 5 mph while navigating the Hudson River from New York to Albany, covering 150 miles in approximately 30 hours.[6] These vessels used large paddle wheels to propel themselves, but their designs prioritized reliability over velocity, limiting speeds to under 10 mph in most cases due to inefficient boilers and hull drag.[6] By the mid-19th century, competitive races drove incremental improvements in steam technology, enabling faster transatlantic crossings. For instance, the 1838 transatlantic race between the paddle steamers Sirius and Great Western averaged about 8-9 mph over the Atlantic Ocean from England to New York, demonstrating the potential of steam propulsion. Earliest documented propeller-driven benchmarks appeared in the 1880s, such as the 1887 trial of the American boat Lanier at 26.8 mph on the Potomac River.[7] The late 19th century saw the emergence of internal combustion engines, shifting from paddle wheels to propellers for greater efficiency. The Priestman Brothers' kerosene-powered motorboat, built in Hull, England, in 1888, achieved 6 knots (roughly 7 mph), serving as an initial experiment in powered planing hulls.[8] This innovation laid the foundation for faster designs, though records remained unofficial until organized oversight. In 1907, the formation of the Paris-based Association Internationale du Yachting Automobile (precursor to the Union Internationale Motonautique, or UIM) provided the first international framework for powerboat competitions and record validation, standardizing measurements and rules.[9] Pioneering hydrofoil experiments also began during this era, introducing lift principles to minimize water resistance. Alexander Graham Bell, collaborating with Casey Baldwin, initiated the HD series of hydrofoil boats around 1908–1909 on Baddeck Bay, Nova Scotia, where initial tests demonstrated the concept of raising the hull above the water surface using submerged foils to achieve higher velocities than conventional displacement hulls.[10] These efforts highlighted hydrofoil lift as a transformative approach, though full record attempts awaited later refinements.1910s
The 1910s marked the transition from steam-powered to gasoline-powered vessels in water speed record attempts, with internal combustion engines enabling more reliable and higher speeds on the water. A recognized early gasoline-powered achievement came in 1911 during the Harmsworth Trophy, when the Dixie IV, a 12-meter stepped hydroplane designed by Clinton H. Crane and powered by a 250-horsepower Simms engine, averaged about 34 mph, piloted by George M. Hendee in Huntington Bay, Long Island, New York.[11] This breakthrough surpassed previous steam benchmarks and secured the Harmsworth Trophy for the United States in its first international competition win, intensifying rivalry between American and British challengers.[11] The Harmsworth Trophy, established in 1903 by British publisher Alfred Harmsworth, became a key catalyst for early 20th-century water speed innovation, pitting national teams against each other in high-stakes races that demanded advancements in hull design and propulsion. In 1912, the British challenger Maple Leaf IV, a 60-foot hydroplane with twin 300-horsepower engines, claimed the trophy at approximately 47 mph on Lake St. Clair, Michigan, piloted by Charles Samuels for owner Sir E. Mackay Edgar.[7] Early gasoline engines often suffered from overheating and vibration issues, limiting sustained runs and highlighting the era's engineering challenges. The decade saw incremental progress in unofficial outright records, reaching around 60 mph by 1918. It culminated in 1919 with the HD-4, a revolutionary hydrofoil boat developed by Alexander Graham Bell and his team at Baddeck, Nova Scotia, which achieved a hydrofoil class average speed of 70.86 mph on Bras d'Or Lake, piloted by Thomas A. Baldwin. The HD-4 used four submerged hydrofoils for stabilization, lifting the 63-foot hull entirely out of the water to minimize drag and wave resistance, representing a significant leap in hydrodynamic efficiency over traditional planing hulls.[12] These gains in the 1910s laid the groundwork for future designs, with propeller efficiency enhancements—such as adjustable blades for better thrust—carrying forward into the 1920s.[7]1920s
The 1920s marked a pivotal era in water speed record attempts, characterized by the widespread adoption of planing hulls and the integration of supercharged aircraft-derived engines, which enabled boats to skim across the water's surface rather than displace it, significantly reducing drag and allowing speeds to exceed 90 mph for the first time. American racer Garfield "Gar" Wood dominated this period, leveraging twin Liberty V-12 engines—originally developed for World War I aircraft—in his Miss America series of hydroplanes to shatter existing benchmarks multiple times. These innovations built on earlier flat-hull limitations, transitioning to more efficient designs that lifted the hull onto a plane, minimizing wetted surface area and harnessing aerodynamic principles for propulsion.[7][3] Key records from the decade reflect this technological leap, with Wood's boats featuring stepped hydroplane configurations that incorporated notches in the hull to further decrease resistance by elevating the rear section above the waterline during high-speed runs. Gar Wood established early benchmarks, incrementally improving through the decade.| Date | Pilot | Boat | Speed (mph) | Location |
|---|---|---|---|---|
| Sep 15, 1920 | Gar Wood | Miss America | 74.91 | Detroit River, USA |
| Oct 7, 1921 | Gar Wood | Miss America II | 85.51 | Detroit River, USA |
| Sep 25, 1923 | Gar Wood | Miss America III | 87.74 | Detroit River, USA |
| Sep 4, 1928 | Gar Wood | Miss America VII | 94.02 | St. Clair River, USA |
| Mar 14, 1929 | Gar Wood | Miss America VIII | 101.14 | Miami, USA |
1930s Innovations
Key Records
The 1930s marked a period of intense rivalry between British and American racers in pursuit of the world water speed record, with speeds surpassing 140 mph by the decade's end amid international competitions on lakes and rivers. Pioneered by innovative designs and powerful engines, these attempts often required exceptionally calm conditions for official ratification by bodies like the Union Internationale Motonautique (UIM), as turbulent water could invalidate runs. Key milestones included Henry Segrave's breakthrough in 1930 aboard Miss England II, powered by twin Rolls-Royce R aircraft engines, achieving 98.76 mph (158.94 km/h) on Lake Windermere in England after two measured runs in opposite directions.[3] Following Segrave's fatal accident shortly after, Kaye Don rebuilt and piloted Miss England II to multiple records in 1931, first reaching 103.49 mph (166.51 km/h) on the Parana River in Argentina on 2 April, then 110.22 mph (177.38 km/h) on Lake Garda in Italy on 9 July. Don later set 119.81 mph (192.68 km/h) on 18 July 1932 aboard Miss England III on Loch Lomond in Scotland, where the site's sheltered waters were crucial for the UIM's strict ratification criteria of minimal wave disturbance.[3] American racer Gar Wood reclaimed the record in 1932 with Miss America X, averaging 124.86 mph (200.90 km/h) over the measured mile on the St. Clair River near Detroit on 20 September, powered by four supercharged Packard V12 engines and marking the first time a boat exceeded two miles per minute. Earlier, Wood had set 102.256 mph (164.57 km/h) on 20 March 1931 with Miss America IX on the Indian River and 111.71 mph (179.83 km/h) on 5 February 1932 at the same location.[3] Sir Malcolm Campbell dominated the latter half of the decade, setting successive records with his Bluebird hydroplanes. On 1 September 1937, Bluebird K3 achieved 126.32 mph (203.29 km/h) on Lake Maggiore near the Swiss-Italian border. The next day, on 2 September 1937, he raised it to 129.50 mph (208.41 km/h) with the same boat on Lake Maggiore. On 17 August 1938, Campbell set 130.91 mph (210.74 km/h) with Bluebird K3 on Hallwilersee in Switzerland. His final triumph came in 1939 with Bluebird K4, equipped with surface-piercing propellers for reduced drag, averaging 141.74 mph (228.11 km/h) on Coniston Water in England on 19 August after a night of mechanical adjustments, confirming the record amid disputes over wind conditions but ultimately ratified by observers.[3][2][17]| Date | Pilot | Boat | Speed (mph) | Location |
|---|---|---|---|---|
| June 13, 1930 | Henry Segrave | Miss England II | 98.76 | Lake Windermere, UK |
| April 2, 1931 | Kaye Don | Miss England II | 103.49 | Parana River, Argentina |
| March 20, 1931 | Gar Wood | Miss America IX | 102.26 | Indian River, USA |
| July 9, 1931 | Kaye Don | Miss England II | 110.22 | Lake Garda, Italy |
| February 5, 1932 | Gar Wood | Miss America IX | 111.71 | Indian River, USA |
| July 18, 1932 | Kaye Don | Miss England III | 119.81 | Loch Lomond, UK |
| September 20, 1932 | Gar Wood | Miss America X | 124.86 | St. Clair River, USA |
| September 1, 1937 | Malcolm Campbell | Bluebird K3 | 126.32 | Lake Maggiore, Switzerland |
| September 2, 1937 | Malcolm Campbell | Bluebird K3 | 129.50 | Lake Maggiore, Switzerland |
| August 17, 1938 | Malcolm Campbell | Bluebird K3 | 130.91 | Hallwilersee, Switzerland |
| August 19, 1939 | Malcolm Campbell | Bluebird K4 | 141.74 | Coniston Water, UK |
Boat Design Changes
In the 1930s, a pivotal shift in boat design occurred with the adoption of the three-point hydroplane configuration, which revolutionized water speed record attempts by enhancing lift and stability at high velocities. This design featured two forward sponsons for initial contact with the water and a rear planing surface, allowing the hull to rise and skim efficiently while minimizing wetted surface area and drag. Unlike earlier step hydroplanes that relied on a single keel with indented steps, the three-point setup trapped air beneath the hull for better planing, enabling sustained speeds beyond 100 mph. The configuration's stability was particularly vital during straight-line record runs, reducing the risk of porpoising or instability at planing angles.[18][19] Propulsion advancements complemented these hull changes, notably through the development of surface-piercing propellers that mitigated cavitation—a phenomenon where low pressure on blade surfaces forms vapor bubbles, leading to thrust loss and vibration. These propellers, partially emerging from the water, operated with reduced submerged blade area, lowering drag and allowing higher rotational speeds without severe cavitation. While early experiments dated back to the 1910s, their refined application in 1930s hydroplanes marked a key evolution for record-breaking craft. For instance, boats like the Miss England series incorporated custom propeller designs tested for high-speed efficiency, contributing to records such as Kaye Don's 119.81 mph in 1932.[20][21] Engine power also surged with the integration of supercharged V12 aviation-derived units, delivering over 2,000 horsepower to drive these lightweight hydroplanes. The Rolls-Royce R, a supercharged 36.7-liter V12, exemplified this trend, powering Malcolm Campbell's Blue Bird K4 to 141.74 mph in 1939 with outputs exceeding 2,300 hp. These engines, adapted from aircraft applications, provided the torque and boost needed for planing at extreme speeds, far surpassing the 1,000 hp limits of prior decades. Such innovations directly enabled the decade's key records, transforming theoretical designs into practical record-setters.[22]Post-War Era (1940s-1960s)
1940s and 1950s
Following World War II, water speed record attempts resumed with renewed vigor, leveraging wartime innovations in aviation technology to advance hydroplane design. Aluminum alloys, refined for aircraft during the conflict, were adapted for boat hulls, providing superior strength-to-weight ratios and improved impact resistance compared to traditional wood constructions, which allowed for slimmer, more hydrodynamic shapes capable of withstanding high-speed stresses.[23] Piston-engine hydroplanes dominated the early post-war era, with supercharged V-12 aircraft engines repurposed for marine use to drive surface-piercing propellers. These designs emphasized three-point hydroplane configurations for planing efficiency, focusing on incremental speed gains through refined hull shapes and power tuning rather than radical propulsion changes. The period marked a peak for propeller-driven craft before the shift to jets in the mid-1950s. Key records in this era included Stanley Sayres piloting the aluminum-hulled Slo-Mo-Shun IV, equipped with two Allison V-1710 engines, to 160.32 mph (258.01 km/h) on Lake Washington, Washington, USA, on June 26, 1950, surpassing the pre-war mark of 141.74 mph set in 1939.[24][25] Sayres returned with the same boat on July 7, 1952, achieving 178.49 mph (287.25 km/h) over the measured kilometer, a jump of over 18 mph that highlighted the potential of post-war piston optimizations.[26][27] The transition to jet propulsion began in 1955 with British racer Donald Campbell in his hydroplane Bluebird K7, powered by a Metropolitan-Vickers Beryl turbojet engine. Campbell set a new record of 202.32 mph (325.60 km/h) on Ullswater, England, on July 23, 1955. He followed with 216.20 mph (347.94 km/h) on Lake Mead, Nevada, USA, on November 16, 1955; 225.63 mph (363.06 km/h) on Coniston Water, England, on September 20, 1956; and 239.07 mph (384.80 km/h) on Coniston Water on November 7, 1957.[7] Piston-driven efforts culminated in Art Asbury's Miss Supertest II reaching 184.49 mph (297.01 km/h) on Lake Ontario, Canada, on November 1, 1957, establishing the pinnacle for propeller craft as jets accelerated speed barriers in the subsequent years.[28] This progression underscored the 1950s' emphasis on durable, high-output piston systems alongside the emerging jet innovations, setting the stage for hybrid propulsion transitions.| Date | Driver | Boat | Speed (mph) | Engine | Location |
|---|---|---|---|---|---|
| 1950-06-26 | Stanley Sayres | Slo-Mo-Shun IV | 160.32 | 2 × Allison V-1710 | Lake Washington, USA |
| 1952-07-07 | Stanley Sayres | Slo-Mo-Shun IV | 178.49 | 2 × Allison V-1710 | Lake Washington, USA |
| 1955-07-23 | Donald Campbell | Bluebird K7 | 202.32 | Metropolitan-Vickers Beryl | Ullswater, England |
| 1955-11-16 | Donald Campbell | Bluebird K7 | 216.20 | Metropolitan-Vickers Beryl | Lake Mead, USA |
| 1956-09-20 | Donald Campbell | Bluebird K7 | 225.63 | Metropolitan-Vickers Beryl | Coniston Water, England |
| 1957-11-07 | Donald Campbell | Bluebird K7 | 239.07 | Metropolitan-Vickers Beryl | Coniston Water, England |
| 1957-11-01 | Art Asbury | Miss Supertest II | 184.49 | Rolls-Royce Griffon | Lake Ontario, Canada |
1960s Attempts
The 1960s marked a pivotal era in water speed record pursuits, building on the jet propulsion advancements of the late 1950s and facing escalating risks at approaching supersonic velocities on water. Donald Campbell, building on his father's legacy, continued to dominate these attempts with his hydroplane Bluebird K7, powered by the Metropolitan-Vickers Beryl engine. This period saw Campbell push beyond previous barriers, facing unprecedented hydrodynamic challenges such as cavitation—where high-speed water flow over the hydrofoils forms vapor bubbles that collapse and cause loss of lift and control.[29][30] In December 1964, Campbell achieved his seventh and final official world water speed record on Lake Dumbleyung in Western Australia, averaging 276.33 mph (444.71 km/h) over two runs on December 31. This feat not only elevated the absolute record but also made him the first person to hold both land and water speed records simultaneously, following his land record earlier that year. The attempt highlighted the jet era's demands, with Bluebird K7's three-point hydrofoil design struggling against cavitation at speeds exceeding 250 mph, requiring precise adjustments to maintain stability. Despite these risks, the record stood as a testament to engineering innovations in jet integration for aquatic vehicles.[31][32] Campbell's pursuit continued into 1967 with an upgraded Bristol Siddeley Orpheus turbojet, culminating in a tragic bid for 300 mph on Coniston Water in England. On January 4, during his eighth record attempt, Bluebird K7 accelerated to over 320 mph (515 km/h) before the hull lifted abruptly, causing the boat to somersault and disintegrate. Campbell was killed instantly in the crash, which investigators attributed to control instability exacerbated by cavitation on the hydrofoils and a possible minor structural anomaly from prior testing. Though unofficial due to the incomplete run, the speed underscored the era's dangers, where jet thrust outpaced hydrodynamic control.[33][34] Later in 1967, American Lee Taylor Jr. set a new record of 285.21 mph (459.01 km/h) on June 30 aboard the jet-powered Hustler on Lake Guntersville, Alabama, USA, surpassing Campbell's mark. These attempts influenced subsequent 1970s designs by emphasizing reinforced hydrofoils and alternative propulsion to mitigate cavitation.[7]The 1970s Milestone
1967 Campbell Attempt
Donald Campbell's 1967 attempt to break the world water speed record took place on Coniston Water in England's Lake District, where he piloted the modified Bluebird K7 hydroplane aiming to exceed his existing mark of 276 mph (444 km/h) and reach over 300 mph (483 km/h).[35] The Bluebird K7, originally designed in the 1950s, had undergone significant modifications for this bid, including the installation of a more powerful Bristol Siddeley Orpheus jet engine derived from a fighter aircraft, repositioned to improve trim and thrust delivery at higher velocities.[34] These changes were intended to address stability issues encountered in prior runs and push the limits of jet hydroplane performance during the 1960s era of escalating speed challenges.[34] On January 4, 1967, Campbell completed an initial southward run, but the engine cut out early; he restarted it and achieved an unofficial speed of 297 mph (478 km/h).[34] For the return northward run, required for record ratification under Union of International Motorboating rules, conditions had deteriorated due to wind-generated waves and the lingering wake from the first pass, creating a non-mirror-like surface.[34] Accelerating to over 320 mph (515 km/h), the Bluebird K7 experienced loss of control, with the hull beginning to porpoise—oscillating in pitch and heave—exacerbated by Campbell's adjustment of the rear fin to counteract the instability.[34] This led to the bow lifting sharply, causing the craft to somersault airborne before crashing back into the water approximately 200 yards (183 m) short of the measured kilometer's end.[36] The crash resulted in an impact velocity of 185 mph (298 km/h) at 45 degrees off horizontal and 10 degrees off course, disintegrating the hull and killing Campbell instantly from multiple fractures.[34] An unofficial speed of around 325 mph (523 km/h) was recorded on telemetry just before the flip, but no official record was ratified due to the failure to complete the measured course and the tragic outcome.[36] Post-accident investigations, including analysis of wreckage and telemetry, identified key technical failures: the engine flamed out at the critical moment, causing sudden loss of thrust and resulting jet thrust asymmetry that destabilized the planing hull's dynamics.[34] Hull dynamics were further compromised by the porpoising amplified by rough water and the fin adjustment, which inadvertently increased lift on the bow at supersonic-equivalent speeds.[34] A formal inquest in 2002, following recovery of Campbell's body and the wreckage in 2001, ruled the death accidental, dismissing theories of suicide or throttle mismanagement and emphasizing environmental and mechanical factors.[34] The incident underscored the perilous transition to jet propulsion in water speed records, influencing subsequent safety protocols for high-speed hydroplanes.[35]1977-1978 Warby Record
Ken Warby (1939–2023), an Australian mechanical engineer and self-taught boat designer, achieved a breakthrough in water speed records with his homemade hydroplane, Spirit of Australia, powered by a surplus Westinghouse J34 turbojet engine sourced from a military aircraft.[37][38] In 1977, Warby conducted initial high-speed trials on Blowering Dam in New South Wales, where he set a provisional world record of 288.60 mph (464.46 km/h) on November 20, marking the first time an Australian held the unlimited class title.[39][40] Building on this success, Warby refined the boat and returned to Blowering Dam in 1978 for the official record attempt. On October 8, he completed two measured runs, averaging 317.58 mph (511.09 km/h)—with speeds of approximately 305 mph on the first leg and 328 mph on the return—establishing a mark that surpassed previous records by a significant margin.[41][42] This achievement was ratified by the Union Internationale Motonautique (UIM), the international governing body for powerboating, despite the boat's unconventional DIY construction.[40] The Spirit of Australia exemplified resourceful engineering, constructed entirely in Warby's Sydney backyard over two years starting in 1972, without any corporate sponsorship or external funding, with a total cost of approximately A$10,000, including a surplus jet engine acquired for A$65 and using scavenged materials where possible.[37][43] Its hull was crafted from marine plywood reinforced with wooden stringers, brackets, and epoxy resin for durability and lightness, allowing the 9.15-meter craft to skim the water surface at extreme velocities while withstanding the stresses of jet propulsion.[37][42] Warby's solo design process, informed by his engineering background and personal experimentation, highlighted the feasibility of amateur innovation in a field dominated by professional teams.[38] This record, set through determination and ingenuity, has endured for over four decades, remaining unbroken as of 2025.[41]Post-1978 Attempts
1980s and 1990s
In the 1980s, American racer Lee Taylor made a bold but fatal bid to surpass Ken Warby's 1978 record of 317.596 mph using his rocket-powered hydroplane, Discovery II, on Lake Tahoe, Nevada. On November 13, 1980, Taylor completed his first kilometer run at an unofficial 269.8 mph before decelerating; the boat then veered right, flipped multiple times, and disintegrated, resulting in his immediate death.[44][45] Nearly a decade later, on July 9, 1989, Craig Arfons, son of land speed pioneer Walt Arfons, attempted the record with his 5,500-horsepower jet-powered Rain X Special on Lake Jackson near Sebring, Florida. The 25-foot hydroplane accelerated to over 350 mph but became airborne, flipped violently, and exploded upon impact, killing the 39-year-old pilot in the fifth such fatality in unlimited water speed record pursuits since 1936.[46][47][48] These back-to-back tragedies, which highlighted the extreme risks of instability and structural failure at high water speeds, contributed to an increased emphasis on safety by the Union Internationale Motonautique (UIM), including enhanced regulations on boat certification, pilot qualifications, and course monitoring in the 1990s.[2] No official unlimited class attempts occurred through the 1990s, as teams faced significant logistical, technical, and funding challenges amid the perceived dangers.2000s and Beyond
The period from the 2000s onward has seen no ratified official challenges to Ken Warby's 1978 world water speed record of 317.59 mph, reflecting stringent UIM safety regulations and persistent funding obstacles in the unlimited class. The UIM mandates rigorous homologation procedures for record attempts, including multiple observer boats for timing and onboard telemetry for speed and safety data. These requirements, enhanced in the early 1990s following fatal incidents, have deterred teams without substantial resources from pursuing certification. Post-2000 safety regulations have profoundly impacted the sport, with the UIM and national authorities like the American Power Boat Association (APBA) enforcing enhanced cockpit protections, impact-resistant materials, and mandatory risk assessments, given a history of seven fatalities among the last 13 record challengers. Funding challenges persist, as building a challenger requires millions for jet propulsion, composite hulls, and testing, often hindered by sponsorship hesitancy due to dangers and limited appeal compared to other motorsports.[2][49] As of November 2025, renewed efforts include testing by Dave Warby with Spirit of Australia II at Blowering Dam, Australia, where the hydroplane reached 278 mph (447 km/h) during runs on November 8-9, 2025, as part of preparations for a potential UIM record attempt, though no new mark has been set.[50]Ongoing Projects
Spirit of Australia II
Spirit of Australia II is an ongoing project led by Australian engineer Dave Warby to break the world water speed record set by his father, Ken Warby, in 1978.[50] The initiative builds on the legacy of the original Spirit of Australia, which achieved 317.59 mph (511.11 km/h) on Blowering Dam in New South Wales, Australia.[51] Dave Warby, serving as both pilot and team leader, aims to exceed this mark in the unlimited class using a successor hydroplane.[52] The boat's design refines the original Spirit of Australia with a slightly longer hull, modified sponsons for improved stability, and adjusted center of gravity to handle higher speeds.[52] It is powered by Rolls-Royce Orpheus 803 jet engines salvaged from Italian Air Force Fiat G.91 fighters, delivering approximately 50% more thrust than the single engine in the 1978 record holder.[52] Construction emphasizes a reinforced cockpit accredited by the Union Internationale Motonautique (UIM) and the American Power Boat Association (APBA), prioritizing pilot safety during high-velocity runs.[52] The project is family-driven, with Dave Warby at the helm alongside the Warby Motorsport team, supported by Australian engineers specializing in marine propulsion and hydrodynamics.[53] Development began around 2013, with the boat completed after five years of backyard construction in Newcastle, New South Wales.[52] As of November 2025, testing continues at Blowering Dam, the site of the 1978 record, amid intensifying global competition.[50][53] Recent trials as of early November 2025 achieved speeds nudging 280 mph (450 km/h), building on August 2025 runs that reached 447 km/h (278 mph) and including further sessions on November 8-9, 2025, focused on handling and propulsion tuning.[50][54] Earlier phases included towing tests to validate hull dynamics, with ongoing runs focusing on incremental speed increases toward surpassing 317 mph.[55] The team holds UIM accreditation for the cockpit and has pre-approval protocols in place for official record attempts, targeting completion of qualifying runs by late 2025.[52]Longbow
The Longbow is a UK-based jet hydroplane project aimed at challenging the outright world water speed record of 317.59 mph, established in 1978, as part of a resurgence in British efforts. Developed by a team of British enthusiasts in a cottage workshop on the Fylde Coast in Lancashire, the initiative emphasizes a revival of British engineering heritage through innovative, grassroots design and construction techniques. Led by project director David Aldred, a former engineer on the Bluebird K7 restoration with experience in high-speed watercraft, the team includes collaborators such as University of Central Lancashire experts Gary Atkinson and John Fielding for engine tuning, alongside supporters from local industries focused on precision manufacturing.[56][57][58][53] The vessel features a pure-thrust jet hydroplane design, powered by twin Rolls-Royce Viper 535 turbojet engines sourced from the British Strikemaster aircraft, delivering a combined static thrust of 6,800 pounds. The hull incorporates advanced composite materials bonded with WEST SYSTEM epoxy resins to achieve lightweight strength and hydrodynamic efficiency, enabling planing at extreme velocities while minimizing drag. This configuration draws on traditional hydroplane principles but integrates modern finite element analysis (FEA) for cockpit and structural compliance with Union Internationale Motonautique (UIM) regulations, ensuring pilot safety during high-G accelerations.[59][58][60] As of 2025, the project has advanced through iterative testing phases, with August simulations reaching 278 mph, where minor drifting issues above 250 mph were identified and addressed via modifications to the stern ski for improved stability and trim. These tests, conducted in controlled environments to replicate water dynamics, confirmed the hull's planing behavior and informed refinements for sustained high-speed runs. In January 2025, the fuel system underwent key optimizations, limiting capacity to approximately 4 minutes of full-throttle operation—sufficient for the record run, as the twin engines consume about 16 gallons per minute and can propel the craft to over 317 mph in roughly 7 seconds—balancing weight constraints with performance demands. Full-scale water trials are scheduled for late 2025 on UK lakes, with record attempts targeted for 2026, potentially at sites like Coniston Water to honor historical precedents in British speed record pursuits.[61][58][53]Thrust WSH
The Thrust WSH project, initiated by Richard Noble OBE—the driving force behind the Thrust SSC land speed record vehicle that achieved 763 mph in 1997—applies aerospace-derived engineering to pursue the outright water speed record.[62] Led by the original Thrust team, the effort collaborates with Xi Engineering Consultants as the official data partner to optimize performance through advanced simulations and testing.[63] The vessel features a revolutionary stepped hydroplane hull powered by a Rolls-Royce Spey 205 turbofan engine, delivering 20,500 lb of thrust equivalent to approximately 27,000 horsepower.[64] For stability at extreme velocities, it incorporates super-cavitating hydrofoils designed to minimize drag by creating vapor cavities around the lifting surfaces, preventing destructive implosions during operation.[65] Active microfoil controls enable precise adjustments to maintain equilibrium in the challenging super-cavitating regime, drawing on hydrodynamic research to support sustained speeds beyond 400 mph.[66][67] As of early 2025, the project advanced with prototype development in the United Kingdom, including the construction and jet-powered testing of a 1:4 scale model to validate the design under real-world conditions.[68][69] In February 2025, updates confirmed the integration of computational fluid dynamics for the scale model, combining aerodynamic and hydrodynamic analyses to refine the full-scale configuration.[68] Full-scale runs are targeted for 2026, aiming to shatter Ken Warby's 317.59 mph record from 1978 on a suitable controlled watercourse.[64][53]Record Holders and Achievements
Unlimited Class Holders
The Unlimited Class encompasses the outright world water speed records, open to any propulsion method without restrictions on engine displacement or power. These records are ratified by the Union Internationale Motonautique (UIM) in collaboration with the American Power Boat Association (APBA), ensuring global standardization. Ratification requires two timed runs in opposite directions over a measured 1-kilometer course, completed within one hour, with the arithmetic mean of the two speeds accepted as the official result to neutralize the influence of wind, tide, or current.[4] Since the category's inception, there have been 22 official record-breaking achievements, with American competitors securing and advancing the mark for the majority of attempts before the 1960s. The progression reflects incremental engineering advances, from piston engines to turbojets, though progress stalled after the 1970s due to the extreme risks involved, including seven fatalities among post-1930 challengers. As of November 2025, Ken Warby's 1978 achievement remains unbeaten, highlighting the record's enduring difficulty; no new records have been ratified since, though active challenges continue.[3][4][53]| Date | Holder | Nationality | Speed (mph) | Speed (km/h) | Location | Boat |
|---|---|---|---|---|---|---|
| 1 Oct 1928 | George Wood | American | 92.86 | 149.35 | Detroit, MI, USA | Miss America VII |
| 13 Jun 1930 | Sir Henry Segrave | British | 98.76 | 158.93 | Lake Windermere, England | Miss England II |
| 2 Apr 1931 | Kaye Don | British | 103.48 | 166.51 | Rio Parana, Argentina | Miss England II |
| 9 Jul 1931 | Kaye Don | British | 110.24 | 177.38 | Lake Garda, Italy | Miss England II |
| 5 Feb 1932 | Gar Wood | American | 111.65 | 179.67 | Indian Creek, FL, USA | Miss America IX |
| 18 Jul 1932 | Kaye Don | British | 119.75 | 192.68 | Loch Lomond, Scotland | Miss England III |
| 20 Sep 1932 | Gar Wood | American | 124.86 | 200.90 | Detroit, MI, USA | Miss America X |
| 2 Sep 1937 | Malcolm Campbell | British | 129.50 | 208.40 | Locarno, Switzerland | Bluebird K3 |
| 17 Sep 1938 | Malcolm Campbell | British | 130.94 | 210.68 | Lake Hallwyl, Switzerland | Bluebird K3 |
| 19 Aug 1939 | Malcolm Campbell | British | 141.74 | 228.10 | Coniston Water, England | Bluebird K4 |
| 26 Jun 1950 | Stanley Sayres | American | 160.33 | 258.01 | Lake Washington, WA, USA | Slo-Mo-Shun IV |
| 7 Jul 1952 | Stanley Sayres | American | 178.50 | 287.26 | Lake Washington, WA, USA | Slo-Mo-Shun IV |
| 26 Apr 1955 | Donald Campbell | British | 202.32 | 325.61 | Ullswater, England | Bluebird K7 |
| 16 Nov 1955 | Donald Campbell | British | 216.25 | 348.02 | Lake Mead, NV, USA | Bluebird K7 |
| 19 Sep 1956 | Donald Campbell | British | 225.63 | 363.12 | Coniston Water, England | Bluebird K7 |
| 20 Oct 1957 | Donald Campbell | British | 239.07 | 384.74 | Coniston Water, England | Bluebird K7 |
| 10 Nov 1958 | Donald Campbell | British | 248.62 | 400.18 | Coniston Water, England | Bluebird K7 |
| 14 May 1959 | Donald Campbell | British | 260.35 | 418.98 | Coniston Water, England | Bluebird K7 |
| 31 Dec 1964 | Donald Campbell | British | 276.34 | 444.72 | Lake Dumbleyung, Australia | Bluebird K7 |
| 30 Jun 1967 | Lee Taylor | American | 285.21 | 459.00 | Guntersville, AL, USA | Hustler |
| 19 Nov 1977 | Ken Warby | Australian | 288.60 | 464.45 | Blowering Dam, Australia | Spirit of Australia |
| 8 Oct 1978 | Ken Warby | Australian | 317.60 | 511.11 | Blowering Dam, Australia | Spirit of Australia |